A speed change control apparatus includes a shifting operation unit, a speed change controller, a deceleration detector, a gradient acquiring unit, and an allowable revolution number setting unit. The speed change controller changes the speed ratio of the automatic transmission on the basis of a shifting operation received by the shifting operation unit. In a case where the shifting operation unit receives a downshift request during deceleration of the vehicle, the allowable revolution number setting unit sets high-speed downshift allowable revolution number on the basis of the deceleration rate of the vehicle detected by the deceleration detector and the road-surface gradient acquired by the allowable revolution number setting unit. The speed change controller executes downshifting in a case where: the shifting operation unit receives the downshift request during the deceleration of the vehicle; and engine revolution number becomes equal to or smaller than the high-speed downshift allowable revolution number.

An apparatus and a method for controlling driving of a vehicle may include a first sensor that detects whether an accelerator pedal is pressed, a second sensor that detects a number of RPM of an engine, and a controller that determines whether the vehicle coasts based on whether the accelerator pedal is pressed, and determines whether to change a gear ratio of a transmission based on the number of RPM of the engine so that the coasting distance is increased in the coasting deceleration section, improving the fuel efficiency.

A system, method, and computer readable storage device are provided for providing a dynamic tachometer. Based on various signal inputs from a plurality of data sources, a tachometer may be dynamically modified to include visual information and assistance to the driver in relation to the vehicle's engine speed (i.e., revolution speed of the vehicle's crankshaft). The tachometer may include one or a combination of: dynamic shift point indicators, a target engine speed range indicator, an overspeed indicator, and a power take-off mode indicator.

To provide a shift apparatus capable of preventing a vehicle from entering a different travel state even when a state in which a range position cannot be identified occurs due to the range position being set between ranges or due to a fault. A shift apparatus of a vehicle, the shift apparatus including: a shift member that is enabled to switch to any of a plurality of predetermined ranges by performing a rotation operation of a dial-type operation member; and range position detection means configured to detect a predetermined range position of the shift member; wherein, if a state in which the range position cannot be detected continues for a predetermined time or more, notification means is operated irrespective of the rotation operation.

A method for controlling gear shifting, including: acquiring a current gear-shifting parameter of the vehicle (101); according to the current gear-shifting parameter and a preset target rotational speed, determining a gear-shifting inputted rotational speed (102); and when a rotational speed of the vehicle reaches the gear-shifting inputted rotational speed, controlling a shifting fork to start up a gear-shifting operation (103). The method for controlling gear shifting presets the target rotational speed of the gears, and, according to the current gear-shifting parameter of the vehicle that is acquired in real time and the preset target rotational speed, inversely calculates the gear-shifting inputted rotational speed, whereby the gear-shifting inputted rotational speed is an accurate gear-shifting inputted rotational speed that matches with the current condition of the vehicle. When the rotational speed of the vehicle reaches the gear-shifting inputted rotational speed, the shifting fork is controlled to start up a gear-shifting operation, which can realize the accurate gear shifting of the vehicle, which greatly improves the stability of the vehicle when a dual-clutch automatic transmission is performing gear shifting.

The gear position measuring device includes a switch, an output unit, a processor, and a storage. The switch includes multiple individual contacts respectively corresponding to the multiple gear positions. The multiple individual contacts are separated into multiple gear position groups that include at least two of the multiple individual contacts. The output unit includes circuits so that the individual contacts for the gear positions of each of the multiple gear position groups are connected to the same circuit, thereby being able to output from the circuits that are different for each of the multiple gear position groups. When an output value from the output unit is changed, the processor determines a current gear position on the basis of the gear position stored in the storage and the multiple gear positions corresponding to the output value from the output unit.

A control apparatus includes an input torque acquisition unit acquiring an input torque input to an automatic transmission input shaft, a clutch torque acquisition unit acquiring a clutch torque of a clutch operated to change a gear stage of the transmission, a torque determination unit determining a change of the input torque and the clutch torque from a first state in which one of the input torque and the clutch torque is greater than the other to a second state in which the other one is greater than the one, a gear ratio calculation unit calculating an intermediate gear ratio between pre-shift and post-shift gear ratios, and a torque calculation unit, when the torque determination unit determines a change of the input torque and the clutch torque from the first state to the second state, executing a process of calculating a target engine torque based on the intermediate gear ratio.

A method for learning a reference position of a DCT gear motor is proposed. The method includes: a first voltage supply step of supplying voltage to the motor to allow the motor to rotate to a stored reference point; a second voltage supply step of repeating a process that increases the level of the voltage supplied to the motor to a higher level than the level of the voltage applied in the first voltage supply step and decreases the level, wherein the voltage is supplied to the motor to gradually increase the level thereof; a step of monitoring a position change of the motor; a step of stopping voltage supply to the motor when a temporary position change is generated in the motor to remove the temporary position change; and a step of setting the current position of the motor as a new reference point.

The disclosure provides a vehicle and a method for controlling the vehicle. The vehicle includes: an engine; a transmission configured to transmit power from the engine to drive wheels; a deceleration factor detection device configured to detect a deceleration factor that is present ahead of the vehicle; and an electronic control unit configured to maintain a speed ratio of the transmission as a current speed ratio on condition that the deceleration factor is detected by the deceleration factor detection device, and change the speed ratio stepwise to a lower speed side than the current speed ratio and maintain the changed speed ratio, in response to a deceleration request from a driver.

A speed change control apparatus includes a shifting operation unit, a speed change controller, a deceleration detector, a gradient acquiring unit, and an allowable revolution number setting unit. The speed change controller changes the speed ratio of the automatic transmission on the basis of a shifting operation received by the shifting operation unit. In a case where the shifting operation unit receives a downshift request during deceleration of the vehicle, the allowable revolution number setting unit sets high-speed downshift allowable revolution number on the basis of the deceleration rate of the vehicle detected by the deceleration detector and the road-surface gradient acquired by the allowable revolution number setting unit. The speed change controller executes downshifting in a case where: the shifting operation unit receives the downshift request during the deceleration of the vehicle; and engine revolution number becomes equal to or smaller than the high-speed downshift allowable revolution number.