In order to control the disengagement limit position of a movable dog relative to a fixed dog of a motor vehicle transmission, the following steps are implemented: acquiring position values of the movable dog; detecting an abutment position of the movable dog against the fixed dog for a predefined period; and calculating the limit position from the position value of the movable dog in abutment against the fixed dog.

A method for maintaining an engine speed of an engine of a work vehicle includes sending a requested parameter indicative of the engine speed to an engine controller of the work vehicle. The method also includes receiving a measured parameter indicative of the engine speed. The method further includes determining whether the requested parameter is different from the measured parameter. The method also includes setting a controller-requested parameter indicative of the engine speed based at least in part on the requested parameter and the measured parameter. The method further includes sending the controller-requested parameter to the engine controller. The method accounts for speed and torque saturation in order to avoid windup in the controller.

A method for changing between a multiplicity of discrete transmission ratio stages in a motorcycle gearbox is provided. In response to a shift demand, during the torque-transmitting connection of a drive shaft of the drive machine to a gearbox input shaft, a gear-selection drum of the transmission is rotatable from a first shifting position to an intermediate position which is situated between the first and a second shifting position, before shifting to the second shift position. In the intermediate position, no drive torque can be transmitted from the gearbox input shaft to a gearbox output shaft. During the gear selection drum movement from the first shifting position and the intermediate position, the drum may be rotated to a rest position in which drive torque can be transmitted from the gearbox input shaft to a gearbox output shaft.

A method is provided to control a hybrid powertrain comprising engaging gears corresponding to a first gear pair connected with a first planetary gear in a gearbox with a first coupling device connecting two rotatable components in the first planetary gear; activating a second electrical machine to generate a propulsion torque on the output shaft via a second gear pair connected with a second planetary gear and the output shaft; disconnecting the first gear pair from the countershaft, by controlling the first electrical machine and a combustion engine connected with the first planetary gear to achieve a substantially zero torque state between the first gear pair; connecting the first gear pair to the countershaft, by controlling the combustion engine to achieve a synchronous rotational speed between the first gear pair; and activating the combustion engine and/or the first electrical machine to generate a propulsion torque on the output shaft.

A method is provided for controlling the position of a gearbox actuator in charge of engaging a ratio at the end of a preliminary phase of synchronizing two shafts of the gearbox via a torque-driven traction machine to bring the speed difference of the two shafts within a range enabling the mechanical coupling thereof. The method ensures that the speed measured on one of the two shafts converges with a speed observed as a function of the inertia value observed on this shaft relative to the value expected as a function of the gearbox actuator, and of an estimation of the machine torque.

A method for operating a motor vehicle having a transmission (1), the method including closing a first number of shift elements and opening a second number of shift elements in each selected, force locking gear ratio of the transmission (1); closing one shift element less, and therefore opening one shift element more than in a selected, force locking gear ratio when a transmission (1) is not force locking in the sailing mode; adjusting the respectively closed and opened shift elements as a function of at least one operating condition of the motor vehicle in the sailing mode; and checking, at least on the basis of the rotational speed of the transmission input shaft (2), whether a previously closed, positively locking shift element (A, F) to be opened is actually opened in the sailing mode during adjusting of the respectively closed and opened shift elements.

A method for operating a transmission, wherein the transmission is shifted from an original gear to a target gear, the method including: setting one of the shift elements located in a power flow of the transmission essentially load-free by use of an electric motor; opening the shift element essentially load-free in the first step; synchronizing a rotational speed between two shafts of the transmission by the electric motor or by a torque at the transmission input shaft, the two shafts to be connected in the target gear through a shift element not in the power flow of the transmission at the first step; and locking the shift element between the two shafts synchronized in the third step; wherein a change to a transmission ratio between the original gear and the target gear is greater than a change between the original gear and an adjacent gear.

A method of controlling an electric vehicle transmission includes: a torque-securing step of securing a predetermined spare torque to be generated by a motor in accordance with a current motor torque when a controller determines that there is a need for downshift from an upper gear step to a lower gear step; a slip-controlling step of generating a friction force through a servo clutch applying a friction force between an input shaft and a servo driving gear of a pair of servo gears; a shifting-to-neutral step of shifting to a neutral gear by disengaging a synchronizer for the upper gear step; a motor-synchronizing step of synchronizing a rotational speed of the motor with a desired speed of a lower gear step using the spare torque of the motor secured in the torque-securing step; a gear-engaging step of engaging a synchronizer for the lower gear step; and a clutch-disengaging step of finishing shifting by disengaging the servo clutch.

A control device for a vehicle is provided. The vehicle includes a transmission and an engine configured to input a torque into the transmission. The transmission has multiple transmission stages and includes a first engagement mechanism and a second engagement mechanism. The control device includes an ECU configured to: (a) control the second engagement mechanism when a second transmission stage is set such that the capacity of torque transmission of the second engagement mechanism is increased and a thrust for separating a first member and a second member of the first engagement mechanism from each other in an axial direction is generated; (b) calculate a decrement in an output torque of the transmission when the capacity of torque transmission of the second engagement mechanism is increased; and (c) increase a torque input into the transmission by the engine based on the decrement in the output torque by controlling the engine.

A method is provided for disengaging a tooth clutch of an inactive gear in a dual clutch transmission during vehicle acceleration or retardation. The dual clutch transmission includes an engaged active gear through which torque is transmitted between an engine and driven wheels, an engaged inactive gear to be disengaged, and an electric motor drivingly connected to a shaft of the inactive gear. The method includes controlling the electric motor to provide a compensational torque for temporarily decreasing or substantially eliminating torque transferred by the tooth clutch of the inactive gear, and disengaging the engaged inactive gear. The disclosure also concerns a corresponding dual clutch transmission, a computer program, a computer readable medium, and an electronic control unit for controlling the electric motor of a dual clutch transmission.