A belt-type continuously variable transmission includes a primary pulley, a secondary pulley, and a belt wound around the primary pulley and the secondary pulley. A controller performs a process, when performing a low speed position return shift to shift a transmission ratio toward a lowermost speed position while a vehicle is decelerating. The process includes: calculating a primary pressure actual lower limit, at which the belt actually starts to slip, based on the transmission ratio and a deceleration of the vehicle; setting a lower limit of a setpoint of the primary pressure to the primary pressure actual lower limit; setting the primary pressure actual lower limit higher with a locking tendency of a vehicle wheel detected than that without the locking tendency detected; and setting the primary pressure actual lower limit with the locking tendency detected to increase as the transmission ratio varies toward the lowermost speed position.

A belt-type continuously variable transmission includes a primary pulley, a secondary pulley, and a belt wound around the primary pulley and the secondary pulley. A controller performs a process, when performing a low speed position return shift to shift a transmission ratio toward a lowermost speed position while a vehicle is decelerating. The process includes: calculating a primary pressure actual lower limit, at which the belt actually starts to slip, based on the transmission ratio and a deceleration of the vehicle; setting a lower limit of a setpoint of the primary pressure to the primary pressure actual lower limit; setting the primary pressure actual lower limit higher with a locking tendency of a vehicle wheel detected than that without the locking tendency detected; and setting the primary pressure actual lower limit with the locking tendency detected to increase as the transmission ratio varies toward the lowermost speed position.

A shift lock mechanism for a vehicle includes: a member to be locked that is provided to a selector lever for selecting a transmission gear of an automatic transmission, an engaging part provided to the member to be locked at a position corresponding to the transmission gear, a lock member facing the member to be locked and engageable with the engaging part, a slope part disposed at an end of the lock member, a driving device that drives the lock member to lock the selector lever or enable the selector lever to move, a buffer member that is provided to the driving device and compressed to urge the lock member toward the member to be locked which is retracted, and a control device that receives a depression signal from a brake pedal and a vehicle speed signal from a vehicle speed sensor and to control to drive the driving device.

Disclosed is a method for operating a multi-speed vehicle transmission having a plurality of shift elements (A, B, C, D, E) for engaging the gears of the vehicle transmission. The method includes decoupling between an input (AN) and an output (AB) of the vehicle transmission in a neutral gear, and coupling the input (AN) and the output (AB) of the vehicle transmission in a drive gear for propelling the vehicle by closing at least one shift element (B). At least one transmission state is determined when the neutral gear is engaged, where a shift element (D) for a reverse gear of the vehicle transmission is closed at least partially if the transmission is in a state with increased drag losses when the neutral gear is engaged.

Disclosed is a method for operating a multi-speed vehicle transmission having a plurality of shift elements (A, B, C, D, E) for engaging the gears of the vehicle transmission. The method includes decoupling between an input (AN) and an output (AB) of the vehicle transmission in a neutral gear, and coupling the input (AN) and the output (AB) of the vehicle transmission in a drive gear for propelling the vehicle by closing at least one shift element (B). At least one transmission state is determined when the neutral gear is engaged, where a shift element (D) for a reverse gear of the vehicle transmission is closed at least partially if the transmission is in a state with increased drag losses when the neutral gear is engaged.

The invention relates to a multifunctional, flameproofed transmission control module [10] adapted for automatically altering transmission performance based on an alert received from a Proximity Detection System (PDS) [12]. The transmission control module [10] comprises a Proximity Detection Interface (PDI) [14] which is electronically linked to a PDS [12] and which is adapted to reduce transmission performance and vehicle speed the moment an obstacle is detected within a detection zone, and to allow an increase in transmission performance and vehicle speed the moment an obstacle is no longer detected within a detection zone.

A control device of a work vehicle includes a required output torque determination unit that determines a required output torque of the power transmission device based on an operation amount of the operation device and a traveling speed of the work vehicle, a traveling load estimation unit that estimates a traveling load torque related to a traveling load on the work vehicle, a required output torque correction unit that corrects the required output torque such that the required output torque is included in an allowable output torque range including an estimated traveling load torque, and a drive source control unit that outputs a control signal for the drive source based on a corrected required output torque.

A steering column assembly includes a jacket assembly. The steering column assembly also includes a transmission shift assembly operatively connected to the jacket assembly. The steering column assembly further includes a brake transmission shift interlock (BTSI) device comprising an inhibitor pin translatable between an extended position and a retracted position, the inhibitor pin preventing shifting of the transmission shift assembly out of a PARK position when the inhibitor pin is in the extended position. The steering column assembly yet further includes an inhibitor pin monitoring system. The inhibitor pin monitoring system includes a sensor operatively coupled to a stationary portion of the BTSI device, relative to the inhibitor pin. The inhibitor pin monitoring system also includes a magnetic ring operatively fixed coupled to the inhibitor pin, the sensor detecting when the inhibitor pin is in the extended position.

A steering column assembly includes a jacket assembly. The steering column assembly also includes a transmission shift assembly operatively connected to the jacket assembly. The steering column assembly further includes a brake transmission shift interlock (BTSI) device comprising an inhibitor pin translatable between an extended position and a retracted position, the inhibitor pin preventing shifting of the transmission shift assembly out of a PARK position when the inhibitor pin is in the extended position. The steering column assembly yet further includes an inhibitor pin monitoring system. The inhibitor pin monitoring system includes a sensor operatively coupled to a stationary portion of the BTSI device, relative to the inhibitor pin. The inhibitor pin monitoring system also includes a magnetic ring operatively fixed coupled to the inhibitor pin, the sensor detecting when the inhibitor pin is in the extended position.

A method to automatically control a drivetrain provided with a servo-assisted transmission; the method presents the steps of: measuring a rotation speed of the internal combustion engine; carrying out a downshift to a lower gear in an autonomous manner, when the rotation speed of the internal combustion engine reaches a lower threshold; carrying out an upshift to a higher gear in an autonomous manner, when the rotation speed of the internal combustion engine reaches an upper threshold; detecting a release of an accelerator pedal in a first instant; waiting, starting from the first instant, a time interval until a second instant, which is subsequent to the first instant; and increasing a value of the lower threshold starting from the second instant until a following pressing of the accelerator pedal, if in the second instant the rotation speed of the internal combustion engine still exceeds the lower threshold.