Abstract: A drive apparatus for a vehicle includes an engine, an MG, a first rotary shaft, a second rotary shaft, a transmission disposed between the first rotating shaft and the second rotary shaft, a driving wheel, a first clutch capable of interrupting power transmission between the engine and the first rotary shaft, a second clutch capable of interrupting power transmission between the MG and the first rotary shaft, and an ECU for controlling the engine, the MG, the transmission, the first clutch and the second clutch. The ECU releases the second clutch as a rotation speed of the first rotary shaft becomes higher than a threshold value, and sets the threshold value lower in the case where an acceleration request is issued from the driver than in the case where no acceleration request is issued to reduce the operation times for the clutch to engage or disengage the MG.

Abstract: A method of engaging a form-interlocking shifting element to obtain a gear in an automatic transmission in which at least one further, frictional shifting element is involved in obtaining the gear to be engaged and a shifting element, not involved in obtaining the gear to be engaged but which serves as a synchronizing shifting element, is actuated in order to synchronize the interlocking shifting element to be engaged. The further, frictional shifting element, involved in engaging the gear, is engaged and then disengaged, to a defined extent, to bring the frictional shifting element to a slipping condition, in order to ensure the engagement of the interlocking shifting element.

Abstract: A hydraulic control system for vehicle includes: an engine; an oil pump driven by the engine; a clutch device brought into engagement to enable power transmission between the engine and drive wheels by delivering a pressurized fluid thereto, and brought into disengagement to interrupt the power transmission between the engine and the drive wheels by discharging the fluid therefrom; and an accumulator storing the fluid delivered to the clutch device. The hydraulic control system is configured to control the hydraulic pressure applied to the clutch device, to stop the engine while bringing the clutch device into disengagement upon satisfaction of a predetermined stopping condition, and to restart the engine while bringing the clutch device into engagement upon satisfaction of a predetermined restarting condition. In the hydraulic control system, a hydraulic circuit increases flow rate of the fluid flowing between the accumulator and the clutch device when the engine is stopped.

Abstract: A method of adjusting clutch characteristics of a Double Clutch Transmission (DCT) vehicle may include determining whether gear shifting has been initiated, updating a T-S curve of a release-side clutch by a transmission torque that is determined using an equation of motion of an engine and a clutch, when a condition in which a difference between an engine speed and a speed of a release-side input shaft is satisfied to be above a first predetermined reference value during a first reference period of time when the gear shifting is determined to have been initiated, and when a torque handover has not been initiated, updating the T-S curve of a connection-side clutch by the transmission torque that has been determined using the equation of motion during a period of time from completion of torque handover to completion of the shifting of gears.

Abstract: A flywheel module comprises a bypass transmission with three rotational members, and a flywheel connected to a first one of the rotational members. A second one of the rotational members is connected to the input/output. An electric machine which can function both as a motor and as a generator is connected to a third one of the rotational members. An actuator is provided for actuating the electric machine. A control unit is provided for driving the actuator, as well as an operator for operating the brake and the clutch.

Abstract: A hydraulic control device includes an electric pump configured to supply oil to a belt-type continuously variable transmission mechanism of a power transmission device through a hydraulic path based on driving of a motor, and an accumulator configured to accumulate oil inside by using the oil supplied by the electric pump and supplies the oil to a control system by discharging the accumulated oil through the hydraulic path. According to such a configuration, an increase in the sizes of the electric pump and the accumulator used for hydraulic control at the time of executing an idling stop function can be suppressed.

Abstract: A vehicle driveline that includes a differential assembly, a two-speed transmission, a power take-off unit, a range sleeve, a mode sleeve and an input shaft. The range sleeve is non-rotatably but axially slidably coupled to the input shaft. The range sleeve provides rotary power to the two-speed transmission and is movable into different positions to control the gear ratio in which the two-speed transmission operates. The two-speed transmission outputs rotary power to the differential assembly. The mode sleeve is selectively movable into a position where it transmits rotary power between the range sleeve and a PTU input of the power-take off unit. Movement of the range and mode sleeves can be coordinated to provide a two-wheel drive high speed mode, a four-wheel drive high speed mode and a four-wheel drive low speed mode.

Abstract: A speed change ECU, in a case in which any one of a second speed to a fourth speed is established when the operation of the engine is stopped by an idle stop control, determines whether a rotation number of the engine is less than a synchronous rotation number of an input shaft that is defined based on a gear ratio (speed change ratio) ?1 at a first speed and a vehicle speed, in a case in which it is determined that the rotation number is equal to or greater than the synchronous rotation number, does not disengage any one of a brake, a clutch, and a clutch serving as a second engagement element, and in a case in which the rotation number is less than the synchronous rotation number, disengages any one of the brake, the clutch, and the clutch serving as the second engagement element.

Abstract: A transmission arrangement is disclosed for a cotton harvester. A power take-off shaft may be configured to receive rotational power from an engine of the cotton harvester. An infinitely variable transmission may be configured to sum mechanical power from an infinitely variable power source and the engine and to output the summed power at a variable output shaft. A clutch arrangement may be configured, in a first state, to disconnect a harvesting unit of the cotton harvester from the power take-off shaft and route power from the variable output shaft to the harvesting unit. The clutch arrangement may be further configured, in a second state, to disconnect the harvesting unit from the variable output shaft and route power from the engine to the harvesting unit via the power take-off shaft.

Abstract: Infinitely variable motion control (IVMC) using Transgear gear assemblies provides rotary motion control without any requirement for connecting or disconnecting gear meshes or use of a clutch. A bevel, miter, ring or spur gear Transgear gear assembly may be defined as a gear assembly having three or four of variables, input, output and control, assigned in a manner so as to provide, for example, one of accumulation of inputs and direction control. A four variable Transgear gear assembly may be one of a spur gear Transgear gear assembly having an additional ring gear surrounding a set of planetary gears or a bevel gear Transgear gear assembly having a double bevel gear, an outer bevel gear and a bevel gear meshing to the outer bevel gear sleeve surrounding an inner beveled gear and comprising three orthogonal carrier shafts.

Abstract: A shift by wire auto lever controlling structure using an integrated controller having two buttons may include an integrated controller including a first button and a second button, and a control unit connected with the integrated controller and controls shifting in a vehicle in response to input signals of the integrated controller, wherein the control unit discriminates a long input signal and a short input signal of input signals from the first button and the second button of the integrated controller as different input signals, and combines the different input signals from the first button and the second button, and performs a Shift By Wire (SBW) mode for changing a current shift range to a predetermined shift range matched with a combination.

Abstract: A vehicle drive device comprising: an engine, a first electric motor, and a second electric motor disposed on a first axis; a first axis output portion outputting power of the first axis; a second axis input portion that is an input portion of a second axis to which power from the first axis output portion is input, the second axis being parallel to the first axis; a second axis output portion outputting power of the second axis; a transmission changing speed between the second axis input portion and the second axis output portion, the transmission being disposed on the second axis; and a third axis input portion that is an input portion of a third axis to which power from the second axis output portion is input, the third axis being parallel to the first axis, the first axis output portion, the second axis input portion, the second axis output portion, and the third axis input portion all being disposed between the first electric motor and the second electric motor in a direction of the first axis, the trans

Abstract: A controller for a vehicle transmission in which a continuously variable transmission mechanism able to continuously change its speed ratio and a transmission mechanism having a constant speed ratio are provided in parallel between an input shaft and an output shaft. The transmission includes a friction engagement mechanism and an intermeshing engagement mechanism, the intermeshing engagement mechanism being arranged in series with the friction engagement mechanism, the intermeshing engagement mechanism setting the transmission mechanism to a state where torque is transmittable between the input and output shaft, in changing to a state where the intermeshing engagement mechanism is engaged and the transmission mechanism is able to transmit torque to the output shaft, a torque capacity of the friction engagement mechanism is configured to be increased to a torque capacity to such extent that the transmission mechanism rotates without a delay of start of engagement of the intermeshing engagement mechanism.

Abstract: A hydraulic system includes a main modulation control scheme which relies in part on the use of a VBS solenoid and the multiplexing of that solenoid. The hydraulic system is associated with a hybrid module and by controlling the main pressure at a reduced level, the fuel economy and reliability of that hybrid module are improved. The system pressure is controlled by the multiplexed VBS solenoid in order to maintain adequate clutch pressure based on torque requirements. The overall system cost is reduced by the multiplexing of valves and solenoids.

Abstract: A hydraulic control device for an automatic transmission includes a cut-off valve and a line pressure detector. The cut-off valve has a valve element located at one of a first position and a second position. The first position disables supply of a hydraulic fluid to a frictional engagement mechanism of the automatic transmission. The second position enables supply of the hydraulic fluid to the frictional engagement mechanism. The line pressure detector is configured to detect a line pressure. The cut-off valve is to control a hydraulic fluid passage so that the line pressure is supplied to the line pressure detector in a case where the valve element is at the first position and so that the line pressure is not supplied to the line pressure detector in a case where the valve element is at the second position.

Abstract: A vehicle propulsion system and method of operation are presented. As one example, cylinder deactivation and transitioning from four to two strokes is coordinated with transmission shifting to improve vehicle response. Additionally, it is possible to reduce transitions in operating modes to improve drive feel.

Abstract: A powertrain for a hybrid vehicle may include a first input shaft connected to a motor generator and coupled to a dog clutch apparatus, and a second input shaft connected to an engine and coupled to a planetary gear set, in which when the vehicle is overdriven, the dog clutch apparatus is engaged and restricts one component of the planetary gear set.

Abstract: Apparatus for controlling a clutch using a fail-safe valve, and the apparatus includes: a fail-safe valve which is moved to the left or right according to an on-off operation of an on-off solenoid valve; and a control unit configured to control the fail-safe valve through the on-off solenoid valve; wherein when engine torque is a predetermined reference value or more, the control unit turns off the on-off solenoid valve to move the fail-safe valve for applying line pressure to the clutch, and when the engine torque is lower than the predetermined reference value, the control unit turns on the on-off solenoid valve to move the fail-safe valve for applying control pressure to the clutch.

Abstract: A driving device for the hybrid vehicle includes a planetary gear mechanism; a first rotating machine coupled to a sun gear of the planetary gear mechanism; an engine coupled to a carrier of the planetary gear mechanism; a second rotating machine and a drive wheel that are coupled to a ring gear of the planetary gear mechanism; and a regulating mechanism that regulates rotation of the carrier, wherein the driving device has a first driving region that allows executing a dual-drive mode that causes running using the first rotating machine and the second rotating machine as power sources, and a second driving region that allows executing a lubrication running mode that causes the first rotating machine to rotate the engine so as to lubricate the planetary gear mechanism and causes running using the second rotating machine as a single power source.

Abstract: A drive device for a construction machine, which includes a speed reducer and a brake mechanism, wherein the speed reducer has a casing in which lubricating oil and the brake mechanism are provided, and wherein the brake mechanism includes: a ring-shaped brake piston; and a brake plate configured to generate a braking force by a pressing force of the brake piston, and wherein the brake piston has: a plurality of oil pockets provided in the brake piston at respective positions along a circumferential direction of the brake piston, each of the oil pockets formed as a space capable of storing lubricating oil; oil inlets allowing lubricating oil rising during operation of the drive device to be introduced into the oil pockets respectively; and oil outlets allowing lubricating oil stored in the respective oil pockets to be discharged.