Abstract: A magnetic torque sensing device having a torque transferring member with a magnetoelastically active region. The magnetoelastically active region has oppositely polarized magnetically conditioned regions with initial directions of magnetization that are perpendicular to the sensitive directions of magnetic field sensor pairs placed proximate to the magnetically active region. Magnetic field sensors are specially positioned in relation to the torque-transferring member to accurately measure torque while providing improved RSU performance and reducing the detrimental effects of compassing. The torque sensing devices are incorporated on vehicle drive train components, including differential components, transfer case components, transmission components, and others, including on power transmission shafts, half-shafts, and wheels, and output signals representing characteristics of the vehicle are processed in algorithms to provide useful output information for controlling actions of the vehicle.

Abstract: An electrified powertrain that generates and transfers drive torque to a driveline of a hybrid vehicle includes first and second electric motors, an internal combustion engine (ICE), a first, second and third planetary gear set, and multiple clutches. The first planetary gear set is selectively coupled for rotation with the second electric motor, the first planetary gear set including a first sun gear, a first carrier and a first ring gear, wherein the first carrier is coupled to the driveline. The second planetary gear set is selectively coupled for rotation with the second electric motor output, the second planetary gear set including a second sun gear, a second carrier and a second ring gear. An input split device comprises the third planetary gear set that is selectively coupled for rotation with one of the first electric motor and the ICE.

Abstract: Provided is a powertrain of a vehicle comprising an electric motor, a final drive, a gearing system with two-degrees-of-freedom configured to transfer power from the electric motor to the final drive, the gearing system comprising a one-way mechanism, and a mechanical friction brake connected to the gearing system. The powertrain further comprises a control system. The powertrain enables power driving, coasting without motor drag and braking with regenerative braking. Further provided is a method for controlling braking mode in a vehicle that comprises such a powertrain.

Abstract: Methods and systems for improving traction and control of a tandem axle are described. In one example, a controller automatically locks an inter-axle differential so that traction of a vehicle may be improved. The approach may also include automatically locking one or more axle differentials in conjunction with locking of the inter-axle differential.

Abstract: A vehicle power control system includes a driving force control unit configured to limit a driving force during acceleration of a vehicle when the vehicle is in a predetermined power control driving state. The driving force control unit includes a notification unit configured to tactilely notify a driver via a throttle manipulator that a driving force limit state occurs during the acceleration of the vehicle.

Abstract: An initial variation learning control is executed when a learning condition is satisfied each time the learning condition is satisfied, with the aim of absorbing initial variations of manufacturing errors or variations of components of a second clutch (CL2). When the number of times of learning control is counted and this becomes a predetermined number (e.g. five times), after that, a deterioration variation learning control, which is equivalent to the initial variation learning control, is executed only once a trip from ON of a key switch to OFF of the key switch. With this, a frequency of execution of the learning control can be reduced, and the number of times of the learning can be reduced. It is therefore possible to suppress energy consumption and improve energy efficiency in stand-by pressure learning control of the second clutch that serves as a starter clutch.

Abstract: A vehicle with independently driven multiple axles and a controller which independently drives the multiple axles are disclosed. The controller includes a first controller which determines a target control value including at least one of a mechanical steering angle of each of a plurality of wheels of a vehicle, a target yaw moment of the vehicle, a target longitudinal force of the vehicle, and a target wheel speed of each of the plurality of wheels; and a second controller which determines wheel torques of the plurality of wheels, which drive the plurality of wheels independently, based on the target control value, wherein the wheel torques of the plurality of wheels are different from one another.

Abstract: A tandem axle system has a forward rear tandem axle and a rear rear tandem axle. A rear differential case, a first axle half shaft and a second axle half shaft extending from the differential case. The first axle half shaft has a first set of teeth and the second axle half shaft has a second set of teeth. The rear differential case has a set of teeth. A clutch collar is provided which has teeth on a surface. The teeth selectively engage with the first axle half shaft teeth and the second axle half shaft teeth. The teeth selectively engage with the teeth on the rear differential case.

Abstract: An electronic controller for a variable ratio transmission and an electronically controllable variable ratio transmission including a variator or other CVT are described herein. The electronic controller can be configured to receive input signals indicative of parameters associated with an engine coupled to the transmission. The electronic controller can also receive one or more control inputs. The electronic controller can determine an active range and an active variator mode based on the input signals and control inputs. The electronic controller can control a final drive ratio of the variable ratio transmission by controlling one or more electronic solenoids that control the ratios of one or more portions of the variable ratio transmission.

Abstract: The present invention utilizes the rotary kinetic power to drive the first transmission device (T101), and is individually installed with the output end transmission devices to the output end of the first transmission device (T101), so as to drive the loading wheel sets installed at the two sides of the common load body (L100), as well as installed with individually controlled output end clutch devices for controlling the driven wheel sets and the wheel shafts to perform engaging transmission or terminating transmission, and between the wheel shafts of the loading wheel sets at two lateral sides of the common load body (L100), a flexibility transmission device is installed, thereby through the flexibility transmission device performing the flexibility transmission with differential rotational speed from the engaging transmission side to the terminating transmission side.

Abstract: The apparatus, comprised of a housing, at least one set of fixed pulleys and corresponding mobile pulleys and the means of controllably coupling the rotational movement to, through and from it reduces the energy required for the self-propelling function of a vehicle employing rotational movement for the said function by at least fifty percent regardless of the said vehicle's internal type of power source and previous amount of energy used for the said function.

Abstract: A transfer device capable of performing switching between a two-wheel drive mode or a standby four-wheel drive mode and a full-time four-wheel drive mode is provided with: a center differential which comprises a differential mechanism including one side gear coupled to rear wheels and the other side gear capable of transmitting power to a spline piece coupled to front wheels, and a differential case coupled to an engine; a switching sleeve which is movable between a first position at which the differential case and a hub are engaged and a second position at which the hub and the spline piece are engaged; and a control clutch which engages and disengages a rear wheel output shaft coupled to the one side gear and the spline piece.

Abstract: A control apparatus for a vehicle including a differential section having a first rotating element coupled to a prime mover and a second rotating element connected to drive wheels via an engaging and disengaging apparatus, including: a controller configured to control connection of the engaging and disengaging apparatus, the controller being configured to adjust a power of the prime mover, the controller being configured to reduce the power of the prime mover when performing connection of the engaging and disengaging apparatus, and the controller being configured to reduce more power of the prime mover as a speed of rotation of the first rotating element is lower.

Abstract: A drive train having a locking differential and a control unit for controlling operation of the locking differential. The control unit is responsive to selected vehicle characteristics to sua sponte activate or inactivate a locking mechanism of the locking differential to cause the locking differential to operate in a locked manner or an unlocked manner, respectively. A method for operating a locking differential is also provided. The method includes: utilizing only preselected vehicle criteria indicative of the operational state of the vehicle to identify a situation in which a locking mechanism associated with the locking differential is to be energized; and responsively energizing the locking mechanism.

Abstract: A vehicle includes a differential, a lock and a differential lock controller. The lock is associated with the differential and is movable between a locked position and an unlocked position. The differential lock controller is configured to selectively facilitate movement of the lock between the locked and unlocked positions.

Abstract: An electronic traction optimization system includes a control unit adapted to produce a corner speed estimate signal for each wheel of a machine, produce an ideal target speed signal for each wheel having a value at least partially responsive to the corner speed estimate signals, produces a practical target speed signal for each wheel, generates an actual target speed signal having a value responsive to a comparison of the ideal target speed signal and the practical target speed signal for each wheel. The control unit compares each actual target speed signal to an associated wheel speed signal to obtain a wheel speed error signal for each wheel and converts each wheel speed error signal to a clutch control signal, wherein each differential clutch actuator is responsive to an associated clutch control signal.

Abstract: A vehicle includes a transmission between an engine and a drive wheel and includes a differential mechanism (planetary gear mechanism) between the engine and an engagement device (transmission). A controller (ECU) included in the vehicle calculates a variation rate in the whole rotation energy of the planetary gear mechanism when it is in the inertia phase of a shift. The ECU increasingly corrects an engine generated power and decreasingly corrects a transmission transfer power when the variation rate is higher than 0. The ECU decreasingly corrects the engine generated power and increasingly correct the transmission transfer power when the variation rate is lower than 0.

Abstract: A device for torque vectoring in a wheeled vehicle is presented. The device includes a differential mechanism arranged on an axle having a first drive shaft and a second drive shaft, an electrical power source connected to an electrical motor, the electrical motor being connectable to the axle for torque vectoring between the first drive shaft and the second drive shaft, and control means connected to the power source and configured to receive a plurality of variables representing the current vehicle state and to determine drive currents being dependent on the variables, wherein the drive currents are supplied to the electrical motor from the power source for introducing a torque increase to either one of the first or second drive shafts and a corresponding torque decrease to the other one of the first or second drive shafts.

Abstract: A drive device having at least one electric machine, a gearbox, a differential which can be driven by the electric machine by means of the gearbox, at least one torque-fixed first operative connection between a first drive shaft of the electric machine and the gearbox.

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a synchronizing clutch. A second driveline is adapted to transfer torque to the second set of wheels and includes a power disconnection device and a friction clutch. A hypoid gearset is positioned within the second driveline in a power path between the synchronizing clutch and the power disconnection device. The friction clutch and the power disconnection device are positioned on opposite sides of the hypoid gearset. The hypoid gearset is selectively disconnected from being driven by the first driveline, the second driveline or the wheels when the synchronizing clutch and the power disconnection device are operated in disconnected, non-torque transferring, modes.

Abstract: A vehicle includes wheels, an engine, a start switch, a differential, and a differential lock controller. Each wheel is rotatable at a respective wheel speed. The start switch is configured to selectively initiate of operation of the engine. The differential is associated with the wheels and includes a differential lock. The differential lock is selectively movable between a locked position and an unlocked position. The wheels are rotatable together when the differential lock is in the locked position. The differential lock controller is configured to facilitate restriction of the wheel speed of at least one of the wheels when the differential lock is in the locked position. The differential lock controller is further configured to facilitate selective disablement of the wheel speed restriction when the start switch is actuated with the engine operating. Methods are also provided.

Abstract: A powertrain system for a mobile machine is disclosed. The powertrain system may have a power source, a plurality of traction devices, and a differential operatively connecting an output of the power source with the plurality of traction devices. The powertrain may also have a manual input device movable by an operator to generate a first signal indicative of a desire to lock the differential, at least one sensor configured to generate a second signal indicative of a parameter of the mobile machine, and a controller in communication with the at least one sensor, the manual input device, and the differential. The controller may be configured to inhibit locking of the differential based on the first signal when the second signal indicates the parameter deviating from an acceptable range.

Abstract: In a motor vehicle drive train device with a drive engine and a drive train which has a first coupling unit in the form of a clutch arranged close to the drive engine and at least one second coupling unit arranged in the flow of force from the drive engine close to the drive wheels of the vehicle, a control unit is provided which controls the coupling units and which has an overrun operating mode wherein, at a first point, the drive engine can be disconnected from the drive train by opening the clutch and, at a second point, the coupling units close to the drive wheels can be disengaged so as to disconnect the drive train also from the drive wheels.

Abstract: A vehicle comprising a frame, a seat coupled to the frame, and left and right wheels. Left and right drive shafts transmit power to the left and right wheels, and an input shaft transmits power to the left and right drive shafts. A differential including a housing assembly receives power from the input shaft and divides the power between the left and right drive shafts. A speed sensor is positioned through (e.g., threaded) the housing assembly such that an inner end of the sensor is positioned inside the differential. In one embodiment, the speed sensor includes left and right speed sensors, and the at least two housings comprise a left housing and a right housing. Preferably, both the left speed sensor and the right speed sensor are positioned in one of the left housing and the right housing.

Abstract: The present invention utilizes the rotary kinetic power to drive the first transmission device (T101), and is individually installed with the output end transmission devices to the output end of the first transmission device (T101), so as to drive the loading wheel sets installed at the two sides of the common load body (L100), as well as installed with individually controlled output end clutch devices for controlling the driven wheel sets and the wheel shafts to perform engaging transmission or terminating transmission, and between the wheel shafts of the loading wheel sets at two lateral sides of the common load body (L100), a flexibility transmission device is installed, thereby through the flexibility transmission device performing the flexibility transmission with differential rotational speed from the engaging transmission side to the terminating transmission side.

Abstract: A control apparatus for a vehicular power transmitting system includes a shifting-point changing portion configured to change a shifting point at which a determination to perform a shifting action of a transmission portion is made, such that a shifting portion is changed according to a shifting response of the transmission portion. Alternatively, the control apparatus includes a shift-control start-point changing portion configured to change a shift-control start point at which the determination to perform the shifting action is made, such that the shift-control start point is changed according to the shifting response of the transmission portion, and a compulsory shift-control starting portion configured to make the determination when an operating point of a differential portion electric motor has reached the shift-control start point.

Abstract: A method for controlling a vehicle drivetrain includes de-energizing a clutch that connects a differential output to a wheel, rotating said component through a sump by pulsing the clutch when a speed of a differential component is less than a reference speed, and cyclically pulsing the clutch while a speed of said component exceeds the reference speed and a count of a timer, started when the clutch is de-energized, exceeds a reference count.

Abstract: A vehicle comprises a plurality of wheels is supported by a frame. At least one of the plurality of wheels is operatively connected to an engine for propelling the vehicle. A limited slip differential is supported by the frame. A first half-shaft and a second half-shaft are operatively connected to the limited slip differential. The first half-shaft supports a first wheel of the plurality of wheels. The second half-shaft supports a second wheel of the plurality of wheels. A brake is operatively connected to the limited slip differential. The brake selectively exerts a braking torque on the first and second wheels via at least one portion of the limited slip differential to reduce the speed of the vehicle. A method of operating a vehicle is also described.

Abstract: A driving force distribution control device, which is mounted on a vehicle including an engine configured to generate driving force for the vehicle, a transmission device configured to shift rotation of an output shaft of the engine by transmission ratios, and a driving force transmission system capable of transmitting output of the transmission device to main drive wheels and auxiliary drive wheels, includes: a control device configured to, when a rotational speed of the output shaft of the engine is in a range in which abnormal sound of the driving force transmission system due to pulsation of the driving force can be generated, set a torque value to a value capable of reducing the abnormal sound depending on the driving force; and a driving force transmitting device configured to transmit driving force depending on the set value to the auxiliary drive wheels.

Abstract: A method of shifting a power distribution unit for a vehicle from a first operating state to a second operating state is provided. The method includes the step of adjusting a rotational speed of a portion of a second axle assembly using a clutching device to impart energy to a lubricant within the second axle assembly. A controller in communication with a power source of the vehicle adjusts an operating condition of the power source to facilitate moving the clutching device. The power distribution unit includes an inter-axle differential capable being placed in a locked condition by the clutching device and of accommodating a rotational difference between a first output gear and a second output gear with the inter-axle differential.

Abstract: A control apparatus for a vehicular power transmitting system includes a shifting-point changing portion configured to change a shifting point at which a determination to perform a shifting action of a transmission portion is made, such that a shifting portion is changed according to a shifting response of the transmission portion. Alternatively, the control apparatus includes a shift-control start-point changing portion configured to change a shift-control start point at which the determination to perform the shifting action is made, such that the shift-control start point is changed according to the shifting response of the transmission portion, and a compulsory shift-control starting portion configured to make the determination when an operating point of a differential portion electric motor has reached the shift-control start point.

Abstract: An electronic traction optimization system includes a control unit adapted to produce a corner speed estimate signal for each wheel of a machine, produce an ideal target speed signal for each wheel having a value at least partially responsive to the corner speed estimate signals, produces a practical target speed signal for each wheel, generates an actual target speed signal having a value responsive to a comparison of the ideal target speed signal and the practical target speed signal for each wheel. The control unit compares each actual target speed signal to an associated wheel speed signal to obtain a wheel speed error signal for each wheel and converts each wheel speed error signal to a clutch control signal, wherein each differential clutch actuator is responsive to an associated clutch control signal.

Abstract: A method of actuating an interwheel differential lock of a mobile vehicle. The interwheel differential lock is actuated to engage depending on the speed of the vehicle, the accelerator pedal position and the gradient of the torque at the transmission output.

Abstract: Rotation-stop determining portion queries as to whether the first rotary element is lowered in a rotation speed to be stopped during an engine drive mode. If the answer is YES and differential-portion rotation speed determining portion makes a positive determination, then engaging-element control-executing portion executes engaging element control. This allows a third rotary element of the differential portion, connected to drive wheels via an engaging element of an automatic shifting portion, to approach a state available to freewheel. This prevents a second rotary element and a first electric motor from reaching high-speed rotations caused by a decrease in rotation speed of the first rotary element in a stop direction and a differential action of the differential portion. This enables the prevention of a durability decrease of a power distributing mechanism and the first electric motor.

Abstract: A method for controlling an electro-mechanical transmission mechanically coupled to first and second electric machines to transmit power to an output member includes determining motor torque constraints and battery power constraints. A preferred output torque to an output member is determined that is achievable within the motor torque constraints, within a range for an additional torque input and based upon the battery power constraints.

Abstract: A torque distribution system is provided for a vehicle that uses a planetary gear set, an electric motor, and a torque-transmitting mechanism to control a torque difference between two axially-aligned wheels on a vehicle. The torque distribution system includes a planetary gear set having a first, a second, and a third member. The torque-transmitting mechanism is selectively engagable to connect the first and second members of the planetary gear set for common rotation. The second and third members of the planetary gear set are continuously operatively connected with the first and second rotatable connecting elements, respectively. The motor is continuously connected with the first member of the planetary gear set such that the motor adds or subtracts torque to the first member when the motor is energized and also adds or subtracts torque to the second member when the motor is energized and the torque-transmitting mechanism is engaged.

Abstract: A power take-off (PTO) is used to selectively run a secondary device. The PTO includes a clutch assembly having first and second clutch members that are selectively engaged with each other to drive the secondary device. The first clutch member is associated with a driving input and rotates at an input speed. An accumulator is in power communication with the secondary device and is used to provide power to temporarily drive the second clutch member via the secondary device such that a speed of the second clutch member can be synchronized with the input speed for clutch engagement.

Abstract: A control apparatus for a vehicular drive system including (a) a differential portion having a differential mechanism operable to distribute an output of an engine to a first electric motor and a power transmitting member, a second electric motor disposed in a power transmitting path between the power transmitting member and a vehicle drive wheel, and a switching clutch and a switching brake provided in the differential mechanism and operable to limit a differential function of the differential portion, and (b) a step-variable automatic transmission portion constituting a part of the power transmitting path and operable to perform a clutch-to-clutch shifting action by a releasing action of a coupling device and an engaging action of another coupling device, the control apparatus including a step-variable shifting control configured to change an amount of racing of an input speed of the automatic transmission portion during the clutch-to-clutch shifting action, depending upon whether the differential function

Abstract: A method of actuating an interwheel differential lock of a mobile vehicle. The interwheel differential lock is actuated to engage depending on the speed of the vehicle, the accelerator pedal position and the gradient of the torque at the transmission output.

Abstract: A powertrain for a machine is disclosed. The powertrain has a power source and a transmission that is operably connected to the power source. The powertrain also has a differential that is operably connected to the transmission. The powertrain further has a first and second shaft that are operably connected to the differential. The first and second shaft respectively actuate a plurality of traction devices. The powertrain also has a clutch associated with the differential and configured to selectively reduce a total traction available to the machine by releasing the differential as a function of a torque produced by the power source.

Abstract: A power divider for motor vehicles includes a housing, a primary shaft and a secondary shaft, wherein a friction clutch having an outer part that is rigidly connected to the primary shaft, and an inner part, derives torque from the primary shaft and delivers the torque to the secondary shaft by means of the inner part and a displacement drive. To ensure a sufficient supply of lubrication oil under all conditions, an oil reservoir, which at least partially surrounds the ramp ring, is fixed in the housing between the coupling and the displacement drive. The base of the oil reservoir comprises at least one opening, which is adjacent to the upper part of the periphery of the ramp ring, and the oil reservoir has at least one guiding device that extends into the centrifugal area of the displacement drive, through which the centrifuged lubrication oil is received in the reservoir.

Abstract: An electronic traction optimization system includes a control unit adapted to produce a corner speed estimate signal for each wheel of a machine, produce an ideal target speed signal for each wheel having a value at least partially responsive to the corner speed estimate signals, produces a practical target speed signal for each wheel, generates an actual target speed signal having a value responsive to a comparison of the ideal target speed signal and the practical target speed signal for each wheel. The control unit compares each actual target speed signal to an associated wheel speed signal to obtain a wheel speed error signal for each wheel and converts each wheel speed error signal to a clutch control signal, wherein each differential clutch actuator is responsive to an associated clutch control signal.

Abstract: A differential score protection system that regulates an engine to inhibit damage to a differential driven by the engine includes a first module that initiates a differential score protection mode and a second module that decreases an engine speed when the engine speed exceeds an engine speed limit. The engine speed limit is one of a plurality of pre-determined values based on a design slip speed limit of the differential.

Abstract: Method and differential-lock control apparatus for differential lock control are disclosed. A control unit is arranged for communication with an engine speed sensor, a differential-lock activation control, and a differential lock. The control unit is adapted to allow for reduction of an engine speed to a desired engine speed if the engine speed is at least a threshold engine speed in response to receipt of an activate-differential-lock request signal, and adapted to subsequently output an activate-differential-lock control signal to the differential lock so as to command activation of the differential lock.

Abstract: A controller includes: a adjuster, configured to adjust distribution of driving force between right and left wheels; a limiter, configured to limit a difference between operations of the right and left wheels; a first calculator, configured to calculate a first control amount corresponding to the adjustor and including an amount related to direction of shift of driving force between the right and left wheels; a second calculator, configured to calculate a second control amount corresponding to the limiter; a third calculator, configured to calculate a third control amount including the second control amount and the amount; a fourth calculator, configured to calculate a fourth control amount that is a combination of the first and third control amounts; a selector, configured to select either the adjustor and the limiter; and a controller, configured to control the adjustor or the limiter in accordance with the fourth control amount.

Abstract: A differential gear is equipped with a selectively controllable locking device which is self energizing, i.e. it utilizes the differentiation energy to self-lock on its own accord. The control signal is therefore not needed to lock the locking device but rather to selectively, separately for each of the two possible differentiation directions, control it to not lock itself. This gives the differential gear four different working modes. These are: open regardless of differentiation direction; open in one differentiation direction but self-locking in the other direction; open in the other direction but self-locking in the first one; self locking regardless of differentiation direction. A control unit is supplied with sensor data of the present “driving situation”. The control unit has a steering strategy.

Abstract: A rear-drive vehicle having a self-locking differential; a regulating device for regulating the lock percentage of the differential; a number of sensors for real-time detecting dynamic parameters of the vehicle; and a central control unit for controlling the regulating device to regulate the lock percentage of the differential as a function of the dynamic parameters of the vehicle.

Abstract: In a vehicle driving apparatus including a differential mechanism capable of executing a differential action, a control device can make the driving apparatus small-size, improve fuel consumption, and increase output torque. A transmission mechanism can be switched to a continuously variable shifting state and a step variable shifting state, by a switching clutch or a switching brake. Also, with a switch control bringing the switching clutch into a half-engaged state, during an engine startup/running, while the differential portion is allowed to operate as the electrically controlled continuously variable transmission, a reaction force against an engine torque is generated by the half-engaged switching clutch. Thus, the engine torque not less than the torque bearable by a first electric motor can be inputted into the differential portion, thereby increasing the output torque.

Abstract: In a motor vehicle driveline including a transfer case whose output is continually connected to a first output, a clutch, operating partially engaged, responds to a control signal to change the degree of clutch engagement, whereby a second output is connected driveably to the first output. A digital computer continually calculates a change in clutch temperature at frequent intervals and updates a running sum of clutch temperature changes. The control causes the clutch to more fully engage if the current calculated clutch temperature exceeds a predetermined reference clutch temperature.

Abstract: A selectable one-way clutch includes a strut plate co-annular to a slide plate and a notch plate. The selectable one-way clutch is configured to transfer torque between a strut plate and a notch plate in a first direction when a displacement actuator moves a pin and a slide plate to a first position. The selectable one-way clutch is configured to disengage the strut plate from the notch plate when the displacement actuator moves the pin and the slide plate to the second position.