A hydraulic control device for an automatic transmission includes a shut-off valve arranged between a first pressure adjusting device and a respective shifting element cylinder of a plurality of shifting elements. In the first shifting position of the shut-off valve, the first pressure adjusting device is hydraulically connected to the respective shifting element cylinder through the shut-off valve. In the second shifting position of the shut-off valve, the shifting element cylinder is sealed by the shut-off valve relative to the first pressure adjusting device. The shut-off valve is an releasable check valve. The releasable check valve includes a check valve and an unblocking device. The unblocking device is actuatable by a control pressure from a second pressure adjusting device.

A vehicle includes a transmission and a controller. The transmission has clutches and multiple speed ratios that are established during gear upshifts upon torque being transferred from off-going to oncoming clutches. The controller is programmed to, in response to a difference between actual and target times of a desired flare at a transmission input exceeding a threshold during an upshift, adjust the torque of the off-going clutch during a torque transfer phase of a subsequent upshift based on the difference.

A propulsion system controller for a vehicle that includes a prime mover operable for generating an input torque on an input shaft, and a transmission connected to the prime mover that is configured to receive the input torque from the input shaft and produce an output torque on an output shaft. The controller is programmed to generate a torque phase ratio, rationalize the generated torque phase ratio, and submit a torque request to the prime mover that is based upon a desired output torque divided by the rationalized torque phase ratio.

A work vehicle includes: a power transmission shaft drivable to rotate; a shaft holder holding the power transmission shaft in such a manner that the power transmission shaft is rotatable; and a hydraulically operable section configured to operate in response to receiving operating oil, the power transmission shaft including: a shaft groove extending entirely around an outer circumferential portion of the power transmission shaft; an inlet port extending inside the power transmission shaft in a radial direction of the power transmission shaft and connected with the shaft groove; and a supply oil passage extending inside the power transmission shaft in a longitudinal direction of the power transmission shaft and connected with the inlet port inside the power transmission shaft.

A propulsion system controller for a vehicle that includes a prime mover operable for generating an input torque on an input shaft, and a transmission connected to the prime mover that is configured to receive the input torque from the input shaft and produce an output torque on an output shaft. The controller is programmed to generate a torque phase ratio, rationalize the generated torque phase ratio, and submit a torque request to the prime mover that is based upon a desired output torque divided by the rationalized torque phase ratio.

Disclosed is a method for protecting a vehicle clutch, including a check step for checking the mileage of a vehicle and the number of times a clutch wear compensation device is operated; after the check step, a calculation step for calculating a clutch thermal severity level, which indicates the degree of thermal severity of the clutch, based on the mileage and the number of times the wear compensation device is operated; and a control step for controlling at least one of the shifting pattern of the vehicle and engine RPM depending on the clutch thermal severity level, after the calculation step.

The present disclosure provides a driving control method for hybrid type vehicles with a DCT. The method includes: receiving the motor speed from a driving motor; when abnormality of the motor speed is detected, requesting driving of an engine and determining whether an engine clutch is engaged; if it is determined that the engine clutch is released, controlling a clutch of a current driving stage using a clutch torque higher than a transmission input torque; controlling the current driving stage to be a limp home driving stage set in advance to be in a limp home driven status.

The present disclosure provides a driving control method for hybrid type vehicles with a DCT. The method includes: receiving the motor speed from a driving motor; when abnormality of the motor speed is detected, requesting driving of an engine and determining whether an engine clutch is engaged; if it is determined that the engine clutch is released, controlling a clutch of a current driving stage using a clutch torque higher than a transmission input torque; controlling the current driving stage to be a limp home driving stage set in advance to be in a limp home driven status.

Disclosed is a method for protecting a vehicle clutch, including a check step for checking the mileage of a vehicle and the number of times a clutch wear compensation device is operated; after the check step, a calculation step for calculating a clutch thermal severity level, which indicates the degree of thermal severity of the clutch, based on the mileage and the number of times the wear compensation device is operated; and a control step for controlling at least one of the shifting pattern of the vehicle and engine RPM depending on the clutch thermal severity level, after the calculation step.

Methods and systems are provided for a vehicle hill control. An example of a method may include during a vehicle stopped condition, operating with a clutch of a transmission engaged to mechanically lock the transmission, the transmission having a plurality of power inputs including receiving input from an electric machine and a prime mover; releasing at least one of the clutch or a service brake, and while releasing, concurrently adjusting an output magnitude of the electric machine responsive to speed control to control to a zero vehicle speed. In some examples, the method may further include learning a torque output of the electric machine required to maintain the zero vehicle speed upon fully releasing the clutch or service brake. In an example, the method may include estimating a road grade based on the learned torque output.