A control system for operating a work vehicle powertrain includes an engine configured to generate power for an output shaft. The control system includes a transmission positioned operatively between the engine and the output shaft and configured to selectively transfer the power along a power flow path between the engine and the output shaft. The transmission includes an input shaft; at least one intermediate shaft; at least one directional clutch; and intermediate clutches configured for selective engagement to transfer power between the at least one intermediate shaft and the output shaft. A controller is configured to receive a vehicle stop request to stop the work vehicle; implement, upon receiving the vehicle stop request, a clutch braking function; and generate, upon the implementation of the clutch braking function, clutch commands to engage at least two of the intermediate clutches selected such that the output shaft is slowed and stopped.

A power transmission apparatus of a hybrid electric vehicle may include a first shaft fixedly connected to an engine, a second shaft selectively connectable to the first shaft and fixedly connected to a motor-generator, a third shaft disposed on a same axis with the first shaft and selectively connectable to the second shaft, a fourth shaft disposed coaxially with the third shaft without rotational interference therebetween, a fifth shaft disposed in parallel with the third and fourth shafts and externally gear-meshed with the third and fourth shafts, a planetary gear set having three elements, one element being fixedly connected to the second shaft, another element being selectively connectable to a transmission housing, and a remaining element being fixedly connected to the fourth shaft, and four gear sets forming gear engagements between the first shaft, the second shaft, the third shaft, the fourth shaft and the fifth shaft.

A multiple speed transmission includes an input member, an output member, first, second, third and fourth planetary gearsets each having first, second and third members, and a plurality of interconnecting members each connected between at least one of the first, second, third, and fourth planetary gearsets and at least another of the first, second, third, and fourth planetary gearsets. The transmission includes a plurality of torque-transmitting mechanisms between the input and output members, wherein the torque transmitting mechanisms are selectively engageable in combinations of at least four to establish at least ten forward speed ratios between the input member and the output member.

Manual dual clutch power transmission unit 10 for a vehicle (tractor, constructional vehicle and the like), which comprises a synchro-shuttle transmission unit 10S (forward/reverse drive transmission), a hydro-mechanical operated a dual clutch unit 10D, a multi-speed transmission unit 10T (8 speed transmission unit), a range transmission unit 10R (3 ranges—low range, medium range and high range), a hydro-mechanical transmission control mechanism 100 which controls shifting and selection of gears (odd gear and/or even gear) and corresponding clutches (odd clutch and/or even clutch) respectively, and an auxiliary transmission actuation mechanism 200 which actuates the power transmission unit 10 when at least one of the hydraulic dual clutch unit 10D of the power transmission unit 10 and a hydraulic system of the vehicle is not functioning, wherein the transmission control mechanism 100 for the multi-speed transmission unit 10T is provided with Z-gate sequential gear shift pattern.

A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), two planetary gear sets (P1, P2, P3), and at least five shift elements (A, B, C, D, E). Different gears are implementable by selectively actuating the at least five shift elements (A, B, C, D, E) and, in addition, in interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle with such transmission (G) and to a method for operating such transmission (G) are also provided.

A transmission unit for a drivetrain of an agricultural towing vehicle includes a first clutch, a second clutch, a first input shaft, a second input shaft, and an output shaft, wherein the first clutch is connected to the first input shaft and the second clutch is connected to the second input shaft. The transmission includes a plurality of gear sets, wherein a second gear set has the fixed wheel on the first input shaft and the shift wheel on the output shaft, and a third gear set has the fixed wheel on the second input shaft and the shift wheel on the output shaft. The shift wheels of the second and third gear sets can be selectively coupled to a shift element such that at least one winding path gear ratio stage can be formed via the second and the third gear set.

A dual-clutch transmission includes an odd gears clutch, an odd gears shaft supporting at least two odd-numbered rotary gears, an even gears clutch, and an even gears shaft supporting at least two even-numbered rotary gears. A driven rotary shaft is selectively connectable to one respective said odd- or even-numbered gear at a time. The dual-clutch transmission includes first and second range selection gears to transfer drive from the driven rotary shaft to an output shaft so as selectively to permit selection of at least a first range transmission ratio or a second range transmission ratio. The dual-clutch transmission further includes a first bypass drive line to drive engagement of at least two mutually engaged bypass rotary gears with the output shaft, giving rise to a first intermediate transmission ratio.

A hybrid transmission of a countershaft design for a motor vehicle powertrain having an internal combustion engine, a first electric prime mover, and a second electric prime mover has a transmission drive shaft drivingly connected to the second electric prime mover, a first sub-transmission having a first transmission input shaft, and a second sub-transmission having a second transmission input shaft, the second transmission input shaft being drivingly connected to the first electric prime mover. The transmission further has a first coupling element, the transmission drive shaft being connectable to the internal combustion engine via the first coupling element. Moreover, the transmission has a second coupling element, the first transmission input shaft being connectable to the second transmission input shaft via the second coupling element. Additionally, the transmission has a third coupling element, the transmission drive shaft being connectable to the first transmission input shaft via the third coupling element.

A hybrid power system is provided having a motor, a double clutch, and a transmission with three synchronous meshing mechanisms, the hybrid power system can, through a reasonable structural design, implement the same as or more than the number of gears and operating modes of hybrid power systems employing a single motor and a dedicated hybrid transmission in the prior art, while being simpler in structure, more compact in size, and less costly.

A transmission includes a transmission main housing, an intermediate plate secured to the transmission main housing; and a rear housing attached to the intermediate plate. An input shaft is connected to an extension shaft including a plurality of splitter gears selectively couple-able to the extension shaft. A main shaft is rotatably supported on the extension shaft and includes a plurality of main box gears selectively couple-able to the main shaft. A range shaft is drivingly connected to the main shaft and provides input to a planetary gear assembly, the range shaft being supported by a first bearing disposed within the intermediate plate and further including a bore disposed within a forward end. The extension shaft is supported at a first end by a bearing assembly within a partition wall and a second end is supported by a bearing assembly disposed within the bore in the range shaft.