A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

The invention relates to a hybrid powertrain in a motor vehicle with an internal combustion engine (1), an electric machine (2), a variable transmission (4) and one or more driven wheels (3). The transmission (4) includes at least a variator unit (9) for varying the output speed of the internal combustion engine (1) and a first differential gearing (5) with three rotary members (51, 54, 53) that are respectively drivingly connected to an output shaft (92) of the variator unit (9), a rotor shaft (21) of the electric machine (2) and a wheel shaft (31) of the driven wheels (3). The invention concerns a method for operating such a hybrid powertrain.

A trailer includes a battery and an axle or a tandem axle with wheels driven by way of electric motors. The battery supplies electricity to the electric motors during trailer travel, and a sensor detects forces on a coupling of the trailer in at least one of the following directions: longitudinal direction of the trailer and/or transverse direction of the trailer and/or perpendicular direction, and a controller controls the electric motors, so that a minimum and/or a maximum limit value is adhered to.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A control device is provided for a vehicle including a drive source and an automatic transmission having a park lock mechanism for locking an output shaft and an engaging element to be engaged at the start of running. Output rotation of the drive source is input to the automatic transmission. The control device includes a control unit to limit a torque of the drive source until the release of locking by the park lock mechanism is completed in response to an instruction being given to change from a parking range to a travel range. The control unit is configured to limit the torque of the drive source from after the instruction is given to change from the parking range to the travel range until the release of locking by the park lock mechanism is completed.

An autonomous vehicle, including a vehicle body, a wheel supported by the vehicle body, a steering mechanism configured to change a travel direction, a driving/braking force generating device configured to generate a driving force or a braking force to drive or decelerate the autonomous vehicle, a plurality of seats each configured to be sat on by a passenger, and an autonomous driving controller configured to control the steering mechanism and the driving/braking force generating device to autonomously drive the autonomous vehicle without any driver's manipulation. The autonomous driving controller is configured to determine whether or not to control the driving/braking force generating device to change the autonomous vehicle from a stopped state to a run state, based on (1) at least one of a number of passengers, a maximum capacity, or a scheduled number of passengers, and (2) at least one of a number of sitting passengers or a number of ready-state-expressing passengers.

Systems and methods for operating a driveline of a hybrid vehicle are described. In one example, vehicle launch is controlled according to a linear quadratic regulator that provides feedback control according to torque converter slip error and vehicle speed error. The vehicle launch is also controlled according to feed forward control that is based on requested torque converter slip and requested vehicle speed.

Systems and methods for operating a vehicle that includes a starter motor are described. In one example, the starter motor may engage a flywheel of an engine and rotate the engine without starting the engine in response to a request to move the vehicle without starting the engine. The starter motor may provide the propulsive force to move the vehicle a short distance.

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.

A method in a control arrangement of a vehicle and a control arrangement for a vehicle for downshifting gears in an uphill slope are presented. The method comprises, when the vehicle is travelling in an uphill slope using an initial gear of the vehicle's automated manual transmission gearbox: simulating at least one speed profile for a downshift to, and a usage of, at least one gear; determining that a minimal speed of each one of the at least one simulated speed profile has a value indicating that the actual speed of the vehicle will be less than or equal to zero in the uphill slope; opening a clutch before is reduced to a value less than zero; activating at least one vehicle brake; shifting vehicle's automated manual transmission gearbox to a start gear; closing the clutch; and deactivating the at least one vehicle brake.