A transmission gearbox, in particular of a motor vehicle, is described including: a primary shaft receiving a driving torque via a primary transmission; a secondary shaft connected to the primary shaft. On the secondary shaft: an idle wheel revolvingly non-working on the secondary shaft including at least a coupling slot, and at least a coupling wheel revolvingly integral to the secondary shaft including a corresponding coupling tooth are assembled, respectively. The coupling wheel is arranged adjacent to the idle wheel and it can be axially moved so as to translate axially between a free configuration, where it is disengaged with respect to the idle wheel, and an engaged configuration, where it is engaged with the idle wheel by implementing a front coupling between the coupling tooth and the coupling slot for transmitting the motion between the primary shaft and the secondary shaft.

A vehicle control device includes: a travel section determination unit configured to determine a forward travel section that is a travel section having a different road gradient from a current travel section in which a vehicle is currently traveling and that is ahead in a travel direction of the vehicle; a forward gear stage selection unit configured to select a forward gear stage which is a gear stage of the vehicle in the forward travel section; and a shift control unit configured to, in a case where the selected forward gear stage is lower by two or more stages than the current gear stage which is a gear stage of the vehicle in the current travel section and when the vehicle is positioned within a predetermined range from a start position of the forward travel section, perform downshift from the current gear stage to the forward gear stage.

A dual clutch transmission for a vehicle may include a first input shaft to which a first clutch is connected; a second input shaft connected to a second clutch and disposed coaxially with the first input shaft; a first output shaft, a second output shaft and a third output shaft disposed in parallel with the first input shaft and the second input shaft; and a combined gear group including two pairs of external gears configured to be connected in series to each other or disconnected from each other so that power of the first input shaft is decelerated in two steps using the first output shaft to enable the second input shaft to be driven in a direction in which the first input shaft is driven.

An automatic transmission includes: a main transmission including a plurality of main transmission side planetary gear mechanisms; an auxiliary transmission having a rotation axis different from a rotation axis of the main transmission; and a low/high switching mechanism switching between a low mode and a high mode by engaging and disengaging an engaging device provided on the auxiliary transmission. Further, the low/high switching mechanism switches between the low mode and the high mode at a point where a gear ratio in the low mode coincides with a gear ratio in the high mode.

A gear changing control apparatus is provided for controlling a gear changing device of a bicycle according to a plurality of operation modes of an auxiliary power device that assists a manual drive force of the bicycle. The control apparatus includes a controller and a traveling state detecting unit. The traveling state detecting unit is configured to detect a traveling state of the bicycle. The controller controls the gear changing device and controls the auxiliary power device to operate in one of the plurality of operation modes. The controller is configured to select a gear changing range to be used according to a selected operation mode from the plurality of operation modes. The controller controls the gear changing device within the gear changing range that is selected. The controller also controls the gear changing device according to a detection result of the traveling state detecting unit.

Auxiliary transmission actuation mechanism 200 in a power transmission unit of a vehicle includes a transmission actuating gear 202, a gear driven bush 204, a gear actuating means 206, a shift fork 208, a shift rail 210, a clutch control valve actuating arm 212, a rail shifting means 214. The transmission actuating gear 202 is used to drive at least one of an even shaft and an odd shaft which in turn drives an output shaft through gears thereby propelling the vehicle when at least one of a dual clutch unit and a hydraulic system of vehicle is not functioning. The clutch control valve actuating arm 212 is adapted to engage a movable member of a clutch control valve assembly 100V thereby actuating clutch control valve 100V to de-actuate the dual clutch unit.

Systems and methods for controlling transmissions having CVTs are disclosed with multiple modes and gearing arrangements for range enhancements, where embodiments include synchronous shifting to allow the transmission to achieve a continuous range of transmission ratios, while minimizing empty cycling of the CVT during mode shifts. Embodiments provide for wide ratio range and performance and efficiency flexibility, while maximizing CVT usage through synchronous shifting.

A method for compensation of a support torque at a combustion engine and transmission which provide an overlay of combustion engine and electric machine. The combustion engine, the electric machine, and a transmission gearset are connected with each other via a planetary gearset, which is positioned in front of a downstream transmission gearset. The invention concerns a transmission gearset of a three-shaft transmission, each with a transmission input shaft for the electric machine, and for the combustion engine, and an output shaft. For the connection or disconnection of the transmission input shaft of the electric machine while driving, the electric machine is used for the synchronization of the input shaft of the electric machine, and the created support torque at the combustion engine is determined, based on this support torque, to match a combustion engine torque and thus to compensate the support torque.

An automatic transmission for improving responsiveness until reverse movement is possible. When the range is switched from a parking range to a reverse range, P lock release control for releasing a parking state starts. When a two-way clutch is in a reverse rotation prevention state, hydraulic pressure is supplied to a first clutch, a third clutch, and a third brake, and a process in a reverse side preparation mode starts. When the first clutch is in a connected state and a rotational speed of an input shaft is a predetermined rotational speed, whether a parking piston of a parking lock mechanism is at an unlock position is determined. When it is at the unlock position, a driving source is requested to restrict an output torque. Then, hydraulic pressure is supplied to the two-way clutch, and the two-way clutch is switched from a reverse rotation prevention state to a fixed state.

A dual clutch transmission for a vehicle may include a first input shaft to which a first clutch is connected; a second input shaft connected to a second clutch and disposed coaxially with the first input shaft; a first output shaft, a second output shaft and a third output shaft disposed in parallel with the first input shaft and the second input shaft; and a combined gear group including two pairs of external gears configured to be connected in series to each other or disconnected from each other so that power of the first input shaft is decelerated in two steps using the first output shaft to enable the second input shaft to be driven in a direction in which the first input shaft is driven.