A method for operating a transmission (3) that includes at least one form-locking shift element (A, F) with two shift-element halves is provided. The shift element (A, F) is disengaged in a first end position and is engaged in a second end position of a displaceable shift-element half. Upon detection of a sensor malfunction, a check is carried out to determine whether the shift-element half, before the malfunction of the sensor, was in an end position as demanded and was actuated by an actuation force acting in the direction of this end position. Power flow in the transmission (3) is maintained for as long as it takes for the shift-element half, starting from the current end position, to be actuated in the direction of the other end position and/or for the actuation force acting in the direction of the current end position to be less than a threshold value.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

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. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A shift control circuit operates a shift actuator using a first opposing pulse command and a first actuating pulse command, and releases pressure with shift actuating and opposing volumes of the shift actuator upon determining a shift completion event.

A method for operating a vehicle drive train (1) comprising a prime mover (2), transmission (3), and comprising a driven end (4) may include limiting, during a demand for engaging a form-locking shift element (A, F) of the transmission (3) when a rotational speed of the driven end (4) is close to zero, a rate of change of a transmission input torque present at the form-locking shift element (A, F) to a value. Below the value, forces present at the form-locking shift element (A, F) during an engagement process are less than a load limit. Above the value, irreversible damage to the form-locking shift element (A, F) occurs.

A dual drive gear of an actuation assembly for a transfer case includes an annular disk, a dual drive gear hub, and a sense plate. The annular disk has an inner periphery and an outer periphery. The outer periphery defines a plurality of teeth projecting radially outward. The dual drive gear hub is attached to the inner periphery of the annular disk and has an inner surface that defines a bore extending through a center of the dual drive gear. The dual drive gear hub includes a pair of curved walls projecting from a first axial end face of the annular disk. The sense plate projects from a second axial end face of the annular disk opposite of the first axial end face and includes a plurality of curved wall sections. The annular disk, the dual drive gear hub, and the sense plate are formed together as a single piece.

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. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.

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. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.

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. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.

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.