Abstract: A control method for a motor-driven vehicle includes comparing a motor output with a hill holding condition on an inclined road. A hill holding fail safe is performed through a brake cooperation control when the motor output is less than the hill holding condition. Since the brake cooperation control for the hill holding fail safe is implemented by an electronic parking brake (EPB) motor control on a hill holding condition, convenience is provided without difficulty of control according to an oil pressure.

Abstract: A method for operating an automatic transmission is provided. The method includes synchronizing a positive shifting element of the automatic transmission, braking the automatic transmission with a first non-positive shifting element of the automatic transmission, establishing a position of the positive shifting element, and increasing a pressure of fluid supplied to a second non-positive shifting element of the automatic transmission if the position of the positive shifting element is an intermediate position.

Abstract: A number of variations may include a product that may include a power transfer assembly. A gear train may have multiple gears and may provide a first stage gearing that may have a fixed gear ratio. At least one planetary gear set may provide a second stage gearing that may have multiple gear ratios. An electric machine may selectively provide input to the first stage gearing. A differential unit may selectively receive output from the planetary gear set. An engagement mechanism may selectively connect the differential unit with the second stage gearing in each of a high range mode and a low range mode.

Abstract: A multi-stage transmission for a vehicle may include an input shaft, an output shaft, first to fourth planetary gear devices disposed between the input shaft and the output shaft to transmit rotary force, each of the first to fourth planetary gear devices having three rotary elements, and at least six shifting elements connected to the rotary elements of the planetary gear devices.

Abstract: Torque shares that express an exchange of torque are set as a constraint condition of an equation of motion of an automatic transmission, so it is suitable to control an exchange of torque between engagement devices, which is difficult in shift control, and it is possible to solve the equation of motion. In other words, it is possible to handle any shift pattern with the use of a predetermined shift model. Furthermore, at the time of a shift in which two elements are released and two elements are engaged, a first shift and a second shift in each of which one element is released and one element is engaged are carried out, so three control operation amounts are used in each of the first shift and the second shift, with the result that it is possible to solve the equation of motion.

Abstract: A transmission controller determines whether or not to downshift a sub-transmission mechanism based on an opening and an opening speed of an accelerator pedal and a torque change rate of an engine, and downshifts the sub-transmission mechanism when a determination is made to downshift the sub-transmission mechanism.

Abstract: A continuously variable transmission includes a variator, a sub-transmission mechanism, target value setting means configured to set a speed ratio corresponding to a select gear position as a target value of a through speed ratio which is an overall speed ratio of the variator and the sub-transmission mechanism, shift control means configured to perform a variator shift of downshifting the variator so that the through speed ratio reaches the target value and a coordinated shift of upshifting the variator to maintain the through speed ratio while downshifting the sub-transmission mechanism immediately after the variator is downshifted, and torque increasing means configured to increase a torque input to the continuously variable transmission from the power source more than a torque before the determination of the downshift instruction during the coordinated shift.

Abstract: A rear axle differential device of a vehicle, including a differential casing, two half-shafts, an input shaft, and an output shaft is provided. The differential casing includes a first casing and a second casing. A differential gear is disposed in the second casing having two coaxial half-shaft holes at two ends. The two half-shafts are coaxially fixed to the two half-shaft holes, respectively, and a direction of an axis of the half-shaft is a first direction. One end of the input shaft is fixed to the first casing, and the other end extends towards the second casing. The output shaft is located at one side of the input shaft, and one end is fixed to the first casing and the other end extends along a direction opposite to an extending direction of the input shaft. The axis of the output shaft is parallel to the axis of the input shaft.

Abstract: A powertrain comprising an engine, a motor, a disconnect clutch connected between the engine and the motor, and a transmission. The transmission is connected to the motor by a torque converter and lock-up clutch and selectively and indirectly connected to the engine by the disconnect clutch. A controller receives an engine torque output signal and reduces the torque output of the engine to the clutch capacity limit value. A system and a method are also provided for controlling a powertrain for a hybrid vehicle.

Abstract: A torsional vibration damping arrangement includes an input region to be driven in rotation around an axis of rotation and an output region. A first torque transmission path and parallel thereto a second torque transmission path and a coupling arrangement for superposing the torques transmitted via the torque transmission paths are provided between the input region and the output region. A first phase shifter arrangement is provided in the first torque transmission path for generating a phase shift of rotational irregularities transmitted via the first torque transmission path relative to rotational irregularities transmitted via the second torque transmission path.

Abstract: A planetary gear train is lubricated via a distribution ring and a planet gear carrier oil supply passage in communication with the distribution ring. The gear train includes a sun pinion that engages a planet gear at a sun planet gear mesh. The planet gear is rotatably mounted to a planet gear carrier. The planet gear carrier is configured to drive an output shaft. The output shaft may be operatively connected to a load. The planet gear rotates within a ring gear at a planet gear ring mesh. The distribution ring surrounds a planet gear carrier and has a hollow interior that communicates with an oil supply. A planet gear carrier oil supply passage may extend through a planet gear carrier of the gear train and supply oil to a sun planet gear mesh and the planet ring gear mesh, and bearings of the planetary gear train.

Abstract: A wind turbine has a rotor and a generator. A planetary transmission is arranged between the rotor and the generator, the planetary transmission being operatively connected to the rotor and the generator. The planetary transmission has at least one planet gear, at least one planet pin, and a planet carrier, the planet gear being arranged on the planet pin. At least one sliding bearing is arranged between the planet pin and the planet carrier, and the planet gear is rotationally fixed to the planet pin.

Abstract: A variable transmission includes an input shaft, a planetary gear set drivingly engaged with a variator comprising, a variator carrier assembly, a first ring assembly, and a second ring assembly; and the output shaft, arranged with various combinations of brakes and clutches to produce transmissions with continuously variable or infinitely variable torque output ratios.

Abstract: A hybrid transmission for a motor vehicle including a heat engine and a driving electrical machine, including two concentric primary shafts, each of which includes at least one intermediate drive on a secondary shaft connected to wheels of the vehicle. The transmission includes a first mechanism for coupling the two primary shafts together, and capable of assuming at least three positions, of positions in which: the heat engine is separated from the drive train connecting the electrical machine to the wheels; the heat engine drives the wheels with or without the assistance of the electrical machine; and the heat engine and the electrical machine are coupled together to add respective torques thereof to the wheels.

Abstract: A roll control device for a vehicle curtain has a unidirectional transmission device and a damping assembly. The unidirectional transmission device has a gear base, multiple planet gears and a transmission wheel. The gear base has a connecting segment, a driving segment formed on a side of the connecting segment and an axle. The driving segment has multiple receiving recesses and multiple limiting segments. The planet gears are mounted rotatably and slidably in the receiving recesses respectively and are selectively limited by the limiting segments respectively to rotate with the gear base. The transmission wheel is rotatably combined with the gear base, encloses the planet gears and has a transmission gear. The damping assembly is connected with the unidirectional transmission device and has a driven gear and a damper. The driven gear engages the transmission gear on the transmission wheel. The damper is connected with the driven gear.

Abstract: A shift control system and method that determine whether an ABS is operating in a running vehicle to operate a transmission of the vehicle are provided. The system determines whether the vehicle can be shifted to a neutral stage (N) based on vehicle conditions. A shift control signal is then generated and transmitted to a transmission to execute a shift of the vehicle to the stage N.

Abstract: A planetary drive having at least one set of first planetary gears on a planet carrier, which gears are disposed radially spaced apart from a central axis and of which every first planetary gear is in toothed engagement with a first central gear, wherein the central gear has the central axis as the axis of rotation thereof, and wherein each of the first planetary gears is respectively mounted on a pin so as to be rotatable about an axis of symmetry of the pin, wherein the pin has internally a lubricating channel extending along the axis of symmetry of the pin and is mounted at least on one side at the end in a planet carrier, and wherein the pin is seated at least on one side at the end of a cup-shaped sleeve seated in the planet carrier.

Abstract: A power train control device includes: an automatic neutral clutch that adjusts driving force transmitted from an engine to a transmission mechanism constituting an automatic transmission; a transfer clutch that adjusts driving force transmitted from the transmission mechanism constituting to a driving system component which drives driven-wheels; an automatic neutral clutch control unit that releases the automatic neutral clutch if predetermined automatic neutral control conditions are satisfied; and a transfer clutch control unit that controls engaging force of the transfer clutch based on a running state of a vehicle equipped with the power train control device. When returning from automatic neutral control, the transfer clutch control unit temporarily releases and then re-engages the transfer clutch, during a period from start to completion of engaging of the automatic neutral clutch.

Abstract: A pedal apparatus for a vehicle. The pedal apparatus includes a support defining an axis. The pedal apparatus further includes a brake pedal assembly movable about the axis between a first position and a second position. The brake pedal assembly includes a latch movable between unlocked and locked positions. The pedal apparatus includes an accelerator pedal assembly movable about the axis between initial and displaced positions. The pedal apparatus includes an intermediate device disposed about the axis and having a plurality of first and second teeth. The latch is engageable with the first teeth when in the locked position. The braking apparatus further includes a retainer disposed about the axis. The retainer has a hub mounted to the support and at least one actuating device selectively engaging at least one of the second teeth of the intermediate device to couple the intermediate device to the retainer and the support.

Abstract: A lubricating system and method can be used to meter lubricating fluid to a pinion and pinion bearing mounted to a pinion carrier. A sun gear shaft may include a channel fluidly connected to a lubricating fluid reservoir through a bore in the sun gear shaft. A sleeve may be fluidly sealed on its axial ends over the channel to form a chamber with the channel. The sleeve may include a plurality of through-holes to allow lubricating fluid to flow through a plurality of radial bores extending through the pinion carrier. Lubricating fluid may flow through an annular gap passage in a pinion shaft to provide lubricating fluid to the pinion and the pinion bearing.