Abstract: The present disclosure relates to an agricultural operation vehicle comprising a body; a transmission; a clutch pedal; a hand lever; a clutch switch; a clutch link unit connected to the clutch such that the transmission is fastened and unfastened from the clutch; a clutch pedal link unit coupled to the clutch link unit to rotate around the connecting shaft; a pedal link unit connected to the clutch pedal link unit and the clutch pedal so as to rotate the clutch link unit around the connecting shaft responsive to manipulation of the clutch pedal; a clutch switch link unit coupled to the clutch link unit to rotate around the connecting shaft with the clutch link unit; and an operation unit for rotating the clutch switch link unit around the connecting shaft such that the clutch link unit is rotated around the connecting shaft responsive to manipulation of the clutch switch.

Abstract: A powertrain includes a transmission having an input shaft, an output shaft, and a plurality of clutches engageable in various combinations to establish varying power flow paths between the input and output shafts. A controller is programmed to, responsive to a shift of the transmission: reduce torque capacity of an off-going one of the clutches and increase torque capacity of an oncoming one of the clutches during a torque transfer phase of the shift, and, in response to an inertia phase of the shift, continue to command non-zero torque capacity to the off-going clutch such that the off-going clutch brakes the output shaft throughout an entire duration of the inertia phase.

Abstract: A hydraulic system (1) for electro-hydraulically pressing and/or moving a first (8) and a second (9) set of disks of a CVT transmission (10) is provided. The hydraulic system (1) includes two electrically driven hydraulic pumps (4, 5). In order to reduce energy consumption during operation of the hydraulic system, the hydraulic pumps (4, 5) are in the form of self-inhibiting hydraulic pumps (4, 5) which, when a hydraulic pressure is applied and the associated electric drive is switched off, substantially maintain the applied hydraulic pressure as a result of a static friction and a residual moment of the associated electric drive.

Abstract: A method of shifting a transmission in which a clutch, located in the torque flow, in a first gear and in a second gear is controlled in such manner that, in the first gear, the clutch slips and transmits a first torque and, in the second gear, the clutch slips and transmits a second torque. The second torque is chosen such that an output torque of the transmission remains the same when shifting from the first gear to the second gear.

Abstract: A system for conducting a rationality check of a transmission grade sensor includes a controller configured to calculate a change in elevation over time based on a change in barometric pressure. The controller calculates another change in elevation based on an average grade determined from a transmission grade sensor. The controller compares the second change in elevation to the first change in elevation and, if there is a significant discrepancy between them, calculates a grade correction factor. The controller then modifies the shift logic and/or shift schedule of the transmission based on the average grade from the transmission grade sensor and on the grade correction factor.

Abstract: A vehicle includes an powerplant, a manual transmission, and a clutch. A vehicle controller is programmed to automatically control operation of the clutch allowing the driver to shift gears by just operating the gear shifter. The vehicle also includes an input allowing the driver to override the controller and operate the clutch. The input is located on the gear shifter and is in electric communication with the controller. The controller is programmed to, inter alia, command the clutch to reduce clutch capacity responsive to receiving a signal from the sensor indicating grasping of the shifter.

Abstract: A method determines the travel of a clutch in a hydraulic clutch-actuation system. A hydraulic signal which extends between a transmitting end and a receiving end is acted upon by an acoustic signal for the generation of a wave packet. The acoustic signal on the transmitting end of the clutch-actuation system is fed into the hydraulic fluid, a wave packet generated by the acoustic signal on the receiving end is reflected back to the transmitting end, a running time of the transmitted and reflected wave packet on the transmitting end is evaluated to determine the coupling travel.

Abstract: An engine lubrication system including: an oil pump configured to be driven by an engine; an oil jet mechanism configured to inject oil pressure-fed by the oil pump to a piston; and circuitry configured to set a target hydraulic pressure of the oil injected from the oil jet mechanism according to an operation state of the engine; determine a hydraulic pressure state of the oil injected from the oil jet mechanism; and change a gear stage of the automatic transmission to a lower gear stage in a case that a predetermined condition between the determined hydraulic pressure state and the target hydraulic pressure is satisfied.

Abstract: A method for operating a transmission (3) is provided, which includes a hydraulic pump drivable on a transmission-input end and at least one form-locking shift element (A, F). One of the shift-element halves is displaceable between a first end position and a second end position with a hydraulic pressure of the hydraulic pump. The current position of the shift-element half is detected with a sensor and is stored as a specified end-position value if the shift-element half is located in one of the end positions, the hydraulic pump is driven, and the shift-element half is actuated, with the hydraulic pressure, towards the current end position. When the hydraulic pressure is less than a threshold value, a deviation is determined between the current position of the shift-element half and the specified end-position value. The hydraulic pressure is increased when the deviation is greater than a threshold value.

Abstract: A hydraulic system of a transmission includes a plurality of pressure control valves. A pilot force component and an actuating force component of additional pressure control valves are applicable in the direction of a first end position of a valve slide. A downstream pressure of the additional pressure control valves is applicable in the direction of a second end position of the valve slide. Clutch valves are configured to be brought into operative connection by a pilot-controlled valve unit with an area guiding pressure of a primary pressure circuit or with an additional valve unit. The additional valve unit is a pressure-limiting valve with a predefined pressure level adjusted upstream of the additional valve unit and connected downstream to a low-pressure area.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus that defines (i) a first drive-force transmitting path established by engagement of a first engagement device controlled by an on-off solenoid valve and (ii) a second drive-force transmitting path established by engagement of a second engagement device controlled by a linear solenoid valve. A third engagement device, which is, as well as the first engagement device, disposed in the first drive-force transmitting path, is configured to transmit a drive force during a driving state of the vehicle and to cut off transmission of the drive force during a driven state of the vehicle. In a case in which the second drive-force transmitting path is to be established in place of the first drive-force transmitting path, the second engagement device is engaged when the first engagement device is engaged, and the first engagement device is released after an inertia phase is started.

Abstract: A hydraulic clutch system that enables automatic emergency braking (AEB) and remote start of a manual transmission vehicle. The hydraulic clutch system includes a piston-operated hydraulic cylinder or other accumulator to store a charge of hydraulic fluid that can be selectively routed to the clutch and discharged under electronic control to thereby disengage the clutch independently of any operator input via the clutch pedal. By doing so, the system can provide an improved AEB response that slows or stops the vehicle without stalling the engine. The system may also be used to provide remote start capability to the vehicle by automatically disengaging the clutch as part of a remote start sequence of operations.

Abstract: An actuation arrangement (23) including an actuating device for actuating a transmission parking lock (1). The actuating device having a piston (2) movable into an engaged position (E), which engages the transmission parking lock (1), and into a disengaged position (A), which disengages the transmission parking lock (1). The actuating device further has a cylinder (3) including a cavity (4), in which the piston (2) is arranged and into which transmission oil is supplied to move the piston (2), and a locking unit (5) configured for selectively fixing the piston (2). The actuation arrangement further includes a valve (13). When the valve (13) is in a first valve position, transmission oil is supplied to the transmission shift element (12) through a first line (14), to actuate the transmission shift element (12), and into the cavity (4) through the second line (15), to actuate the transmission parking lock (1).

Abstract: A method for operating a motor vehicle includes, when a target differential speed is set for a separating clutch (4), determining a power transmission factor depending on the target differential speed and an internal combustion engine-driven torque to be transmitted by the separating clutch (4).

Abstract: An electronic, high-efficiency vehicular transmission, an overrunning, non-friction coupling and control assembly and switchable linear actuator device for use in the assembly and the transmission are provided. The device controls the operating mode of at least one non-friction coupling assembly. The device has a plurality of magnetic sources which produce corresponding magnetic fields to create a net translational force. The net translational force comprises a first translational force caused by energization of at least one electromagnetic source and a magnetic latching force based upon linear position of a permanent magnet source along an axis.

Abstract: A change-gear transmission system includes a transmission that can be switched between multiple gears, a gearshift lever for selecting between the gears of the transmission, an automatically actuatable clutch, which is arranged in a drive train in series with the transmission and a control unit for automatically opening the clutch while maintaining a gear engaged in the transmission when a condition for the transition into coasting or gliding mode is fulfilled. The control unit is configured to detect a touch of the gearshift lever by the driver, to open the clutch only when no touch of the gearshift lever is detected, and further in the case that in the coasting or gliding mode, a touch of the gearshift lever is detected, to close the clutch while maintaining the engaged gear.

Abstract: The transmission includes at least ten gear-selection pressure chambers which are provided for the selection of a plurality of transmission gears, at least two actuation valves, each of which is provided for setting at least one actuation pressure for the gear-selection pressure chambers, at least one first selection valve unit, at least one second selection valve unit, and at least one third selection valve unit which are provided for connecting the actuation valves to the gear-selection pressure chambers. The second selection valve unit is directly connected to four gear-selection pressure chambers in order to transmit actuation pressure and the third selection valve unit is directly connected to six other gear-selection pressure chambers and directly to the second selection valve unit in order to transmit actuation pressure.

Abstract: A method for projecting an electron beam onto a target includes correction of the scattering effects of the electrons in the target. This correction is made possible by a calculation step of a point spread function having a radial variation according to a piecewise polynomial function.

Abstract: A fluid arrangement for fluid actuation of at least one clutch and at least one transmission component and including a fluid energy source. The fluid energy source is a fluid pump including a first transport direction, in which the fluid pump serves on a transmission side to actuate the transmission component, and including a second transport direction opposite to the first transport direction, in which the fluid pump serves on a clutch side to actuate the clutch.

Abstract: A method of drivingly engaging a first motor of a dual motor drive unit with an output shaft driven by a second motor of the dual motor drive unit includes actuating a clutching device for drivingly engaging the first motor with the output shaft. Next, a rotational speed of the first motor is synchronized with a rotational speed of the output shaft. When the rotational speed of the first motor and the rotational speed of the output shaft are synchronized, an output torque of the first motor is reduced. When the clutching device drivingly engages the first motor with the output shaft, the output torque of the first motor is increased. The invention further relates to a dual motor drive unit for carrying out the method.

Abstract: A method for operating a drive device for a motor vehicle including an internal combustion engine and an electrical machine. A drive shaft of the internal combustion engine can be coupled to a machine shaft of the electrical machine by a shift clutch. The shift clutch is opened in a first shift state for decoupling the internal combustion engine and the electrical machine, and is closed in a second shift state for coupling the internal combustion engine and the electrical machine. When a switching occurs from the first shift state to the second shift state, a clutch target torque that is set at the shift clutch is determined in a first mode of operation by a closed-loop control, and in a second mode of operation is determined by an open-loop control.

Abstract: A method for CVT low oil pressure input clutch fill compensation includesperforming a garage shift when a modeled fill pressure is equal to a commanded modeled fill pressure. Then the line pressure is checked to determine if it is less than the commanded fill pressure when performing the garage shift. If so, then the modeled fill pressure is set to the line pressure and the primary and secondary actual pulley pressures are read by sensing devices. Next, the primary and secondary commanded pulley pressures are checked to determine if they are greater than the modeled fill pressure. If so, then a first dPressure value for the flow rate model based on the lowest of the modeled fill pressure, the primary actual pulley pressure, or the secondary actual pulley pressure is determined and it is used to compensate the flow rate model.

Abstract: 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.

Abstract: To downsize the periphery of reaction force applying device of a clutch controller, and set operation load more freely, in a clutch control system that links the clutch controller and a clutch device electrically, an operation reaction force is applied to a clutch lever, from reaction force applying device that uses a spring as a reaction force generation source; the reaction force applying device includes multiple reaction force generation cylinders arranged parallel to one another; and the clutch lever has an input/output arm, which extends toward an input/output part of each of the multiple reaction force generation cylinders from the vicinity of a lever support shaft, to allow transmission of operating force and reaction force between the clutch lever and the reaction force applying device.

Abstract: A hydraulic control system for a motor vehicle transmission includes a pressure regulation subsystem in fluid communication with a pump for providing pressurized hydraulic fluid. A manual valve assembly is in direct fluid communication with the pressure regulation subsystem, and is moveable by an operator of the motor vehicle between at least park, neutral, drive, and reverse positions. A default disable valve assembly is in direct fluid communication with the manual valve assembly, a default disable solenoid, and a default select valve assembly. The manual valve assembly is in direct fluid communication with the default disable valve assembly which is in direct fluid communication with the default disable solenoid and the default select valve assembly. The default disable solenoid enables the default disable valve assembly to enable three default modes of operation and the default select valve assembly selects between two of the three default modes of operation.

Abstract: A system for reproducing a dry friction torque applied to an actuator on a valve of a hydraulic line including a disc coupled to a power transmission shaft; a disc brake including a caliper mounted on a frame and plates adapted to be put into contact with the disc; and an electric actuator configured to control the force of application of the plates onto the disc so as to apply a controlled resistive torque to the power transmission shaft, is provided.

Abstract: A tractor includes a PTO shaft and a stub shaft selected from one of a group of different types of stub shafts that are configured to connect the PTO shaft to different types of implements to be driven by the PTO shaft. A circumferentially discontinuous tone wheel is provided on the PTO shaft, and a sensor is associated with the circumferentially discontinuous tone wheel to generate, in response to rotation of the circumferentially discontinuous tone wheel, an electrical signal having a waveform that repeats with a frequency indicative of a speed of rotation of the PTO shaft. Different formations are provided on the different types of stub shafts, and at least one formation of the different formations is detectable by the sensor and serves to modify the waveform in a manner indicative of one of the different types of stub shafts.

Abstract: A vehicle driveline having a torque transfer device and a fluid circuit for operating the torque transfer device. The fluid circuit has a motor, a pump driven by the motor, an actuator, and a pair of valves. The valves are arranged in the fluid circuit to control fluid circulation within the fluid circuit and can be operated such that fluid pressure in the actuator can be maintained (i.e., to maintain engagement of the torque transfer device) without operating the pump.

Abstract: A power train subsystem for a motorized vehicle and methods of programming such power train controllers of the power train subsystem are disclosed. The power train subsystem may include a power train component, a controller, and a memory device. The controller may be coupled to the power train component to control operation of the power train component. The memory device may include boot code, application software, standard calibration parameters, and custom calibration parameters. The boot code provides an environment upon which the application software executes per the standard calibration parameters and custom calibration parameters. The standard calibration provides parameters which configure the controller for a range of vehicular applications. The custom calibration parameters provide parameters which configure the controller for a particular vehicular application in the range of vehicular applications.

Abstract: A control device is provided for a transmission having at least three shift actuators for the gear selection, a plurality of valves for actuating the shift actuators and a further plurality of valves for actuating the clutch. The shift actuators, the valves for actuating the shift actuators and the valves for actuating the clutch are combined in a common housing and that, within this housing, the shift actuators are grouped into a spatially connected shift group, the shift actuator valves are grouped into a spatially connected valve group and the clutch actuator valves are grouped into a further spatially connected valve group, wherein the shift group and the two valve groups and do not spatially overlap.

Abstract: A method for learning a contact point of an engine clutch configured to control connection of power between an engine and a motor of a hybrid vehicle is provided. The method includes performing a first learning of the contact point of the engine clutch by increasing a contact speed of the engine clutch and storing information of a first contact point learned by the first learning. A second learning of the contact point of the engine clutch is then performed by decreasing the contact speed of the engine clutch.

Abstract: A dual-clutch transmission includes a hydraulic system for actuating hydraulic cylinders of the clutches and the shifting elements. The hydraulic system has a pressure accumulator providing an accumulated pressure in the hydraulic system, and control valves actuatable by a control unit and respectively arranged in pressure lines routed to the hydraulic cylinders of the clutches to adjust the hydraulic pressure applied to the clutches. Pressure sensors associated with the control unit detect the hydraulic pressure. The control unit activates a pressure reduction mode when detecting a long vehicle downtime, and the accumulated pressure can be reduced in the pressure reduction mode, in which the control unit continuously opens the control valve associated with one clutch. Additionally, the pressure sensor associated with the first clutch together with the control unit is integrated into a control circuit in which the first pressure sensor assumes the detection of the actual accumulated pressure value.

Abstract: A vehicle engine speed display device is provided with an engine speed detection unit which detects an engine speed, an engine speed display unit which displays an engine speed, and a display control unit which controls the engine speed display unit on the basis of the detected engine speed. The display control unit determines whether a phase of a gear shift operation is an inertia phase when gear shift control of an automatic transmission is executed, and sets display responsiveness of a tachometer with respect to the detected engine speed higher than display responsiveness to be set when the phase is not the inertia phase, when the phase of the gear shift operation is determined to be the inertia phase.

Abstract: A running control system for vehicles is provided to reduce engagement shocks of a clutch and to raise the torque of drive wheels quickly upon satisfaction of a condition of engagement of the clutch. In a vehicle to which the running control system is applied, power transmission between an engine and the drive wheels is selectively enabled by the clutch. The running control system is configured to raise a speed of the engine from an idling speed if the clutch is expected to be engaged during coasting where the clutch is in disengagement to interrupt a torque transmission between the engine and the drive wheels.

Abstract: A method for reducing baulking of a dual clutch transmission (“DCT”) for a vehicle includes a first engaging step engaging an odd-stage clutch and an even-stage clutch of a DCT in a case of an ignition-on state. An ascertaining step ascertains a range positioned by a shift lever when an engine is cranked after the first engaging step. A second engaging step engages shift gears respectively, after disengaging at least one of the odd-stage clutch and the even-stage clutch depending on the ascertained range position of the shift lever.

Abstract: A control device for controlling a hydraulic pressure of a fluid transmission includes a pressure sensor for detecting actual pressure values of the hydraulic pressure, an electronic control unit for generating a control signal as a function of the actual pressure values detected by the pressure sensor and a reference pressure signal delivered to the control unit, a power switch controlled by the control signal and a solenoid valve actuated by the power switch for generating the hydraulic pressure. The control device is configured as a compact electromagnetic unit. The electronic control unit is respectively connected to the pressure sensor and to the power switch by a direct electrical connection. A method for controlling a hydraulic pressure of a fluid transmission is also provided.

Abstract: A method for heating a catalyst includes maintaining engine speed at a high rpm when the engine is started. The high rpm is maintained even if the driver shifts the transmission out of neutral. Engine speed is lowered when there is an indication that the driver wishes to drive off, such as the driver releasing the brake pedal. Maintaining the high rpm during the time between shifting the transmission out of neutral and providing an indication that drive off is desired contributes to additional catalyst warm up. The high rpm may be disabled if the catalyst temperature is sufficiently high or if the vehicle is parked on a slope, for example.

Abstract: A vehicle control device is a vehicle control device for a vehicle capable of coasting, in which when there is no acceleration or deceleration request to the vehicle while traveling, power transmission between an engine and drive wheels is cut off and the vehicle is allowed to travel by inertia, wherein in a state in which there is no acceleration or deceleration request to the vehicle while traveling and power is transmitted between the engine and the drive wheels, whether or not to implement the coasting is determined by comparing a required deceleration rate Dt which is estimated as a deceleration rate to be later required of the vehicle and a coasting deceleration rate Dn which is estimated as a deceleration rate during the coasting.

Abstract: A method for changing a drive unit's mechanical coupling to a motor vehicle power train, which has at least two drive units, in which at least one first drive unit of the two drive units is coupled via various mechanical couplings, including mechanical transmission ratios, during the travel of the motor vehicle, a power or torque influence of the two drive units occurring if there is a change of the mechanical coupling. To ensure a change of the mechanical coupling without the vehicle occupants perceiving it, the change of the mechanical coupling of the first drive unit of the two drive units occurs in at least two operating modes, a first operating mode causing a slower operating point change with respect to time of the two drive units, while a more rapid operating point change as to time of the two drive units is provided in a second operating mode.

Abstract: With a hydraulic control operation amount generation apparatus for an automatic transmission and a control apparatus for an automatic transmission, a control operation amount at which any desired target packing control execution time can be realized is generated on a hydraulic model by determining formulae of the 2n?2 constraint conditions corresponding to the n hydraulic control phases relating to the packing control of the engagement devices.

Abstract: An emergency operation method of a hybrid vehicle, which includes an engine, a first motor connected to the engine through an engine clutch and transmitting power to a vehicle wheel, and a second motor connected with the engine to directly transmit power, includes charging a DC-link terminal with a first counter electromotive force of the first motor and the second motor generated by driving energy of the vehicle or power from the engine when a main relay is off while the vehicle travels. A voltage of the DC-link terminal is controlled by using a second inverter which is connected between the DC-link terminal and the second motor in a driving state of the engine. Power is supplied by using the DC-link terminal, of which the voltage is controlled, for an emergency operation of the vehicle.

Abstract: A method for operating an automatic transmission is provided. The method includes commanding a positive shifting element to actuate to a disengaged configuration or an engaged configuration and opening at least one non-positive shifting element if the positive shifting element does not properly actuate. Opening the at least one non-positive shifting element may terminate power flow from the automatic transmission in order to protect the automatic transmission.

Abstract: A method of correcting a clutch characteristic of a DCT may include a torque situation determining step that determines whether a torque is applied to any one or both of a first clutch and a second clutch, a slip determining step that determines whether an amount of slip of a clutch receiving the torque is equal to or more than a predetermined reference value, and a correcting step that corrects a T-S curve of the clutch in accordance with situations determined in the torque situation determining step, if the amount of slip of the clutch is equal to or more than the predetermined reference value.

Abstract: A method of actuating a shifting element with three shift positions, having a simply controlled shifting cylinder as the actuating element, a shifting element for shifting to the three shift positions and a pressure regulator, such that the shifting cylinder is designed as a cylinder with one working line and the shifting element is pushed by the spring force of at least one spring element to an end position and moved to the other shift positions in opposition to the spring force. The central position is recognized in that, when the correct shifting element position is reached, the force for moving the shifting element in opposition to the spring force abruptly increases and, because of this, a specific pressure can be set by a pressure regulator for the central position.

Abstract: A coupling apparatus has an input piston disposable on a braking input element and an output piston disposable on a brake master cylinder, to which a driver braking force is transferable via the input piston. In a first operating mode, the input piston displaced out of its initial position over a brake application distance less than a first minimum brake application distance, is spaced apart from the output piston. In a second operating mode, the input piston displaced out of its initial position over a brake application distance less than a second minimum brake application distance, is spaced apart from the output piston, and the driver braking force is transferable via the input piston to the output piston.

Abstract: A number of variations may include a product comprising: a clutch system comprising: a clutch; a first cylinder operatively connected to the clutch; a piston assembly operatively connected to the first cylinder; a second cylinder operatively connected to the piston assembly; a clutch pedal operatively connected to the second cylinder; and a hydraulic power pack actuator operatively connected to the piston assembly, wherein the piston assembly is constructed and arranged to control actuation of the clutch through the first cylinder in response to actuation from at least one of the clutch pedal or hydraulic power pack actuator.

Abstract: A vehicle includes an internal combustion engine, an engine control module (ECM) programmed to estimate engine torque as a function of throttle request, and a transmission assembly. The transmission assembly includes a plurality of gear sets and clutches, including an offgoing clutch and an oncoming clutch for a power downshift, and a transmission control module (TCM). The TCM includes a processor and memory on which is recorded a shift line for the downshift, and instructions for executing the downshift. The TCM communicates an estimated throttle level at the shift line to the ECM, receives an estimated engine torque for the estimated throttle level at the shift line from the ECM, and decreases offgoing pressure to the offgoing clutch to a threshold pressure level prior to executing the downshift. The TCM then decreases the offgoing clutch pressure to a calibrated pressure at the shift line to execute the downshift.

Abstract: A vehicle transmission includes a plurality of oncoming clutches that are hydraulically-actuated. A controller is operatively connected to the plurality of oncoming clutches. An algorithm stored on and executable by the controller causes the controller to determine if at least one predefined coast condition is met and identify the plurality of oncoming clutches configured to be engageable during a downshift event from an initial gear ratio to respective other gear ratios. The initial gear ratio is greater than each of the respective other gear ratios. The algorithm causes the controller to generate a first pressure command to at least partially pressurize a first one of the oncoming clutches to a first staging pressure (PS1) if the at least one predefined coast condition is met prior to the downshift event. The first staging pressure (PS1) is defined as a first return spring pressure (PR1) minus a first variable correction factor (CF1).

Abstract: An automatic transmission for a vehicle includes a hydraulically-controlled component and a pilot valve. The pilot valve includes at least one micro-electrical-mechanical systems (MEMS) based device. The pilot valve is operably connected to and is configured for actuating the hydraulically-controlled component. The pilot valve additionally includes a regulating valve operably connected to the pilot valve and to the hydraulically-controlled component. The regulating valve is configured to direct fluid to the hydraulically-controlled component when actuated by the pilot valve.

Abstract: A vehicle includes torque sources, a transmission, and a controller programmed to execute a method. In executing the associated method, the controller determines whether continuous output torque is required through a torque exchange. When continuous output torque is required, the controller synchronizes and fills the oncoming clutch, estimates capacity of the oncoming clutch, and expands a short-term torque capacity of the oncoming clutch during the torque exchange, doing so in response to a control objective having a threshold priority. Onset of the torque exchange delays until the short-term torque capacity is sufficient for receiving all torque load from the offgoing clutch without affecting output torque.