A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets controls the shift actuator with actuating and opposing pulses, and interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A method is provided to control a hybrid powertrain to achieve gear shifts without torque interruption, comprising a gearbox with input shaft and output shafts; a first planetary gear connected to the input shaft and a first main shaft; a second planetary gear connected to the first planetary gear and a second main shaft; first and second electrical machines respectively connected to the first and second planetary gears; a first gear pair and a third gear pair between the first main shaft and a countershaft; and a second gear pair between the second main shaft and the countershaft, which is connected with the output shaft via a fifth gear pair. The method comprises disconnecting the first gear pair; connecting the first planetary gear with the output shaft via a coupling mechanism connecting the first main shaft and output shaft; disconnecting the fifth gear pair; transferring torque generated from the combustion engine from the second planetary gear to the countershaft via the second gear pair; and transferring a torque from the countershaft to the output shaft via the third gear pair.

A method is provided to control a hybrid powertrain to achieve gear shifts without torque interruption, comprising a gearbox with input shaft and output shafts; a first planetary gear connected to the input shaft and a first main shaft; a second planetary gear connected to the first planetary gear and a second main shaft; first and second electrical machines respectively connected to the first and second planetary gears; a first gear pair and a third gear pair between the first main shaft and a countershaft; and a second gear pair between the second main shaft and the countershaft, which is connected with the output shaft via a fifth gear pair. The method comprises disconnecting the first gear pair; connecting the first planetary gear with the output shaft via a coupling mechanism connecting the first main shaft and output shaft; disconnecting the fifth gear pair; transferring torque generated from the combustion engine from the second planetary gear to the countershaft via the second gear pair; and transferring a torque from the countershaft to the output shaft via the third gear pair.

A control device is configured to: (i) control rotation speed of internal combustion engine such that the rotation speed of the internal combustion engine is increased with an increase in a traveling speed of a vehicle, (ii) execute a pseudo gear shift to control the rotation speed of the internal combustion engine such that the rotation speed of the internal combustion engine is decreased to a first rotation speed, (iii) execute a mechanical gear shift to change a second gear ratio according to a gear shift line determined by the traveling speed and a value according to the acceleration request, and (iv) execute adjustment control to adjust the rotation speed of the internal combustion engine in advance in a period before executing the mechanical gear shift such that the rotation speed of the internal combustion engine matches the pseudo gear shift threshold value when the mechanical gear shift is performed.

A control device is configured to: (i) control rotation speed of internal combustion engine such that the rotation speed of the internal combustion engine is increased with an increase in a traveling speed of a vehicle, (ii) execute a pseudo gear shift to control the rotation speed of the internal combustion engine such that the rotation speed of the internal combustion engine is decreased to a first rotation speed, (iii) execute a mechanical gear shift to change a second gear ratio according to a gear shift line determined by the traveling speed and a value according to the acceleration request, and (iv) execute adjustment control to adjust the rotation speed of the internal combustion engine in advance in a period before executing the mechanical gear shift such that the rotation speed of the internal combustion engine matches the pseudo gear shift threshold value when the mechanical gear shift is performed.

A method is provided for controlling a multi-clutch transmission of a vehicle, wherein the clutch transmission is adapted to be shifted either with a power shift or a power cut shift dependent on predetermined vehicle variables. The method includes detecting a power shift to a higher gear in low range gear, wherein if power shift to a higher gear in low range gear has been detected the method overrules the previously set gear shift strategy and controls the multi-clutch transmission such that a forthcoming gear shift is performed as a power shift.

A control device for a vehicle is provided. The control device includes an automatic transmission constituted of a stepwise variable transmission mechanism configured to switch a plurality of shift stages by engagement and disengagement of a plurality of friction engaging elements, an engine as a driving source, a motor configured to assist a driving force of the engine, a hydraulic controller configured to supply a hydraulic pressure to control the engagement and the disengagement of the friction engaging element, and a control unit configured to control the automatic transmission to a target speed ratio through changing the shift stage of the stepwise variable transmission mechanism. The control unit performs a learning control that learns at least one of hydraulic pressure of the engagement and the disengagement of the friction engaging element, and inhibits the assist of the driving force to the engine by the motor in performing the learning control.