Systems and methods for transitioning a hybrid vehicle from park or neutral to drive or reverse are presented. In one example, a requested engine speed is adjusted in response to a transmission disengaging indication and a transmission disengaging timer when a transmission is being disengaged from a gear. In another example, the requested engine speed is adjusted in response to a transmission engaging indication and a transmission engaging timer when the transmission is being engaged to a gear.

Systems and methods for transitioning a hybrid vehicle from park or neutral to drive or reverse are presented. In one example, a requested engine speed is adjusted in response to a transmission disengaging indication and a transmission disengaging timer when a transmission is being disengaged from a gear. In another example, the requested engine speed is adjusted in response to a transmission engaging indication and a transmission engaging timer when the transmission is being engaged to a gear.

A control method for a power train system that includes a clutch position sensor, a processor, and a manual transmission includes converting a gear stage selected by a shift lever of the manual transmission to a control shift range of an automatic transmission, sending specific information that enables identification of the converted control shift range to the control device configured to control motion of a vehicle in cooperation with the power train system, and holding, when operation of a clutch is detected by the clutch position sensor configured to detect operation of the clutch, specific information that enables identification of the control shift range at a time at which operation of the clutch is started, as the specific information to be sent to the control device.

A Controller constitutes a control device for a vehicle having an automatic transmission on which a shift-by-wire system is mounted. The controller changes display of an range indicator to N-range display after disengagement determination of an power transmission clutch is made when a shifting operation from a D range to a N range is performed.

Ideally, when a transmission is in Neutral, no torque should be exerted on the vehicle wheels by the powertrain. However, even with all clutches in a gearbox disengaged, some torque may be transmitted from a turbine shaft to the transmission output due to clutch drag and transmission component inertia. To avoid transmitting torque, a subset of clutches may be engaged to produce an input tie-up state, this holding the turbine shaft against rotation while permitting rotation of the output element.

A method for operating a drivetrain of a motor vehicle includes elevating a system pressure acting on a plurality of shift elements (A, B, C, D, E, F) when one of at least one positively locking shift element (A, F) is closed in a force-locking-free state, increasing a torque output by a drive assembly (15) and then subsequently reducing the torque output by the drive assembly (15) while the system pressure is elevated by an intervention with the drive assembly (15), and reducing the system pressure after reducing the torque output by the drive assembly (15). The one of the at least one positively locking shift element (A, F) closed in the force-locking-free state or another one of the at least one positively locking shift element (A, F) is opened while the system pressure is elevated and the torque output by the drive assembly (15) changes.

A method and system of controlling a drive-neutral-drive (D-N-D) shift in a multi-speed transmission. The method includes receiving a drive to neutral (D-N) shift request followed by a neutral to drive (N-D) shift request; initiating a drive to neutral (D-N) shift and determining an attained gear; determining a scheduled gear; determining if the scheduled gear is equal to the attained gear; and determining whether an off-going clutch for the drive to neutral (D-N) shift is in a hold state. The method further includes (I) aborting the drive to neutral (D-N) shift when (i) the scheduled gear is not equal to the attained gear and (ii) the off-going clutch for the (D-N) shift is in the hold state, or (II) completing a shift to neutral (N) when the off-going clutch for (D-N) shift is not in the hold state followed by shifting back drive (D).

A method and system of controlling a drive-neutral-drive (D-N-D) shift in a multi-speed transmission. The method includes receiving a drive to neutral (D-N) shift request followed by a neutral to drive (N-D) shift request; initiating a drive to neutral (D-N) shift and determining an attained gear; determining a scheduled gear; determining if the scheduled gear is equal to the attained gear; and determining whether an off-going clutch for the drive to neutral (D-N) shift is in a hold state. The method further includes (I) aborting the drive to neutral (D-N) shift when (i) the scheduled gear is not equal to the attained gear and (ii) the off-going clutch for the (D-N) shift is in the hold state, or (II) completing a shift to neutral (N) when the off-going clutch for (D-N) shift is not in the hold state followed by shifting back drive (D).

A method is provided for controlling a gear shift from a forward gear to a reverse gear in a transmission arrangement, the method including the steps of: positioning a first locking mechanism and a first connecting mechanism at least in a partially engaged state for reducing a rotational speed of a planet carrier of a second planetary gear set; and positioning a second locking mechanism in an engaged state when a rotational speed of the planet carrier of the second planetary gear set is below a predetermined threshold limit.

A powershift transmission for an agricultural machine includes a transmission housing, an input shaft unit and an output shaft, wherein the input shaft unit and the output shaft extend at least in sections within the transmission housing. An auxiliary shaft is arranged parallel to but offset between the input shaft unit and the output shaft. The input shaft unit and the auxiliary shaft are connected to one another via a front-mounted range unit, and the auxiliary shaft and the output shaft are connected to one another via a rear-mounted range unit. The front-mounted and rear mounted range units each includes at least two gear wheel pairs, the at least two gear wheel pairs being individually coupled or decoupled. The auxiliary shaft unit includes a first auxiliary shaft and a second auxiliary shaft, where the first and second auxiliary shafts are coupled to one another via a reduction gear unit.