A control device for an automatic transmission is provided, which includes a friction engagement element, and a processor configured to execute gear change control logic configured to control a gear change operation by supplying and discharging hydraulic fluid for forming a gear stage to/from the friction engagement element, and lubricant supply control logic configured to control to switching operation of a supply amount of lubricant to the friction engagement element according to an operating state of a vehicle. The processor controls the gear change operation and the switching operation to not overlap with one another.

A power take-off arrangement (1) for a vehicle (5) that includes an input shaft (7), a main transmission member (9), a main coupling device (11), a first power take-off unit (13), a second power take-off unit (17), a first coupling device (15), and a second coupling device (19). The first coupling device (15) and the second coupling device (19) are configured to connect, in an engaged state, a respective power take-off unit (13, 17) to the main transmission member (9). The first and second coupling devices (15, 19) are connected to the main coupling device (11) such that the main coupling device (11) is controlled to be in the engaged state when any one of the first and second coupling devices (15, 19) is in the engaged state.

A method for operating an automatic transmission is provided. The method includes initiating a synchronization of a positive shifting element of the automatic transmission. The method also includes closing a first non-positive shifting element of the automatic transmission and positioning a second non-positive shifting element of the automatic transmission at an engaged configuration of the second non-positive shifting element during the synchronization of the first positive shifting element in order to synchronize the first positive shifting element.

A method for operating an automatic transmission is provided. The method includes initiating a synchronization of a positive shifting element of the automatic transmission while the automatic transmission is operating at less than a threshold output speed. The method also includes closing a first non-positive shifting element of the automatic transmission and positioning a second non-positive shifting element of the automatic transmission at an engaged configuration of the second non-positive shifting element during the synchronization of the first positive shifting element in order to synchronize the first positive shifting element.

Disclosed is a method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging the gears of the vehicle transmission, where, in a neutral gear an input (AN) and an output (AB) of the vehicle transmission are decoupled from one another, and where, in a driving gear the input (AN) and the output (AB) of the vehicle transmission are coupled to one another in order to propel the vehicle, by closing at least one shifting element (B). When the neutral gear is engaged, at least an actuation condition of a vehicle brake (11) and a transmission condition with elevated drag losses are detected, where, when the neutral gear is engaged, the shifting element (B) for the driving gear is vented if it is recognized that the vehicle brake (11) has been released and the transmission condition with elevated drag losses pertains.

Disclosed is a method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging the gears of the vehicle transmission, where, in a neutral gear an input (AN) and an output (AB) of the vehicle transmission are decoupled from one another, and where, in a driving gear the input (AN) and the output (AB) of the vehicle transmission are coupled to one another in order to propel the vehicle, by closing at least one shifting element (B). When the neutral gear is engaged, at least an actuation condition of a vehicle brake (11) and a transmission condition with elevated drag losses are detected, where, when the neutral gear is engaged, the shifting element (B) for the driving gear is vented if it is recognized that the vehicle brake (11) has been released and the transmission condition with elevated drag losses pertains.

A control device for an automatic transmission is provided, which includes a friction engagement element, and a processor configured to execute gear change control logic configured to control a gear change operation by supplying and discharging hydraulic fluid for forming a gear stage to/from the friction engagement element, and lubricant supply control logic configured to control to switching operation of a supply amount of lubricant to the friction engagement element according to an operating state of a vehicle. The processor controls the gear change operation and the switching operation to not overlap with one another.

A shift control device of a vehicle including an internal combustion engine and a multi-speed transmission in series, the shift control device comprises: a control portion providing a downshift control in which an input shaft rotation speed of the multi-speed transmission is increased through a torque-up of the internal combustion engine toward a post-shift input shaft rotation speed in a neutral state where a release-side engagement device to be released during a downshift of the multi-speed transmission is released, so as to engage an engagement-side engagement device to be engaged after the shift. In the case of a shift pattern having a large internal inertia of the multi-speed transmission, the control portion controls a torque capacity of the engagement-side engagement device to a value greater than zero before starting a torque-up control of the internal combustion engine.

A work vehicle includes a hydraulic main speed change clutch and a Hi-Lo clutch provided to a power transmission device for transmitting power to drive wheels, and a speed change control device configured to control vehicle speed in multi-stage manner by a combination of the main speed change clutch and the hydraulic Hi-Lo clutch. In shift-up operation for changing the speed from a low speed stage range to a high speed stage range in which a high speed clutch is used, before completion of speed change, the high speed clutch pressure is kept at a first pressure (Pa) higher than the low speed clutch pressure while the pressure of the main speed change clutch, which is a speed change source, is kept, so that the power is transmitted by a combination of the high speed clutch and the main speed change clutch, which is a speed change source.

A work vehicle includes a hydraulic main speed change clutch and a Hi-Lo clutch provided to a power transmission device for transmitting power to drive wheels, and a speed change control device configured to control vehicle speed in multi-stage manner by a combination of the main speed change clutch and the hydraulic Hi-Lo clutch. In shift-up operation for changing the speed from a low speed stage range to a high speed stage range in which a high speed clutch is used, before completion of speed change, the high speed clutch pressure is kept at a first pressure (Pa) higher than the low speed clutch pressure while the pressure of the main speed change clutch, which is a speed change source, is kept, so that the power is transmitted by a combination of the high speed clutch and the main speed change clutch, which is a speed change source.