A control device of an automatic transmission controls an automatic transmission 1 comprising a transmission mechanism 3 including a plurality of engagement elements, and a hydraulic oil supply device 4 supplying hydraulic oil to the transmission mechanism The control device of the automatic transmission comprises an engagement element control part 41 configured to use the hydraulic oil supply device to make the plurality of engagement elements change between an engaged state and a disengaged state; and a deceleration degree calculating part 42 configured to calculate a target deceleration degree of a vehicle in which the automatic transmission is provided. The engagement element control part is configured to make the engagement element in the disengaged state engage so that the vehicle decelerates if the target deceleration degree is equal to or more than a predetermined value when an increase in temperature of hydraulic oil in the automatic transmission is demanded.

A gear change control device according to an embodiment includes a detection unit configured to detect the gear stage of a transmission and measure the input rotation rate of the transmission and the rotation rate of an engine and a controller configured to decrease the torque of a clutch to a second reference value from a first reference value when a first time elapses from a time point at which the rotation rate of the engine and the input rotation rate of the transmission become different from each other due to a gear change from a certain gear stage to a gear stage one or a plurality of stages higher than the certain gear stage that is performed by the transmission.

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 method (200) for the open-loop control of a gearbox (100) that includes a first and a second proportionally controllable shift element (A-F) is provided. The method includes disengaging (215) the first shift element (A-F) according to a first control profile and engaging (220) the second shift element (A-F) of the gearbox (100) according to a second control profile. The first control profile includes a first variable portion which is determined as a function of a temperature of the gearbox (100).

A control device of an automatic transmission controls an automatic transmission 1 comprising a transmission mechanism 3 including a plurality of engagement elements, and a hydraulic oil supply device 4 supplying hydraulic oil to the transmission mechanism The control device of the automatic transmission comprises an engagement element control part 41 configured to use the hydraulic oil supply device to make the plurality of engagement elements change between an engaged state and a disengaged state; and a deceleration degree calculating part 42 configured to calculate a target deceleration degree of a vehicle in which the automatic transmission is provided. The engagement element control part is configured to make the engagement element in the disengaged state engage so that the vehicle decelerates if the target deceleration degree is equal to or more than a predetermined value when an increase in temperature of hydraulic oil in the automatic transmission is demanded.

A method of controlling a dual clutch transmission power on up shift including an on-coming clutch and an off-going clutch. The method includes implementing a prep phase comprised of decreasing torque on the off-going clutch, monitoring the off-going clutch speed to determine a slip point, and adding a bump torque to the off-going clutch when the off-going clutch reaches the slip point. The method implements a torque phase transferring torque from the off-going clutch to the on-coming clutch by increasing torque on the on-coming clutch towards an engine torque, decreasing torque on the off-going clutch, and simultaneously keeping the combination of torques greater than the slip point.

A powertrain of a vehicle can be operated. The powertrain can have at least one transmission housing, a clutch assembly which is arranged therein and which comprises a clutch that operates in a positively locking manner, and an actuation unit for actuating the clutch. The clutch comprises at least one first clutch component, which can be moved along an axial direction, and a second clutch component, said clutch components being connected together in a form-fitting manner upon actuating the clutch; wherein the actuation unit comprises an electromagnetic actuator with a piston, and the piston is moved from a starting position into an end position along the axial direction upon actuating the clutch, thereby moving the first clutch component.

A shift control method for a DCT vehicle, which adjusts a time required to shift gears through clutch control in a DCT. The shift control method includes controlling a release-side clutch such that the release-side clutch is partially disengaged by a controller when gear shifting is initiated in a state in which an accelerator pedal is not pressed, performing synchronization control by partially applying an apply-side clutch torque in an initial stage of synchronization such that an engine rotational speed follows and synchronizes an apply-side input shaft speed, and partially applying a release-side clutch torque in a last stage of synchronization by the controller, and performing torque hand-over control such that an apply-side clutch is engaged while the release-side clutch is disengaged by the controller, after performing the synchronization control.

A method of controlling a dual clutch transmission power on up shift including an on-coming clutch and an off-going clutch. The method includes implementing a prep phase comprised of decreasing torque on the off-going clutch, monitoring the off-going clutch speed to determine a slip point, and adding a bump torque to the off-going clutch when the off-going clutch reaches the slip point. The method implements a torque phase transferring torque from the off-going clutch to the on-coming clutch by increasing torque on the on-coming clutch towards an engine torque, decreasing torque on the off-going clutch, and simultaneously keeping the combination of torques greater than the slip point.

A method for controlling a drivetrain of a vehicle during a shift process is described. The drivetrain includes a drive engine which is connected via a bow spring dual-mass flywheel to a transmission which can be uncoupled by way of a clutch. The bow spring dual-mass flywheel includes a bow spring which is arranged in a bow spring channel. The method includes detecting that the clutch is closed within the scope of a shift process. Furthermore, the method includes generating a torque intervention at the bow spring dual-mass flywheel independently of a torque request by a driver of the vehicle, in such a way that the bow spring is arranged on the same side of the bow spring dual-mass flywheel after the closing of the clutch as before the opening of the clutch.