Systems and a method are provided for a transmission system. In one example, a system includes a first input shaft coupled to a first prime mover and a first motor gear, a second input shaft coupled to a second prime mover and a second motor gear, a planet carrier coupled to a planetary shaft engaged to a first clutch via a planetary gear and a first clutch gear or to a second clutch shaft of a second clutch on which a second clutch gear is arranged, and an output shaft, wherein the first clutch gear is arranged on the output shaft, further comprising an output shaft gear arranged on the output shaft and meshed with the second clutch gear.

Systems and a method are provided for a transmission system. In one example, a system includes a first input shaft coupled to a first prime mover and a first motor gear, a second input shaft coupled to a second prime mover and a second motor gear, a planet carrier coupled to a planetary shaft engaged to a first clutch via a planetary gear and a first clutch gear or to a second clutch shaft of a second clutch on which a second clutch gear is arranged, and an output shaft, wherein the first clutch gear is arranged on the output shaft, further comprising an output shaft gear arranged on the output shaft and meshed with the second clutch gear.

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.

An attachment structure for attaching a control component package unit to a transmission casing which accommodates a power transmitting mechanism of a vehicle and which is disposed in a drive-power-source compartment in a front section of the vehicle such that an axial direction of the power transmitting mechanism is parallel to a transverse direction of the vehicle. The control component package unit includes a container casing accommodating control components for controlling the vehicle. The attachment structure is configured to attach the control component package unit to a rear side part of an outer surface of the transmission casing, such that a straight line normal to the rear side part extends in a direction having a component of a rearward direction of the vehicle.

An attachment structure for attaching a control component package unit to a transmission casing which accommodates a power transmitting mechanism of a vehicle and which is disposed in a drive-power-source compartment in a front section of the vehicle such that an axial direction of the power transmitting mechanism is parallel to a transverse direction of the vehicle. The control component package unit includes a container casing accommodating control components for controlling the vehicle. The attachment structure is configured to attach the control component package unit to a rear side part of an outer surface of the transmission casing, such that a straight line normal to the rear side part extends in a direction having a component of a rearward direction of the vehicle.

A controller for a vehicle including a continuously variable transmission mechanism, a mechanical stepped transmission mechanism, and a drive wheel is provided. The controller includes an electronic control unit. The electronic control unit is configured to execute gear change control of the mechanical stepped transmission mechanism so as to establish any simulated gear stage of a plurality of simulated gear stages and to change a gear ratio of the continuously variable transmission mechanism stepwise. When determining that the mechanical stepped transmission mechanism has failed, the electronic control unit is configured to fix the mechanical stepped transmission mechanism at a limp-home mode mechanical gear stage, prohibit a stepped gear change of the continuously variable transmission mechanism, and change the gear ratio of the continuously variable transmission mechanism in a stepless manner on the basis of a vehicle state.

A controller for a vehicle including a continuously variable transmission mechanism, a mechanical stepped transmission mechanism, and a drive wheel is provided. The controller includes an electronic control unit. The electronic control unit is configured to execute gear change control of the mechanical stepped transmission mechanism so as to establish any simulated gear stage of a plurality of simulated gear stages and to change a gear ratio of the continuously variable transmission mechanism stepwise. When determining that the mechanical stepped transmission mechanism has failed, the electronic control unit is configured to fix the mechanical stepped transmission mechanism at a limp-home mode mechanical gear stage, prohibit a stepped gear change of the continuously variable transmission mechanism, and change the gear ratio of the continuously variable transmission mechanism in a stepless manner on the basis of a vehicle state.

An electronic control unit suppresses gear shifting more significantly in a second travel mode than in a first travel mode. Accordingly, frequent gear shifting of an automatic transmission in the second travel mode is suppressed, and superior ride quality is obtained. Meanwhile, an amount of a hysteresis in a gear shifting map is smaller in the second travel mode than in the first travel mode. Thus, duration of travel at an optimum gear stage is extended in the second travel mode, and fuel economy is improved. That is, in the second travel mode, drive power responsiveness to an acceleration and deceleration operation as in the first travel mode is unnecessary. Thus, even when gear shifting is suppressed, there is a low possibility that a driver feels a sense of discomfort.

A control apparatus for a vehicular transmission including at least one dog clutch each having a first dog member mounted on a first shaft such that the first dog member is rotated together with the first shaft, and at least one second dog member each mounted to be axially adjacent to the first dog member and rotatable relative to the first shaft, first gears each mounted to be rotatable relative to the first shaft and provided with the second dog member, second gear which are mounted such that the second gears are rotated together with a second shaft parallel to the first shaft, and which mesh with the respective first gears, and a shifting mechanism for selectively placing each dog clutch in an engaged or released state. The control apparatus includes: a first calculating portion for detecting to a rotary angular position of the first shaft, and calculating a rotary angular position of the first dog member on the basis of the detected rotary angular position of the first shaft; a second calculating portion for detecting a rotary angular position of the second shaft, and calculating a rotary angular position of each second dog member on the basis of the detected rotary angular position of the second shaft; and an engagement control portion for controlling the shifting mechanism on the basis of the rotary angular positions of the first and second dog members, for engagement of the first and second dog members with each other.

A control apparatus for a vehicular transmission including at least one dog clutch each having a first dog member mounted on a first shaft such that the first dog member is rotated together with the first shaft, and at least one second dog member each mounted to be axially adjacent to the first dog member and rotatable relative to the first shaft, first gears each mounted to be rotatable relative to the first shaft and provided with the second dog member, second gear which are mounted such that the second gears are rotated together with a second shaft parallel to the first shaft, and which mesh with the respective first gears, and a shifting mechanism for selectively placing each dog clutch in an engaged or released state. The control apparatus includes: a first calculating portion for detecting to a rotary angular position of the first shaft, and calculating a rotary angular position of the first dog member on the basis of the detected rotary angular position of the first shaft; a second calculating portion for detecting a rotary angular position of the second shaft, and calculating a rotary angular position of each second dog member on the basis of the detected rotary angular position of the second shaft; and an engagement control portion for controlling the shifting mechanism on the basis of the rotary angular positions of the first and second dog members, for engagement of the first and second dog members with each other.