A drive sheave assembly of a continuously variable transmission is provided. A fixed sheave of the assembly includes a central recess. A plurality of sheave ramps are located within the central recess. A one-way engagement collar is configured to rotate freely on an end portion of a sleeve when the sleeve rotates in a first direction and lock onto rotation of the sleeve when the sleeve rotates in a second direction. The one-way engagement collar further has a plurality of ramp pockets. A ramp member is received within each ramp pocket of the plurality of ramp pockets in the one-way engagement collar. Each ramp member is configured to engage an associated sheave ramp of the plurality of sheave ramps in the central recess of the fixed sheave and move the one-way engagement collar axially to engage a side of a belt when the sleeve rotates in the second direction.

A drive sheave assembly of a continuously variable transmission is provided. A fixed sheave of the assembly includes a central recess. A plurality of sheave ramps are located within the central recess. A one-way engagement collar is configured to rotate freely on an end portion of a sleeve when the sleeve rotates in a first direction and lock onto rotation of the sleeve when the sleeve rotates in a second direction. The one-way engagement collar further has a plurality of ramp pockets. A ramp member is received within each ramp pocket of the plurality of ramp pockets in the one-way engagement collar. Each ramp member is configured to engage an associated sheave ramp of the plurality of sheave ramps in the central recess of the fixed sheave and move the one-way engagement collar axially to engage a side of a belt when the sleeve rotates in the second direction.

A method to control the execution of a shift to a lower gear while an accelerator pedal is released in a drivetrain provided with a dual-clutch, servo-assisted transmission; the control method comprises the following steps: opening, in a first instant, an outgoing clutch; closing, in the first instant, an incoming clutch; completing the opening of the outgoing clutch and the closing of the incoming clutch in a second instant; synchronizing, between the second instant and a third instant, a rotation speed of the internal combustion engine with a rotation speed of the incoming clutch; and controlling the incoming clutch between the second instant and the third instant so as to have the incoming clutch temporarily transmit a greater torque than the torque that the clutch is going to transmit immediately after the shift to a lower gear and than the torque that the outgoing clutch transmitted immediately before the shift to a lower gear.

A working vehicle includes a traveling clutch to be switched between an engaging state and a disengaging state, a brake to brake the traveling device according to an operation of a brake operator, and a controller to perform a braking control to perform the braking, and an auto-switching controller to switch the traveling clutch from the engaging state to the disengaging state. The controller performs a first processing to switch the traveling clutch from the engaging state to the disengaging state when the brake operator is operated in a case where the auto-switching control is valid and a vehicle speed is less than a threshold, and a second processing to prevent the traveling clutch from being switched from the engaging state to the disengaging state even when the brake operator is operated in a case where the vehicle speed is equal to or higher than the threshold.

A working vehicle includes a traveling clutch to be switched between an engaging state and a disengaging state, a brake to brake the traveling device according to an operation of a brake operator, and a controller to perform a braking control to perform the braking, and an auto-switching controller to switch the traveling clutch from the engaging state to the disengaging state. The controller performs a first processing to switch the traveling clutch from the engaging state to the disengaging state when the brake operator is operated in a case where the auto-switching control is valid and a vehicle speed is less than a threshold, and a second processing to prevent the traveling clutch from being switched from the engaging state to the disengaging state even when the brake operator is operated in a case where the vehicle speed is equal to or higher than the threshold.

Methods and systems for a hydromechanical transmission. In one example, a vehicle system includes a hydromechanical transmission with a power-take off (PTO) that is designed to rotationally couple to an implement. The vehicle system further includes an engine coupled to the hydromechanical transmission and a power-management control unit configured to, during a drive or coast condition, cause the power-management control unit to: determine a net available power for the hydromechanical transmission and manage a power flow between the hydromechanical transmission, a drive axle, and the implement based on the net available power.

A vehicle travel control method and a vehicle travel control device carries out a downshift control of an automatic transmission when a vehicle speed increases from a set vehicle speed during a constant speed travel control by at least a first prescribed value. Subsequent downshift control of the automatic transmission is prohibited upon determining the vehicle speed has increased from the set vehicle speed by at least the first prescribed value due to an operation of an operating element by the driver during constant speed travel control. Downshift control of the automatic transmission is executed upon determining insufficient deceleration of the vehicle exists where the driver is not operating the accelerator pedal during prohibition of the downshift control.

A construction machine includes: an engine driving at least one hydraulic pump configured to supply operating oil to a hydraulic actuator; an exhaust adjustment mechanism adjusting a flow rate of exhaust from the engine; and a control device controlling the exhaust adjustment mechanism. The control device determines whether or not a first downhill traveling condition and/or a second downhill traveling condition are/is satisfied. When at least one of the first downhill traveling condition and the second downhill traveling condition is satisfied, the control device controls the exhaust adjustment mechanism such that the exhaust adjustment mechanism executes exhaust brake.

A construction machine includes: an engine driving at least one hydraulic pump configured to supply operating oil to a hydraulic actuator; an exhaust adjustment mechanism adjusting a flow rate of exhaust from the engine; and a control device controlling the exhaust adjustment mechanism. The control device determines whether or not a first downhill traveling condition and/or a second downhill traveling condition are/is satisfied. When at least one of the first downhill traveling condition and the second downhill traveling condition is satisfied, the control device controls the exhaust adjustment mechanism such that the exhaust adjustment mechanism executes exhaust brake.

An apparatus for controlling a transmission of a vehicle includes: a determination device that decides whether to perform a forward vehicle-based deceleration tracking control, based on information of the vehicle and a forward vehicle, when the vehicle starts to coast; a calculation device that calculates a target velocity and a target distance based on a position and a velocity of the forward vehicle, when the forward vehicle-based deceleration tracking control is decided to be performed; a gear position decision device that constructs deceleration profiles for respective gears and decides a final gear based on the target velocity and the target distance calculated; and a controller that controls the transmission based on the final gear.