A method is provided for controlling a gear change in the case of a non-synchronized dog-shift transmission having at least one shift fork controllable by way of a selector drum, wherein, by way of a position sensor on the selector drum, the rotational position of the selector drum is sensed and is transmitted to an electronic control unit for controlling a drive motor. By use of the sensed rotational position, the control unit detects whether the/a shift fork is in an intermediate position, in which none of the two possible gears associated with the shift fork is engaged. If the shift fork is in the intermediate position, the rotational speed of the drive motor is controlled to a middle value between the target rotational speeds of the two possible gears if in addition the clutch between the drive motor and the dog-shift transmission is open.

The present invention addresses the problem of obtaining an electronic control device for a vehicular automatic transmission that suppresses sudden acceleration, sudden deceleration, and gear shift shock that occur when the transmission moves into a fail-safe mode due to the electronic control device stopping during a main CPU abnormality. An electronic control device 100 for a vehicular automatic transmission has: a main CPU 3 that performs gear shift control for the vehicular automatic transmission; and a sub-CPU 4 that detects abnormalities in the main CPU 3. When the sub-CPU 4 detects an abnormality in the main CPU 3 while the vehicle is traveling, the sub-CPU 4 stops the gear shift control executed by the main CPU 3. Next, when the control status of the vehicular automatic transmission is in a state of maintaining the gear position, the sub-PCU 4 continues the maintaining of the gear position; when the control status is in a state of changing the gear position, the sub-PCU 4 continues a gear shift operation for the gear position, and, instead of the main CPU 3, performs alternative control for maintaining the gear position after the gear position is changed. Subsequently, as a result of a stop in the traveling of the vehicle, the sub-PCU 4 finishes the alternative control and abnormally stops the electronic control of the automatic transmission.

A power system includes an engine; a sensor to determine an engine speed; and a transmission. The transmission includes an input element configured to receive the power from the engine as input torque; an output element configured to provide at least a portion the power from the engine as output torque; and a clutch arrangement to transform the input torque into output torque. The clutch arrangement includes at least one clutch selectively positionable between a fully engaged state, a partially engaged state in which a portion of the input torque is transformed into the output torque, and a fully disengaged state. A controller is coupled to the at least one clutch and configured to generate clutch commands based at least in part on the engine speed to position the at least one clutch into the fully engaged state, the partially engaged state, or the fully disengaged state.

Disclosed is a method for operating a multi-speed vehicle transmission having a plurality of shift elements (A, B, C, D, E) for engaging the gears of the vehicle transmission. The method includes decoupling between an input (AN) and an output (AB) of the vehicle transmission in a neutral gear, and coupling the input (AN) and the output (AB) of the vehicle transmission in a drive gear for propelling the vehicle by closing at least one shift element (B). At least one transmission state is determined when the neutral gear is engaged, where a shift element (D) for a reverse gear of the vehicle transmission is closed at least partially if the transmission is in a state with increased drag losses when the neutral gear is engaged.

A transmission structure of the present invention causes, during a period from a time point when a rotational speed of a drive rotational power reaches a predetermined first/second speed stage shift-up start speed until a first/second speed stage shift-up end time point, one of an input-side clutch mechanism pair and an output-side clutch mechanism pair to be in a double transmitting state, and causes, in the double transmitting state, a first clutch mechanism and a second clutch mechanism of the other one of the input-side clutch mechanism pair and the output-side clutch mechanism pair to be shifted to a disengagement sate and an engagement state, respectively, while having frictional plate slid.

Methods and system are described for changing a driveline gear range from a higher gear range to a lower gear range. The driveline may include two electric machines and four clutches in a four wheel drive configuration. The methods and systems permit a driveline to change from a higher gear range to a lower gear range without stopping a vehicle.

An apparatus configured for controlling shift of a vehicle and a method therefore are provided. The apparatus include a storage storing a deep learning model, learning of which is completed; and a controller that predicts a vehicle speed and an accelerator position sensor (APS) value for each future time point according to the deep learning model, predicts a gear stage for each future time point using the predicted vehicle speed and the predicted APS value, and controls the shift of the vehicle based on the gear stage for each future time point, thus preventing a busy shift phenomenon and preventing an acceleration delay phenomenon.

A wheel speed sensing system for a work vehicle having an engine, a transmission, a differential, and an axle, defining a central longitudinal axis and coupled to the differential. The wheel speed sensing system includes a sensor target disposed at the axle and a sensor configured to transmit a sensor signal, wherein the sensor is located adjacently to the sensor target. The sensor target includes a plurality of step splines each having a top surface and first and second planar sidewalls. The sidewalls of the step splines are aligned along a radius extending from the central longitudinal axis, such that the sides are undercut with respect to the top surface. An intersection of each of the sidewalls with the top surface defines an edge forming a relatively sharp transition configured to be sensed by the sensor. A chamfer at the intersection of the sidewalls and the top surface is also contemplated.

A transmission speed change control system using effective torque force as a master control parameter instead of throttle percentage signal and engine speed signal. Response time of this system is extremely shorter than existing system, therefore, when this transmission speed change control system is used in cooperation with a continuously variable transmission, the real-time speed ratio matching, can be realized, and the transmission system is maintained in an optimal working condition at any time, so as to improve the transmission efficiency of the transmission system. Meanwhile, the load of the power source can be adjusted without abrupt change. Hence, the work efficiency of the power source is improved, and the service life thereof is prolonged. At the same time, compared with the existing transmission system, the composition and control logic of this control system are simpler and more efficient, and easier to calibrate and adjust.

A control device of a gear transmission-equipped vehicle includes a power controller that starts power reduction control when it is determined that a start condition is satisfied, the power reduction control being control of reducing power transmitted from a driving source to a gear transmission. The start condition includes: a condition that a detection value of a gear position sensor that detects a current gear position of the gear transmission falls within a transition region between engagement regions corresponding to respective gear positions; and a condition that a speed difference obtained by subtracting a rotational speed of an output shaft of the gear transmission from a rotational speed of an input shaft of the gear transmission is a threshold or more.