Provided is a transmission for a motor including: an input shaft rotating by driving force transmitted from the motor and having a plurality of pawls disposed on the outer circumferential surface; controller for controlling protrusion and retraction of the pawls; a plurality of driving gears through the centers of which the input shaft passes, which have ratchets formed on the inner circumferential surfaces thereof so as to be engaged with the pawls, and which are different in the number of gear teeth; a plurality of driven gears which are externally meshed with the driving gears and are different in the number of gear teeth; and an output unit for outputting rotary speed changed in speed by the driving gears and the driven gears.

A vehicle control device includes: a travel section determination unit configured to determine a forward travel section that is a travel section having a different road gradient from a current travel section in which a vehicle is currently traveling and that is ahead in a travel direction of the vehicle; a forward gear stage selection unit configured to select a forward gear stage which is a gear stage of the vehicle in the forward travel section; and a shift control unit configured to, in a case where the selected forward gear stage is lower by two or more stages than the current gear stage which is a gear stage of the vehicle in the current travel section and when the vehicle is positioned within a predetermined range from a start position of the forward travel section, perform downshift from the current gear stage to the forward gear stage.

A transmission gearbox, in particular of a motor vehicle, is described including: a primary shaft receiving a driving torque via a primary transmission; a secondary shaft connected to the primary shaft. On the secondary shaft: an idle wheel revolvingly non-working on the secondary shaft including at least a coupling slot, and at least a coupling wheel revolvingly integral to the secondary shaft including a corresponding coupling tooth are assembled, respectively. The coupling wheel is arranged adjacent to the idle wheel and it can be axially moved so as to translate axially between a free configuration, where it is disengaged with respect to the idle wheel, and an engaged configuration, where it is engaged with the idle wheel by implementing a front coupling between the coupling tooth and the coupling slot for transmitting the motion between the primary shaft and the secondary shaft.

Systems and methods for controlling transmissions having CVTs are disclosed with multiple modes and gearing arrangements for range enhancements, where embodiments include synchronous shifting to allow the transmission to achieve a continuous range of transmission ratios, while minimizing empty cycling of the CVT during mode shifts. Embodiments provide for wide ratio range and performance and efficiency flexibility, while maximizing CVT usage through synchronous shifting.

The present approach to the problem addressed by the invention relates to an operating device (100) for selecting at least one gear setting of a vehicle. The operating device (100) has at least one sensor (105) that has at least one touch-sensitive region and a deformable surface (110), which is configured to form at least one haptic operating element with the sensor (105) in a deformed state (115). The haptic operating element (120) is configured to output a selection signal for selecting the gear setting in response to touching the touch-sensitive region.

An automatic transmission includes: a main transmission including a plurality of main transmission side planetary gear mechanisms; an auxiliary transmission having a rotation axis different from a rotation axis of the main transmission; and a low/high switching mechanism switching between a low mode and a high mode by engaging and disengaging an engaging device provided on the auxiliary transmission. Further, the low/high switching mechanism switches between the low mode and the high mode at a point where a gear ratio in the low mode coincides with a gear ratio in the high mode.

Auxiliary transmission actuation mechanism 200 in a power transmission unit of a vehicle includes a transmission actuating gear 202, a gear driven bush 204, a gear actuating means 206, a shift fork 208, a shift rail 210, a clutch control valve actuating arm 212, a rail shifting means 214. The transmission actuating gear 202 is used to drive at least one of an even shaft and an odd shaft which in turn drives an output shaft through gears thereby propelling the vehicle when at least one of a dual clutch unit and a hydraulic system of vehicle is not functioning. The clutch control valve actuating arm 212 is adapted to engage a movable member of a clutch control valve assembly 100V thereby actuating clutch control valve 100V to de-actuate the dual clutch unit.

An exemplary method to disengage a brake transmission shift interlock feature of a vehicle includes the steps of receiving vehicle characteristic data from at least one vehicle sensor, determining a current road grade, determining a vehicle brake pressure target, receiving vehicle brake pressure data from at least one vehicle sensor, and generating a control signal to disengage the brake transmission shift interlock feature if the vehicle brake pressure reaches the vehicle brake pressure target.

An exemplary method to disengage a brake transmission shift interlock feature of a vehicle includes the steps of receiving vehicle characteristic data from at least one vehicle sensor, determining a current road grade, determining a vehicle brake pressure target, receiving vehicle brake pressure data from at least one vehicle sensor, and generating a control signal to disengage the brake transmission shift interlock feature if the vehicle brake pressure reaches the vehicle brake pressure target.

An engine control strategy for a marine vessel propulsion system receives a request for a gear from among plural transmission gears, determines an engine speed for the requested transmission gear shift, adjusts the engine to the determined speed for a predetermined amount of time, and prevents the requested transmission gear shift from occurring for the predetermined amount of time while maintaining the engine at the predetermined speed. After the predetermined amount of time elapses, the requested shift is allowed to occur.