A control apparatus includes a select lever, an inhibitor switch, a manual valve, a first SOL, a second SOL, and a controller. The controller controls the first SOL and the second SOL such that a hydraulic pressure is supplied to a first friction element and a second friction element when the inhibitor switch detects a D range. The controller determines that an operation position is at an intermediate position when operations of the first friction element and the second friction element are not detected. The controller determines that the first SOL has a failure when the operation of the first friction element is not detected.

A method for CVT low oil pressure input clutch fill compensation includesperforming a garage shift when a modeled fill pressure is equal to a commanded modeled fill pressure. Then the line pressure is checked to determine if it is less than the commanded fill pressure when performing the garage shift. If so, then the modeled fill pressure is set to the line pressure and the primary and secondary actual pulley pressures are read by sensing devices. Next, the primary and secondary commanded pulley pressures are checked to determine if they are greater than the modeled fill pressure. If so, then a first dPressure value for the flow rate model based on the lowest of the modeled fill pressure, the primary actual pulley pressure, or the secondary actual pulley pressure is determined and it is used to compensate the flow rate model.

A vehicle includes a step-ratio automatic transmission having clutches engageable to provide forward and reverse gears, an electric machine selectively coupled to the transmission, a main pump powered by the electric machine and supplying oil to actuate selected transmission clutches, a gear selector configured for selecting a transmission gear, and a controller configured to stop the electric machine when the gear selector selects park or neutral, to operate the electric machine in a speed control mode using a higher controller gain in response to the gear selector selecting forward or reverse while the electric machine is stopped until the electric machine and the main pump reach a first speed threshold to reduce engagement delay of at least one of the transmission clutches, and to operate the electric machine using a lower controller gain when the electric machine and the main pump exceed the first speed threshold.

To reduce fuel consumption, a transmission is shifted into a neutral state, called neutral idle, when a vehicle stops in a drive mode. During a transition from a neutral idle state to an engaged state, the engine torque is controlled to avoid excessive shift energy and to mitigate acceleration drop. Specifically, the engine torque is set to a level equal to a sum of a transmission torque capacity and an offset, which is a function of accelerator pedal position. The transmission torque capacity is calculated based on the engaging shift element torque capacity and torque ratios associated with the kinematics and the torque converter. To accommodate noise factors such as variation over time, the offset function is adapted in response to measured clutch energy and acceleration drop.

A control system for a vehicle includes one or more controllers, wherein the control system is configured to: receive a driver gear shift request; determine if the vehicle is in a vehicle initialisation period; determine if a driver of the vehicle is actuating at least one brake of the vehicle; store the driver gear shift request in dependence-based at least in part on the determination that the vehicle is in the vehicle initialisation period and the driver is actuating at least one brake of the vehicle; determine if the vehicle initialisation period has ended; and control execution of the stored driver gear shift request when the vehicle initialisation period has ended.

A motor vehicle includes an electric drive machine and a coupling mechanism for switching between a coupling position, in which the electric drive machine is coupled to a drive wheel of the motor vehicle, and a decoupling position in which the electric drive machine is decoupled from the drive wheel. The motor vehicle further includes a parking lock device which has a parking lock element movable between a parking lock position, in which the parking lock element blocks a rotation of the drive wheel, and an unlocking position in which the parking lock element releases rotation of the drive wheel. The motor vehicle also includes an actuation device to actuate a clutch of the coupling mechanism, which clutch has a switching element for switching between the coupling position and the decoupling position, and moving the parking lock element between the parking lock position and the unlocking position.

To reduce fuel consumption, a transmission is shifted into a neutral state, called neutral idle, when a vehicle stops in a drive mode. During a transition from a neutral idle state to an engaged state, the engine torque is controlled to avoid excessive shift energy and to mitigate acceleration drop. Specifically, the engine torque is set to a level equal to a sum of a transmission torque capacity and an offset, which is a function of accelerator pedal position. The transmission torque capacity is calculated based on the engaging shift element torque capacity and torque ratios associated with the kinematics and the torque converter. To accommodate noise factors such as variation over time, the offset function is adapted in response to measured clutch energy and acceleration drop.

Provided is a shift control device for a vehicle in which an automatic transmission in which a gear stage is set based on data showing traveling states including at least a driving demand is mounted, the shift control device for a vehicle setting a neutral state where power is not transmitted by releasing an engagement mechanism engaged such that a predetermined gear stage is set in the automatic transmission when the driving demand becomes equal to or less than a predetermined value determined in advance during traveling, in which the shift control device for a vehicle is configured such that a virtual gear stage as an input rotation speed close to an input rotation speed of the automatic transmission in the neutral state is obtained based on a vehicle speed at a time point when the virtual gear stage is obtained and a gear ratio at a gear stage allowed to be set in the automatic transmission when a target gear stage based on the driving demand is set with the neutral state eliminated by the driving demand exceeding the predetermined value during the traveling in the neutral state, and the shift control device for a vehicle is configured such that control of a second shift toward the target gear stage is initiated during a first shift between a current gear stage to be set based on the data showing the traveling states during the elimination of the neutral state and the virtual gear stage.

A vehicle includes a step-ratio automatic transmission having clutches engageable to provide forward and reverse gears, an electric machine selectively coupled to the transmission, a main pump powered by the electric machine and supplying oil to actuate selected transmission clutches, a gear selector configured for selecting a transmission gear, and a controller configured to stop the electric machine when the gear selector selects park or neutral, to operate the electric machine in a speed control mode using a higher controller gain in response to the gear selector selecting forward or reverse while the electric machine is stopped until the electric machine and the main pump reach a first speed threshold to reduce engagement delay of at least one of the transmission clutches, and to operate the electric machine using a lower controller gain when the electric machine and the main pump exceed the first speed threshold.

A battery electric vehicle transmission with a disengaging function includes an input shaft, an output shaft, and an intermediate shaft. An input shaft gear is arranged around the input shaft and the input shaft is engaged with an intermediate gear on the intermediate shaft via the input shaft gear, the intermediate gear is engaged with an output gear on the output shaft, the input shaft is connected with an auxiliary drive motor, and the output shaft is connected with vehicle wheels. The transmission further includes a synchronizer, and an engagement sleeve of the synchronizer is driven by a shift mechanism to switch between an engagement position and a disengagement position of the input shaft gear. The shift mechanism includes a BLDC motor, a shift gear and a shift fork, the shift gear is driven by the BLDC motor to drive the shift fork to move linearly.