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 disclosure relates to a transmission unit for an electric vehicle and a control method for the transmission unit. The transmission unit comprises a transmission output shaft, a first electric motor having a first output shaft that can be coupled with the transmission output shaft via a first or a second gear set, wherein a first clutch element is arranged between the first gear set and the transmission output shaft and a second clutch element is arranged between the second gear set and the transmission output shaft, and a second electric motor having a second output shaft coupled with the transmission output shaft via a third gear set.

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 hybrid power system comprises an engine, a hybrid power module, and a dual input shaft speed change mechanism. The hybrid power module comprises a motor, a planetary gear system, and a first clutch. The planetary gear system is provided with at least three rotating shafts, which respectively are: a rotating shaft X1, a rotating shaft X2, and a rotating shaft X3. The first clutch is arranged between any two of the three rotating shafts. A power output shaft of the engine is connected to the rotating shaft X3 or the rotating shaft X1 and to a second input shaft of the dual input shaft speed change mechanism. A rotor of the motor is connected to the rotating shaft X1 or to the rotating shaft X3. The rotating shaft X2 is connected to a first input shaft of the dual input shaft speed change mechanism.

An automated mechanical transmission for a vehicle includes a main gearbox assembly comprising a main shaft and being adapted to be shiftable between at least one engaged state and a neutral state; a split gearbox assembly comprising an input shaft and being adapted to be shiftable between a first engaged state, a second engaged state and a neutral state; a countershaft; a crawler gearbox assembly comprising a crawler gear engagement member which is adapted to selectively engage and disengage a crawler gear defining a torque path from the input shaft to the main gearbox assembly via the countershaft; a gearbox brake; and transmission control unit. The transmission is configured to be settable in an AMT neutral state defined by the main gearbox assembly being in the neutral state. When the transmission control unit obtains a request to engage the crawler gear from the AMT neutral state, the transmission control unit is configured to apply the gearbox brake so that a rotational speed of the countershaft is reduced to a first predetermined rotational speed which is higher than a zero rotational speed; and when the first predetermined rotational speed is reached, release the gearbox brake, set the split gearbox assembly to the neutral state and engage the crawler gear by the crawler gear engagement member.

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 module for a system for driving and synchronizing a countershaft of a transmission gearbox. The module includes a coupling device having an input element intended to be rotationally coupled to a reversible electric machine and an output element intended to be rotationally coupled to the countershaft. The coupling device has a coupled state in which the clutch device is able to transmit torque between the input element and the output element and an uncoupled state in which the input element and the output element are uncoupled. Also included is a lock-up device which has a lock-up state in which said lock-up device blocks the rotation of the input element of the clutch device, and a released state in which said lock-up device allows the input element to rotate.

A drive train of a motor vehicle, with a hybrid drive having an internal combustion engine, and an electric machine, and an automated auxiliary range transmission, wherein the automated auxiliary range transmission has at least one main transmission and an auxiliary range unit mounted downstream of the main transmission, in particular as a range group, wherein an input shaft of the automated auxiliary range transmission is connected to the internal combustion engine of the hybrid drive via a controllable starter clutch, and an axle shaft of the automated auxiliary range transmission is connected to an axle drive, wherein the electric machine of the hybrid drive can be coupled to the force flux or torque flux of the drive train between the main transmission and the auxiliary range unit and/or between the auxiliary range unit and the axle drive.

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 power train device of a vehicle includes an engine and an automatic transmission. The automatic transmission is configured such that in a neutral state, multiple ones of multiple rotary elements forming a power transmission path other than a rotary element coupled to an input member and a rotary element coupled to an output member are in a non-restraining state. The multiple ones of the multiple rotary elements include a rotary element of a predetermined brake among multiple friction fastening elements, and the predetermined brake is fastened before a fuel supply upon an engine start.