A control device for an automatic transmission includes: a transmission gear ratio control section configured to control the transmission gear ratio so that a rotation speed of the output element rapidly becomes closer to a rotation speed of the internal combustion engine, a first engagement control section configured to perform a first engagement control to be brought to the full engagement state after the rotation of the internal combustion engine is increased in the slip engagement state while a torque transmission capacity of the lockup clutch is increased when the lockup clutch is switched through the slip engagement state to the full engagement state by an ON operation of an accelerator of the vehicle, the transmission gear ratio control being prohibited during the first engagement control by the first engagement control section.

Provided is a hydraulic oil control device having a shifting control unit configured to, in a case where, when upshifting is performed, a number of revolutions of an input shaft connected to a to-be-engaged clutch is higher than a number of revolutions of the engine, or a case where, when downshifting is performed, the number of revolutions of the input shaft is lower than the number of revolutions of the engine, supply the to-be-engaged clutch with a hydraulic oil having a pressure equal to or higher than a predetermined standby pressure, and then to supply the to-be-engaged clutch with the hydraulic oil having the standby pressure, and then configured to cause the to-be-engaged clutch to be engaged by supplying the to-be-engaged clutch with the hydraulic oil having a pressure higher than the standby pressure.

A method for operating a motor vehicle, the motor vehicle including a prime mover (1), a transmission (2), and a driven end (3), wherein the transmission (2) is an automatic or automated transmission and is connected between the prime mover (1) and the driven end (3). The method includes activating a sailing mode of the motor vehicle depending on at least one operating condition of the motor vehicle; performing a gear select interlock in the transmission (2), while maintaining the sailing mode, when the sailing mode is active; and deactivating the sailing mode is subsequently depending on at least one operating condition of the motor vehicle. The gear select interlock is implemented in the transmission (2) depending on a rotational speed of the prime mover (1) and depending on synchronous speeds of the gears of the transmission (2).

Method for controlling the claw coupling of two gearbox elements initially rotating at different speeds when the driver or the box computer requests claw coupling, characterized in that, in a first phase, the difference in rotational speed of the rotary elements is brought by a regulator to a non-zero reference value without any translational movement of the rotary elements toward one another, and in that the movement of the rotary elements until they are claw-coupled occurs in a second phase that begins when the difference in rotational speed reaches its desired value, during which phase the difference perceived by the regulator is modulated by a factor (F) that is a function of the raw difference between the measured value and the reference value.

When an inertia phase has started while torque phase control is being executed, the torque phase control is ended, a target torque capacity of an engaging element in inertia phase control is corrected on the basis of a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element at the time when the torque phase control has completed (or a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element, which is set at the time when the inertia phase control has started), and the inertia phase control is started.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

In a hybrid vehicle, rotational speed control on a motor/generator connected to a first engagement clutch is carried out when there is a gear shift request to a gear shift stage at which the first engagement clutch of the multistage gear transmission is meshingly engaged. A transmission control unit is provided for outputting a meshing engagement instruction to the first engagement clutch when a rotational speed feedback control causes a differential rotation speed of the first engagement clutch to be within a range of a synchronization determination rotational speed. Upon executing the rotational speed feedback control on the motor/generator, this transmission control unit reduces the efficacy of the rotational speed feedback control less than before starting of the meshingly engagement, when the meshing engagement of the first engagement clutch is started.

When an inertia phase has started while torque phase control is being executed, the torque phase control is ended, a target torque capacity of an engaging element in inertia phase control is corrected on the basis of a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element at the time when the torque phase control has completed (or a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element, which is set at the time when the inertia phase control has started), and the inertia phase control is started.

A gear shifting method is for use in electric vehicles. The gear shifting method includes a speed adjustment process in which a speed adjustment request is issued to adjust the rotational speed of the drive motor of the electric vehicle, ensuring that the absolute rotational speed difference between the output-side engagement component and the input-side engagement component remains within the range of 10 rpm to 30 rpm when the input-side engagement component and the output-side engagement component of the transmission, driven by the drive motor, are disengaged. The method also includes an engagement process in which an engagement command is issued after the completion of the speed adjustment process, so as to engage the input-side engagement component with the output-side engagement component for gear engagement.

A device and method to detect and resolve a tooth-on-tooth situation of a gearbox (40) are provided. The device (20) includes at least one processing circuit (30) configured to obtain a gearbox actuator position (16) indicative of a position of an actuator member (52, 53) of a gearbox actuator (50). The at least one processing circuit (30) is configured to process the gearbox actuator position (62) to detect a tooth-on-tooth situation and to trigger a corrective procedure to resolve the tooth-on-tooth situation. The corrective procedure includes triggering, by the at least one processing circuit (30), a rotational speed pulse (67, 68) or several rotational speed pulses (67, 68) for an input shaft (45) of the gearbox (40) to resolve the tooth-on-tooth situation.