Abstract: A method for operating a motor vehicle with a prime mover (1), a transmission (2), a driven end (14), and a parking lock system (19) is provided. A shift element (9) of the transmission (2) and a parking lock actuator (21) of the parking lock system (19) utilize a common pressure control. When the shift element (9) is actuated with the aid of a pressure control effecting an at least partial engagement of the shift element (9) and when the pressure control is less than a limiting value for holding the parking lock system (19) in the disengaged position, the method includes monitoring a parking lock sensor (23) to determine whether the parking lock sensor (23) detects a movement of the parking lock actuator (21) or a signal corresponding to the movement of the parking lock actuator (21) despite a parking lock detent (22) having been actuated for locking.

Abstract: A parking brake apparatus is provided for a vehicle having components of a parking brake system and a number of devices providing a plurality of output signals indicative of a plurality of vehicle factors. The parking brake apparatus comprises an electronic controller arranged to (i) monitor the output signals indicative of a plurality of vehicle factors, and (ii) provide one or more control signals to be applied to components of the parking brake system to apply parking brakes based upon a predefined sequence of the plurality of vehicle factors having been met.

Abstract: A first movable member for pivotally shifting to a predetermined position in conjunction with a pivotal operation of a shift lever, and a permanent magnet section disposed so as to face the first movable member are included whereby the shift lever is provided with a click feeling given by an attraction force acting between the first movable member and the permanent magnet section. The permanent magnet section is magnetized such that in a thickness direction, an N pole and an S pole are created by magnetization in a series arrangement, and such that in a width direction, an S pole is created by magnetization alongside the N pole and an N pole is created by magnetization alongside the S pole created by magnetization in the thickness direction.

Abstract: Friction clutch assemblies with low-drag clutch packs having cone-clutch synchronizers and dog-clutch bypass devices are presented. A friction clutch assembly includes a housing that drivingly couples to an output (or input) member, and a disc hub rotatably mounted inside the housing that drivingly couples to the input (or output) member. A disc carrier is rotatably and slidably mounted inside the housing coaxial with the disc hub. A clutch pack includes reaction plates secured to the housing (or disc carrier) for common rotation therewith, and friction plates interleaved with the reaction plates and secured to the disc carrier (or housing) for common rotation therewith. A cone clutch is interposed between the clutch pack and disc hub such that frictional engagement of the cone clutch with the disc hub allows for compression of the pack to carry torque from the input member, through the disc hub and housing, to the output member.

Abstract: A rotary shifter with 360° rotation in each of clockwise and counter clockwise rotating directions. The shifter includes a package housing with a bezel cover. A cylindrical shaped plunger housing is secured to a rotary knob supported atop the housing and which is selectively rotatable in the clockwise direction from a Park gear position, in succession, to each of a Reverse gear position, a Neutral gear position and at least one Drive gear position, with further clockwise rotation preventing movement beyond a final one of the Drive gear positions. The knob is further selectively rotatable in a counter clockwise direction to return to the Park gear position, with additional permitted counter-clockwise rotation retaining the shifter in the Park gear position.

Abstract: Methods and systems for automatic braking for vehicles having a manual transmission are disclosed. An exemplary method includes providing a vehicle with at least one vehicle sensor, at least one actuator, and a controller in communication with the at least one vehicle sensor and the at least one actuator, determining a vehicle speed and an engine speed, receiving sensor data from the at least one vehicle sensor, calculating if the vehicle speed should be reduced based on the sensor data from the at least one vehicle sensor, generating a first control signal if the vehicle speed should be reduced, calculating if the engine speed is below a predetermined idle speed, generating a second control signal if the engine speed is below the predetermined idle speed, and automatically controlling the at least one actuator based on the first and second control signals.

Abstract: A control system for a transmission reverser having an output gear, a forward disconnect device, a first reverse disconnect device, and a second reverse disconnect device includes one or more controllers with processing and memory architecture configured to execute control logic to control the transmission reverser in a forward mode and a reverse mode. In the forward mode, the one or more controllers command the first reverse disconnect device to disengage and the forward disconnect device to engage to rotate the output gear in a forward direction. In the reverse mode, the one or more controllers command the first reverse disconnect device to engage and the second reverse disconnect device to engage to rotate the output gear in a reverse direction.

Abstract: An actuator for a vehicle transmission system, comprising: an electrical machine comprising an armature and an inductor, a static converter comprising a plurality of commutation cells, the static converter being arranged so as to electrically connect the electrical circuit of the armature to an electrical energy source, and a system for controlling the commutation cells of the static converter, said system being configured so that the torque constant of the electrical machine can assume at least two different values depending on the control applied to said cells.

Abstract: A method of controlling a transmission park control system for a vehicle comprises receiving a shift request from a transmission controller, wherein the shift request is not completed by the transmission and reporting the shift request from the transmission controller to the transmission park control system. Various vehicle sensors are monitored to detect motion of the vehicle. Detected motion and the shift request are compared to determine that a transmission park control brake action is desired. A brake system is requested to apply one of an electronic parking brake and/or a vehicle service brake to bring the vehicle velocity to zero and hold the vehicle velocity at zero.

Abstract: A transmission diagnostic system includes a pivotable member and an actuator. The actuator has a notch with a first side, a second side, and an opening between the two sides. The width of the opening is greater than a width of the pivotable member. The pivotable member is retained within the notch, and the actuator is configured to selectively pivot the pivotable member between an engaged position, corresponding to a PARK gear, and a disengaged position, corresponding to a gear other than PARK. The transmission diagnostic system also includes a biasing spring configured to exert a biasing torque on the pivotable member to bias the pivotable member toward the first side of the notch. The transmission diagnostic system further includes a controller configured to generate at least one diagnostic signal in response to the pivotable member not being in contact with the first side of the notch.

Abstract: This invention provides a control apparatus for an automatic transmission, which includes a plurality of engaging mechanisms. The plurality of engaging mechanisms includes a mechanical engaging mechanism configured to function as a brake. The mechanical engaging mechanism can be switched between a first state in which rotation of a rotational element is restricted only in one direction and a second state in which the rotation is restricted in both directions. When switching from the first state to the second state, the control apparatus executes engagement control to set a plurality of hydraulic friction engaging mechanisms in an engaging state. Control to set a predetermined hydraulic friction engaging mechanism in a half-engaging state and brake an output member can be executed in parallel to the engagement control.

Abstract: A backward driving control method of a hybrid vehicle is disclosed. The backward driving control method includes: confirming the driving mode of the vehicle, if a shift lever is located at a position R; comparing the tilt of a road surface with a predetermined tilt, as a result of confirmation of the driving mode, if the driving mode is a motor driving mode; and engaging a first gear as a shift stage and driving a motor in a reverse direction, as a result of comparison of the tilt, if the tilt of the road surface is below the predetermined tilt.

Abstract: An apparatus and method of controlling an electronic parking brake comprising detecting current wheel pulse counting signals when a vehicle rolls at a predetermined time interval for a predetermined time period after a parking operation for parking is clamped, receiving the detected current wheel pulse counting signals continuously at a predetermined time interval for a next time period after the predetermined time period and detecting the continuously-cumulated current wheel pulse cumulative counting signals; determining whether the detected current wheel pulse counting signals are predetermined target wheel pulse counting signals or determining whether the detected current wheel pulse cumulative counting signals are predetermined target wheel pulse cumulative counting signals; and if it is determined that the current wheel pulse counting signals or the current wheel pulse cumulative counting signals are the target counting signals, respectively, driving the electronic parking brake so as to re-clamp the par

Abstract: A method of controlling a transmission of a vehicle equipped with an electronic transmission range select system includes receiving an electronic request to actuate a transmission park system. A speed of the vehicle is sensed with each of a plurality of different speed sensors to define a plurality of different sensed vehicle speeds. Each of the plurality of different speed sensors provides a sensed vehicle speed that is independent and separate from the sensed vehicle speed from all of the other speed sensors. All of the different sensed vehicle speeds from the plurality of speed sensors is compared to each other to determine the lowest sensed vehicle speed. When the lowest sensed vehicle speed is equal to or less than a maximum allowable actuation speed, an electronic signal is sent from the transmission control unit to the transmission park system to actuate the transmission park system.

Abstract: A method for control of an automatically controlled clutch when setting a vehicle in motion on a running surface: the vehicle includes a combustion engine for generating driving force transmitted to at least one powered wheel, and a throttle control for demanding driving force from the engine. The magnitude of the driving force demanded from the engine is controlled by a driver of the vehicle by means of the throttle control. The method includes a step, when a first criterion representing the grip of the powered wheels on the running surface is fulfilled, of opening the automatically controlled clutch if the driver uses the throttle control to reduce the demand for driving force from the engine.

Abstract: An operation device includes three contact circuits each including fixed terminals and a slider as a movable contact for selectively changing a state between the fixed terminals to an ON/OFF state, a determination unit to which the contact circuits are connected, and an operation signal generation unit that outputs a signal indicating that an operation unit is in a state of ON operation. In response to an ON operation, the slider moves from an initial position where all contact circuits are in an OFF state to an end position where all contact circuits are turned on. Assuming that one of the contact circuits is a reference contact circuit and the others are output contact circuits, the reference contact circuit is provided such that a distance from the initial position to a position where the reference contact circuit is turned on is smaller than that for the output contact circuits.

Abstract: The invention refers to a locking unit, in particular a transmission locking unit. It consists of a coil encircling at least partly an armature space. The coil has a wire that can be energized by electric current. An armature rod projecting out of the armature space and carrying an armature is provided, as well as an operating element locking unit interacting with the armature rod. This holds or releases, depending on the position of the armature rod, an operating element, wherein the armature rod or the armature is held in a first position by a permanent magnet, and a current flow through the wire of the coil compensates the holding force of the permanent magnet, and the armature rod gets in the second position.

Abstract: A gear change device for a motor vehicle has a braking member for stopping a rotation of a primary shaft before engagement of a reverse gear. The braking member includes a lever pivotally mounted on a gearbox about a separate axis with respect to axes of the primary and secondary shafts of the gear change device. The braking lever is controlled by an electrically-driven actuator by a pusher member displaceable by the actuator in a direction substantially tangential with respect to the primary shaft, towards an operative position in which it interposes with a wedge-like action between the braking lever and a fixed abutment wall, so as to press the brake pad against a cooperating part which is connected in rotation with the primary shaft.

Abstract: A dynamic damper device includes a planetary gear mechanism including plural differentially rotatable rotating elements, an elastic member that couples a rotating shaft rotated by being transmitted with a power with a first rotating element of the planetary gear mechanism, speed control devices that are coupled with second rotating elements different from the first rotating element and control rotation speeds of the second rotating elements, and a torque control device that is coupled with the first rotating element and controls torque acting on the first rotating element. Accordingly, the dynamic damper device achieves an effect that vibration can be appropriately reduced.

Abstract: Disclosed is a parking lock apparatus which can prevent an electric actuator from being accessed from the outside of the vehicle, and thereby can prevent the function of the parking lock apparatus from being lowered as well as can reduce the production cost in comparison with the conventional parking lock apparatus. The parking lock apparatus comprises an electric actuator 11 to be activated in response to the shift operation, and a parking lock apparatus 12 capable of selectively taking a parking lock maintained state to have the stoppage state of a vehicle 1 maintained or a parking lock released state to have the stoppage state of the vehicle 1 released. The electric actuator 11 is disposed between a first housing 1H partly constituting an engine 2 for generating a power and a second housing 2H partly constituting a transaxle 3 for transmitting the power generated by the engine 2.

Abstract: An electromagnetic inertia brake for a vehicle transmission in a vehicle powertrain has a non-rotatable armature and a brake reaction plate in which a friction brake retarding force is developed on both sides of the brake reaction plate, the brake reaction plate being secured to a transmission torque input shaft, whereby rotary elements of transmission gearing are braked during a transmission shift interval to improve shift quality.

Abstract: The invention refers to a locking unit, in particular a transmission locking unit. It consists of a coil encircling at least partly an armature space. The coil has a wire that can be flown through by electric current. An armature rod projecting out of the armature space and carrying an armature is provided, as well as an operating element locking unit interacting with the armature rod. This holds or releases, depending on the position of the armature rod, an operating element, wherein the armature rod or the armature is held in a first position by a permanent magnet, and a current flow through the wire of the coil compensates the holding force of the permanent magnet, and the armature rod gets in the second position.

Abstract: The present invention provides a deceleration device for a vehicle comprising a planetary gear set having three parts of a sun gear, a carrier, and a ring gear; a driving motor connected and supplying a rotational force to one of the three parts of the planetary gear set; a speed control motor connected and supplying a changed rotational force to one of the other two parts than the part connected with the driving motor in the three parts of the planetary gear set; an output shaft connected to the other one part than the two parts connected with the driving motor and the speed control motor respectively in the three parts of the planetary gear set; and a motor controller controlling the driving motor and the speed control motor,

Abstract: A vehicle transmission apparatus includes an engine generating a driving force; a transmission having, therein, at least one input shaft being connectable to the engine and an output shaft connected to a drive wheel, the transmission being capable of establishing, therein, one of plural shift stages in response to a vehicle driving condition; at least one clutch mechanism for establishing and interrupting transmission of a driving force of the engine to the transmission, the at least one clutch mechanism being capable of being connected to the at least one input shaft; and a braking means for applying a braking force to the engine.

Abstract: An axle assembly with an electronic locking differential that employs a locking mechanism having components that are fixed to one another along an axis such that they co-translate with one another when the actuator that effects the locking and unlocking of the differential is operated. A method for assembling a differential is also provided.

Abstract: An electromagnetic brake, including an electromagnetic brake actuator coil surrounding a power input shaft for a multiple-ratio transmission in a vehicle powertrain, is disclosed. An electromagnetic flux flow path for the actuator coil is electromagnetically isolated from the power input shaft and other elements of the powertrain thereby avoiding residual magnetization.

Abstract: A park-by-wire subsystem which is internally mounted within an electrically variable hybrid transmission is provided. The park-by-wire subsystem provides a means of selectively placing the electrically variable hybrid transmission in a park condition by the selective actuation of an actuator operatively connected to a lever. The lever enables selective engagement of a park pawl mechanism and incorporates multiple Hall effect switches to monitor the position of the lever. The subsystem is monitored by various switches and sensors to provide control and diagnostic feedback and is activated by a command source controlled by a first control unit. A second control unit is incorporated into the design for required control, monitoring, and diagnostic redundancies.

Abstract: A powertrain includes an engine with an engine output member and a transmission with two motor/generators and a transmission input member operatively connected to the engine output member. A control unit is configured to selectively cause a device to resist or prevent rotation of the input member in response to the existence of certain conditions, such as the engine not supplying torque to the transmission and the transmission being in reverse operating mode. Resisting or preventing rotation of the input member improves transmission performance when only the motor/generators are supplying torque to propel the vehicle. A corresponding method is also provided.

Abstract: An electromagnetic brake interposed between a fixed housing and a rotating member. The electromagnetic brake includes a multiplate brake mechanism, a ringlike core member fixed in the fixed housing, an annular exciting coil accommodated in an annular groove formed on the core member, and a ringlike armature member opposed to the annular groove of the core member and having an outer diameter larger than the outer diameter of the core member. The electromagnetic brake further includes an annular pressure plate axially and movably mounted on the fixed housing at one end portion of the multiplate brake mechanism adjacent to the core member, and a cylindrical pressure member provided so as to surround the outer circumferential surface of the core member and be movable in a direction of pressing the multiplate brake mechanism as being guided by the core member.

Abstract: A compact drive unit for actuating parking brakes is provided. The drive unit has a reduction gear that is formed by a two-stage belt drive, in combination with a drive motor that is made up of a brushless direct current motor. The two-stage belt drive preferably consists of two toothed belt drives functionally arranged in series; the direct current motor preferably has an external rotor with a rare-earth magnetic ring.

Abstract: An electromagnetic brake, interposed between a stationary housing and a rotational member, includes a multi-plate brake mechanism, a ring-like core member fixed within the housing, an exciting coil accommodated in a groove in the core member, and a ring-like armature disposed so as to confront the annular groove in the core member. The electromagnetic brake includes a cylindrical press member which having one end fixed to an outer circumferential portion of the armature and the other end engaged with the multi-plate brake mechanism and fitted on the core member, and also a cylindrical guide member having one end fixed to an inner circumferential portion of the armature and the other end fitted in the core member so that the armature is guided by the core member so as to move in the direction in which the multi-plate brake mechanism is pressed.

Abstract: A heavy vehicle transmission is provided with an interlock that prevents movement from neutral into an engaged speed ratio if the vehicle is under start from stop conditions. The interlock ensures that the operator does desire to engage a gear prior to effecting the engagement. The method is also incorporated into a control for the transmission. The method and control are most preferably incorporated into a type of automatic transmission which has an automatic clutch that does not require any operator input.

Abstract: A two-wheel and four-wheel driving change-over device for a vehicle is provided. A change-over unit intermittently performs power transmission for the power transmission mechanism. The change-over unit includes a driving shaft connected to a driving side, a driven shaft fitted to the driving shaft with an annular clearance therebetween. A plurality of engaging or disengaging members installed in a clearance between the driving shaft and driven shaft are engaged with or disengaged from the opposing surfaces for performing a connecting operation and a disconnecting operation between the driving shaft and driven shaft. A change-over mechanism is provided for selectively positioning the engaging or disengaging members between a position where the driving shaft and driven shaft are connected and a position where the driving shaft and driven shaft are disconnected.

Abstract: A motor brake releasing device includes an electromagnetic brake for locking a motor shaft and a switch mounted between the electromagnetic brake and a releasing-power-supply for the brake. The switch can be operated by an AND signal produced by a motor driving signal and a motor-brake-release-permitting signal. This structure allows a motor brake to be released when a motor driving system encounters an obstacle, although the motor is left free. The structure also can prevent a final object of the motor shaft from dropping due to its own weight.

Abstract: An actuator for driving a load includes a driving motor for driving and operating an output shaft, and a slipping prevention unit for preventing a slipping of the output shaft due to an external force from a load side. The slipping prevention unit includes a regulation gear which is disposed to engage or disengage with a pinion rotating with a rotation of the driving motor, and a switching motor which electrically switches operation of the regulation gear between an engagement state and a non-engagement state. In the engagement state, the regulation gear engages with the pinion so that at least one side rotation of the pinion is prevented. Thus, the actuator having the slipping prevention unit has a simple structure.

Abstract: A vehicle parking brake system having an AUTO selector for selectively establishing an automatic mode and a manual mode, parking brake units, and an electronic control unit operable in the automatic mode to automatically activate the parking brake units to apply a parking brake to vehicle rear left and right wheels (RW1, RW2) when the vehicle is in a parked state, and to automatically de-activate the parking brake units to remove the parking brake from the vehicle wheel, and in the manual mode to selectively apply and remove the parking brake to and from the vehicle wheels according to operations of a MANUAL MODE control switch.

Abstract: A two-wheel and four-wheel driving change-over device for a vehicle wherein the existing construction as little as possible. A change-over unit intermittently performs power transmission for the power transmission mechanism. The change-over unit includes a driving shaft connected to a driving side, a driven shaft fitted to the driving shaft with an annular clearance therebetween. A plurality of engaging or disengaging members installed in a clearance between the driving shaft and driven shaft are engaged with or disengaged from the opposing surfaces for performing a connecting operation and a disconnecting operation between the driving shaft and driven shaft. A change-over mechanism is provided for selectively positioning the engaging or disengaging members between a position where said driving shaft and driven shaft are connected and a position where said driving shaft and driven shaft are disconnected.

Abstract: In an electric parking lock device having a motor for generating a drive force for engagement and release of a parking lock pawl from a parking lock gear in response to a command output from a selector switch. A compression spring if used for applying a force so as to release the parking lock pawl from the parking lock gear. A shift arm is provided on a side which is closer to an input end of the parking lock pawl than to the compression spring, whereby when driving of the parking lock pawl in a lock releasing direction is effected, the motor side and the parking lock pawl side are connected directly, while when driving the parking lock pawl in a lock effecting direction, the compression spring is interposed between the motor side and the parking lock pawl, so that a manual lock release operation can be performed within a range where the compression spring is allowed to be deflected irrespective of the state of the motor.

Abstract: In a transmission inertia brake a ball ramp mechanism is used to load a clutch pack to slow a rotating transmission shaft where the clutch pack is carried on a one piece drive assembly having a gear section for meshing with a transmission gear, an extension section for engaging a thrust plate in an isolator assembly, a clutch section for engaging plurality of driven clutch plates in the clutch pack and a bearing section for rotational support within a brake housing. An armature having an angled peripheral surface engages a mating friction surface formed in an end plate to form a core clutch, the armature being magnetically pulled upon energization of an electrical coil. The armature is nonrotatably connected to the control ring of the ball ramp mechanism through at least one connecting pin. Belleville washers are used to apply an axial load on the ball ramp mechanism. A gerotor oil pump provides a cooling lubricant through the clutch pack in the ball ramp mechanism.

Abstract: A rotation transmission device including a clutch having an inner member, an outer ring, and engaging elements provided between the inner member and the outer ring for selective transmission and shutoff of rotation power between the inner member and the outer ring, and an electromagnetic clutch having an electromagnetic coil for locking and disengaging the clutch. When the clutch is not engaged, a current of a lower level than required to lock the clutch is supplied to the electromagnetic coil of the electromagnetic clutch to shorten the response time. In another method, when DIRECT-CONNECT 4WD mode is selected, a current is intermittently supplied to an electromagnetic coil to reduce power consumption and heat buildup.

Abstract: A motor vehicle has a clutch which is controlled by an electronic clutch management system. When the vehicle is in gear with the engine running and is stationary or almost stationary with no gas being given, the system causes the clutch to become engaged just enough to make the vehicle creep.

Abstract: A system and method for decreasing the time required to complete a ratio change in an electronically enhanced powertrain system is provided. The powertrain system includes a number of devices for providing a retarding torque to engine rotation to increase the decay rate of the engine speed during an upshift. These devices include an engine brake and an input shaft brake. A retarding torque is also provided by increasing engine accessory load by controlling various engine accessories such as a cooling fan, an air compressor, a hydraulic pump, an air conditioning compressor, and an alternator.