A system includes an engine, a transmission driven by the engine, and a controller. The controller is configured to receive a speed input, receive feedback indicative of a load of the engine at a current engine speed, compare the load to a predetermined load threshold at the current engine speed, determine an expected engine speed based at least on the current engine speed, a current gear ratio, and an expected gear ratio, determine an estimated engine power at the expected engine speed and a current engine power at the current engine speed, and command a gear downshift when the load is greater than or equal to the predetermined load threshold and when the estimated engine power is greater than the current engine power.

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 controlling power takeoff (PTO) clutch engagement includes determining an output clutch speed, adjusting a clutch current at a predetermined rate, estimating an inertial load of a PTO implement and adjusting the clutch current for one or more times at a time interval, and selecting a clutch control algorithm configured for the inertial load of the PTO implement.

A method for controlling PTO clutch engagement includes determining a first change in clutch speed based on an inertial load of a PTO implement. The method also includes determining a second change in clutch speed based on a threshold amount of energy of a PTO clutch. The method further includes determining a third change in clutch speed between the first change in clutch speed and the second change in clutch speed. The method also includes adjusting a clutch current based on the third change in clutch speed.

An agricultural vehicle includes an engine, a transmission driven by the engine, and a controller. The controller, in operation, adjusts a gear ratio of the transmission using an algorithm. The algorithm, in operation, performs the following steps: reduce a torque capacity of a first offgoing clutch of the transmission to a first torque target, reduce the torque capacity of the first offgoing clutch to a second torque target while adjusting the torque capacity of a first oncoming clutch of the transmission to a third torque target, such that the gear ratio of the transmission is modified in a first direction, and increase the torque capacity of the first oncoming clutch to a desired torque capacity.

Apparatus, system and method for providing supplementary power. A vessel is configured to receive and contain hydraulic fluid, where the vessel includes a piston configured within the vessel to be vertically displaced by the hydraulic fluid and provide pressure from the weight of the piston to a fluid supply line. A solenoid valve is operatively coupled to the fluid supply line; and connected to a flywheel power supply that includes a flywheel and a hydraulic drive adapter, wherein the hydraulic drive adapter is operatively coupled to the solenoid valve via the fluid supply line. A signal is received indicating a power outage, where the solenoid valve is further configured to open in response to the signal and provide the hydraulic fluid pressurized by the piston to the hydraulic drive adapter and causes the flywheel to operate and provide the supplementary power.

In one aspect, a computer-implemented method for preventing centrifugal clutch lock-ups within a work vehicle transmission may generally include transmitting a signal associated with disengaging a clutch of the transmission, wherein the clutch includes a hydraulic actuator having a pressure relief valve. The method may also include monitoring a pressure of the hydraulic fluid supplied to the actuator relative to a predetermined pressure threshold and monitoring a rotational speed of a clutch can associated with the clutch relative to a predetermined speed threshold, wherein the speed threshold is defined relative to a lock-up speed associated with the clutch can. In addition, the method may include transmitting a lock-up signal associated with limiting the rotational speed of the clutch can and/or providing an indication that a clutch lock-up is likely to occur when the pressure exceeds the pressure threshold and the rotational speed exceeds the speed threshold.

A hydraulic system for a vehicle clutch assembly can include a pump and a purge valve for regulating hydraulic pressure supplied to the clutch. The hydraulic pressure at the pump can be set to a value higher than the operating pressure for the clutch. The purge valve can be configured to purge hydraulic pressure from the hydraulic system so that an optimum, controllable, and/or pre-determined operating pressure can be supplied to the clutch. The system can be configured to provide accurate control of the clutch(es), continuous cooling capacity to the hydraulic system components, lateral torque control when two separate hydraulic circuits are used, weight and cost reduction of the vehicle clutch, as well as other vehicle functions and characteristics.

The disclosure discloses a control unit for electrohydraulic actuation of motor vehicle assemblies, having a main housing and at least one valve unit which can be inserted into the main housing. The valve unit has a metal valve housing for receiving an electrically actuable valve, a plug housing which is fastened to the valve housing and is formed from a plastics material, and a connection contact which is received in the plug housing and can be electrically connected to the valve. A clamping contact for electrically connecting the connection contact of the valve unit to an actuating electronics system is connected to the main housing. The plug housing forms a dielectric resistance between the clamping contact and the valve housing. An installation space-saving and safe control unit is rendered possible owing to the fact that the plug housing forms a dielectric resistance between the clamping contact and the valve housing.

The hydraulic circuitry of a factory installed automatic automotive transmission is modified to include a check ball and spring to limit balance oil to a predetermined pressure applied to first end of the clutch regulator valve. When the onboard automobile computer ramps up solenoid oil pressure applied to the clutch regulator valve through a gain valve that acts on a first end of the clutch regulator valve, this pressure is opposed by a spring as well as clutch balance oil pressure that is routed and applied to a second opposite end of the clutch regulator valve. The arrangement limits the balance oil pressure applied to the second end of the clutch regulator valve to a predetermined maximum value so the onboard computer regulates the clutch up to that predetermined value. When the pressure/force applied to the second end of the clutch regulator valve exceeds the predetermined maximum value, a check ball disposed at the second end of the clutch regulator valve, held in place by a spring, is displaced and unseated from a seat in a valve bore, resulting in the exhaust or leaking of the balance oil applied to the second end of the clutch regulator valve so that the oil pressure applied to the first end of the clutch regulator valve is no longer opposed by the balance oil applied to the second end of the clutch regulator valve, thereby enabling the clutch regulator valve to quickly move in a direction to complete the shift and to hold added engine power during the shift.