Abstract: A method for controlling a transmission of a vehicle includes: determining whether a controller receives an acceleration pedal off signal corresponding to a lift foot up (LFU) shift request signal from an acceleration pedal sensor; determining whether an output signal value of a brake pedal sensor detecting a position value of a brake pedal is less than a brake reference value when the acceleration pedal off signal is received; determining whether a gear shifting progressing rate of the transmission performing a LFU shift in response to the LFU shift request signal is less than a progressing rate reference value when an output signal value of the brake pedal sensor is equal to or greater than the brake reference value; and controlling the transmission to hold the LFU shift when the gear shifting progressing rate of the transmission is less than the progressing rate reference value.

Abstract: In a hybrid electric vehicle, gear shifting delay and odd feeling when shifting gears, due to the accelerator pedal being depressed after an upshift being determined according to a release of the pedal, may be prevented. A method for controlling a transmission of the hybrid electric vehicle, includes determining a gear shifting type when a predetermined gear shifting condition is satisfied; determining an engine operation mode when the gear shifting type is power-off upshift; determining, when the engine operation mode is a predetermined mode according to an air-fuel ratio condition, a compensation value according to at least one of a motor speed, an under-charging-limit available motor torque, and an engine operation point in the predetermined mode; and applying the compensation value to an engine torque.

Abstract: A method of providing automated control of vehicle speed in a driver assist mode may include receiving an operator selection of the driver assist mode and a target speed, monitoring vehicle speed, and generating a propulsive torque request and a braking torque request based on a difference between the target speed and the vehicle speed. The method may further include, responsive to vehicle speed being in a selected range from zero to about three miles per hour, initiating a low speed correction to automatically provide a variable modification to the propulsive torque request or the braking torque request.

Abstract: A vehicle travel control method and a vehicle travel control device carries out a downshift control of an automatic transmission when a vehicle speed increases from a set vehicle speed during a constant speed travel control by at least a first prescribed value. Subsequent downshift control of the automatic transmission is prohibited upon determining the vehicle speed has increased from the set vehicle speed by at least the first prescribed value due to an operation of an operating element by the driver during constant speed travel control. Downshift control of the automatic transmission is executed upon determining insufficient deceleration of the vehicle exists where the driver is not operating the accelerator pedal during prohibition of the downshift control.

Abstract: A range switching device includes a momentary selector lever movable on a shift gate, a position detector, a moving speed acquisition unit, a passage time acquisition unit, a determination time setting unit, a timing unit, and a determination unit. A neutral position determination region is disposed on a movement path between a home position determination region, a forward travel position determination region, and a reverse travel position determination region. When the selector lever moves from the forward travel position determination region toward the neutral position determination region, the passage time acquisition unit obtains an expected passage time based on a moving speed of the selector lever. The determination time setting unit sets a neutral determination time in accordance with the expected passage time. When the time measured by the timing unit reaches the neutral determination time or longer, the determination unit determines that the neutral position is selected.

Abstract: System and method for controlling operation of a vehicle in real-time with a supervisory control module. A fault detection module is configured to receive respective sensor data from one or more sensors in communication with the vehicle and generate fault data. The supervisory control module includes at least one fault-tolerant controller configured to respond to a plurality of faults. The supervisory control module is configured to receive the fault data. When at least one fault is detected from the plurality of faults, the supervisory control module is configured to employ the fault-tolerant controller to generate at least one selected command. The selected command is transmitted to one or more device controllers for delivery to at least one of the respective components of the vehicle. Operation of the vehicle is controlled based in part on the selected command.

Abstract: A vehicle control device performing upshift to a forward gear stage in a current travel section in a case where: (1) the forward gear stage is higher than a current gear stage; (2) a travel resistance of a vehicle in the current travel section is greater than a driving force in a case of traveling at the forward gear stage; (3) a stall amount until the vehicle passes an end point of the current travel section in a case where the vehicle travels in the current travel section at the forward gear stage is equal to or smaller than a specified value; and (4) a value obtained by subtracting the travel resistance of the vehicle in a forward travel section from a driving force in a case where the vehicle travels in the forward travel section at the forward gear stage is equal to or greater than a predetermined value.

Abstract: Methods and systems are provided for operating a continuously variable transmission (CVT) of a driveline of a vehicle during a request for engine compression braking. In one example, a method may include, responsive to an engine compression braking request, operating a CVT via a controller to adjust engine speed according to an engine speed-to-vehicle speed profile selected based on a power-based target engine speed for the engine compression braking request. The power-based target engine speed may vary continuously with driver demanded power and a battery charge power limit of the vehicle.

Abstract: A transmission control device controls a CVT installed in a vehicle. The device has, as modes for the CVT, a CVT mode M1 for changing a transmission gear ratio steplessly based on the operating state of the vehicle, and a stepped transmission mode M2 for changing the transmission gear ratio stepwise based on the operating state of the vehicle. The device includes a transmission mode switching control unit (controller) 12 for controlling switching between the CVT mode M1 and the stepped transmission mode M2 based on an actual accelerator opening. The transmission mode switching control unit (controller) 12 performs switching from the CVT mode M1 to the stepped transmission mode M2, if the actual accelerator opening reaches or exceeds a first threshold value T1 set in a plurality of stages so as to increase stepwise in accordance with an increase in a vehicle speed.

Abstract: Provided is a lock-up clutch control device of a vehicle in which a torque converter with a lock-up clutch is disposed between an engine and a transmission. This control device has a coasting capacity learning control section configured to decrease a LU differential pressure command value for the lock-up clutch during accelerator release operation and, when a slip of the lock-up clutch is detected during decrease of the LU differential pressure command value, update the LU differential pressure command value at the time of detection of the slip as a LU differential pressure learning value balanced with a coasting torque. The coasting capacity learning control section is further configured to, when operation of the PTC heater intervenes during coasting capacity learning control, correct the LU differential pressure command value by adding thereto a LU differential pressure correction value that corresponds to an increase of input torque to the lock-up clutch.

Abstract: A method for controlling engine braking includes determining an amount of brake pressure being applied by a vehicle traveling on a road. The method includes determining a current velocity of the vehicle, wherein a transmission of the vehicle is operating using a first gear of a plurality of gears. The method includes, according to the amount of brake pressure and the current velocity of the vehicle, determining a road grade threshold for a second gear of the plurality of gears. The method includes determining a grade of the road. The method includes determining that the determined grade of the road satisfies the road grade threshold for the second gear of the vehicle. The method includes, in response to the determination, causing the transmission of the vehicle to operate in the second gear of the plurality of gears.

Abstract: An automatic deceleration control device includes an electronic control unit including a central processing unit, the electronic control unit configured to: acquire road-type information that is information about a type of a road on which a vehicle is traveling; set a maximum deceleration based on the road-type information; and output a signal to decelerate the vehicle at a first deceleration that is equal to or lower than the maximum deceleration, when an actual vehicle speed of the vehicle exceeds a target vehicle speed of the vehicle.

Abstract: A vehicle (10) has an automatic multi-speed transmission. For starting from rest a launch ratio is selected by a slope and/or obstacle device (13, 15) according to identification of an up-slope (12), a down slope, or an obstacle (17, 18).

Abstract: A head-up display 2 includes a light source unit 4 and a combiner 9. A control unit 55 of the light source unit 4 displays on the combiner 9 a guide image indicating a letter or a graphic so that the guide image appears to overlap the background visible from a vehicle Ve. On the basis of a detection signal Sd sent from a vibration sensor 3 and the traveling speed of the vehicle Ve, the control unit 55 obtains a smoothness determination index ? that is information on the degree of smoothness of the road surface on which the vehicle Ve is traveling. The control unit 55 changes the size of the letter or the graphic displayed on the combiner 9 in accordance with the smoothness determination index ?.

Abstract: A control device for a lock-up-clutch installed in a torque converter arranged between an engine and an automatic transmission mechanism includes an engagement control means that carries out a calculation to increase an engaging capacity of the lock-up-clutch with the passage of time during an engagement control time in which the torque converter is shifted from a converter condition to a lock-up condition in which the prime mover drives an auxiliary device and in which when, during the control to increase the engaging capacity of the lock-up-clutch, an input torque to the torque converter from the engine is increased due to reduction in load of the auxiliary device, the engagement control means promotes the increase of the engaging capacity of the lock-up-clutch based on the amount of increase of the input torque thereby eliminating undesired pressure shortage that would be induced in the period toward the lock-up condition.

Abstract: A machine may include an engine, a traction device, a continuously variable transmission (CVT) connecting the engine to the traction device, an operator input device outputting engine output command signals input by an operator, an engine speed sensor monitoring an engine output speed, and an electronic control module (ECM). The ECM may control the engine to a non-retarding target engine speed when a commanded engine output is greater than zero, a retarding target engine speed when the commanded engine output is zero and a commanded brake force is greater than zero, and a coasting target engine speed when the commanded engine output is zero and the commanded brake force is zero. The ECM may use engine speed sensor signals as feedback, and determine a CVT transmission ratio that will cause the CVT to apply a load to the engine that will cause the engine to run at the specified target engine speed.

Abstract: A voltage conversion control apparatus is a voltage conversion control apparatus which controls a voltage converter having an upper switching element and a lower switching element, and has a calculating device which calculates duty ratio such that output current of an electricity storage apparatus reaches target value and the duty ratio is within predetermined allowable range; a limit relaxing device which relaxes at least one of upper limit value and lower limit value of the allowable range on the basis of magnitude relationship between predetermined threshold value and current deviation which is obtained by subtracting the output current from the target value; and a controlling device which controls the upper switching element and the lower switching element to perform a switching control on the basis of the duty ratio which is calculated by the calculating device.

Abstract: An active rev-matching system for a motor vehicle manual transmission includes an engine control module that monitors and adjusts an output speed of the motor vehicle's prime mover and at least one sensor that monitors movement of a shift linkage. When the at least one sensor determines the movement of the shift linkage is an in-gate downshift, the engine control module adjusts the available time for the engine control module to match the output speed of the prime mover to an input speed of the transmission.

Abstract: In a method for operating a vehicle, a current total mass of the vehicle is determined depending on a tractive force applied to accelerate the vehicle and, depending on the determined current total mass of the vehicle, the vehicle is decelerated. The build-up and/or reduction of a brake force for decelerating the vehicle depends on its total weight.

Abstract: A work vehicle including a transmission that transmits power of an engine to wheels at a plurality of different transmission gear ratios, the work vehicle traveling while maintaining a targeted speed by controlling a degree of opening of an accelerator, brakes, and the transmission, wherein the work vehicle includes a controller which inhibits change in the transmission gear ratio of the transmission when the transmission shifts up before lapse of a first predetermined time after the transmission shifts down while the vehicle is running downhill and then before a second predetermined time elapses, the transmission shifts down while the vehicle is running downhill.

Abstract: A vehicle having mounted thereon a differential device including a sun gear, a ring gear and a carrier, a first motor generator coupled to the sun gear, a second motor generator coupled to the ring gear, an automatic transmission provided between the ring gear and a drive wheel, an engine coupled to the carrier, and a brake suppressing the rotation of the carrier. The vehicle has a traveling mode that is selected from a first mode in which traveling is performed by using a torque outputted from the first and second motor generators in a state where the brake is engaged, and a second mode in which the traveling is performed by operating the engine in a state where the brake is disengaged.

Abstract: A control method for a vehicle transmission includes, in a TCU, receiving the rpm of an engine from an rpm sensor and determining whether to perform shifting of gears depending on the received rpm, when the shifting of gears is determined, allowing the TCU to control an ECU to cut off fuel supplied to the engine combustion chamber and to release a clutch connecting the engine and the transmission, after the control action is performed, monitoring a change in pressure of engine cylinders and allowing engine braking action to be activated, and when the rpm is reduced to a predefined value or less after the engine braking action, performing a shifting action.

Abstract: A system for informing a function of a vehicle includes a plurality of electronic control units (ECUs) to control a corresponding function. A telematics multimedia system center (TMS) terminal receives signal values and state changed values input/output to/from the ECUs and transmits the received signal values and state changed values to outside. A function informing controller controls the TMS terminal and output function informing. A TMS center receives various signal values and state change values through the TMS terminal. A vehicle customer relation management (VCRM) platform provides information about a usage frequency of the corresponding function based on the signal values and the state changed values received. A usage analysis controller controls the VCRM platform and the TMS center so as to transmit the information provided from the VCRM platform to the function informing controller.

Abstract: A vehicle includes an engine and a non-selectable-gear transmission having an electric machine mechanically coupled to the engine. The vehicle may have one or more controllers programmed to, in response to a request for passive neutral mode, pull-down the engine and inhibit engine pull-up while disabling the electric machine such that the vehicle coasts with minimal rotational inertia and electrical losses. The one or more controllers may be further programmed to, in response to a subsequent request for drive mode during the passive neutral mode, permit engine pull-up while enabling the electric machine such that the vehicle resumes drive.

Abstract: A method of dissipating power on a propelled machine includes setting a target ground speed for the machine, and, if the throttle position is less than a first predetermined minimum and if the machine is on a negative grade in the direction of travel no greater than a second predetermined minimum, and the calculated machine resistance power is less than the calculated grade power, the method include engaging at least a portion of the energy-dissipating electrically or electrohydraulically controlled accessories to retard the machine to maintain the machine within a set range of a target speed.

Abstract: A retarding unit in a vehicle is automatically controlled based on conditions including a current setting of the retarding control, downhill grade, speed, current gear, and impending gear change. With the retarder control set in the high position, when the vehicle is operating at a downhill angle greater than the low angle threshold and less than the high angle threshold, and the pending gear is a large step downshift, automatically setting a retarder level to a low retarder level. When the vehicle is operating on level ground and the pending gear is a large step downshift or the current gear is first or second gear, automatically setting the retarder level to off. When the vehicle is operating on flat ground and the deceleration is above a trigger level, automatically setting the retarder level to a low retarder level.

Abstract: A driving power source rotational speed control device is provided in a vehicle outputs power of a rotary driving power source via a continuously variable transmission as motive power, that changes the rotational speed of the rotary driving power source in association with changes in the vehicle speed when acceleration is requested. The control device includes: acceleration/deceleration state determination means determines whether the vehicle is accelerating or decelerating when acceleration is requested; and rotary driving power source rotational speed change setting means sets the change gradient of the rotary driving power source rotational speed to establish the association of the rotary driving power source rotational speed with changes in the vehicle speed when acceleration is requested.

Abstract: It is provided a control device of a vehicle power transmission device including a transmission capable of fixing a rotating member with either of engagement of a one-way clutch or engagement of an engagement device, the transmission having a predetermined shift stage formed on condition that at least the rotating member is fixed, if an input torque to the transmission is changed after the engagement of the engagement device, a torque capacity of the engagement device being temporarily reduced without changing the predetermined shift stage, and if a request for applying a driven torque is made during reduction of the torque capacity of the engagement device, the temporarily reduced torque capacity of the engagement device being recovered, and the driven torque being increased depending on a recovery status of the torque capacity.

Abstract: An articulated vehicle is provided having a cab portion, a trailer portion, and a coupling assembly positioned between the cab portion and the trailer portion. A front wheel assembly may support the cab portion, and a rear wheel assembly may support the trailer portion. The vehicle may include a modulated retarder system configured to slow the vehicle when descending a slope.

Abstract: A method for enacting DFSO in a motor vehicle having an engine and a transmission. The method includes, during a condition of normal engine-braking efficiency, disabling the DFSO below a higher gear of the transmission. During a condition of reduced engine-braking efficiency, by contrast, the DFSO is disabled below a lower gear of the transmission.

Abstract: A control device for a vehicle continuously variable transmission comprises a shift control means for controlling either of or both the speed ratio at the continuously variable transmission mechanism and the gear position at the subtransmission mechanism so as to adjust an overall speed ratio to a final speed ratio and a torque capacity control means for controlling the torque capacity at a disengagement-side frictional engagement element in the subtransmission mechanism so as to sustain a torque capacity value substantially equal to zero in an inertia phase occurring during a process of adjusting the gear position at the subtransmission mechanism from the first gear position to the second gear position when a negative torque is input to the vehicle continuously variable transmission.

Abstract: A coast stop vehicle includes a hydraulic pressure supplying unit which supplies a hydraulic pressure to the transmission while the engine is stopped, a coast stop start condition judging unit which judges whether or not a coast stop start condition holds, a coast stop control unit which stops the engine when the coast stop start condition is judged to hold by the coast stop start condition judging unit and starts the engine when receiving an acceleration request from a driver during the coast stop, a transmission control unit which causes a downshift of the transmission when receiving the acceleration request from the driver during the coast stop, and a hydraulic control unit which supplies the hydraulic pressure to an after-shift frictional engagement element which realizes a gear position after the downshift of the transmission during the coast stop.

Abstract: A method of controlling a drivetrain of a vehicle in which the drivetrain comprises a motor, a transmission with starting gears and a clutch located between the motor and transmission, a manual shift lever, and a control unit, for controlling the transmission and clutch, that communicates with a speed sensor, and an accelerator pedal and shift lever actuation sensors. When starting off from coasting, a starting gear is determined in a manner that can be influenced by the driver via actuating the manual shift lever. To assist the driver, it is checked whether the transmission is in neutral and the clutch is engaged, if the vehicle speed is within a specified speed range. If so, the clutch is disengaged, another gear is engaged, and starting is initiated in combination with situation-dependent clutch engagement and carried out as a function of accelerator pedal actuation, provided the shift lever has not been actuated.

Abstract: A method for identifying a driving resistance of a motor vehicle includes the steps of recording values of control and/or state variables of the vehicle during a driving state of the vehicle when a control route is covered, adapting parameters of a vehicle model and/or a model of the area surrounding the vehicle on the basis of the values of the recorded control and state variables, identifying the driving resistance on the basis of the adapted vehicle model and/or the surrounding area model, wherein the parameters of the vehicle model and/or the surrounding area model are adapted on the basis of a distinction between driving states, wherein these driving states include a driving state of a closed drive train with a positive driver demand torque, a driving state of a closed drive train without a positive driver demand torque, and/or and a driving state with an open drive train.

Abstract: A method of controlling a machine transmission includes determining a first target torque of the transmission. The first target torque includes a combination of a torque limit associated with a power source of the machine and a virtual retarding torque. The method also includes directing the transmission to generate a first output corresponding to the first target torque. The first output of the transmission increases a speed of the power source from a first power source speed to a second power source speed and decreases a travel speed of the machine from a first travel speed to a second travel speed. The method further includes determining that the first target torque is not equal to the torque limit, and determining a second target torque of the transmission in response. The second target torque is less than the first target torque.

Abstract: A speed change control system for industrial vehicle, includes: a speed ratio detecting unit that detects a speed ratio of speeds of an input shaft and of an output shaft of a torque converter; speed changer for operating based on the torque converter speed ratio that shifts up or down a speed stage of a transmission in response to the detected speed ratio; a braking detection unit that detects an operation of a braking device for traveling; and a downshift limit unit that permits a downshift to a 1st speed by the speed changer when a non-operation of the braking device is detected by the braking detection unit and limits a lowest speed stage upon downshift by the speed changer to a 2nd speed when an operation of the braking device is detected.

Abstract: A hybrid vehicle in which a clutch is disposed between an engine and a motor/generator is controlled to suppress frequent engagement/disengagement of the clutch in a case of a coasting drive while dragging the engine. A clutch control apparatus controls the clutch and selects any one of the following drive modes: 1) an EV drive mode where the vehicle travels by only driving force of the motor/generator with the clutch disengaged; 2) an HEV drive mode where the vehicle travels by driving force of the engine and/or the motor/generator with the clutch engaged; and 3) an engine brake drive mode in which the vehicle coasts or travels by the driving force of the motor/generator while dragging the engine where the clutch is engaged, and the fuel supply is stopped when a charge of the battery is greater than or equal to a threshold value.

Abstract: A system and method for upshift delay for fuel cut acquisition is disclosed. Decel lockup control may be activated if a lift foot upshift is prevented after sudden pedal release. Fuel economy may be increased by cutting fuel to the engine when decel lockup control is engaged. When the throttle is reapplied, the regular shift map resumes control and performs an upshift if necessary.

Abstract: A method and system for automated manual transmission shift methodologies for coasting conditions are disclosed. A coast condition is detected in a vehicle having a transmission that couples prime mover power from a transmission input to a transmission output at a plurality of different gear ratios. A target gear ratio is selected based on the power loss attributes associated with each gear ratio. Each gear ratio is associated with a power loss attribute indicative of a power loss between the transmission input and transmission output when prime mover power is coupled from the transmission input to the transmission output using that gear ratio. The transmission is shifted from a current gear ratio to the target gear ratio if the target and current gear ratios differ. By selecting the target gear ratio, vehicle fuel efficiency is improved, while keeping the vehicle under constant prime mover braking or continuous prime mover control.

Abstract: A machine includes a drive train with an electronically controlled transmission in communication with an electronic engine controller. The machine ground speed is limited by executing a vehicle speed limit algorithm in the electronic transmission controller. This algorithm generates an engine control message that is communicated to the electronic engine controller. The power output of the engine is reduced responsive to the engine control message. The machine responds by not exceeding a prescribed speed limit programmed into the electronic transmission controller. This vehicle speed limiting strategy is particularly applicable to machines without a vehicle speed limiting algorithm resident in the electronic engine controller.

Abstract: A control apparatus for a vehicular power transmitting system including (a) an electrically controlled differential portion which has a differential mechanism and a first electric motor connected to a rotary element of the differential mechanism and which is operable to control a differential state between rotating speeds of its input and output shafts by controlling an operating state of the first electric motor, and (b) a step-variable transmission portion which constitutes a part of a power transmitting path between the electrically controlled differential portion and a drive wheel of a vehicle, the control apparatus including a coasting-shift-down control portion configured to implement a coasting shift-down action of the step-variable transmission portion during a coasting run of the vehicle, only when a parameter correlating with a shaft torque of the step-variable transmission portion during the coasting run is held within a predetermined range.

Abstract: A method is provided for controlling a downshifting of a transmission of a motor vehicle in coasting mode from a staring gear into a target gear. The method includes, but is not limited to estimating an output torque exerted by the engine with starting gear engaged, calculating a set point torque by means of the output torque and the transmission ratios of starting and target gear, and activating the engine with engaged target gear subject to the presetting of the calculated set point torque.

Abstract: A work machine includes an IC engine having an output, an IVT having an input coupled with the IC engine output, and a ground speed actuator. A desired speed sensor associated with the ground speed actuator provides an output signal indicating a slower ground speed. At least one electrical processing circuit is configured for increasing an input/output (I/O) ratio of the IVT, dependent upon the sensor output signal, such that a net torque transfer back-driven from the IVT input to the IC engine output is substantially zero.

Abstract: The invention provides a control apparatus and a control method for a vehicle provided with an automatic transmission which has an automatic shift mode in which a gear is selected according to a running state and a manual shift mode in which a gear is selected according to a manual operation, and which transmits driving force generated by an internal combustion engine.

Abstract: A method of controlling an automatic transmission includes determining whether a coast-down control condition is met, and performing coast-down control if the condition is met. The coast-down control includes selectively downshifting, such that engine speed is maintained above a fuel-cut threshold speed. The coast-down control condition may include a throttle opening being below a threshold opening, a shift-speed being higher than or equal to a threshold shift-speed, and a road slope being smaller than a predetermined slope. The method may also include determining whether a deceleration lock-up control condition is met, and performing deceleration lock-up control, including engaging a lock-up clutch, if the condition is met. The deceleration lock-up control condition may include a throttle opening being below a threshold opening, a shift-speed being below a threshold shift-speed, a brake not being operated, and a difference between an engine speed and a turbine speed being smaller than a reference value.

Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.

Abstract: A method of operating a transmission of a vehicle. The method includes determining an open loop ratio percentage from an engine RPM input signal and a brake input signal using a first algorithm. Determining a closed loop ratio percentage from the engine RPM input signal, a vehicle RPM input signal and a throttle input signal using a second algorithm. Summing the open loop percentage and closed loop ratio percentage to calculate a ratio command percentage that is used to sum with a swashplate input to actuate a swashplate positioner and operate the transmission.

Abstract: A method and system for automated manual transmission shift methodologies for coasting conditions are disclosed. A coast condition is detected in a vehicle having a transmission that couples prime mover power from a transmission input to a transmission output at a plurality of different gear ratios. A target gear ratio is selected based on the power loss attributes associated with each gear ratio. Each gear ratio is associated with a power loss attribute indicative of a power loss between the transmission input and transmission output when prime mover power is coupled from the transmission input to the transmission output using that gear ratio. The transmission is shifted from a current gear ratio to the target gear ratio if the target and current gear ratios differ. By selecting the target gear ratio, vehicle fuel efficiency is improved, while keeping the vehicle under constant prime mover braking or continuous prime mover control.

Abstract: A method for operating a vehicle drive train during a coasting operation. The drive train has an internal combustion engine, an electric machine, a transmission, and a shift element, with a variable transmission capacity, located between the electric machine and a drive wheels. The electric machine is located in the flow of power between the combustion engine and the transmission. The output torque to be delivered to the wheel is a function of the delivery capacity of the shift element which is adjusted in a controlled manner. During the process of shutting down the combustion engine, the speed of the electric machine is adjusted while maintaining at least a partial engagement of the shift element and the speed of the combustion engine is reduced to zero with the electric machine.

Abstract: In response to a downshift operation (step S160) in a moving motor vehicle under an accelerator released state, a torque demand correction value T?(T) is set to give the greater torque variation against the lower speed in a downshifting gear position and against the higher vehicle speed V, until elapse of a preset time period since the downshift operation (step S180). A torque demand Tr* to be output to a drive shaft of the motor vehicle is updated by adding the torque demand correction value T?(T) to a previous setting of the torque demand Tr* (step S190). A motor is controlled to decelerate the motor vehicle with the updated torque demand Tr*. The torque variation thus attained is equivalent to a temporary torque variation applied to the drive shaft with a variation in rotation speed of an engine in response to a downshift operation in a conventional motor vehicle equipped with a stepped automatic transmission for torque conversion of the output power of the engine.