Abstract: A transmission (21) as a power transmission device for a vehicle comprises an input shaft (22), an output shaft (23), and a planetary continuously variable transmission mechanism (31). The planetary continuously variable transmission mechanism (31) comprises a planetary gear mechanism (32), a pump side clutch (33), a hydraulic pump (36), a hydraulic motor (38), and a motor side clutch (40). The hydraulic pump (36) and the hydraulic motor (38) are connected via a pair of main lines (37A, 37B). When the transmission (21) is switched from a traveling state to a neutral state, at least one clutch (33, 40) of the pump side clutch (33) and the motor side clutch (40) is released.

Abstract: A vehicle includes: a power source; a first drive device configured to be driven by an output of the power source; a second drive device configured to be driven by the output of the power source; a non-stage transmission device capable of continuously changing a rotation speed which is transmitted to an input shaft of the second drive device; a power distribution device coupled to an output shaft of the power source, coupled to an input shaft of the first drive device and an input shaft of the non-stage transmission device, and configured to be capable of distributing the output of the power source to the first drive device and the second drive device in a state where the output shaft of the power source is coupled to the input shaft of the first drive device and the input shaft of the non-stage transmission device at respective predetermined fixed reduction ratios; a first instruction device configured to output a first instruction value related to a rotation speed of the input shaft of the first drive devic

Abstract: A variable-speed speed increaser includes: an electric driving device which is configured to generate a rotational driving force; and a transmission device which is configured to change the speed of the rotational driving force generated by the electric driving device and transmit the changed rotation driving force to a driving target. The transmission device includes: a sun gear which is configured to rotate about an axis; a sun gear shaft which is fixed to the sun gear and extends in an axial direction around the axis; a planetary gear which is configured to mesh with the sun gear, revolve around the axis and rotate about a center line of the planetary gear; an internal gear which includes a plurality of teeth aligned annularly around the axis and is configured to mesh with the planetary gear; a planetary gear carrier; and an internal gear carrier.

Abstract: In one aspect, a method for controlling a continuously variable transmission when transitioning the transmission from operation within a hydrostatic mode to operation within a hydro-mechanical mode may generally include initially operating the transmission in the hydrostatic mode, receiving a mode switch signal associated with transitioning the operation of the transmission to the hydro-mechanical mode and initiating a clutch swap between a secondary range clutch and a directional clutch of the transmission. In addition, the method may include adjusting a swash plate angle of the transmission as the directional clutch is slipped in order to transition the operation of the transmission to a point along a hydro-mechanical operating curve and fully engaging the directional clutch to allow operation of the transmission along the hydro-mechanical operating curve.

Abstract: A method of operating a wind turbine comprising a rotor, a multi winding generator having a plurality of independent sets of control windings and a plurality of independent power electronic converters for controlling each set of control windings independently, the method comprising in a normal operation mode, the plurality of power electronic converters controlling the sets of control windings in substantially the same way, whereas in a positioning mode for positioning a rotor of a wind turbine in one of one or more predetermined angular positions, one of the independent power electronic converters controlling its corresponding set of control windings in a substantially different manner than at least one other independent power electric converter. The invention further relates to a wind turbine adapted to work in at least two different operating modes.

Abstract: A travel control unit of a working vehicle includes an HST which is a hydraulic continuously variable transmission having a hydraulic pump and a hydraulic motor, a pedal sensor which is an operator sensor which detects a position of an acceleration pedal which is an acceleration operator, and a controller which changes a displacement of the hydraulic pump based on the position of the acceleration pedal. The controller increases the displacement of the hydraulic motor as the displacement of the hydraulic pump is reduced due to a displacement of the acceleration pedal to a low-velocity side.

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: A transmission controller permits a 2-1 shift, in which a gear position of a subtransmission mechanism is changed from a second speed to a first speed, when an accelerator pedal has been depressed to or above a predetermined opening. The gear position of the subtransmission mechanism is changed from the second speed to the first speed when an actual through speed ratio passes a mode switch line from a High side to a Low side while the 2-1 shift is permitted in the subtransmission mechanism.

Abstract: A method of controlling output torque in a hybrid or electric vehicle transmissions includes calculating a first long-term output torque constraint and a first short-term output torque constraint. A first effective output torque constraint is determined from at least one of the first long-term and short-term output torque constraints. The first effective output torque constraint is bounded by both of the first long-term and short-term output torque constraints. The method may further include calculating a rate limit, such that determining the first effective output torque constraint includes restricting the magnitude of changes in the first long-term output torque constraint to the calculated rate limit. A spread between the first short-term output torque constraint and the first effective output torque constraint may be measured, and the rate limit calculated as a function of that spread. The rate limit may also be calculated with an inversely-proportional relationship to the spread.

Abstract: A hydraulic control system for a automatic transmission includes a plurality of solenoids and valves in fluid communication with a plurality of shift actuators. The shift actuators are operable to actuate a plurality of torque transmitting devices. Selective activation of combinations of the solenoids allows for a pressurized fluid to activate at least one of the shift actuators. The solenoids are configured to provide a forward gear ratio and a reverse gear ratio when the solenoids are deengerized.

Abstract: A method for controlling a hydraulic flow within a powertrain comprising an electromechanical transmission mechanically-operatively coupled to an engine adapted to selectively transmit power to an output, wherein the transmission utilizes a hydraulic control system serving a number of hydraulic oil consuming functions includes monitoring minimum hydraulic pressure requirements for each of the functions, determining a requested hydraulic pressure based upon the monitoring minimum hydraulic pressure requirements and physical limits of the hydraulic control system including a maximum pressure, determining a desired flow utilizing a hydraulic control system flow model based upon the requested hydraulic pressure, and utilizing the desired flow to control an auxiliary hydraulic pump.

Abstract: A method of operating a hydraulic pump of a drive train of a motor vehicle having a transmission with a hydrodynamic torque converter and a engine, with the input speed of the hydraulic pump being adjusted depending on the speed of the engine. The input speed of the hydraulic pump is adjusted depending on the pump speed of the torque converter, which corresponds to the speed of the engine and depends on the turbine speed of the torque converter, such that when the pump speed of the torque converter is higher than the turbine speed of the same, the hydraulic pump is operated at a speed higher than the speed of the engine. When the turbine speed of the torque converter and the pump speed of the same equalize, the excessive increase in the input speed of the hydraulic pump is reduced in relation to the speed of the engine.

Abstract: A gearshift controller for an industrial vehicle, includes: a speed ratio detection unit that detects a speed ratio of speeds of an input axis and of an output axis of a torque converter; a gearshift control unit that shifts up a speed stage when the detected speed ratio is equal to or more than a first predetermined value and shifts down the speed stage when the detected speed ratio is equal to or less than a second predetermined value, which is smaller than the first predetermined value; and an operation member with which a downshift to the first speed is instructed by operation thereof by an operator. When the downshift is instructed by the operation member, the gearshift control unit controls the speed stage to be kept at the first speed for a predetermined time period regardless of the speed ratio detected by the speed ratio detection unit.

Abstract: A method and apparatus for determining a motion transmission value that provides security of motion transmission between two components that transfer motion through frictional engagement. The motion transmission value provides security of motion transmission through the reaction of the motion transmitted to a change in the contact force between the components that are frictionally engaged. The contact force is modulated in a predetermined frequency range during the motion transmission, and the change in the motion transmitted during the modulation of the contact force is detected. The change in the motion transmitted is evaluated using a filtering process, and the motion transmission value is determined as the result of the evaluation.

Abstract: Methods and systems are provided for pressurizing a transmission hydraulic circuit including a transmission mechanical pump coupled to an engine though a gearbox. One example method comprises, during an engine start, adjusting a speed ratio between the transmission pump and the engine between a first speed ratio and a second speed ratio, the pump rotating faster relative to the engine at the first speed ratio as compared with the second speed ratio.

Abstract: A method for operating a multi-speed automatic transmission of a motor vehicle. The automatic transmission has multiple shift elements for transmitting torque and/or power. When in forward and reverse gears, a first number of shift elements are engaged, and a second number of shift elements are disengaged. To improve the shift speed of successive upshifts and/or successive downshifts which are implemented in an overlapped manner, during a first upshift and/or downshift, at least one shift element, necessary for a successive second upshift and/or downshift, is prepared during the first upshift and/or downshift such that when the first upshift and/or downshift reaches a synchronous point, immediate implementation of the successive second upshift and/or downshift is possible. Depending on a gear change to be implemented, the first upshift and/or downshift from a current gear to a desired gear is preferably implemented as a multiple shift rather than a single shift.

Abstract: A hydraulic control apparatus of an automatic transmission estimates the possibility of there being a demand for a shift into a gear lower than the current gear during a power-off downshift operation. If there is a possibility that there will be a demand for a shift into the next gear during the shift, the hydraulic control apparatus starts an operation for supplying an apply preparation hydraulic pressure in preparation for the shift into that next gear.

Abstract: A power train control system for a mobile machine is disclosed. The power train control system has a power source configured to produce a power output, a transmission device operatively connected to receive the power output and propel the mobile machine, and a control module. The control module is configured to receive an indication of a power demand, receive an indication of a current travel speed of the mobile machine, and reference the power demand and the current travel speed with a power train efficiency map to determine a desired power source speed. The power train control system is also configured to control operation of the transmission device to bring a speed of the power source within a predetermined amount of the desired power source speed.

Abstract: In an automatic transmission control system and method, an electronic control unit is programmed to output a command to establish another gear stage different from the gear stage at the time of occurrence of fault-induced disengagement by combination of engagements of the friction elements other than the friction elements to be engaged at the time of occurrence of fault-induced disengagement, and simultaneously output a plurality of commands to establish a plurality of gear stages corresponding to combination of engagements of the friction elements to be engaged and disengaged, respectively, at the gear stage at the time of occurrence of fault-induced disengagement, when the gear stage at the time of occurrence of the fault-induced disengagement is a predetermined gear stage and the friction element undergoing the fault-induced disengagement is not determined.

Abstract: A control system and control method for an automotive vehicle having a multiple-ratio automatic transmission having two gearsets arranged in series relationship for delivering vehicle engine power to vehicle traction wheels, each gearset being controlled using friction elements that establish multiple torque flow paths, each gearset being characterized by at least two ratios, which define an overall transmission ratio, synchronous shifting of the gearsets effecting at least one swap-upshift and at least one swap-downshift in the overall transmission ratio, the control system compensating during a swap-shift progression for dynamic interaction between the gearsets.

Abstract: The invention has been made to eliminate a feeling of two-phase speed-change operations by causing a speed-change operation to proceed continuously when the speed-change operation is performed through two-phase control of engagement and release of four engagement elements. To accomplish this purpose, the invention provides a control apparatus for an automatic transmission wherein a predetermined speed-change operation is achieved through a pre-phase speed-change operation in which a first engagement element and a third engagement element are released and engaged respectively and through a post-phase speed-change operation in which a second engagement element and a fourth engagement element are released and engaged respectively. The control apparatus sets a target rotational acceleration of an input shaft of the transmission, and controls release of the second engagement element for a transition to the post-phase speed-change operation in accordance with the target rotational acceleration.

Abstract: A primary shift portion has a first predetermined speed ratio at a first shift-speed, a second predetermined speed ratio at a second shift-speed, a speed ratio of “1” at third and fifth shift-speeds, and a third predetermined speed ratio at fourth and sixth shift-speeds. A secondary shift portion has a predetermined reduction speed ratio at first, second, third, and fourth shift-speeds, and a speed ratio of “1” at fifth and sixth shift-speeds. The method realizes a 6-speed automatic transmission being capable of sequentially up- and down-shifting and a plurality of skip shifts with an existing 5-speed automatic transmission.

Abstract: A control system for an automatic transmission includes a torque converter which hydraulically transmits rotation of the driving power source to the speed change gear unit, a first friction engagement element, a second friction engagement element, a third friction engagement element, a vehicle stopping detecting mechanism for detecting a vehicle stopped condition when a forward driving range is selected, a vehicle weight detector, and a controller. The controller controls the disengagement of the first and second friction engagement elements and the engagement of the third friction engagement element with an engaging force in response to the vehicle weight when the vehicle stopped condition is detected while the forward driving range is selected.

Abstract: A method and system for controlling a transmission in a work machine is provided. The output of a hydrostatic transmission having a source of pressurized fluid is combined with the output of a mechanical transmission having at least one engaged clutch. An operational speed of an engine that provides an input to both the hydrostatic transmission and the mechanical transmission is sensed. The at least one clutch of the mechanical transmission is disengaged and the displacement of the source of pressurized fluid is modified when the operational speed of the engine drops below a stall limit. The disengagement of the at least one clutch and the modification of the displacement of the source of pressurized fluid allow the operational speed of the engine to rise above the stall limit.

Abstract: In a transmission which transmits a power from an electrical motor 1 to a countershaft 30 with a speed change, a drive side rotating member which is coupled to a main shaft 10 experiences a rotational change along with the main shaft 10 when a shift from a first speed ratio to a second speed ratio is executed, and an intermediate rotating member experiences a rotational change in a direction opposite to that of the drive side rotating member when the shift is executed. In this transmission, the ratio of the rotational inertia of the drive side rotating member to the rotational inertia of the intermediate rotating member equals the reciprocal of the ratio of the rotational change of the drive source to the rotational change of the intermediate rotating member, the rotational changes being experienced during the shift.

Abstract: The present invention relates to a transmission system, especially for use in a motorized vehicle. More particularly, the present invention discloses the use of a flywheel for assisting an engine in speeding up when acceleration is requested. The flywheel (135) is coupled to an epicyclic gearing (G) having three rotational members (41, 42, 43); this epicyclic gearing (G) is further coupled to a load (L) and to an engine (E), in parallel to a transmission unit (MT; CVT).

Abstract: A transmission assembly having a variable displacement hydraulic device which controls a ratio of an input speed to an output speed of the hydrostatic transmission is disclosed. The transmission assembly further includes a torque reversing mechanical transmission coupled to the hydrostatic transmission and having a first range and a second range. The transmission assembly further includes an output shaft driven by one or more of the hydrostatic transmission and the mechanical transmission which causes a work machine to move at a travel speed and a controller. The controller is operable to determine a transmission load and an equal displacement travel speed ratio based on the transmission load. A shift from the first gear range to the second gear range is based on the equal displacement travel speed ratio. A method of operating a transmission assembly is also disclosed.

Abstract: A transmission comprises: an input shaft intended to be coupled to a motor; an output shaft; an epicyclic reduction unit with an input sun wheel, a ring gear and first and second output shafts respectively fast and slow; a first clutch for connecting the input sun wheel to the ring gear of the said reduction unit; an hydraulic variator unit coupled between the input shaft of the transmission and the input sun wheel; second and third clutches operable to connect the input shaft of the transmission with the ring gear of the epicyclic reduction gear unit to give respective transmission ratios of opposite sign, respectively for forward and reverse gears. The arrangement is such that when the output speed of the variator varies over a predetermined range on either side of zero, and the first clutch is disengaged and the second or third clutch is engaged, the first and the second output shaft of the epicyclic reduction unit have respective speeds which vary over respective ranges of contiguous values.

Abstract: A transmission assembly is disclosed. The transmission assembly includes a continuously variable transmission driven by an input shaft at an input speed, a mechanical transmission coupled to the continuously variable transmission for selecting a first gear range and a second gear range, an output shaft driven by the mechanical transmission at an output speed, and controller operable to receive a speed command and generate a transmission ratio is command which control a ratio of the output speed to the input speed, and generate a shift command which causes the mechanical transmission to shift from the first gear range to the second gear range. An upper transmission ratio limit defined by an engine lug limit. A lower transmission ratio limit is defined by an engine overspeed limit. The controller causes the transmission to execute a shift from the first gear range to the second gear range which causes an instantaneous change in output speed.

Abstract: A control valve system for a multiple ratio transmission with a high ratio clutch and an intermediate ratio brake servo including a first solenoid operated valve that generates a control pressure for intermediate servo apply and a second solenoid operated valve that generates a control pressure for intermediate servo release and for the high clutch. The second and the first solenoid valves control the intermediate servo stroke phase and the second solenoid valve controls, either closed or open loop, the deceleration of a high clutch drum. Pressures electronically controlled by the solenoid valves are distributed to the clutch and brake servo pressure chambers by a shift valve configuration, whereby high quality upshifts and downshifts are achieved.

Abstract: A drive unit is composed of an internal combustion engine (1) and of a continuously controllable division gear which comprises a continuously controllable hydrostatic engine/pump unit (4) and a summator gear (10) with subsequent range gears (12, 13) for successive stepup ranges. In order to make this drive unit also possible at operating points within an interval containing the shift points, first the hydrostatic unit (4) is controlled further as far as the shift point, while the engine speed continues to remain constant, the clutch assigned to the next range is then closed and the desired vehicle speed is set by changing the engine speed and is maintained.

Abstract: A method of power transmission in a mechanical/hydraulic type transmission system, by which changeover is smoothly effected between hydraulic power transmission and mechanical power transmission is provided. To this end, there are provided a hydraulic power transmitting means, for transmitting a mechanical power (Pm), which has been converted by a hydraulic motor (42), to the outside (300) by the engagement of a clutch (A), and a mechanical power transmitting means for transmitting a mechanical power (Po) to the outside (300) by the engagement of a clutch (B). Upon changeover from hydraulic power transmission to mechanical power transmission, the releasing of the clutch (A) is performed after the engagement of the clutch (B) is started and before the engagement of the clutch (B) is completed.

Abstract: The present invention relates to a method and system for controlling a split torque transmission having a hydrostatic transmission and a mechanical transmission. The control system employs a transmission control and includes a transmission input speed sensor, a transmission output speed sensor, a motor speed sensor, a speed input mechanism, a direction control mechanism, and a range selector mechanism. A microprocessor including a fuzzy controller controls the transmission in response to a input from the speed sensors and the speed input mechanism, the direction control mechanism and the range control mechanism.

Abstract: A downstream rate limiting control is provided for controlling a continuously variable transmission. The rate limiting control monitors a input and a current machine state and computes the difference between these two inputs and compares the computed error to a predefined rate table to determine if the computed error should be limited or modified. The rate signal will modify the computed error within the control logic with respect to operator comfort and machine parameters.

Abstract: In an electrically driven vehicle having an automatic transmission for coupling motor output torque to at least one drivewheel through a selected one of at least a pair of speed ratios, a method of matching the post-shift output torque to the preshift output torque is disclosed whereby undesirable post-shift driveline disturbances such as driveline sag are eliminated and post-shift vehicle performance is not compromised due to changes in output torque.

Abstract: A starting operation for a vehicle is carried out in two phases, specifically in a first phase, the input rotational speed is led to a desired rotational speed, and in a following second phase, a rotational speed difference signal formed from the difference between the input rotational speed and the output rotational speed is led to the zero value according to a predetermined desired course. The first phase begins when the starting device is not completely closed and the position of the power control element is below a limit value. The desired rotational speed is first determined as a function of the position of the power control element, the time variation of the position, and a signal describing the driver's driving style. With the determined desired rotational speed, a desired curve of a control signal for an actuator of the starting device is then determined in such a manner that, in the case of the actual position of the power control element, this desired rotational speed is definitely reached.

Abstract: An automatic transmission includes a multi-speed transmission gear mechanism having an input shaft, an output shaft and a plurality of friction coupling elements. A hydraulic control system selectively supplies a hydraulic pressure to the friction coupling elements, thereby selectively applying the friction coupling elements to cause the transmission gear mechanism to shift to a speed which is determined according to a predetermined shift pattern. The control system sets a target hydraulic pressure to be applied to the friction coupling elements according to the kind of the shift to be effected and the engine load, and, when it is detected that the transmission gear mechanism is to make a backout upshift due to reduction in the engine load, increases the target hydraulic pressure by an amount which is determined according to the throttle opening and the turbine speed.