Abstract: A clutch control device includes a clutch apparatus (26) configured to connect and disconnect power transmission between a prime mover (13) and an output object (21), a clutch actuator (50) configured to output a driving force for actuating the clutch apparatus (26), a controller (40) configured to control driving of the clutch actuator (50), and a clutch operator configured to operate the clutch apparatus (26) regardless of the driving of the clutch actuator (50), the controller (40) detects that there is a manual operation by the clutch operator when a difference of a predetermined value or more is detected between a reference output value of the clutch actuator (50) configured to operate the clutch apparatus (26) and a measured value of an output value of the clutch actuator (50).

Abstract: A driving method of controlling a vehicle is provided to solve the problem of a repeated wheel slip and deterioration of wheel slip control performance due to a roll motion by controlling the driving force of a vehicle by reflecting vertical load information of tires in real time while the vehicle is turning, to a method that can solve the problem of a repeated wheel slip and deterioration of wheel slip control performance due to a roll motion by controlling the driving force of a vehicle by reflecting vertical load information of tires in real time while the vehicle is turning.

Abstract: Systems are provided for a differential of a powertrain. In one example, a system includes a primary differential pin comprising an I-beam middle section and a secondary differential pin including a slot that interlocks with the I-beam middle section. A pair of the secondary differential pins interlocks with the primary differential pin in a differential assembly.

Abstract: A control system (32, 33) for a vehicle (10), the control system (32, 33) comprising one or more controllers, the control system (32, 33) being configured to: receive a transmission speed signal that is indicative of an output speed of a transmission (24) of the vehicle (10) as the transmission (24) performs a gearshift; receive a driver demand signal that is indicative of a driver demand for acceleration of the vehicle (10) during the gearshift; and determine a torque demand signal for an engine (20) of the vehicle (10) in accordance with the transmission speed signal and the driver demand signal.

Abstract: A rotary power transmission device includes a device housing having an interior in which multiple gears are received for rotation, a clutch received within the device housing and having a clutch ring selectively engageable with one of the multiple gears, and an actuator having a coil and a plunger driven for movement along an axis and relative to the clutch ring. The plunger has a first position and a second position in which the clutch ring is engaged with one of the multiple gears. The plunger includes a first body formed at least partially from a magnetically responsive material, and includes a radially outer surface, a radially inner surface and a front face that is axially variable and arranged so that a radially outer portion of the front face is axially forward of a radially inner portion of the front face.

Abstract: A vehicle is provided which includes an engine; an electric motor; a drivetrain driven by the engine and the electric motor, the drivetrain including a rotatable shaft; a generator which is attached to the rotatable shaft, and which generates electrical energy in response to the rotation of the shaft; an energy recovery system; and an electrical energy storage system.

Abstract: When a towing vehicle is driven while towing a towed vehicle having driving force, a controller of the towed vehicle determines wheel slip of the towing vehicle based on driving information of the towing vehicle and determines wheel slip of the towed vehicle based on driving information of the towed vehicle, and upon determining that wheel slip of the towing vehicle or the towed vehicle has occurred or upon determining that wheel slip of each of the towing vehicle and the towed vehicle has occurred, control to increase or decrease driving force of the towed vehicle or control to change the driving force distribution ratio between left and right wheels of the towed vehicle is performed, whereby it is possible to improve driving stability and rough road escape performance of the towing vehicle and the towed vehicle.

Abstract: A human-powered vehicle control device includes an electronic controller that controls a transmission device to shift a ratio of a rotational speed of a wheel to a rotational speed of a crank axle. The controller controls the transmission device between first, second, and third control states. The controller controls the transmission device in the first control state for a predetermined period in a case where the human-powered vehicle starts to travel until a vehicle state becomes a predetermined state. The controller switches from the first to the second control state if the vehicle state becomes the predetermined state. The controller switches from the first to the third control state if a human driving force input to the human-powered vehicle becomes greater than a predetermined driving force during the predetermined period. Shifting of the ratio is more restricted in the first control state than the second and third control states.

Abstract: A gearbox apparatus includes a number of gears selectable by a user to drive a drive shaft, the number being greater than the number of gears physically connected to the drive shaft of the gearbox. The apparatus can be controlled remotely by a wireless signal emitting or receiving device, which includes a smart phone, desktop computer, a signal tower, and the like.

Abstract: An electronic locking differential assembly includes a ring gear including at least one bore formed therein. An electronic actuation mechanism is positioned behind the ring gear on one side of the ring gear. A retaining ring includes a notch formed thereon on an outer circumference of the retaining ring. A portion of the electronic actuation mechanism is disposed in the notch. A lock plate is positioned on a side of the ring gear opposite the electronic actuation mechanism. The retaining ring includes a bore formed therein and a fastener disposed in the bore. The fastener is coupled to the retaining ring and passes through the at least one bore of the ring gear. The fastener is coupled to the lock plate wherein the electronic actuation mechanism is axially connected to the lock plate selectively locking and unlocking the differential.

Abstract: A method for determining a state of a transmission for a vehicle includes providing an input for a first generative model depending on a route information, a vehicle speed, a probabilistic variable, and an output of a second physical model, and determining an output of the first model characterizing the state of the transmission in response to the input for the first model. The first model includes a first layer trained to map input to an intermediate state and a second layer trained to map the intermediate state to the state of the transmission depending on the output of the second model. The method includes providing an input for the second physical model depending on at least one vehicle state and/or the route information, and determining an output of the second model in response to the input for the second model. The output of the second model characterizes limit(s) for the intermediate state.

Abstract: Methods and systems for a hydromechanical transmission in a vehicle are provided herein. In one example, the transmission system includes a hydrostatic assembly with a hydraulic pump in fluidic communication with a hydraulic motor. The transmission system further includes a controller configured to selectively transition between a torque control mode and a speed control mode of the hydrostatic assembly while the vehicle is on a slope.

Abstract: A planetary gear assembly including an input sun gear; a first plurality of planetary gears driven by the input sun gear; a planet carrier coupled with the first plurality of planetary gears; and an output sun gear wherein rotation of the input sun gear drivingly rotates the planet carrier at a first rotational speed and the output sun gear at a different second rotational speed. An output shaft fixed to the planet carrier and the output sun gear are simultaneously rotated about a common longitudinal axis at the different speeds by rotation of the input sun gear. The output sun gear is accessible through a longitudinal passage in the output shaft. A PTO shaft is drivingly couplable with the output sun gear by inserting a first end of the PTO shaft into longitudinally extending passage or with the planet carrier by inserting the second end of the PTO shaft.

Abstract: A differential assembly includes a differential unit, an electromagnetic valve and an differential locking apparatus including an engaging ring. The differential unit includes a first side gear, a second side gear, and a planet gear engaging with the first side gear and the second side gear. The electromagnetic valve is operated between a first state and a second state. In the first state, the electromagnetic valve is switched to drive the engaging ring to engage with the first side gear, such that the planet gear remains stationary while the first and second side gears are driven to rotate in approximately the same speed. In the second state, the electromagnetic valve is switched to drive the engaging ring to disengage from the first side gear, such that the planet gear can be driven to rotate for driving the first and the second side gears to rotate in different speeds.

Abstract: A transmission includes a first transmission stage, a feedthrough extending through the first transmission stage, and a first deflector designed to deflect a lubricant away from the feedthrough.

Abstract: A ring gear for an aircraft mechanical gearbox, the ring gear having an annular shape about an axis and having an internal toothing at its internal periphery, an external annular flange or splines at its external periphery, and an annular web extending between the internal toothing and the external flange or splines. The web can include an annular row of arms which are distributed about the axis, these arms connecting the internal toothing to the external flange or splines and being formed in a single piece with the internal toothing and the external flange or splines.

Abstract: An oil recovery device for a reducer of an aircraft turbomachine, the device having a gutter extending around an axis and being intended to be arranged facing oil ejection means formed in a ring gear of the reducer of the turbomachine. The gutter can include at least one oil reception chamber which extends around the axis and which is open towards the axis so as to receive the oil coming from the oil ejection means. The reception chamber can be delimited by a first wall and a second wall arranged facing each other. The first wall can have an axial oil evacuation orifice and the second wall can have a radial dimension relative to the axis which increases increasingly along the axis towards the axial orifice, so as to allow oil ejected by the reducer to be conveyed to the axial orifice.

Abstract: A control device includes control circuits of a plurality of systems. When a transition condition is established, the control circuits of the systems make transition of a driving mode from a first driving mode to a second driving mode, and when a return condition is established in a state in which the driving mode has transitioned to the second driving mode, the control circuits of the systems make transition of the driving mode from the second driving mode to the first driving mode while gradually changing the current command values of the control circuits' own systems toward the current command values before the adjustment.

Abstract: A method of controlling a continuously variable electric drivetrain (CVED) including a high ratio traction drive transmission and at least one of a first motor-generator and a second motor-generator is disclosed. The method includes the steps of receiving an output speed, determining a kinematic output speed, and determining a slip state of the high ratio traction drive transmission based on a comparison of the output speed to the kinematic output speed.

Abstract: An electromagnetic valve control device includes a control signal generator to, through feedback control involving an environmental coefficient, generate a control signal intended for at least one electromagnetic valve and corresponding to a target electric current value, a coefficient determiner to determine an environmental coefficient during a learning period from a start of a driver operation to an end of a predetermined time, and an operation limiter to limit respective operations of the at least one electromagnetic valve and a gear transmission during the learning period.