A vehicle transmission braking mode comprises determining a set of available clutches of the plurality of clutches that are not being utilized for engagement of a particular forward gear of the plurality of forward gears, determining at least one of a modeled temperature, a measured temperature, and a modeled energy of each clutch of the set of available clutches to obtain a set of at least one of clutch temperatures and energies, and based on at least the set of available clutches and the set of at least one of clutch temperatures and energies, selectively operate the transmission in the transmission braking mode by at least partially applying at least one clutch of the set of available clutches to mitigate or prevent powerflow through the transmission and thereby decrease or maintain a speed of the vehicle and/or reduce acceleration of the vehicle.

A dual axis motor a first epicyclic gear, a second epicyclic gear, a rim gear, an inner rotor, an outer rotor, a brake and a stator assembly. The second epicyclic gear is operative to mesh with the first epicyclic gear and move in around the first epicyclic. The inner rotor is fixedly connected to the first epicyclic gear. The outer rotor fixedly is connected to the second epicyclic gear. The stator assembly spaced from the inner rotor by a first gap and spaced from the outer rotor by a second gap. The motor provides a resultant torque to driven device. The resultant torque is provided by the inner rotor, outer rotor, the brake, or by sudden deceleration of one or more elements within the dual axis motor. The gear ratio provided by the first and second epicyclic gear allow for an enhanced speed range while providing high starting torque.

A continuously variable transmission (CVT) comprises a shaft rotatable about an axis, and variator assembly, and an actuator mechanism. The variator assembly includes a pulley supported on the shaft and having a ramp surface, and an endless rotatable device frictionally engaged with the pulley. The ramp surface inclines in an axial direction along the axis toward the endless rotatable device. The CVT further comprises an actuator mechanism that includes a wedge component that has a wedge surface interfacing with the ramp surface, and a rotary piston operatively connected to the wedge component. The rotary piston defines a first fluid chamber pressurizable to apply a rotational force that provides relative motion between the ramp surface and the wedge surface resulting in a wedge force on the ramp surface and a clamping force of the endless rotatable device on the pulley.

Variator (20) and forward clutch (Fwd/C) disposed in series are provided between engine (1) having starter motor (15) and driving wheel (7). Sailing stop control that, on the basis of satisfaction of sailing entering condition, interrupts power transmission by frictional engagement element (Fwd/C), stops engine (1) and performs coast-travel is performed. When sailing entering condition is satisfied, coast-travel is started with rotation stop timing of variator (20) being delayed with respect to rotation stop timing of engine (1). When accelerator pedal depression operation intervenes after start of coast-travel, engine (1) is restarted by starter motor (15). When judged that input and output rotation speeds of frictional engagement element (Fwd/C) become synchronization rotation speed after restart of engine (1), frictional engagement element (Fwd/C) is reengaged. Shift response from coast-travel to normal travel is therefore improved at change-of-mind at which sailing quitting condition is satisfied during progress of automatic stop of engine.

A method for operating an automatic transmission (1) of a motor vehicle in which a hydraulic pump, associated with a hydraulic system, for supplying pressure in the hydraulic system is driven by a drive engine and in which hydraulic shifting elements (B1, B2, B3, C1, C2) are actuated to engage gear steps. According to the method, before the drive engine is turned off for a short duration of time, at least one non-actuated shifting element (B1, B2, B3, C1, C2) of the automatic transmission (1) is actuated or filled with pressure oil.

A monitor circuit monitors a gate potential applied to a gate of a high-side transistor or monitors an output potential generated at an output terminal and generates either one or both of a high-side sampling timing and a high-side holding timing based on the monitored result. A current detection circuit detects an inductor current flowing in an inductor and generates a first detection voltage proportional to the inductor current. A sample-and-hold circuit starts a sampling operation of the first detection voltage in response to the high-side sampling timing and starts a holding operation of the first detection voltage in response to the high-side holding timing so as to output a second detection voltage.

A vehicle includes a transmission and a controller. The transmission has clutches and multiple speed ratios that are established during gear upshifts upon torque being transferred from off-going to oncoming clutches. The controller is programmed to, in response to a difference between actual and target times of a desired flare at a transmission input exceeding a threshold during an upshift, adjust the torque of the off-going clutch during a torque transfer phase of a subsequent upshift based on the difference.

A system and method for electric oil pump control of hybrid electric vehicle are provided. The system includes a driving information detector that is configured to detect driving information according to driving of the hybrid vehicle and an operation type transmission of an electric oil pump (EOP) that receives and supplies transmission oil for operating a clutch. A controller analyzes the driving information, and detects an oil skew phenomenon and enters the EOP speed increasing mode when the hybrid vehicle stops by rapid braking, and increases the EOP speed to increase temporary oil absorption power during rapid starting in a predetermined reference period of time.

A continuously variable transmission (CVT) comprises a shaft rotatable about an axis, and variator assembly, and an actuator mechanism. The variator assembly includes a pulley supported on the shaft and having a ramp surface, and an endless rotatable device frictionally engaged with the pulley. The ramp surface inclines in an axial direction along the axis toward the endless rotatable device. The CVT further comprises an actuator mechanism that includes a wedge component that has a wedge surface interfacing with the ramp surface, and a rotary piston operatively connected to the wedge component. The rotary piston defines a first fluid chamber pressurizable to apply a rotational force that provides relative motion between the ramp surface and the wedge surface resulting in a wedge force on the ramp surface and a clamping force of the endless rotatable device on the pulley.

A gear motor includes a motor having a housing with first and second endbells and a wall extending therebetween defining a housing interior and a stator and a rotor disposed within the housing interior. The rotor defines a tubular motor shaft extending through the first endbell. A gearhead is driven by the motor shaft and defines a gearhead output shaft coaxial with the motor shaft. A rod has a first end coupled to the gearhead output shaft and extends through a bore in the motor shaft. A magnetized disc is coupled to a second end of the rod and is disposed within the housing interior. A position sensor disposed outside of the housing interior generates signals responsive to rotation of the magnetized disc. The motor and gearhead output shafts may be supported on aligned bearings in the second endbell.