A power transmission apparatus for a vehicle includes a first input shaft selectively connected with an engine output shaft through a first clutch; a second input shaft selectively connected to the engine output shaft through a second clutch; a third input shaft selectively connected to the engine output shaft through a third clutch; a power transmission shaft disposed about the external circumference of the second input shaft; first and second center shafts selectively connected with each other through a fourth clutch; an idle shaft disposed in parallel with the first input shaft; a fixed transmission for selectively shifting torque input to various shafts and outputting the torque through the second center shaft and the power transmission shaft; a composite transmission configured to complementarily composite shift and output input torque; and an output shaft outputting the torque transmitted from the composite transmission to a final reduction gear.

A device synchronizes primary speed of a primary shaft receiving an electrical torque from an electric machine with a secondary speed lower than the primary speed of a secondary transmission shaft. The primary shaft and secondary shaft are decoupled. The primary shaft has a kinetic energy associated with the primary speed. The device provides electrical braking torque to the primary shaft until the primary speed is substantially equal to the secondary speed. The device also at least partially recovers, in the form of electrical energy, the kinetic energy lost by the primary shaft and transmits the electrical energy to an energy storage device.

A hydrostatic transmission control system includes a controller that monitors inputs for shifting a transmission of a tractor to a different range gear; determines if an engine on the tractor is operating in a desired and acceptable shift range based on a sensed speed and a load of the engine, and determines if a hydrostatic transmission on the tractor is operating in a desired and acceptable shift range based on a sensed load and a speed of the hydrostatic transmission. If the controller determines the engine and the hydrostatic transmission are operating in the desired and acceptable shift range, the controller commands an oncoming clutch to ramp up and an off going clutch to ramp down, and synchronizes speeds of the engine and the hydrostatic transmission.

A method is provided for checking a configuration safety of a coupling device for a gear box sliding gear. The gear box sliding gear is rotationally connected to a drive input shaft of the gearbox and is axially movable on the drive input shaft from an intermediate neutral position to either of two opposite positions of engagement with an idler pinion. The method defining a neutral configuration of the coupling device on based on a main information relating to the position of the slider gear and its movement setting, in which position the transmission of the torque to the wheel is effectively stopped, and in that the start of synchronization of the slider gear with a pinion is only allowed when the device is in this configuration.

A method controls synchronization of a pinion rotating on a primary shaft driven by a traction machine of a vehicle and rotatably connected to a secondary shaft of a parallel shaft gearbox without synchronization mechanisms. The method includes sending to the traction machine, before coupling of the pinion on the primary shaft, a torque command which depends on a torque signal calculated to minimize a difference between a primary speed and a secondary speed multiplied by a reduction ratio between the primary shaft and the secondary shaft. The calculated torque signal is limited in amplitude when the speed difference is greater in absolute value than a desired accuracy on the targeted primary speed upon completion of the synchronization. The calculated torque signal is saturated on a maximum or minimum torque of the traction machine if the calculated torque signal is not between the maximum or minimum torque.

The present invention discloses a six-gear automatic transmission for automobile with a brushless control-by-wire centrifugal ball arm engagement device. One brushless control-by-wire centrifugal ball arm engagement device is provided between each gear input gear and each gear driving gear; and by controlling the engagement and disengagement of the brushless control-by-wire centrifugal ball arm engagement device, the shifting control of the six-gear automatic transmission for automobile with a brushless control-by-wire centrifugal ball arm engagement device is performed. The present invention has such advantages as compact structure, being capable of dynamic gear-shift, no mechanical or hydraulic gear-shift components and low operational energy consumption.

An electronic controller is described herein that enables electronic control over a variable ratio transmission comprising a continuously variable ratio portion, such as a Continuously Variable Transmission (CVT), Infinitely Variable Transmission (IVT), or variator. The electronic controller is configured to receive input signals indicative of parameters associated with a prime mover or an engine coupled to the transmission. The parameters include throttle position sensor values, vehicle speed, gear selector position, user selectable mode configurations, and the like, or some combination thereof. The electronic controller also receives one or more control inputs. The electronic controller determines an active range and an active variator mode based on the input signals and control inputs. The electronic controller controls a final drive ratio of the variable ratio transmission by controlling one or more electronic actuators and/or solenoids that control the ratios of one or more portions of the variable ratio transmission.

Control systems and methods for a vehicle transmission initiate a shift operation of the transmission and, during the transmission shift operation, determine an acceleration of a torque generating system output shaft based on its measured rotational speed and determine an acceleration of the transmission output shaft based on its measured rotational speed, identify an error source using a transmission model that maps differences between the determined and target accelerations back to torque generating system error and/or transmission clutch torque error and, based on the identified error source, adjust the actuation of at least some of the plurality of clutches to compensate for the torque generating system error and/or transmission clutch torque error to mitigate or eliminate noise/vibration/harshness (NVH) caused by the transmission shift operation.

A method of synchronizing the countershaft speed, in the direct gear, for a hybrid application. The transmission (1) comprises a main transmission (HG) comprising two parallel partial transmissions with at least one countershaft (VW), an output shaft (3), and two planetary transmissions (PG1, PG2) each comprising a carrier (ST1, ST2), sun gear (SR1, SR2) and ring gear (HR1, HR2). Each partial transmission has a transmission input shaft (4, 5), with a hollow first input shaft (4) and the solid second input shaft (5). The first planetary transmission (PG1) connects as a range group to the main transmission (HG). The main transmission (HG) comprises first (R1), second (R2), third (R3), fourth (R4) and fifth gear planes (R5) and first (S1), second (S2), third (S3) and fourth shift elements (S4). Synchronization of the countershaft speed to a target speed, in direct gear, is performed via speed control of the electric machine (2).

An automatic manual transmission comprising a first plurality of gear pairs (42/52, 44/54, 46/56) which forms a first power transmission path to transmit the power of the engine to the output of the transmission, in which each gear pair (42/52, 44/54, 46/56) defines a respective transmission ratio; and said first plurality of gear pairs comprises all the even-numbered gears (2nd, 4th, 6th); a second plurality of gear pairs (41/51, 43/53, 45/55) which forms a second power transmission path to transmit the power of the engine to the output of the transmission, in which each gear pair (41/51, 43/53, 45/55) defines a respective transmission ratio; and said second plurality of gear pairs comprises all the odd-numbered gears (1th, 3rd, 5th); one or more output shafts (16); one or more intermediate shafts (71, 72, 73) each of which is coaxially and rotatably mounted either to an input shaft (11, 12) or to an output shaft (16) and kinematically interposed between the output shaft (16) and an input shaft (11, 12); wherein said first power transmission path is connected and disconnected to and from the output of the transmission by means of a first synchronization and engagement device (S1), and said second power transmission path is connected and disconnected to and from the output of the transmission by means of a second synchronization and engagement device (S2).