Abstract: To provide a technique for reliably acquiring a required braking power during travel and for efficiently using a regenerative power generated during braking. A work vehicle calculates a regenerative power outputted from an electric motor and a target hydraulic driving power for driving a hydraulic pump, supplies the regenerative power to the generator motor operating as a motor and makes the generator motor consume the regenerative power in a case where the regenerative power is equal to or smaller than the target hydraulic driving power, and supplies the regenerative power to the generator motor operating as the motor and makes an exhaust brake consume a power equivalent to a difference between the regenerative power and the target hydraulic driving power in a case where the regenerative power is larger than the target hydraulic driving power.

Abstract: A controller drives a shifting actuator to move a first engagement member from an original position of a first engagement portion in one direction along a relative motion path and acquires first position information representing a first position, the first position being a position where the first engagement portion moved in the one direction contacts a second engagement portion. The controller drives the shifting actuator to move the first engagement member from the original position in the other direction along the relative motion path and acquires second position information representing a second position where the first engagement portion moved in the other direction contacts the second engagement portion. The controller calculates a center position of the first engagement portion on the relative motion path from the acquired first position information and the acquired second position information, compares the calculated center position to the original position.

Abstract: A control device of a vehicle capable of traveling according to a plurality of traveling modes including a first traveling mode and a second traveling mode is provided. The control device includes a traveling mode control unit and an internal combustion engine control unit. The internal combustion engine control unit increases a rotational speed of a internal combustion engine at a predetermined increase rate as a vehicle speed increases when the vehicle is traveling in the first traveling mode. The traveling mode control unit includes a prediction increase rate acquisition unit configured to acquire a prediction increase rate, and a transition prohibition setting unit configured to prohibit transition to the second traveling mode when a transition condition is satisfied, based on the prediction increase rate acquired by the prediction increase rate acquisition unit and the increase rate.

Abstract: A system for producing an active short circuit in an electric motor of a hybrid electric vehicle having a traction battery includes an inverter to be provided in communication with the motor and battery, and an inverter controller to generate driver signals to operate inverter switches to produce three-phase AC for the motor or to produce DC for battery charging. In response to motor speed exceeding a threshold, the controller is configured to generate driver signals to operate the inverter switches to produce an active short circuit in the motor to prevent battery overcharging. A processor and electric circuit are each configured to independently generate an active short circuit control signal operative to effectuate generation of the driver signals, the active short circuit produced based on an active short circuit control signal from the electric circuit in an absence of an active short circuit control signal from the processor.

Abstract: A vehicle system includes an engine driving a vehicle, a front wheel and a rear wheel, a suspension device with an attachment portion to a vehicle body which is located at a higher level than a center axis of the rear wheel, an electromagnetic coupling to distribute a torque of the engine to the front wheel and the rear wheel, a steering wheel to be operated by a driver, a steering angle sensor to detect a steering angle corresponding to operation of the steering wheel, and a controller to control the engine and the electromagnetic coupling. The controller is configured to control the electromagnetic coupling such that the torque distributed to the rear wheel is decreased in accordance with a returning operation of the steering wheel which is detected by the steering angle sensor.

Abstract: A vehicle control system configured to limit damage to an electric storage device even if a speed of a motor is changed abruptly. The control system includes a differential mechanism connected to an engine, a motor, and drive wheels, and a clutch. The control system includes a controller is configured to calculate an upper limit power possible to be applied or discharged to or from an electric storage device when a condition to engage the clutch is satisfied and restrict the electric power to be applied or discharged to or from the electric storage device when the electric power is equal to or less than a maximum allowable power that is less than the upper limit power before the clutch is engaged.

Abstract: A wheel assembly includes a wheel defining a first axis; a first electric motor including a first stator and a first rotor rotatable relative to the first stator about the first axis, the wheel fixed relative to the first rotor; a second electric motor including a second stator and a second rotor rotatable relative to the second stator about a second axis, the first stator fixed relative to the second rotor; and a third electric motor including a third stator and a third rotor rotatable relative to the third stator about a third axis, the second stator coupled to and movable with the third rotor. The first axis, the second axis, and the third axis are mutually transverse.

Abstract: An electrical regeneration and vehicle deceleration control method includes operating an electrified powertrain in normal or maximum regeneration modes associated with lesser and greater electrical regeneration and vehicle deceleration rates, respectively, receiving an input from a driver of the vehicle indicative of a request to enable the maximum regeneration mode, detecting a status indicative of an availability of the maximum regeneration mode, and in response to receiving the request and based on the status of the maximum regeneration mode and a current vehicle deceleration rate: (i) operating the electrified powertrain in either the maximum regeneration mode or a normal regeneration mode, (ii) selectively outputting a message to the driver indicative of the status of the maximum regeneration mode, and (iii) selectively commanding a hydraulic brake system of the vehicle to generate brake force based on a driver-expected vehicle deceleration rate associated with the operative regeneration mode.

Abstract: A method of controlling gear shifting in an electric vehicle includes: determining whether or not an electric vehicle travels in an electric vehicle (EV) traveling mode; determining whether or not kick-down gear shifting is required in the EV traveling mode; determining whether or not acceleration linearity control is possible, in a case where the kick-down gear shifting is required; performing correction of a torque of a motor in a case where the acceleration linearity control is possible; and performing gear shifting in a transmission on the basis of the corrected torque of the motor.

Abstract: A hybrid multi-mode power take off system (PTO) installed on a vehicle includes an internal combustion engine, a first electric reversible electric machine, a second electric reversible electric machine and one epicyclical gear train connectable with the engine and the first and second reversible electrical machines using a number of clutches. An electronic control unit controls the closure/opening of clutches to implement different operating modes. The electronic control unit is configured to control the transfer of energy between the first and the second reversible electric machines when one reversible electric machine is operating as a motor and the other is operating as a generator.

Abstract: A drive torque of an electric motor for driving a driveline included in a driveline assembly of a motor vehicle can be controlled as a function of the vehicle speed in such a way that, when the vehicle speed is below a predetermined threshold value, the electric motor is controlled in a high torque mode and, when the vehicle speed is above the threshold value, the electric motor is controlled in a low torque mode.

Abstract: A system including a first drive axle, a second drive axle, a first sensor, a second sensor, and a controller. The first sensor is configured to measure a first speed of the first drive axle. The second sensor is configured to measure a second speed of the second drive axle. The controller is in communication with the first and second sensors. The controller configured to determine an actual axle speed difference value based on the measured first speed and the measured second speed, determine an expected axle speed difference value based on a vehicle speed and a vehicle torque, compare the actual axle speed difference value and the expected axle speed difference value to obtain an error value, and generate an output signal in response to the error value being above a predetermined threshold value.

Abstract: A controller for an internal combustion engine, a control method for an internal combustion engine, and a memory medium are provided. The controller executes a deactivation process that deactivates combustion control in a specified one of cylinders. A compensation process operates a power generation device that produces driving torque applied to a driven wheel so as to compensate for insufficiency of the driving torque of a vehicle caused by the deactivation process. A prohibition process prohibits the deactivation process when it is determined that compensation by a predetermined amount or larger by the compensation process cannot be performed.

Abstract: An oil pressure learning method of an automatic transmission includes acquiring a state of a vehicle in a state where relational regulation data is stored, supplying oil to the automatic transmission such that the value of the oil pressure is set to an oil pressure command value, calculating, as a specific variable, a variable representing an amount in which a detected input rotation speed exceeds a target input rotation speed, or the like, calculating a reward in a manner in which it has a larger value when the specific variable satisfies a criterion than when it does not satisfy the criterion, updating the relational regulation data by inputting, to an update mapping, the reward and the oil pressure command value, and calculating a torque variable having a value that is increased as an amount of change in an input torque is increased.

Abstract: A transmission includes an input shaft that couples to a prime mover, twin countershafts and a main shaft having gears coupled thereon, an output shaft that selectively provides a torque output to a driveline, a first shift actuator that selectively couples the input shaft to the main shaft. The transmission includes a second shift actuator that couples the main shaft to the output shaft with a selected reduction ratio, and a controller including a vehicle state circuit that interprets at least one vehicle operating condition, and a neutral enforcement circuit that provides a first neutral command to the first shift actuator and a second neutral command to the second shift actuator, in response to the at least one vehicle operating condition indicating that vehicle motion is not intended.

Abstract: Systems and methods are provided for simulating rev-matching in hybrid electric vehicles (HEVs), e.g., HEVs having a two motor hybrid system transmission. In particular, increased engine response is provided while downshifting during acceleration. The two-motor hybrid system transmission may include an electronic control unit that controls the speed of the engine to simulate gears, and increases the speed of the engine responsive to a driver using the gear selector to shift from one of the simulated gears to a lower one of the simulated gears, thereby providing the desired rev-matching experience.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.

Abstract: A power shift transmission for an agricultural machine includes a transmission housing, an input shaft unit and an output shaft. The input shaft unit and the output shaft extend at least partially inside the housing. The transmission includes an auxiliary shaft arranged offset but parallel between the input shaft unit and the output shaft inside the housing. The input shaft unit and the auxiliary shaft are connected together via an upstream group, and the auxiliary shaft and the output shaft are connected together via a downstream group. Each of the upstream and downstream shift groups includes gearwheel pairs which may be individually selectively coupled. The input shaft unit includes an outer shaft and an inner shaft which is arranged coaxially in the outer shaft and which is rotatable relative to the outer shaft. The inner shaft and the outer shaft are connected together via a layshaft.

Abstract: A hybrid vehicle includes: an internal combustion engine; an electric motor; a controller; a transmission including an input shaft that receives power inputted from the internal combustion engine and the electric motor and an output shaft that outputs power to a drive wheel; and a clutch disposed in a first power transmission route between the internal combustion engine and the input shaft. The electric motor is connected to the input shaft so as to transmit power to the input shaft through a second power transmission route different from the first power transmission route. The controller changes the manner of controlling the electric motor upon switching of the state of power transmission from the internal combustion engine and the electric motor.

Abstract: A controller for a hybrid vehicle controls a first motor generator and a second motor generator such that electric power input to a battery does not exceed an input upper limit value and electric power output from the battery does not exceed an output upper limit value. The controller executes motoring to rotate an output shaft using the first motor generator with combustion operation of an engine stopped, thereby causing a braking force generated by friction of the engine to act on a driven wheel. The controller executes a valve-opening limitation process that limits an increase in a throttle open degree in correspondence with the input upper limit value upon issuance of an increase request for the throttle open degree that is not based on an operation of requesting a change in the braking force performed by a driver during the execution of the motoring.