An actuation assembly for use in a drive unit assembly of a vehicle. The actuation assembly includes an actuator shaft that is connected to a shift shaft and a shift fork via a lever member. At least a portion of the lever member is connected to the shift shaft and at least a portion of the lever member is pivotably connected to said actuator shaft. An actuation mechanism drives the actuator shaft linearly to pivot the lever member which in turn rotates the shift shaft and the shift fork.

An actuation assembly for use in a drive unit assembly of a vehicle. The actuation assembly includes an actuator shaft that is connected to a shift shaft and a shift fork via a lever member. At least a portion of the lever member is connected to the shift shaft and at least a portion of the lever member is pivotably connected to said actuator shaft. An actuation mechanism drives the actuator shaft linearly to pivot the lever member which in turn rotates the shift shaft and the shift fork.

An electric drive axle of a vehicle includes an electric motor having an output shaft. A compound idler assembly is connected to the electric motor. The compound idler assembly includes at least one gear-clutch assembly in driving engagement with the output shaft of the electric motor. A differential is connected to the compound idler assembly, and in selective driving engagement with the compound idler assembly.

An electric drive axle of a vehicle includes an electric motor having an output shaft. A compound idler assembly is connected to the electric motor. The compound idler assembly includes at least one gear-clutch assembly in driving engagement with the output shaft of the electric motor. A differential is connected to the compound idler assembly, and in selective driving engagement with the compound idler assembly.

A switching device for a transmission have a first and a second transmission housing portion. The switching device comprises a shift collar, a shift fork which engages in the shift collar, a control actuator which is arranged in the first transmission housing portion and an actuator rod which is connected at one end to the control actuator and at the other end to the shift fork. The actuator rod is supported in a first guiding hole which is formed in the first transmission housing portion. It is proposed that a second guiding hole which is formed in the first transmission housing portion parallel with the first guiding hole be formed and a guide rod which is orientated parallel with the actuator rod be provided and be connected at one end to the shift fork and at the other end be supported in the second guiding hole.

A switching device for a transmission have a first and a second transmission housing portion. The switching device comprises a shift collar, a shift fork which engages in the shift collar, a control actuator which is arranged in the first transmission housing portion and an actuator rod which is connected at one end to the control actuator and at the other end to the shift fork. The actuator rod is supported in a first guiding hole which is formed in the first transmission housing portion. It is proposed that a second guiding hole which is formed in the first transmission housing portion parallel with the first guiding hole be formed and a guide rod which is orientated parallel with the actuator rod be provided and be connected at one end to the shift fork and at the other end be supported in the second guiding hole.

Disclosed is a method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging the gears of the vehicle transmission, where, in a neutral gear an input (AN) and an output (AB) of the vehicle transmission are decoupled from one another, and where, in a driving gear the input (AN) and the output (AB) of the vehicle transmission are coupled to one another in order to propel the vehicle, by closing at least one shifting element (B). When the neutral gear is engaged, at least an actuation condition of a vehicle brake (11) and a transmission condition with elevated drag losses are detected, where, when the neutral gear is engaged, the shifting element (B) for the driving gear is vented if it is recognized that the vehicle brake (11) has been released and the transmission condition with elevated drag losses pertains.

Disclosed is a method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging the gears of the vehicle transmission, where, in a neutral gear an input (AN) and an output (AB) of the vehicle transmission are decoupled from one another, and where, in a driving gear the input (AN) and the output (AB) of the vehicle transmission are coupled to one another in order to propel the vehicle, by closing at least one shifting element (B). When the neutral gear is engaged, at least an actuation condition of a vehicle brake (11) and a transmission condition with elevated drag losses are detected, where, when the neutral gear is engaged, the shifting element (B) for the driving gear is vented if it is recognized that the vehicle brake (11) has been released and the transmission condition with elevated drag losses pertains.

A transmission includes an input shaft that couples to a prime mover, twin countershafts and a main shaft having gears coupled thereon, an output shaft that selectively provides a torque output to a driveline, a first shift actuator that selectively couples the input shaft to the main shaft. The transmission includes a second shift actuator that couples the main shaft to the output shaft with a selected reduction ratio, and a controller including a vehicle state circuit that interprets at least one vehicle operating condition, and a neutral enforcement circuit that provides a first neutral command to the first shift actuator and a second neutral command to the second shift actuator, in response to the at least one vehicle operating condition indicating that vehicle motion is not intended.

According to one embodiment, a vehicle includes a transmission, a brake pedal, and a controller. The controller is programmed to, in response to an upshift of the transmission, a driver-demanded torque being zero, and the brake pedal being released, command a first pressure, that is greater than zero, to an oncoming shift element associated with the upshift such that the oncoming shift element has a torque capacity of zero, in response to the brake pedal being applied during the upshift of the transmission, command a second, larger pressure to the oncoming shift element to increase the torque capacity to a non-zero value, and, in response to expiration of a threshold time from the brake pedal being applied, command a series of sequentially ramping pressures to the oncoming shift element to further increase the torque capacity and lock the oncoming shift element.