Disclosed is a shifting execution mechanism for a dual clutch transmission, including a front shell, a rear shell, at least two hydraulic cylinders and at least one connecting sleeve. The at least two hydraulic cylinders are mounted along the same axis, two ends of the hydraulic cylinders are clamped between the front shell and the rear shell. Each hydraulic cylinder is mounted with a shifter, a positioning seat, and two sealing plates. Every two adjacent hydraulic cylinders are connected together through one connecting sleeve. A first hydraulic chamber is defined between the connecting sleeve and the sealing plate located adjacent to the connecting sleeve in each hydraulic cylinder. A second hydraulic chamber is defined between the front shell and the sealing plate located adjacent to the front shell. A third hydraulic chamber is defined between the rear shell and the sealing plate located adjacent to the rear shell.

Disclosed is a shifting execution mechanism for a dual clutch transmission, including a front shell, a rear shell, at least two hydraulic cylinders and at least one connecting sleeve. The at least two hydraulic cylinders are mounted along the same axis, two ends of the hydraulic cylinders are clamped between the front shell and the rear shell. Each hydraulic cylinder is mounted with a shifter, a positioning seat, and two sealing plates. Every two adjacent hydraulic cylinders are connected together through one connecting sleeve. A first hydraulic chamber is defined between the connecting sleeve and the sealing plate located adjacent to the connecting sleeve in each hydraulic cylinder. A second hydraulic chamber is defined between the front shell and the sealing plate located adjacent to the front shell. A third hydraulic chamber is defined between the rear shell and the sealing plate located adjacent to the rear shell.

An electronic control device for controlling at least one rotatably arranged actuator includes electronic components, such as a device for the contact-free reception of electrical energy and the contact-free reception of signals, a device for generating magnetic fields, and a common housing that encloses the electronic components and assimilates them. The control device is rotatable and designed for attaching on or into a component rotating around a rotational axis.

An electric driveline comprising an electric drive motor and a transmission, and a method of shifting gears therefor. The transmission comprises an output shaft, a synchronizer, preferably a hydraulically actuatable synchronizer, for selectively drivingly engaging the electric drive motor with the output shaft via either one of a first gear providing a first gear ratio γ.sub.1 between the electric drive motor and the output shaft, and a second gear providing a second gear ratio γ.sub.2 between the electric drive motor and the output shaft, and an electronic shift controller for controlling a gear shift from the first gear to the second gear. The electronic shift controller is configured to actuate the synchronizer to disengage the first gear and to engage the second gear, and to synchronize a motor speed of the electric drive motor with a target speed.

Provided is an automatic transmission including: an input section to which power generated by a drive source is input; an output section configured to output a drive force; and a gear shifting mechanism configured to change a gear ratio. The power is input to the input section without intervention of a hydraulic power transmission device. The gear shifting mechanism includes a predetermined frictional engagement element for achieving a starting gear ratio of a vehicle. The frictional engagement element includes: a plurality of friction plates arranged with clearances therebetween; a piston movable between a releasing position where the friction plates are brought into a released state, and an engaging position where the friction plates are brought into an engaged state by pressing the friction plates; and an urging mechanism configured to urge the piston so that the piston abuts against the friction plates and the clearances are reduced.

A control system for a transmission reverser having an output gear, a forward disconnect device, a first reverse disconnect device, and a second reverse disconnect device includes one or more controllers with processing and memory architecture configured to execute control logic to control the transmission reverser in a forward mode and a reverse mode. In the forward mode, the one or more controllers command the first reverse disconnect device to disengage and the forward disconnect device to engage to rotate the output gear in a forward direction. In the reverse mode, the one or more controllers command the first reverse disconnect device to engage and the second reverse disconnect device to engage to rotate the output gear in a reverse direction.

A transmission reverser for reversing a direction of an output gear carried by an output shaft includes a reverse shaft, a reverse clutch mounted about the reverse shaft and having engaged and disengaged conditions, and a reverse disconnect synchronizer mounted about the reverse shaft and having engaged and disengaged conditions. When the reverse clutch and the reverse disconnect synchronizer are in the engaged conditions, the reverse shaft rotates the output gear in a reverse direction of rotation opposite a direction of rotation of the output shaft. When the reverse disconnect synchronizer is in the disengaged condition, the reverse clutch is disconnected from the output gear.

A power transmission unit that can prevent unintentional disengagement of a clutch. A first set of teeth formed on an outer circumferential surface of a first rotary member is engaged with a third set of teeth formed on an inner circumferential surface of a second rotary member. A second set of teeth formed on an inner circumferential surface of the first rotary member is meshed with a fourth set of teeth formed on an outer circumferential surface of a third rotary member. A center of engagement between the first set of teeth and the third set of teeth is situated at a point withdrawn from a center of engagement between the second set of teeth and the fourth set of teeth in the direction to disengage the first set of teeth from the third set of teeth.

A vehicle speed change arrangement that can perform automatic speed change using a manual transmission, including shift blocks such that a shift block of a reverse-1st speed, a shift block of 4th speed-5th speed, a shift block of 2nd speed-3rd speed, and a shift block of 6th speed are arranged in this sequence in a select operation direction. The arrangement also includes first to fourth shift levers for shifting the shift blocks, select actuators for selecting the first to fourth shift levers, a first shift actuator for shifting the first or second shift lever, a second shift actuator for shifting the third or fourth shift lever, a gear disengagement determination unit for determining whether a gear is disengaged when the gear engagement or disengagement is made using the first and second shift actuators, and a drive unit for driving the gear engaging shift actuator when gear disengagement is determined.

Some embodiments are directed to a gearbox including first and second rotational members, the first rotational member having a shaft portion extending away from the gearbox, the first rotational member carrying one or more projections, the second rotational member carrying one or more complementary projections, the projections carried by the first rotational member being configured to be drivingly engaged with the complementary projections carried by the second rotational member to transmit torque in a first torque connection but not in a torque connection that is opposed to the first torque connection. The gearbox further includes a one way clutch adapted such that the first and second rotational members can be drivingly engaged to transmit torque in a second torque connection, wherein the second torque connection is opposed to the first torque connection.