A working vehicle includes: a clutch displaceable to a connected state in which power is transmitted to a drive, a disconnected state in which the transmission is disconnected, and a half-clutch state in which power is slidably and partly transmitted to the drive; a detector that detects an operation position of a clutch pedal and outputs a detected value corresponding to the operation position detected; a control device that brings the clutch into the half-clutch state if the detected value corresponds with a threshold, and brings the clutch into the disconnected state if the detected value is less than the threshold and into the connected state if the detected value is greater than the threshold, and vice versa; and a change unit that changes the threshold to a different value in accordance with an operation on the operation member.

Methods and systems for a vehicle transmission are provided herein. The vehicle transmission includes an input interface configured to mechanically couple to a motive power source. The vehicle transmission further includes a first disconnect device releasably mechanically coupling a first output to a first drive axle and a second disconnect device releasably mechanically coupling a second output to a second drive axle.

A hybrid vehicle includes an electric motor and a combustion engine. A K0 clutch couples the combustion engine to a drivetrain of the vehicle. A control module of the vehicle calculates a torque to be applied by the motor to the K0 clutch when initiating engagement of the combustion engine to the drivetrain. The control module calculates two separate torque lead values by two separate methods and calculates the torque by combining the two torque lead values.

The present invention relates to a clutch arrangement (500) of a vehicle transmission arrangement (100), the clutch arrangement (500) being positioned within a clutch bell housing (206) of the vehicle transmission and comprising a pneumatically controlled actuator arrangement (208) connectable to a first clutch unit (202) of the vehicle transmission arrangement (100) and arranged to controllably position the first clutch unit (202) between a closed position and an opened position, a pneumatically controlled brake actuator arrangement (210) connectable to a second clutch unit (204) of the transmission arrangement and arranged to controllably position the second clutch unit (204) between a closed position and an opened position, and a valve unit (302) connected to the pneumatically controlled actuator arrangement (208) and the pneumatically controlled brake actuator arrangement (210), wherein the valve unit (302) comprises a clutch valve (308) arranged in fluid communication with the pneumatically controlled actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled actuator arrangement (210), and a brake valve (318) arranged in fluid communication with the pneumatically controlled brake actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled brake actuator arrangement (210).

The present invention relates to a clutch arrangement (500) of a vehicle transmission arrangement (100), the clutch arrangement (500) being positioned within a clutch bell housing (206) of the vehicle transmission and comprising a pneumatically controlled actuator arrangement (208) connectable to a first clutch unit (202) of the vehicle transmission arrangement (100) and arranged to controllably position the first clutch unit (202) between a closed position and an opened position, a pneumatically controlled brake actuator arrangement (210) connectable to a second clutch unit (204) of the transmission arrangement and arranged to controllably position the second clutch unit (204) between a closed position and an opened position, and a valve unit (302) connected to the pneumatically controlled actuator arrangement (208) and the pneumatically controlled brake actuator arrangement (210), wherein the valve unit (302) comprises a clutch valve (308) arranged in fluid communication with the pneumatically controlled actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled actuator arrangement (210), and a brake valve (318) arranged in fluid communication with the pneumatically controlled brake actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled brake actuator arrangement (210).

A clutch assembly for a transmission of an agricultural work vehicle. The clutch assembly includes a housing, a clutch pack located within the housing, a piston chamber located within the housing, and a piston located within and slidable relative to the piston chamber. The piston is operably connected to the clutch pack for engaging and disengaging the clutch pack. The clutch assembly further includes a balance chamber that is located within the housing. The lower boundary wall of the balance chamber and the lower boundary wall of the piston chamber are radially separated from one another by a substantial distance.

A method for controlling a friction clutch actuated by an actuation system using an actuation pressure ambiguously applied along an actuation path includes providing the friction clutch and the actuation system, detecting a time curve of an actuation processes of the friction clutch, and comparing the time curve with the actuation pressure to ascertain an unambiguous friction clutch actuation path. The method may also include using the time curve to determine whether the friction clutch is in an opening state or a closing state and whether the actuation pressure is applied to an opened friction clutch actuation path or a closed friction clutch actuation path, and starting from a set actuation pressure, carrying out a directional control of the friction clutch by specifying the actuation pressure.

A clutch engagement booster system is an apparatus used to support and improve clutch engagement on motor vehicles, both as a modification to existing clutch assemblies or as a standalone installation in various embodiments. The clutch engagement booster system utilizes a casing and pressure housing supporting a diaphragm, an expansion chamber, an engagement member, and at least one clutch element. The expansion chamber is formed between the diaphragm and the pressure housing in fluid communication with at least one pressure source through the at least one regulator device. The at least one clutch element is positioned within the casing, opposite the diaphragm across the engagement member. As the expansion chamber is pressurized the diaphragm deforms towards the engagement member, thereby forcing the at least one clutch element into engagement to transfer power through a host transmission.

This transmission device includes a mode changeover switch (59) on which a mode changeover operation between a manual mode (M2) and an automated mode (M1) is externally performed, other operation unit (80) on which a predetermined shift operation is externally performed separately from the mode changeover switch (59), and a control unit (60) configured to control a mode changeover between the manual mode (M2) and the automated mode (M1). The control unit (60) executes the mode changeover between the manual mode (M2) and the automated mode (M1) on the basis of the mode changeover operation on the mode changeover switch (59). When the shift operation on the other operation unit (80) has been performed, the control unit (60) executes the mode changeover between the manual mode (M2) and the automated mode (M1).

This transmission device includes a mode changeover switch (59) on which a mode changeover operation between a manual mode (M2) and an automated mode (M1) is externally performed, other operation unit (80) on which a predetermined shift operation is externally performed separately from the mode changeover switch (59), and a control unit (60) configured to control a mode changeover between the manual mode (M2) and the automated mode (M1). The control unit (60) executes the mode changeover between the manual mode (M2) and the automated mode (M1) on the basis of the mode changeover operation on the mode changeover switch (59). When the shift operation on the other operation unit (80) has been performed, the control unit (60) executes the mode changeover between the manual mode (M2) and the automated mode (M1).