Abstract: A driving mechanism of a bicycle free-coaster hub includes a driving assembly, a clutch assembly, an epicyclic gear assembly, a resisting member, and forward drag and reverse drag members. The clutch assembly includes an output clutch unit disposed inner the hub and an input clutch unit disposed with the driving assembly to form a clutching or engaging state with the output clutch unit. The epicyclic gear assembly includes a sun gear coupled with the input clutch unit, a ring gear mounted on the hub, a planet gear carrier having a plurality of planet gears engaged with the ring gear and the gear portion of the sun gear. The resisting member is disposed between the sun gear and the hub axle. The forward drag member is disposed between the ring gear and the sun gear. The reverse drag member is disposed between the planet gear carrier and the hub axel.

Abstract: A method for controlling propulsion of a heavy-duty vehicle includes. configuring a nominal shaft slip of the drive shaft in dependence of a desired longitudinal wheel force to be generated by the driven axle, wherein a shaft slip is indicative of a difference between a current vehicle velocity and a vehicle velocity corresponding to the rotation speed of the drive shaft, obtaining a rotation speed of the left wheel and a rotation speed of the right wheel, as function of a current shaft slip of the driven axle, estimating a peak shaft slip value associated with an open differential peak longitudinal force of the driven axle, based on the current shaft slip and on the corresponding obtained speeds of the left and right wheels, and controlling propulsion of the heavy-duty vehicle unit by setting the current shaft slip of the drive shaft based on the configured nominal shaft slip adjusted in dependence of the estimated peak shaft slip value.

Abstract: In some implementations, the device may include stationary and rotatable members. A locking element supported on the stationary member moves between an engaged, torque hold or transfer position where the locking element holds or transfers torque between the stationary member and the rotatable member and a disengaged, torque-free position where the locking element holds or transfers no torque between the stationary member and the rotatable member. The device may include a threaded shaft, with the locking element threadably received on the threaded shaft.

Abstract: A ratchet type one-way clutch apparatus in which all pawl members are engageable with tooth portions stably, is provided. The one-way clutch 1 comprises an outer race 2, an inner race 3 and a first to nth pawl members 4a to 4c. A plurality of tooth portions 5 are formed on the outer circumferential surface of the inner race 3, and engageable with the first to nth pawl members 4a to 4c. A first to nth pawl member holding portions 12a to 12c are formed on the inner circumferential surface of the outer race 2 for holding the first to nth pawl members 4a to 4c. Biassing members 15a to 15c are held in the first to nth pawl member holding portions 12a to 12c for urging the first to nth pawl members 4a to 4c.

Abstract: A method for controlling propulsion of a heavy-duty vehicle, where the heavy-duty vehicle comprises a differential drive arrangement arranged in connection to a drive axle with a left wheel and a right wheel is provided. The method includes determining a nominal shaft slip corresponding to a desired wheel force to be generated by the drive axle wheels, wherein the nominal shaft slip is indicative of a difference between a current vehicle velocity and a vehicle velocity corresponding to the shaft speed, determining a difference between a speed of the left wheel and a speed of the right wheel, adjusting the nominal shaft slip in dependence of a magnitude of the wheel speed difference to a target shaft slip, and controlling the shaft speed based on the target shaft slip.

Abstract: A method for power transmission method includes providing first and second shafts, first and second gear assemblies between the first and second shafts, and first and second coupling assemblies. The first coupling assembly coupling the first shaft to the first gear assembly, and the second coupling assembly coupling the first shaft to the second gear assembly. The speed of the first shaft varies, wherein the deployment of a locking element of the second coupling assembly is based on the speed of the first shaft.

Abstract: Systems and methods which provide motive forces with respect to various apparatuses using self-engaging/disengaging transmission configurations are described. An autonomous-state transmission may comprise a transmission unit configured to autonomously engage and disengage transmission of power from a driving input member to a driven output member without utilization of external gearing or additional mechanical feedback. Embodiments of an autonomous-state transmission may utilize various roller-ramp clutch configurations in communication with override control for disengaging the roller-ramp clutch. The override control may implement various configurations of a skidding mechanism for facilitating engaging and/or disengaging the roller-ramp clutch. According to some examples, motion of the driving input member and/or driven output member is utilized for override force detection and providing override control with respect to the autonomous-state transmission.

Abstract: A drive control apparatus for an electric vehicle includes a controller that controls an engine, a traveling motor, a transmission, and an output clutch. The controller estimates the rotation angle of the motor by a first estimation method and controls the motor on the basis of the estimated angle. The estimation method is executable when the rotation speed of the motor is a threshold or higher. When a rotation angle sensor for the motor is in an abnormal state and a specific driving state is present, the controller controls one or more of the engine, the transmission, and the output clutch differently from when the sensor is in a normal state, and thereby maintains the rotation speed at the threshold or higher. The specific driving state is a state in which the rotation speed is lower than the threshold under the control when the sensor is in the normal state.

Abstract: A method of preventing damage to a clutch housing includes removing material such that the castellations that are adjacent to each other are separated by second distances that are greater than first distances therebetween before removing the material, where the first distances are sufficient for positioning splines of a clutch plate therein. The method further includes positioning wear inserts where the material was removed from the castellations. The wear inserts positioned with castellations that are adjacent to each other are separated by third distances that are less than the second distances between the castellations that are adjacent to each other. The third widths are sufficient for positioning the splines of the clutch plate therein. The wear inserts prevent the splines of the clutch plate from damaging the clutch housing in use.

Abstract: A hydraulic piston position determination system for a vehicle includes a hydraulic piston actuator configured to move a piston member in response to a hydraulic fluid pressure to engage/disengage a friction member, a hydraulic solenoid valve configured to control the hydraulic fluid pressure at the hydraulic piston actuator by regulating a flow of hydraulic fluid from a hydraulic fluid supply system, and a controller configured to control the hydraulic piston actuator by controlling the hydraulic solenoid valve according to an actual duty cycle based on a flow demand change associated with the hydraulic piston actuator, and determine a position of the hydraulic piston actuator based on (i) a magnetic reluctance change and (ii) a difference between the actual duty cycle and a steady-state duty cycle for the hydraulic solenoid valve.

Abstract: Provided is a control apparatus for vehicle that enables a driver to activate and deactivate a freewheeling mode at his/her discretion. A control apparatus 1 for vehicle switches the vehicle to a freewheeling mode in which power generated by an engine 2 of the vehicle is not transmitted to drive shafts 7 of the vehicle. The control apparatus 1 for vehicle includes: a decelerator having a plurality of deceleration gear stages for changing deceleration of the vehicle; and a manipulator 10 provided on steering 11 of the vehicle and configured to allow selection of the freewheeling mode in accordance with an operation performed by a driver. The vehicle transitions to the freewheeling mode upon the freewheeling mode being selected through an operation of the manipulator 10.

Abstract: Methods and systems for a hydromechanical transmission are provided. In one example, the method includes responsive to rotation of a portion of a mechanical assembly induced by cranking of an engine, blocking an output shaft of the hydromechanical transmission via joint engagement of a forward drive clutch and a reverse drive clutch. The method further includes pressurizing a hydrostatic assembly while the forward drive clutch and the reverse drive clutch remain jointly engaged, where the mechanical assembly is coupled in parallel with the hydrostatic assembly.

Abstract: A vehicle includes an engine, an electric machine, a disconnect clutch, a starter motor, and a controller. The engine and electric machine are each configured to generate power to propel the vehicle. The disconnect clutch is disposed between the engine and the electric machine. The controller is programmed to, in response to a command to start the engine, operate either the disconnect clutch or the starter motor to start the engine based on a level of adaptive learning of previous disconnect clutch engagements.

Abstract: A motor assembly, control system and associated method monitor the rotational engagement of an input shaft associated with a motor with an output shaft configured to controllably position a control surface. In this regard, a control system includes a motor assembly and an associated controller. The motor assembly includes a motor configured to rotate an input shaft and a first encoder configured to determine a rotational position of the input shaft. The motor assembly also includes an output shaft, such as a capstan, and a second encoder configured to determine a rotational position of the output shaft. The output shaft is rotatably coupled to the input shaft associated with the motor via a clutch. The controller is configured to identify slippage of the clutch based upon information provided by the first and second encoders regarding the rotational positions of the input shaft and the output shaft, respectively.

Abstract: Provided is an electronic parking brake system including: an electronic parking brake provided in at least one of a front wheel and a rear wheel of a vehicle and driven by a motor; and a controller electrically connected to the motor, wherein the controller is configured to determine whether a gear stage of an electronic transmission system (a shift by wire: SBW) is shifted to a neutral position during ignition-off of the vehicle, and upon determining that the gear stage is shifted to the neutral position, release engagement of the electronic parking brake.

Abstract: A construction machine includes a machine frame, left front wheel, left rear wheel, right front wheel, and right rear wheel. Left and right side electric drive motors and reduction gear assemblies are aligned with a drive axis of the left and right front wheels, respectively. Left and right side drive chains connect the left and right side electric drive motors and reduction gear assemblies with the left and right rear wheels, respectively. A left side drive clutch is positioned between the left front wheel and the left side electric drive motor and reduction gear assembly. A right side drive clutch is positioned between the right front wheel and the right side electric drive motor and reduction gear assembly. A controller is configured to selectively engage or disengage the left and right side drive clutches to selectively provide two wheel drive or four wheel drive.

Abstract: A gearbox cover includes a front side with a planetary carrier and a back side with a flow passage. The planetary carrier includes a first annular portion with a plurality of holes, a second annular portion, axially spaced from the first annular portion, with a first plurality of through holes, each aligned with one of the holes, and a plurality of webs connecting the first annular portion with the second annular portion. In an example embodiment, the front side also includes a tubular portion. A gearbox cover assembly with a flow passage cover and a planetary gear assembly are also disclosed.

Abstract: An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. The clutch in one variation includes a positive clutch in the form of a dog clutch. The dog clutch has a clutch suspension configured to deflect a clutch collar when gearing is misaligned during shifting.

Abstract: A method for controlling a vehicle transmission system having a clutch system includes generating a torque-pressure (T-P) gain deviation based on a T-F characteristic and a nominal T-F characteristic for the clutch system, generating a pressure magnitude deviation based on the set of pressure values and the set of nominal pressure values, determining whether a T-F characteristic deviates from the nominal T-F characteristic based on the T-P gain deviation and the pressure magnitude deviation, identifying the T-F characteristic as deviating in response to the T-F characteristic departing from the nominal transfer characteristic, and issuing a notification regarding the deviating T-F characteristic to perform a corrective action related to the clutch system.

Abstract: A vehicle includes a transmission that performs a method of operating a clutch of a vehicle. The vehicle includes the clutch, an actuator device and a processor. The actuator device includes a piston movable to operate the clutch. The processor is configured to receive a pressure signal indicative of a selected fluid pressure for operating the clutch, determine a position for the piston in the actuator device from the pressure signal, and move the piston to the position to operate the clutch at the selected fluid pressure.