A vehicle transmission apparatus having a starting engagement friction element, which has friction plates and a hydraulic servo including a piston that is moved according to a supplied oil pressure to press the friction plates, which is controlled to be engaged when a vehicle is started by using at least a driving force of the internal combustion engine, and which transfers creep torque. A control device capable of receiving an accelerator operation amount signal and capable of outputting a command value that controls the oil pressure. The control device executes temporary increase control of temporarily increasing the command value, when the accelerator operation amount signal is turned on from a state where the accelerator operation amount signal is off and the command value is output so that the starting engagement friction element transfers the creep torque.

A first fracturing pump is selectively engaged or disengaged a from an electric prime mover based on operation of a first lever by a user. The first lever, the electric prime mover, and the first fracturing pump are mounted on a mobile transport. A second fracturing pump is selectively engaged or disengaged a from the electric prime mover based on operation of a second lever by the user. The second lever is also mounted on the mobile transport. The electric prime mover is operable to drive one of the first and second fracturing pumps that is engaged with the electric prime mover while not driving the other of the first and second fracturing pumps that is disengaged from the electric prime mover by operation of a corresponding one of the first and second levers.

A method is provided for controlling a drivetrain of a vehicle, wherein the drivetrain comprises a multi-clutch transmission. The gear shift of the multi-clutch transmission is adapted to be performed either by power cut shift or by power shift dependent on predetermined vehicle shift conditions. The method includes detecting at least one of a plurality of indications of slippery road conditions and setting a slip risk factor, wherein the slip risk factor is dependent on the indication of slippery road conditions. If the slip risk factor is above a first predetermined threshold value the method further comprises controlling the multi-clutch transmission such that an upcoming gear shift is performed as a power-shift independently of if upcoming shift was determined to be performed as a power-cut shift or as a power shift.

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.

A shift control method for a DCT vehicle, which adjusts a time required to shift gears through clutch control in a DCT. The shift control method includes controlling a release-side dutch such that the release-side dutch is partially disengaged by a controller when gear shifting is initiated in a state in which an accelerator pedal is not pressed, performing synchronization control by partially applying an apply-side dutch torque in an initial stage of synchronization such that an engine rotational speed follows and synchronizes an apply-side input shaft speed, and partially applying a release-side dutch torque in a last stage of synchronization by the controller, and performing torque hand-over control such that an apply-side clutch is engaged while the release-side clutch is disengaged by the controller, after performing the synchronization control.

A method for determining an output torque in a drive system capable of being power shifted in a vehicle includes providing the drive system having a drive unit for transmitting the drive torque, a dual clutch having a first clutch and a second clutch, and a power shift transmission. The power shift transmission has a first gear with a first gear ratio and a second gear with a second gear ratio. The method also includes measuring a first torque transmitted by the first clutch, calculating a distribution of the drive torque to the first clutch and the second clutch using the first torque, and determining the output torque from the distribution of the drive torque.

A transmission includes a first hydraulic clutch, a second hydraulic clutch, a third hydraulic clutch, a pump and a controller. The first, second, and third hydraulic clutches are configured to established a parked-ready condition upon engagement of all three clutches. The pump is configured to generate hydraulic fluid pressure. The controller is programmed to, in response to a command to start an engine that powers the pump, engage the first and second clutches. The controller is further programmed to, in response to engagement of the first and second clutches and obtaining operating hydraulic fluid pressure, engage the third clutch.

An automatic transmission system includes a housing containing automatic transmission fluid (ATF), a plurality of clutches configured to be engaged to generate gear ratios corresponding to forward speeds of the automatic transmission, wherein one clutch of the plurality of clutches is a friction clutch movable between a disengaged state, an engaged state utilized to create one or more gear ratios of the automatic transmission, and a slippingly engaged state between the disengaged state and the engaged state where the friction clutch is not engaged to create a gear ratio of the automatic transmission, and a controller configured to selectively move the friction clutch to the slippingly engaged state when the friction clutch is not being utilized to generate the one or more gear ratios, such that the friction clutch generates heat from friction to thereby rapidly heat the ATF in the housing and improve operating efficiency of the transmission.

A method to control a road vehicle provided with a clutch, which connects an internal combustion engine to drive wheels and is arranged upstream of a servo-assisted transmission; the control method comprises the steps of: checking whether the tyres of the drive wheels are close to a grip limit; and opening the clutch so that the clutch transmits a torque to the drive wheels with a slip of the clutch that is constant and other than zero when the tyres of the drive wheels are close to the grip limit.

A control system and a control method for a vehicle, the vehicle includes an engine, an input shaft, an output shaft, a continuously variable transmission section, a stepped transmission section and a clutch mechanism, and a control device. The continuously variable transmission section and the stepped transmission section are provided between the input shaft and the output shaft. The clutch mechanism is provided in a torque transmission path between the stepped transmission section and drive wheels. The control device is configured to disengage the clutch mechanism in a case where a vehicle speed is at least equal to a specified value and the engine is stopped.