Abstract: Method and system providing manual skip-shift for operating the automatic transmission of a vehicle. The method includes accepting the input of gear states by operating a selector mechanism to select a value. The system accepts input of a selected sequence of gear states from a plurality of available gear states, the selected sequence including fewer gear states than the number of available gear states. The system then operates a selector mechanism to select the gear state from the selected sequence. The system also includes an electronic control module, a selector mechanism, and a power train control module.

Abstract: A hydraulic system (1) for actuating at least one shifting element (2) of a transmission. The hydraulic system comprises a regulating valve device (3) that can be preset and has a regulating valve slide (8), and a shifting valve device (4) which can also be preset and has a shifting valve slide (6). The shifting valve device (4) interacts with the regulating valve device (3). The regulating valve slide (8) and the shifting valve slide (6) are coaxially aligned with one another and move in opposite longitudinal directions within a common boring (24) of a housing (25). Each of the slides has a control surface (5, 14) which faces toward one another and can be pressurized with a pressure signal (p_VS) via a common pressure chamber (26).

Abstract: A vehicle speed change arrangement that can perform automatic speed change using a manual transmission without modification. The vehicle speed change arrangement includes shift blocks (B1 to B6) such that the shift block of a reverse-1st speed, the shift block of 4th speed-5th speed, the shift block of 2nd speed-3rd speed, and the shift block of 6th speed are arranged in this sequence in a select operation direction.

Abstract: A method of eliminating a tooth-on-tooth position at an interlocking shifting element. The tooth-on-tooth position is eliminated by operating at least one actuator such that, during a first operating attempt the actuator is operated using a defined target parameter, after which it is checked whether as a result of the operation of the actuator the tooth-on-tooth position has been eliminated. If the tooth-on-tooth position is not eliminated, then repeating subsequent operating attempts of operation of the actuator, each time with an increased target parameter, until, after the corresponding operation of the actuator, the tooth-on-tooth position is eliminated by the m-th operating attempt. For elimination of a subsequent tooth-on-tooth position, the target parameter defined for the first elimination attempt is adapted such that the subsequent tooth-on-tooth position is eliminated by an n-th attempt.

Abstract: In an hydraulic pressure supply apparatus for a transmission having an input shaft connected to a drive shaft of a prime mover mounted on a vehicle through a torque converter with a lockup clutch, it is configured to have a hydraulic pump drawing up and discharging operating oil; a regulator valve regulating discharged pressure to a line pressure; first and second switching valves supplying hydraulic pressure to the first and second clutches; a first hydraulic control valve supplying the regulated line pressure to the lockup clutch; a third switching valve connected to an output port of the first hydraulic control valve; and first and second electromagnetic valves connected to operating ports of the first, second and third switching valves and adapted to switch among the first, second and third switching valves upon being energized and deenergized.

Abstract: A power transmitting apparatus with improved power transmitting efficiency and reduced lag time for shifting speeds can comprise a starting clutch mechanism configured to selectively transmit and cut off driving power of engine to wheels of a vehicle, a plurality of gear-stage clutch devices operatively positioned to transmit power between the starting clutch mechanism and the wheels, an input and an output of the plurality of gear-stage clutch devices configured at predetermined gear ratios, and a gear-stage selecting device configured to select any one of the gear-stage clutch devices in accordance with a vehicle operating condition and selectively set a gear ratio for power transmission from the engine to the wheels. The gear-stage clutch devices can comprise alternately arranged driving clutch discs and driven clutch discs, and hydraulic pistons.

Abstract: A manual transmission including an input shaft Ai receiving power from an internal combustion engine through a clutch, an output shaft Ao receiving power from an electric motor, an EV gear stage for EV travel (different from neutral) in which no power transmission route is established between Ai and Ao, and a plurality of gear stages for HV travel in which a power transmission route is established between Ai and Ao. The movement of a shift lever SL from the neutral position to an EV-gear-stage shift completion position and the movement of the shift lever SL from the neutral position to the EV-gear-stage shift completion position is permitted only in a state in which the clutch pedal CP is depressed to provide an HV-MT vehicle power transmission control apparatus that includes a mechanism requiring a driver to operate a clutch pedal at the time of gear change.

Abstract: A shifting arrangement for a transmission includes a shifting sleeve, a friction clutch and an actuating element. The shifting sleeve is rotatable between a first position, wherein a first free gear is rotatable relative to a shaft, and a second position, wherein the first free gear is rotatably fixed to the shaft. The friction clutch assembly is movable between a first position, wherein two parts are rotatable relative to one another, and a second position, wherein the two parts are frictionally coupled. The actuating element is movable between a neutral, intermediate and positions. In the neutral position, the shifting sleeve and the friction clutch assembly are in their first positions. In the intermediate position, the shifting sleeve is in its second position and the friction clutch assembly in its first position. In the shifting position, the shifting sleeve and the friction clutch assembly are in their second positions.

Abstract: A motor vehicle drive train device includes a multi-group transmission with a main group providing at least one forward transmission gear and at least one reverse transmission gear, and a downstream group downstream from the main group. The device also includes a control and/or regulation unit having a gear change function for shifting the main group at least in one transmission gear change operation in order to engage a transmission gear opposite to the current direction of travel. The control and/or regulation unit has a synchronization function which is provided for shifting the downstream group in order to engage the transmission gear opposite to the current direction of travel.

Abstract: A power gear-shifting transmission and an engineering machinery are disclosed. The power gear-shifting transmission comprises a clutch shaft assembly (1). The clutch shaft assembly (1) comprises a clutch shaft (11), a housing gear (12) arranged on the clutch shaft (11), a clutch disc (13) arranged within the housing gear (12), and a gear-shifting piston (14) arranged at one end of the clutch disc (13). The gear-shifting piston (14) is pushed by a clear hydraulic medium introduced via a fluid supply passage (3); the clean hydraulic medium is supplied by a hydraulic system (2). The engineering machinery comprises the power gear-shifting transmission.

Abstract: In a dual clutch transmission, a transmission control unit operates at vehicle start such that a clutch engaged is changed from a second clutch, which is on a high speed gear stage side, to a first clutch, which is on a low speed gear stage side, resulting in a torque transmission path being changed. At this time, torque capacities of the first and second clutches change so that thermal loads on the first and second clutches are equal or approximately equal according to a clutch rotational speed difference that is a rotational speed difference between the driving side and the driven side in the first clutch.

Abstract: An electric vehicle transmission, the transmission comprising an input shaft arranged to be driven by an electric motor, an output shaft arranged to transfer drive from the input shaft to driving wheels of the vehicle to which the transmission is fitted, a first clutch for engaging/disengaging a first gear ratio of the transmission, a second clutch for engaging/disengaging a second gear ratio of the transmission, and a fluid pump driven in response to rotation of the output shaft, wherein the first clutch is biased to engage said first gear ratio in the absence of pressure from the fluid pump.

Abstract: A gear case assembly for an outboard engine has a gear case, a driveshaft having a part disposed within the gear case, a bevel gear connected to the part of the driveshaft, a propeller shaft, and a transmission operatively connected to the bevel gear. The bevel gear selectively drives the propeller shaft via the transmission. The transmission has forward and reverse gears operatively connected to the bevel gear, and a shift assembly adapted for actuation by a shift actuator. The shift assembly has first and second rod portions and at least one resilient member. The at least one resilient member operatively connects the first rod portion to the second rod portion. The first rod portion is movable relative to the second rod portion.

Abstract: An electronic, high-efficiency vehicular transmission, an overrunning, non-friction coupling and control assembly and switchable linear actuator device for use in the assembly and the transmission are provided. The device controls the operating mode of at least one non-friction coupling assembly. The device has a plurality of magnetic sources which produce corresponding magnetic fields to create a net translational force. The net translational force comprises a first translational force caused by energization of at least one electromagnetic source and a magnetic latching force based upon linear position of a permanent magnet source along an axis.

Abstract: A transmission having a plurality of shifting elements which are selectively engaged and disengaged when a gearshift is carried out, and a plurality of gearsets which, depending on the shifting position of the shifting elements produce a defined transmission ratio, and a shifting oil system which supplies the shifting elements with oil in order to operate them and a cooling and lubricating oil system which supplies assemblies of the transmission with oil for cooling and/or lubricating. From the shifting oil provided by the shifting oil system, a partial stream of oil can be tapped off for cooling and/or lubricating the shifting elements, such that a quantity of cooling and lubricating oil that is or can be supplied by the cooling and lubricating oil system can be reduced to the quantity required for cooling and/or lubricating those assemblies of the transmission which do not contain the shifting elements.

Abstract: In a group transmission arrangement, in particular a commercial vehicle group transmission arrangement, comprising a main group with a central synchronizing unit for synchronizing at least two main group shifting units for changing a main group transmission ratio, includes at least one auxiliary group with at least one auxiliary group shifting unit for changing an auxiliary group ratio, wherein a control unit is provided to actuate in a shifting operation the auxiliary group shifting unit and a central synchronizing unit in order to change an overall gear ratio, the control unit is adapted to actuate the auxiliary group shifting unit and the central synchronizing unit in parallel at least intermittently.

Abstract: A vehicle transmission has at least three transmission gears. The at least three transmission gears are selectively engaged by at least three shifting sleeves. The shifting sleeves are actuated by two shift forks. Each shift fork is moved by a corresponding shift drum. The shift drums are disposed on a shift drum shaft. By rotating the shift drum shaft, each of the at least three transmission gears can be engaged in sequence. The two shift drums are spring biased.

Abstract: A method of controlling a hydraulic control system for a dual clutch transmission includes controlling a plurality of pressure and flow control devices in fluid communication with a plurality of clutch actuators and with a plurality of synchronizer actuators. The clutch actuators are operable to actuate a plurality of torque transmitting devices and the synchronizer actuators are operable to actuate a plurality of synchronizer assemblies. Selective activation of combinations of the pressure control solenoids and the flow control solenoids allows for a pressurized fluid to activate at least one of the clutch actuators and synchronizer actuators in order to shift the transmission into a desired gear ratio.

Abstract: A transmission shift assembly for a vehicle and a method of monitoring the same includes a transmission having a shift position member movable between a plurality of gear positions. A linkage is coupled to an actuator and movable between a plurality of positions in response to movement of the actuator. A cable having first and second ends is coupled to the linkage and the shift position member respectively for transferring movement from the actuator to the shift position member. A plurality of sensors are spaced from each other and disposed about the first end of the cable such that movement of the cable relative to said linkage causes the sensors to monitor movement of the shift position member between the gear positions for achieving a proper position of the shift position member in one of the gear positions.

Abstract: This electromotive-vehicular motor control apparatus includes: a motor; a power drive unit; a torque control unit that controls an output torque of the motor; an electric current control unit; a number-of-revolutions detection unit; a target number-of-revolutions setting unit; a number-of-revolutions deviation calculation unit; and a removal unit that outputs a signal of a second number-of-revolutions deviation, in which the torque control unit controls the output torque based on the second number-of-revolutions deviation that has been output from the removal unit.

Abstract: A shift-by-wire transmission system is provided. The system includes a gearbox that is configured and arranged to receive a rotational input and provide a select rotational output. The gearbox includes a plurality of gear assemblies that are operationally coupled together to provide the select rotational output from the rotational input. A shift assembly is operationally coupled to the plurality of gear assemblies of the gearbox to selectively change gearing of gearbox. An electric motor is operationally coupled to the shift assembly to activate the shift assembly to selectively change the gearing of the gearbox. A manual shift override is employed that is coupled between the shift assembly and the electric motor. The manual shift override is configured and arranged to manually disconnect the electric motor from the shift assembly and activate the shift assembly.

Abstract: Shift arrangement for a motor vehicle transmission. At least one gear stage can be engaged and disengaged by means of an associated shift clutch. A spindle which is aligned along a spindle axis, has a spindle thread and is rotatably mounted on a housing. A nut has a nut thread, which is in engagement with the spindle thread. A shift finger is formed on the nut. At least one shift rod is mounted movably on the housing and can be coupled to the shift clutch. Provided on the housing are a radial groove, in which the shift finger engages in an axial base position of the nut and within which the shift finger can be turned, and an axial guide, which axially adjoins the radial groove and in which the shift finger can engage in order to hold the nut in the circumferential direction, thus ensuring that said nut is moved axially in a first axial direction when the spindle is rotated.

Abstract: A method of shifting at least one of a speed increasing stage (H) and/or a speed reductions stage (L) in a claw shifted transfer gear box (VG) in a drive train of a vehicle having a drive engine and a load shiftable shift transmission (SG). The transfer gearbox (VG) is shifted into the neutral position (N) and, after the synchronization, is shifted into the speed increasing stage (H) or the speed reductions stage (L). During synchronization, the shift transmission (SG) is decelerated or accelerated, by activating at least an additional shift element, so that the output rotational speed (n_SG) of the shift transmission (SG) is matched to the output rotational speed (n_VG) of the transfer gearbox (VG), multiplied by the target gear ratio in the transfer gear box (VG).

Abstract: A method for shifting a semi-automatic powershift transmission used in a motor vehicle during a manually triggered traction upshift involves the shift phases of the charging of an actuator of a clutch to be engaged, an overlap of the charging of the actuator of the clutch to be engaged and the emptying of an actuator of a clutch to be disengaged, and also involves an engine rotational speed alignment. The charging, the overlap and the engine rotational speed alignment are carried out simultaneously. In the shift process during a manually triggered shift, the driver perceives a change in engine rotational speed with only a minimal delay after the shift command.

Abstract: A drive switching mechanism includes first to third transmission element trains, a connection/disconnection element disposed at one of a position between the first and second transmission element trains and a position in the third transmission element train, and a rotation restraining element disposed at the other of the positions. When a drive transmission path is disconnected by the connection/disconnection element, the rotation restraining element is drivenly rotated on the basis of a driving force transmitted from the first transmission element train and selects a drive transmission path that is different from the drive transmission path disconnected by the connection/disconnection element.

Abstract: The present invention provides a neutral-position parking apparatus and method in a shift-by-wire system. The neutral-position parking apparatus connects a shift-by-wire unit to a smart key control ECU through a controller area network (CAN) communication to perform a control of maintaining a neutral position according to a control command of the smart key control ECU receiving a door lock signal from a smart key. Also, the neutral-position parking apparatus communicably connects a power distributor to the smart key control ECU to power off a vehicle upon neutral-position parking according to the control command of the smart key control ECU receiving the door lock signal from the smart key.

Abstract: Described herein is a gearbox for a motor vehicle including a plurality of forward gear ratios and a reverse gear ratio, the gearbox further including: a control device (configured for controlling the selection and the engagement of said forward gear ratios and of said reverse gear ratio; and a plurality of engagement devices that can be controlled by means of said control device for engaging the forward gear ratios or reverse gear ratio (RM) of the gearbox that are operatively associated to said devices. The gearbox includes a locking device, which is electrically controlled and configured for preventing actuation of the engagement device associated to a predetermined forward gear ratio, said locking device being configured for being actuated above a threshold speed of the motor vehicle on which said gearbox is installed.

Abstract: A method of adjusting a pressure signal to an actuator piston to control movement of a synchronizer actuator fork of a transmission includes moving the synchronizer actuator fork from a start position into a target position by applying an initial fluid pressure value. The time required to move the synchronizer actuator fork is measured to define a measured actuation time, and compared to a target actuation time. A correction factor is applied to the initial fluid pressure value to define a revised fluid pressure value when the measured actuation time is not within a pre-defined time range of the target actuation time. When the measured actuation time is greater than the pre-defined time range of the target actuation time, the initial fluid pressure value is increased. When the measured actuation time is less than the pre-defined time range of the target actuation time, the initial fluid pressure value is decreased.

Abstract: In a power unit for a saddle-type vehicle a locking pin on a shift drum side is fixed to a shift spindle and a detection shaft of a shift position sensor is interlocked and connected with the shift drum, the friction surface between the shift arm and the locking pin is reduced with suppression of the lowering of the rigidity of the shift arm to enable smooth gear shifting. An engagement hole in a shift arm allows insertion and engagement of a locking pin and has an elongated hole shape extending along one diameter line of a shift spindle. An insertion hole in the shift arm has an arc shape centered at the center axis line of the shift spindle to allow insertion of an interlocking shaft coaxially connected to the shift drum to be incapable of rotation relative to it.

Abstract: A control system for controlling a dual clutch transmission having a synchronizer assembly includes a motor for selectively providing an output torque in a first and second to both of a first and a second output member. A one-way device is interconnected to the first output member and is operable to transmit the output torque in the first rotational direction. A pump is connected to the one-way device. A disconnect device is interconnected to the second output member. The torque disconnect device is operable to decouple the motor from a cam or a torque multiplication device. The cam includes at least one groove having a configuration corresponding to synchronizer assembly positions. A shift fork is disposed in the groove and is operable to translate the synchronizer assembly. Rotation of the cam translates the shift fork and the synchronizer assembly between at least a neutral position and an engaged position.

Abstract: A dual clutch transmission (DCT) control module includes a position control module that actuates a shift fork of the DCT during a first shift state based on a measured shift fork position and a target shift fork position. A force control module adjusts a control force associated with the shift fork during a second shift state based on synchronizer slip.

Abstract: An automatic shift device for an automated transmission for a vehicle includes a rotation shaft, a clutch ring, a clutch hub, a sleeve, a dog clutch portion, a shaft moving apparatus, and a control portion. The control portion includes a push force reduction control portion performing a push force reduction control reducing a push force of the sleeve that the shaft moving apparatus applies on the clutch rear teeth in response to a back and forth movement of the sleeve after the sleeve reaches an end surface of the clutch rear tooth. The control portion includes a retry control portion performing a retry control that re-applies the push force of the sleeve in response to a predetermined retry condition after the push force reduction control is performed.

Abstract: A switchable free-wheel arrangement for a CVT transmission of a motor vehicle. Clamping bodies held in a cage are disposed between an outer ring and an inner ring. Each clamping body can be pressed with a relatively high force against the inner ring by an energy accumulator. The clamping bodies can be set up in the release direction or in the clamping direction by a switching mechanism. The energy accumulator generates a relative small setup force for setting up the clamping bodies. The energy accumulator includes two torsion springs disposed on the clamping body. It can, however, also have the shape of a helical spring that surrounds the clamping bodies and engages therein in special helical spring grooves.

Abstract: In a control apparatus for an automatic transmission having multiple speeds constituted by four sets and speed selecting mechanisms corresponding to the four sets, assuming the speeds as seven among eight speeds of A to H in order of gear ratio, the four sets are constituted by a first set of A having a largest gear ratio and C that is next but one; a second set including at least H having a smallest gear ratio; a third set of B and D between two of the first set; and a fourth set including two of E, F and G between the second and third sets, and one of first and second pressure regulators selectively supplies hydraulic pressure to two of the mechanisms corresponding to the first and second sets, while the other thereof selectively supplies hydraulic pressure to two of the mechanisms corresponding to the third and fourth sets.

Abstract: A vehicle transmission includes first, second, third and fourth meshing gear-pinion pairs. The transmission produces a first speed ratio through a power path that includes first and second input shafts, a gear coupler and the first, second and third gear-pinion pairs. The transmission also produces a second speed ratio through a power path that includes the second input shaft, the gear coupler and the second, third and fourth gear-pinion pairs.

Abstract: An automatic transmission having high pressure actuation and low pressure lube includes a hydraulic circuit (110) having a source of pressurized fluid (112), an actuation circuit (114) that delivers pressurized fluid to actuate components of the transmission, and a cooling circuit (116) used to cool components of the transmission. The source of pressurized fluid includes a motor 118, a first pump 120 operatively driven by the motor 118, and a second pump 122 selectively driven by motor 118. A clutch mechanism 124 is connected between the motor 118 and the second pump 122 so as to selectively engage and disengage the second pump 122 in driven relationship with the motor 118 so that the second pump 122 selectively supplies pressurized fluid to the cooling circuit 116 when the clutch mechanism 124 is engaged.

Abstract: An actuating apparatus for actuating a shifting mechanism in a transmission to shift a gear wheel on a hollow shaft with an actuator module that is at least partially positioned within the hollow shaft and which comprises an actuator which can be connected with a coupling element of the shift mechanism which radially, inwardly extends into the inner diameter of the hollow shaft. The enclosure of the actuator module has at least an axially extending assembly passageway which guides the coupling element, during axial insertion of the actuator module into the hollow shaft. A method for the assembly and disassembly of an actuator module, with at least one actuator of an actuating apparatus for inside actuation of a shift mechanism on the hollow shaft. The actuator module is axially inserted into the hollow shaft and rotated via an assembly guide.

Abstract: A hydraulic control system for a dual clutch transmission includes a plurality of pressure and flow control devices in fluid communication with a plurality of clutch actuators and with a plurality of synchronizer actuators. The clutch actuators are operable to actuate a plurality of torque transmitting devices and the synchronizer actuators are operable to actuate a plurality of synchronizer assemblies. Selective activation of combinations of the pressure control solenoids and the flow control solenoids allows for a pressurized fluid to activate at least one of the clutch actuators and synchronizer actuators in order to shift the transmission into a desired gear ratio.

Abstract: A transmission shift device includes a rotary shaft rotationally connected to an input shaft of a transmission, first and second clutch rings rotationally connected to an output shaft of the transmission at a first gear ratio and a second gear ratio, respectively, a clutch hub fixed to the rotary shaft between the first clutch ring and the second clutch ring, a sleeve restricted a relative rotation with the clutch hub and movably engaged with the rotary shaft in the axial direction, first and second dog clutch portions projected from respective side surfaces of the first and second clutch rings and engageably and disengageably meshing with sleeve spline formed at the sleeve, and an elastic member positioned between the clutch hub and the sleeve and restricting a movement of the sleeve in the axial direction in each of a neutral state, a first shift state and a second shift state.

Abstract: The invention relates to an actuating device for actuating at least one shifting element (3, 4, 5) shiftable through a shifting device (6, 7, 8), whereas the shifting device (6, 7, 8) features a pressure space (6a, 7a, 8a) with a supply (26) for a pressurized medium, along with a shut-off valve (17). It is proposed that the shut-off valve (17) is connected in an electrically controllable and torque-proof manner to at least one shifting element (3, 4, 5), and that the electrical energy for the actuation of the shut-off valve (17) is able to be supplied without contact.

Abstract: A method of operating a transmission which is shifted to various operating conditions by engaging shifting elements. At least one of the shifting elements is an interlocking shifting element which has to be engaged to obtain at least one defined operating condition of the transmission during which force flows between an input and an output shaft. When a command is received to engage the interlocking shifting element, a rotational speed of the transmission input shaft is displaced in the direction toward a synchronous rotational speed produced in the engaged operating condition of the interlocking shifting element at least as a function of the rotational speed of the transmission output shaft. When the variation of the rotational speed of the transmission input shaft crosses a predefined rotational speed threshold, the interlocking shifting element is actuated in its engaging direction.

Abstract: A method of operating a transmission which is shifted to various operating conditions by engaging shifting elements. At least one of the shifting elements is an interlocking shifting element which has to be engaged to obtain at least one defined operating condition of the transmission during which power flows between an input and an output shaft. When a command is received to engage the interlocking shifting element, a rotational speed of the transmission input shaft is displaced in the direction toward a synchronous rotational speed produced in the engaged operating condition of the interlocking shifting element at least as a function of the rotational speed of the transmission output shaft. When the variation of the rotational speed of the transmission input shaft crosses a predefined rotational speed threshold, the interlocking shifting element is actuated in its engaging direction.

Abstract: A method of operating a transmission device having gears that are engaged by actuating shifting elements. At least one of the shifting elements is an interlocking shifting element which has to be engaged in at least one gear to transmit drive between an input and an output shaft. When a command is received to engage the interlocking shifting element, a rotational speed of the input shaft is displaced in the direction toward a synchronous rotation speed produced in the engaged operating condition of the interlocking shifting element at least as a function of the rotational speed of the output shaft. The engagement process of the interlocking shifting element from its disengaged operating condition is discontinued if, before reaching the synchronous rotational speed, the variation of the rotational speed of the input shaft crosses a predefined rotational speed threshold without initiating engagement of the interlocking shifting element.

Abstract: A dog-clutch transmission system having dog-clutches is provided that can effectively lower the sound resulting from the engagement of dogs during the meshing of gears. A dog-clutch transmission system includes first gears installed adjacent to each other on respective shafts so as not to be rotatable relatively to the respective shafts and to be axially slidable; and second gears installed so as to be rotatable relatively to the respective shafts and not to be axially slidable. Each of the first gears has dog-teeth projecting in the axial direction and each of the other gears has dog-holes recessed in the axial direction. Speed-stages are switchable by bringing the dog-teeth and the dog-holes into engagement and disengagement. A speed-change ratio proportion of a change-speed ratio at an arbitrary n-speed speed-stage to a speed-change ratio at a (n+1)-speed speed-stage is set at 0.725 or more.

Abstract: A hydraulic circuit (88) for an automatic transmission (10) that employs a shift actuation valve (96) that controls the actuation of the synchronizer (29) for selectively controlling gear engagement. The shift actuation valve (96) includes a valve member (114) having at least one valve element (122) with an outer diameter (162) and a metering face (164). The metering face (164) is adapted to control the flow of pressurized fluid between an inlet (108) and an outlet (110) of the valve body (102). The metering face (164) includes a flow force compensating annular void (166) disposed adjacent the outer diameter (162) and that is defined by a lead angle ? measured between the outer diameter (162) and a line intersecting the outer diameter (162) and tangential to the annular void (166). A solenoid (104) is employed to move the valve member (114) between predetermined positions.

Abstract: A power switching device for vehicle has at least first and second power switching mechanisms, a shared operating mechanism, and a housing accommodating the power switching mechanisms and the shard operating mechanism, the housing being integrally formed with a boss portion having a waiting mechanism, wherein the waiting mechanism includes drive and driven cylindrical shafts, and a coil spring connecting between the cylindrical shafts, both of the cylindrical shafts and the coil spring are arranged in a same axis, and are supported on an inner peripheral surface of the boss portion through drive and driven side needle roller bearings respectively, the coil spring is arranged inside the cylindrical shafts.

Abstract: A powertrain system in a mild hybrid vehicle includes a hydraulic device, a pilot valve, and a regulator valve. The pilot valve is operably connected to the hydraulic device and configured to actuate. The pilot valve includes at least one micro-electro-mechanical systems (MEMS) based device. The regulator valve is operably connected to the pilot valve and the hydraulic device. The regulator valve is configured to direct fluid to the hydraulic device based on the actuation of the pilot valve.

Abstract: A motor for providing rotational movement along different directions simultaneously includes a stator, a rotor, a power shaft rotated together with the rotor, a first driving shaft, a first transmission gear located on the first driving shaft, a second driving shaft, and a second transmission gear located on the second driving shaft. The power shaft includes at least one driving gear located on an end portion of the power shaft. The first transmission gear and the second transmission gear engage with the driving gear to drive the first driving shaft and the second driving shaft to rotate, respectively.

Abstract: A shifting mechanism has a shift fork. The shift fork has upper and lower arms connected by an upright portion. The upright portion defines a pivot axis for the fork. The mechanism also has a clutch collar that is connected to the shift fork. The shift fork is connected to gearing and a motor to pivot the fork and thus the clutch collar into and out of engagement with a clutch.

Abstract: A transmission has a simple structure and can be produced at a low cost. A second electromagnetic clutch is shut off at a timing when an electric motor is decelerated and before selecting motion is finished, and thereafter, a shift/select shaft is moved to a terminal end position of the selecting motion with an inertia of a driven part (a second output hub) of the second electromagnetic clutch. At a timing after a predetermined period has passed from the timing, a first electromagnetic clutch for the next shifting motion is connected. The electric motor is driven synchronously with the end of the selecting motion or immediately in response to the end, thereby to start the next shifting motion. In this manner, gear change can be rapidly conducted.