A locking arrangement for an electric vehicle, that includes a locking unit, an electric motor, and an axle which is driveable by the electric motor. The locking unit can have a piston and serve for locking the movement of the piston which can be acted on with pressure of a fluid. The locking unit has an electromagnet and at least one detent element, and the detent element interacts with the armature or the armature rod of the electromagnet, and the piston has at least one detent receptacle, and the piston can be secured by the retaining interaction of the detent element with the detent receptacle. The piston can be adjustable between a retracted position and an extended position. The piston can act in at least one of the two positions on the axle in such a manner that the rotation of the axle is mechanically blocked.

A vane pump (101) for an automatic transmission includes a suction-side behind-vane pressure duct (112) and a pressure-side behind-vane pressure duct (111). The suction-side behind-vane pressure duct (112) is connected to the pressure side (116) of the vane pump (1). A valve device (113, 114) is connected to the pressure-side behind-vane pressure duct (111). During operation of the vane pump (101), a pressure-side behind-vane pressure (p DH) can be set in the pressure-side behind-vane pressure duct (111) with the valve device (113, 114).

An output is calculated using, as an input, a measured value of a pump discharge pressure in a neural network having the pump discharge pressure as the input and a pump rotational speed as the output. A leakage degree of oil of the hydraulic circuit of a transmission is estimated based on a difference obtained by subtracting a measured value of the pump rotational speed from the calculated value of the output. Learning of the neural network is performed using, as teacher data, the measured values of the pump discharge pressure and the pump rotational speed in the transmission in which the leakage degree of oil is within an allowable range.

A control device controls a lockup clutch interposed between an engine and an automatic transmission mechanism of a vehicle. The control device includes a control part supplying hydraulic pressure to the lockup clutch and controlling differential pressure of the lockup clutch. The control part supplies the hydraulic pressure to the lockup clutch so that the differential pressure is lower than a reference differential pressure in a disengaged state of the lockup clutch. In a case of shifting the lockup clutch from the disengaged state to an engaged state, the control part supplies the hydraulic pressure to the lockup clutch so that the differential pressure increases as a filling ratio of an oil passage of the lockup clutch decreases. The reference differential pressure is a lower limit of the differential pressure that increases a slip ratio of the lockup clutch or reduces a slip amount of the lockup clutch.

A hydraulic controlling system including: a cooling and lubricating oil line and a main controlling oil line; an oil-liquid storage; a first pump, wherein an inlet of the first pump is connected to the oil-liquid storage and an outlet of the first pump is connected to the main controlling oil line; a second pump, wherein an inlet of the second pump is connected to the oil-liquid storage and an outlet of the second pump selectively communicates with the cooling and lubricating oil line or the main controlling oil line; and a gearbox-gear-shifting oil line including a gear-shifting-pressure regulating valve, a plurality of gear-shifting-flow-rate controlling valves and a plurality of gear-shifting selector valves. The gear-shifting-flow-rate controlling valves are connected to the main controlling oil line via the gear-shifting-pressure regulating valve. At least some of the gear-shifting-flow-rate controlling valves are connected to a gear-shifting executing piston via the gear-shifting selector valves.

In a hydraulic motor and a hydrostatic traction drive with such a hydraulic motor, the regulating of the displacement of the hydraulic motor is done via a pilot-operated pressure regulator. The feedforward controller calculates an estimated motor displacement and relays this to the pressure regulator.

An eco-friendly vehicle and a transmission hydraulic pressure control method for the same are provided. The vehicle includes an oil pump that estimates an inner temperature without using a temperature sensor. The method includes determining a driver request output and determining a required hydraulic pressure corresponding to the request output. A temperature of an oil pump unit is estimated to operate an electric oil pump to supply a hydraulic pressure to a transmission, based on the required hydraulic pressure and driving status information. An output torque is then adjusted based on the estimated temperature.

A hydraulic control unit comprises a housing, an accumulator, a gear pump assembly, and a motor. The housing comprises an accumulator compartment, a gear pump compartment, and a flow path section connecting the gear pump compartment and the accumulator compartment, the flow path section comprising at least a supply path and a pressurizing path. The accumulator in the accumulator compartment comprises a movable piston dividing the accumulator compartment into a high pressure reservoir and a low pressure reservoir. A gear pump assembly is in the gear pump compartment. The gear pump assembly is configured to draw return fluid from the low pressure reservoir via the supply path and to pump pressurized fluid through the pressurizing path to accumulate in the high pressure reservoir. A motor assembly is connected to the gear pump compartment of the housing and is configured to power the gear pump assembly.

A drive apparatus for a hybrid vehicle includes: (a) a hybrid drive unit having (a-1) an automatic transmission, (a-2) a first rotating machine and (a-3) an engine connected to the first rotating machine through a hydraulically-operated connecting/disconnecting device; (b) an electric drive unit including a second rotating machine; and (c) a hybrid control device configured, in event of an anomaly that disables a shift control of the automatic transmission, to generate an electric power by causing the first rotating machine to be rotated by the engine and drive the hybrid vehicle to run by causing the second rotating machine of the electric drive unit to be operated with use of the generated electric power, in a state in which a power transmission through the automatic transmission is cut off and the connecting/disconnecting device is engaged.

A method of controlling an EOP of a hybrid vehicle may include controlling the EOP in a predetermined high-speed mode when the vehicle is started; controlling the EOP in a predetermined middle-speed mode in which the EOP is driven at revolutions per minute (RPM) lower than RPM of the high-speed mode when the high-speed mode is terminated; and controlling the EOP in a predetermined low-speed mode in which the EOP is driven at RPM lower than the RPM of the middle-speed mode when the vehicle is stopped.