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.

The present invention realizes a vehicle control device that, even when power characteristics of a power generation device and a power transmission device changes, senses degradation of vehicle components, corrects a drive instruction to the power transmission device, and is thereby capable of stabilizing vehicle behavior over a long term. The present invention, in a predetermined vehicle environment state, measures fluctuation in drive power and acceleration in a transient region by using vehicle behavior sensors 4, performs comparison with a reference fluctuation, and thereby senses degradation of vehicle components. The drive instruction to the transmission 16-side is corrected in accordance with the degradation of vehicle components that is sensed. Thus, it is possible to stabilize vehicle behavior (performance) over a long term even when, during automated driving, the power characteristics of the drive power source and the transmission 16 change due to factors such as time degradation of vehicle components.

A shift mechanism configuring an outboard motor comprises: an electric actuator that linearly moves a movable rod; and a shift shaft portion that switches from neutral to forward or reverse based on displacement of said movable rod. Moreover, a neutral adjusting mechanism enabling a neutral position of the shift mechanism to be adjusted is provided facing the shift shaft portion, by a separate body. The neutral adjusting mechanism, which comprises first and second adjusting arms that are supported in a freely rotating manner with respect to a frame and that have been biased in contrary directions to each other by elastic springing force of a coil spring, is provided in a manner that an adjusting screw mounted in the first adjusting arm capable of abutting on a shift arm always abuts on a contacting wall of the second adjusting arm capable of contacting a switch sensor.

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.

A vehicle control device for controlling a vehicle with a frictional engagement element provided between a drive source and drive wheels includes a first determination unit configured to determine whether or not a signal of an inhibitor switch indicates a traveling position, a second determination unit configured to determine whether or not an oil path communicating with the frictional engagement element is in a drain state, a temperature estimation unit configured to estimate temperature of the frictional engagement element, and a temperature estimation prohibition unit configured to prohibit temperature estimation of the frictional engagement element by the temperature estimation unit when the signal of the inhibitor switch indicates the traveling position and the oil path is in the drain state.

A transmission actuator for tractor includes: a motor which provides power; rails which are movable by operating the motor; a rail sensor which detects a neutral state of the rails; a position sensor which detects a movement displacement of the rails; and a rotation sensor which is mounted to the motor to detect the number of revolutions of the motor.

A method is disclosed for operating a multi-gear vehicle transmission in a motor vehicle during a coasting phase. The coasting phase includes an overrun phase with a driving gear engaged and a freewheeling phase with the neutral gear engaged. It is determined whether the motor vehicle is in the overrun phase of the coasting phase, whether a condition for a transition to the freewheeling phase of the coasting phase is fulfilled, and whether a transmission condition with elevated drag losses exists. If the motor vehicle is in the overrun phase of the coasting phase, if the condition for transition to the freewheeling phase is fulfilled, and if a transmission condition with elevated drag losses exists, then at least one further shifting element (D, E) is closed in addition to the shifting elements (A, B, C) of the driving gear, which are closed during the overrun phase of the motor vehicle.

Disclosed is method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging gears of the vehicle transmission. In a neutral gear a transmission input (1) and a transmission output (2) of the vehicle transmission are decoupled from one another. In a driving gear the transmission input (1) and the transmission output (2) of the vehicle transmission are coupled with one another by closing the shifting elements (A, B, C, D, E) associated with the driving gear in order to propel the vehicle. When the neutral gear is engaged, a transmission condition is determined, and if a transmission condition with elevated drag losses exists, then in addition to the shifting elements (A, B, C, D, E) of a driving gear, at least one further shifting element (A, B, C, D, E) of the vehicle transmission is closed.

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.