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 work vehicle includes a rotary member, a support member, a sealing ring, a pressure controller, and a vehicle speed determination component. The rotary member has a first hydraulic fluid supply channel to supply the hydraulic fluid to the steering clutch, and is rotated by power from the transmission when the steering clutch is engaged. The sealing ring is disposed between the rotary member and the support member and is mounted adjacent to the connected part between the first hydraulic fluid supply channel and the second hydraulic fluid supply channel. The pressure controller controls the engagement pressure to be a specific first pressure when the vehicle speed is determined not to be equal to or greater than a specific speed, and controls the engagement pressure to decrease from the first pressure when the vehicle speed is determined to be equal to or greater than a specific speed.

A system for controlling a clutch in a heavy vehicle including an internal combustion engine and an automated mechanical transmission, where the engine is running, the clutch is engaged and the transmission is in neutral, including an electronic control unit adapted to receive a request to shut down the engine, to disengage the clutch of the transmission, and to shut down the engine, where the electronic control unit is adapted to reengage the clutch when the rotation of the engine and the rotation of the transmission input shaft is zero, and to actively slow down rotation of the transmission input shaft by the use of a brake device if the stop time for the transmission input shaft exceeds a predefined time interval. The advantage of the invention is that vibrations and noise are reduced during shut down of the engine.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

An intelligent clutch lubrication system includes a first dynamically-lubricated clutch pack, a supply pump, a first lubricant control (LC) valve, and a lubricant flow circuit having a clutch lubrication loop in which the first clutch pack is positioned. When active, the supply pump urges lubricant flow about the lubricant flow circuit and through the clutch lubrication loop. The first LC valve is positioned in the clutch lubrication loop at a location upstream of the first clutch pack, while a controller architecture is operably coupled to the first LC valve. the controller architecture is configured to control the first LC valve to temporarily boost lubricant flow to the first DL clutch pack when moving into an engaged position during operation of the intelligent clutch lubrication system.

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 creep control method for a vehicle is disclosed. The creep control method includes a limit-setting step and a limit release step. In the limit-setting step, a controller compares a speed of an input shaft of a transmission with a predetermined creep reference speed, and, if it is determined that the speed of the input shaft is lower than the creep reference speed, a creep minimum torque of a clutch for controlling creep driving of the vehicle is set to be a predetermined lower limit torque, which is larger than 0. In the limit release step, if the controller determines that the speed of the input shaft is increased above the creep reference speed while the creep minimum torque is limited to the lower limit torque, the creep minimum torque is set to 0.

A shifting control method for a vehicle with a Double Clutch Transmission (DCT), may include determining whether a manual range power-on up shift has been started, determining whether an actual shifting period has been started, when the manual range power-on up shift has been started, and applying additional predetermined compensation torque to basic torque applied to an engagement-side clutch, when the actual shifting period has been started.

In a clutch engagement control system for engagement and disengagement of transmission of a rotational force between a mainshaft and a countershaft, when clutch engagement control is executed based on the determination that rotational speeds of both the shafts agree with each other, even if unexpected variations in countershaft rotational speed result from torsion occurring downstream of the countershaft in a drive system and/or the like, smooth engagement control is implemented. A control value of countershaft rotational speed at each time is updated and managed. If a threshold value is exceeded by a difference between a countershaft rotational speed actual measured value and the preceding control value, the threshold value is added to the preceding value to obtain the control value. If the threshold value does not exceed the difference, the actual measured value at this time is set as a control value without any change.

A method of learning a clutch touch point for a DCT vehicle, and he method is performed to learn a touch point of an apply-side clutch in a torque phase process during gear shifting. The method includes: controlling an amount of slip of a release-side clutch in an allowable range by a controller, when gear shifting is initiated; performing torque crossing control by releasing a release-side clutch torque to a certain level while applying a clutch torque to an apply-side clutch to the same level as the release-side clutch torque by the controller, after the controlling an amount of slip of a release-side clutch; and performing learning determination so as to learn a touch point of the apply-side clutch by the controller, when the amount of slip of the release-side clutch is beyond the allowable range in the performing torque crossing control.