An anomaly determination apparatus for a vehicle that includes a transmission includes an execution device and a memory device. The memory device is configured to store map data that defines pre-trained map, which has been trained through machine learning. When a variable representing time-series data of a rotation speed of a gear is fed to the map as an input variable, the map outputs a state variable representing a state of the gear as an output variable. The execution device is configured to execute: an obtaining process that obtains the variable representing the time-series data as a value of the input variable; and a determination process that determines whether there is an anomaly in the transmission based on a value of the output variable that is output by the map when the value of the input variable is fed to the map.

Methods and systems for generating control instructions for a plurality of transmissions having dissimilar gear configurations via a common software framework are described. In one example, the common software framework provides a graphic interface whereby a user/implementer describes configurations of different transmissions. The software framework generates instructions for different transmission controllers that shift the transmissions.

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 straddled vehicle includes a gear position sensor abnormality detector which is configured to detect an abnormality of a gear position sensor which is provided at a crankshaft-supporter-integrated transmission supporter. The gear position sensor abnormality detector determines that the gear position sensor has an abnormality when the shift of a straddled vehicle from a stopped state to a running state is detected based on a signal from a rotation speed sensor while the gear position detected by the gear position sensor is included in a high-speed gear position class. Furthermore, the gear position sensor abnormality detector determines that the gear position sensor has an abnormality when the gear position detected by the gear position sensor is included in a low-speed gear position class and is different from a gear position estimated based on a signal from a crankshaft sensor and a signal from the rotation speed sensor.

A continuously variable powertrain device for a work vehicle includes a hydraulic static transmission to output a continuously shifted motive power while continuously varying a velocity of a motive power received from an engine, a planetary transmission to receive the motive power from the engine and the continuously shifted motive power and to output a compound motive power, a pressure detector to detect a hydraulic pressure in a closed circuit of the hydraulic static transmission, a planetary clutch mechanism to switch a shift level of the planetary transmission, and a powertrain controller to control actuation of the hydraulic static transmission and the planetary transmission based on a shift command.

A method for determining the engaged gear in a manual gearbox of a vehicle comprising a number of gears is described, wherein the vehicle comprises an engine, the manual gearbox, and at least one clutch. The method comprises the following steps: determination of the revolution rate of the engine as a function of time; differentiating the determined revolution rate of the engine against time; determination of the speed of the vehicle; and determination of the engaged gear based on characteristic curves of the revolution rate of the engine as a function of time for a number of the gears in the case of a fixed rate of engagement of the clutch, the revolution rate of the engine, the differential of the revolution rate of the engine against time and the speed of the vehicle.

A computer system (e.g., an on-board vehicle computer system) creates or updates a mapping of transmission gears and respective driveline ratios during operation of the vehicle. The system obtains a current engine speed and vehicle speed and calculates a current driveline ratio for the vehicle based on the current engine speed and vehicle speed. If the driveline is engaged, the system updates the mapping based at least in part on the current driveline ratio. Performing the update may include adding a new transmission gear or updating an existing transmission gear in the mapping, or removing a duplicate transmission gear from the mapping. Applications include cruise control, predictive cruise control, predictive shifting, and selecting a gear for a specific purpose (e.g., for descending a hill).

A continuously variable powertrain device for a work vehicle includes a hydraulic static transmission to output a continuously shifted motive power while continuously varying a velocity of a motive power received from an engine, a planetary transmission to receive the motive power from the engine and the continuously shifted motive power and to output a compound motive power, a pressure detector to detect a hydraulic pressure in a closed circuit of the hydraulic static transmission, a planetary clutch mechanism to switch a shift level of the planetary transmission, and a powertrain controller to control actuation of the hydraulic static transmission and the planetary transmission based on a shift command.

A controller executes a feedback control of a transmission so that an actual speed ratio reaches a target speed ratio. The controller includes first and second phase lead compensators configured to perform phase lead compensation of a feedback primary command pressure, a lead compensation on/off determination unit configured to determine to set on or off the phase lead compensation, and an advance amount filter unit configured to smooth a change of a gain according to on/off determination of the phase lead compensation when the phase lead compensation is on/off-switched.

An automatic transmission capable of properly judging faults of a switching mechanism is provided. A control part ECU of the automatic transmission TM has an actual change gear ratio calculating part 10 and a fault judging part 11. Under a condition that the control part ECU has recognized that the first brake device B1 is switched to a reverse rotation preventing state, if the actual change gear ratio is kept to be an actual change gear ratio prior to a reduction of a rotational speed of a drive source ENG when the rotational speed of the drive source ENG is reduced, then the fault judging part 11 judges that a first brake B1 has a fault.