An electro-mechanical transmission shifter preferably includes a first actuator, a second actuator, a shift linkage device, actuator mounting bracket, a programmable controller and a gear shift remote. The shift linkage device includes a mounting base plate, a first transmission shifting bracket, a second transmission shifting bracket and a linkage rod. The linkage rod couples the first and second transmission shifting brackets. The actuation rods of the first and second actuators are pivotally connected to the first and second transmission shifting brackets, respectively. A mounting end of the first and second actuators are retained on the actuator mounting bracket with first and second clevis blocks. The programmable controller receives a signal from a gear selector remote to change a gear in a transmission. The programmable controller also monitors the electrical current sent to the first and second actuators.

A method of controlling engine torque according to transmission hydraulic pressure is performed by an engine torque control system of a vehicle. The method includes connecting an engine torque converter to an engine and an automatic transmission of the vehicle, calculating a required turbine torque after confirming an engine torque control condition, deriving and storing a value of turbine torque factor learning through turbine torque factor learning according to shift type and shift time, converting the stored value of turbine torque factor learning into an engine torque control value, and requesting the engine torque control value to be applied to engine output, by an engine torque controller during shifting of the automatic transmission, so that a new turbine torque calculation is performed through a hydraulic pressure reference at the beginning of physical shifting, thereby preventing a shift shock and transmission damage caused by unreasonably excessive or insufficient engine torque.

The invention relates to a drive arrangement for a vehicle and a method for gear shifting in a vehicle. The drive arrangement (5) comprises at least a first drive axle (10, 20, 30) operatively connected to a first gear box (11) and a first propulsion unit (12). The drive arrangement (5) further comprises a second gear box (21) and a second propulsion unit (22) operatively connected to the first drive axle (10) or to an optional second drive axle (20, 30). The drive arrangement (5) further comprises at least one electronic control unit (ECU) adapted to govern gear transmission of the first and the second gear boxes (11, 21). The electronic control unit (ECU) is configured to automatically select between shifting gear on the first and the second gear boxes (11, 21) simultaneously, or sequentially. The drive arrangement and the method provides for a very versatile drive arrangement and gear synchronization providing comfort for the driver and the passengers as well as improved vehicle dynamics.

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.

The power train of an electric vehicle includes an electric motor and a gearbox coupling the electric motor to a drive wheel. A controller may be configured to initiate a gear shift in the gearbox, and activate one or both of (a) a torque jog in electric motor, or (b) a burst of a pressurized fluid in an actuator to assist with the gear shift.

A wheel speed sensing system for a work vehicle having an engine, a transmission, a differential, and an axle, defining a central longitudinal axis and coupled to the differential. The wheel speed sensing system includes a sensor target disposed at the axle and a sensor configured to transmit a sensor signal, wherein the sensor is located adjacently to the sensor target. The sensor target includes a plurality of step splines each having a top surface and first and second planar sidewalls. The sidewalls of the step splines are aligned along a radius extending from the central longitudinal axis, such that the sides are undercut with respect to the top surface. An intersection of each of the sidewalls with the top surface defines an edge forming a relatively sharp transition configured to be sensed by the sensor. A chamfer at the intersection of the sidewalls and the top surface is also contemplated.

A method and system of controlling a drive-neutral-drive (D-N-D) shift in a multi-speed transmission. The method includes receiving a drive to neutral (D-N) shift request followed by a neutral to drive (N-D) shift request; initiating a drive to neutral (D-N) shift and determining an attained gear; determining a scheduled gear; determining if the scheduled gear is equal to the attained gear; and determining whether an off-going clutch for the drive to neutral (D-N) shift is in a hold state. The method further includes (I) aborting the drive to neutral (D-N) shift when (i) the scheduled gear is not equal to the attained gear and (ii) the off-going clutch for the (D-N) shift is in the hold state, or (II) completing a shift to neutral (N) when the off-going clutch for (D-N) shift is not in the hold state followed by shifting back drive (D).

A method and system of controlling a drive-neutral-drive (D-N-D) shift in a multi-speed transmission. The method includes receiving a drive to neutral (D-N) shift request followed by a neutral to drive (N-D) shift request; initiating a drive to neutral (D-N) shift and determining an attained gear; determining a scheduled gear; determining if the scheduled gear is equal to the attained gear; and determining whether an off-going clutch for the drive to neutral (D-N) shift is in a hold state. The method further includes (I) aborting the drive to neutral (D-N) shift when (i) the scheduled gear is not equal to the attained gear and (ii) the off-going clutch for the (D-N) shift is in the hold state, or (II) completing a shift to neutral (N) when the off-going clutch for (D-N) shift is not in the hold state followed by shifting back drive (D).

The present disclosure relates to a method for determining at least one shift parameter of a vehicle transmission (3), the vehicle transmission (3) comprising a first clutching device (8a) and a first speed ratio (9a); a second clutching device (8b) and a second speed ratio (9b); an input; and an output, wherein the input and the output of the transmission are connectable by the engaging first clutching device (8a) or the second clutching device (8b). The method comprises the steps: performing a shift by disengaging the first clutching device (8a) and/or engaging the second clutching device (8b), wherein the first clutching device (8a) stops transferring torque through the transmission at a first time point, wherein the second clutching device (8b) starts transferring torque through the transmission at a second time point, and determining the shift parameter at the first time point and/or at the second time point.

A method for controlling gear shifting, including: acquiring a current gear-shifting parameter of the vehicle (101); according to the current gear-shifting parameter and a preset target rotational speed, determining a gear-shifting inputted rotational speed (102); and when a rotational speed of the vehicle reaches the gear-shifting inputted rotational speed, controlling a shifting fork to start up a gear-shifting operation (103). The method for controlling gear shifting presets the target rotational speed of the gears, and, according to the current gear-shifting parameter of the vehicle that is acquired in real time and the preset target rotational speed, inversely calculates the gear-shifting inputted rotational speed, whereby the gear-shifting inputted rotational speed is an accurate gear-shifting inputted rotational speed that matches with the current condition of the vehicle. When the rotational speed of the vehicle reaches the gear-shifting inputted rotational speed, the shifting fork is controlled to start up a gear-shifting operation, which can realize the accurate gear shifting of the vehicle, which greatly improves the stability of the vehicle when a dual-clutch automatic transmission is performing gear shifting.