Methods and system are described for changing a driveline gear range from a lower gear range to a higher gear range. The driveline may include two electric machines and four clutches in a four wheel drive configuration. The methods and systems permit a driveline to change from a lower gear range to a higher gear range in a way that may reduce torque disturbances that may result from gear lash.

A method for controlling an electric oil pump (EOP) of a torque assist automated manual transmission (AMT) using a multi-plate wet clutch and a dry clutch, may include correcting an EOP operating line on a shifting pattern graph such that the EOP operates prior to up-shifting from a first gear to a second gear while driving in the first gear.

A power take-off arrangement (1) for a vehicle (5) that includes an input shaft (7), a main transmission member (9), a main coupling device (11), a first power take-off unit (13), a second power take-off unit (17), a first coupling device (15), and a second coupling device (19). The first coupling device (15) and the second coupling device (19) are configured to connect, in an engaged state, a respective power take-off unit (13, 17) to the main transmission member (9). The first and second coupling devices (15, 19) are connected to the main coupling device (11) such that the main coupling device (11) is controlled to be in the engaged state when any one of the first and second coupling devices (15, 19) is in the engaged state.

A power take-off arrangement (1) for a vehicle (5) that includes an input shaft (7), a main transmission member (9), a main coupling device (11), a first power take-off unit (13), a second power take-off unit (17), a first coupling device (15), and a second coupling device (19). The first coupling device (15) and the second coupling device (19) are configured to connect, in an engaged state, a respective power take-off unit (13, 17) to the main transmission member (9). The first and second coupling devices (15, 19) are connected to the main coupling device (11) such that the main coupling device (11) is controlled to be in the engaged state when any one of the first and second coupling devices (15, 19) is in the engaged state.

A method is provided for controlling a drivetrain of a vehicle, wherein the drivetrain comprises a multi-clutch transmission. The gear shift of the multi-clutch transmission is adapted to be performed either by power cut shift or by power shift dependent on predetermined vehicle shift conditions. The method includes detecting at least one of a plurality of indications of slippery road conditions and setting a slip risk factor, wherein the slip risk factor is dependent on the indication of slippery road conditions. If the slip risk factor is above a first predetermined threshold value the method further comprises controlling the multi-clutch transmission such that an upcoming gear shift is performed as a power-shift independently of if upcoming shift was determined to be performed as a power-cut shift or as a power shift.

A traveling work vehicle includes a gear-shifting control unit that outputs a gear-shifting control command to a main gear-shifting apparatus for shifting gears without cutting off power transmission, a sub gear-shifting apparatus for shifting gears by cutting off power transmission, and a first operation unit and a second operation unit that provide gear-shifting, upshifting or downshifting, operation commands to the gear-shifting control unit. The gear-shifting control unit has a first travel control section that generates a gear-shifting control command for shifting gears in the main gear-shifting apparatus in response to the gear-shifting operation command from the first operation unit in a work traveling mode, and a second travel control section that generates a gear-shifting control command for shifting gears in the sub gear-shifting apparatus in response to the gear-shifting operation command from the second operation unit in the work traveling mode.

A traveling work vehicle includes a gear-shifting control unit that outputs a gear-shifting control command to a main gear-shifting apparatus for shifting gears without cutting off power transmission, a sub gear-shifting apparatus for shifting gears by cutting off power transmission, and a first operation unit and a second operation unit that provide gear-shifting, upshifting or downshifting, operation commands to the gear-shifting control unit. The gear-shifting control unit has a first travel control section that generates a gear-shifting control command for shifting gears in the main gear-shifting apparatus in response to the gear-shifting operation command from the first operation unit in a work traveling mode, and a second travel control section that generates a gear-shifting control command for shifting gears in the sub gear-shifting apparatus in response to the gear-shifting operation command from the second operation unit in the work traveling mode.

A method of shifting a transmission in which a clutch, located in the torque flow, in a first gear and in a second gear is controlled in such manner that, in the first gear, the clutch slips and transmits a first torque and, in the second gear, the clutch slips and transmits a second torque. The second torque is chosen such that an output torque of the transmission remains the same when shifting from the first gear to the second gear.

A power unit of a utility vehicle includes a power source for travel of the utility vehicle, a continuously variable transmission, a gear transmission, a first clutch, a second clutch, and an output mechanism. The gear transmission includes a first GT input shaft, a second GT input shaft, a GT output shaft, a first GT intermediate shaft, a second GT intermediate shaft, first speed-change gears, second speed-change gears, a first transmission gear, and a second transmission gear. The first clutch is configured to disable power transmission from the power source to the first GT input shaft. The second clutch is configured to disable power transmission from a CVT output shaft of the continuously variable transmission to the second GT input shaft.

A power unit of a utility vehicle includes a power source for travel of the utility vehicle, a continuously variable transmission, a gear transmission, a first clutch, a second clutch, and an output mechanism. The gear transmission includes a first GT input shaft, a second GT input shaft, a GT output shaft, a first GT intermediate shaft, a second GT intermediate shaft, first speed-change gears, second speed-change gears, a first transmission gear, and a second transmission gear. The first clutch is configured to disable power transmission from the power source to the first GT input shaft. The second clutch is configured to disable power transmission from a CVT output shaft of the continuously variable transmission to the second GT input shaft.