Abstract: A mechanical creeper mode selection system for a transmission of a work vehicle is provided, in which the transmission includes one or more range modes having one or more range mode shift mechanisms each driven by an electrohydraulic circuit. The system includes a creeper mode selection lever movable by an operator to select a creeper gear range. The system also includes a sensor that observes a position of the creeper mode selection lever and generates sensor signals based thereon. The system includes a controller that processes the sensor data to determine a movement of the creeper mode selection lever and outputs one or more control signals to the electrohydraulic circuit to position the one or more range mode shift mechanisms in a range neutral mode based on the movement of the creeper mode selection lever.

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: An automatic transmission system includes a transmission having transmission elements with lubrication-requiring portions and hydraulic actuators therefor, a switching valve that supplies hydraulic fluid to the hydraulic actuators, a valve actuator that actuates the switching valve, a shift range detection unit that detects a selected shift range of the transmission, and a control unit that controls the valve actuator to actuate the switching valve in accordance with the selected transmission shift range. The switching valve has a bypass position to provide a supply of the hydraulic fluid to the lubrication-requiring portions by bypassing a transmission oil cooler. The control unit judges whether the transmission is in a low lubrication state based on a given operating parameter of the transmission and controls the valve actuator to switch the switching valve to the bypass position at the time the transmission is judged as being in the low lubrication state.

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 shift control apparatus for an automatic transmission having an automatic shift mode and a manual shift mode. The shift control apparatus includes a shift characteristic changing unit for changing the first shift characteristic to a second shift characteristic such that a region for outputting an upshift signal is displaced toward higher vehicle speeds after performing a downshift by the manual operation, a delaying unit for delaying the output of the upshift signal by a predetermined time period according to the vehicle running condition when the vehicle running condition becomes a condition where the upshift signal is to be output according to the second shift characteristic, and an upshift allowing unit for once allowing the output of the upshift signal when the above condition continues after the elapse of the predetermined time period determined by the delaying unit.

Abstract: An operating position select device has a select lever unit, a mode shift unit to shift operation modes of the automatic transmission, a mechanically connecting means connecting them, and an assist actuator to apply assist force to a select lever of the select lever unit. A control unit for controlling the actuator is electrically connected to an operating state sensor detecting an operating state of the select lever. The control unit executes assist control to control the assist actuator based on the operating state signal of the operating state sensor, and maintains the assist control for a predetermined period after the ignition switch is turned to OFF.

Abstract: The powertrain of a six-speed powertrain and a hydraulic control system includes a main shift section of first and second single pinion planetary gearsets, in which a first planet carrier is fixedly connected to a second ring gear. The powertrain also includes a first ring gear fixedly connected to a second planet carrier, and a first sun gear. The second planet carrier, and a second sun gear are variably connected to an input shaft through first, second, and third clutches, respectively. A connecting member connecting the first ring gear and the second planet carrier is variably connected to a housing through a first brake and a first one-way clutch. The second sun gear being variably connected to the housing by a second brake.

Abstract: A hydraulic control apparatus for an automatic transmission having a plurality of transmission gear trains. The hydraulic control apparatus performs a gear shift operation by a select actuator and a shift actuator. When the shift actuator is actuated to a neutral position, an oil pressure is supplied from a shift position detection valve toward the select actuator which selects a gear shift stage switching mechanism. When the oil pressure is supplied by a normally open solenoid valve, and also a reverse gear stage switching mechanism is selected, a pilot pressure is supplied from a select position detection valve to a forcible reverse shift valve. Thus, one oil pressure supplied to the shift actuator is shut off. When the shift actuator actuates the reverse gear stage switching mechanism, the shift position detection valve is actuated so that the oil pressure from the select position detection valve is supplied to an input clutch.

Abstract: A driving force control apparatus is configured to prevent degradation of acceleration performance and the occurrence of large torque shock when shifting from the non-execution to the execution of a driving force control operation. A first target driving force is selected when the driving force control operation is being executed and a second target driving force is selected when the driving force control operation is not being executed. When shifting from the execution to the non-execution, the shifting target driving force is calculated such that the driving force shifts slowly. When accelerating from rest or a slow speed, the speed at which the driving force control operation shifts into the execution mode is increased as the accelerator position becomes larger.

Abstract: The present invention is directed toward a method to digitally control a transfer case through a digital data bus to provide synchronized low to high shift capabilities in vehicles that employ a controller area network (CAN) system. In addition, a transfer case that can be digitally controlled in a vehicle with a controller area network (CAN) system to provide synchronized low to high shifts is also disclosed.

Abstract: An engine control provides rapid decrease in the output speed of the engine when an upshift of the transmission is being actuated. The system selectively actuates a speed retardation system to decrease the engine output speed to match a desired engine output speed at the next highest gear ratio. In one embodiment, an engine control actuates engine braking to achieve this rapid speed reduction. In other embodiments, an additional load may be placed on the engine, such as the actuation of a fan. An operator is preferably provided with a shift intent switch that provides an indication to the engine control that an upshift will be actuated. The engine control waits for an indication that the transmission has been moved to neutral. Once this indication is received, the speed retardation system is actuated to rapidly reduce the engine output speed toward a desired value.

Abstract: A control system for an automatic transmission for a vehicle provides an enhancement in a shifting characteristic in a manually shifting mode by controlling an operating hydraulic pressure for hydraulic engage elements in an appropriate manner. In a first range from the output of a shifting command to a time point when a timer TOIPU reaches a counting-up value, or a time point when the slip rate ECL of the hydraulic engage elements exceeds a value YECLIPUS, the operating hydraulic pressure is set at a preset value depending upon the type of shifting. In a second range from the end of the first range to a time point when the timer TOIPU reaches a counting-up value, or a time point when a slip rate ECL exceeds a value TECLIPUS, and in a third range from the end of the second range to a time point when a timer TKAK reaches a counting-up value, the operating hydraulic pressure QAT is set at a value corresponding to an engine torque or a transmission input torque.

Abstract: An automatic transmission for outputting shifting commands by manual operation of a manual shift lever in addition to an automatic shifting. When a first-stage shifting command is output, a clutch timer is set. When a second-stage shifting command is output during counting by the clutch timer, the second-stage shifting is prohibited. A shifting command storage timer is set simultaneously with the prohibition of the second-stage shifting. If the time is counted up by the clutch timer during counting by the shifting command storage timer, the second-stage shifting is permitted at this time point. If the time is counted up by the shifting command storage timer earlier than by the clutch timer, the second-stage shifting command is canceled. Thus, the first- and second-stage shifting operations are prevented from being continuously conducted, thereby suppressing the time lag required for the engagement of the hydraulic engagement element to the minimum.

Abstract: An automatic transmission of a vehicle including a speed change gear mechanism including rotary members such as gears and gear carriers and hydraulically operated friction engaging means and adapted to provide various speed stages according to selective engagement and disengagement of the friction engaging means is controlled by such steps as detecting rotation speed of at least one of the rotary members during a shifting between the speed stages, changing hydraulic pressure of at least one of the friction engaging means during a first phase of the speed stage shifting so as to make the rotation speed of the one rotary member follow a first change performance curve calculated according to a first feedback control program, and changing the hydraulic pressure of the one friction engaging means during a second phase of the speed stage shifting so as to make the rotation speed of the one rotary member follow a second change performance curve calculated according to a second feedback control program in continuity

Abstract: A control system (104)/method for semi-automatically executing automatically and manually selected upshifts and downshifts of a mechanical transmission system (10) is provided. The control system includes a central processing unit (106) for receiving input signals indicative of transmission input shaft (16) and output shaft (90) speeds and from a driver control console (108) and processing the same in accordance with predetermined logic rules to issue command output signals to a transmission actuator (112, 70, 96) to implement the selected shifts. The control is effective to initiate a shift by automatically preselecting a shift from the currently ratio into neutral and to then await a manually caused torque break of the transmission to complete the shift to neutral. The control is effective to minimize wear by issuing repetitive shift prompts if transmission neutral is not sensed within predetermined times from preselection of a shift frown a currently engaged ratio (GR) into neutral(N).

Abstract: (1) Various gear states are selected by movement of a shift lever 2 in a longitudinal shift path 13 and the gear stage is automatically shifted from starting to the maximum gear stage in an automatic speed change position D, so that an operator can run a vehicle with increased safety and easy operation without operation of the shift lever 2. (2) When a push button switch 3 provided in the shift lever 1 is pressed during the automatic speed change running, the gear stage during the running is fixed, so that inadvertent automatic shift is prevented and an optimum speed stage is maintained when the work load on the vehicle's engine changes, for example when the vehicle encounters a slope or a change in load during in operation. (3) When the gear stage is fixed in the automatic speed change position D and the shift lever 2 is transversely moved in the transverse shift path 14, the operator can vary the stages while varying one stage a time with the operator's will.

Abstract: A control system is provided for a vehicle regulating engine speed during shifts so as to reduce driveline torque and shift shock. The control system includes separate microprocessor based engine and transmission controllers which communicate via a data link. When a shift is initiated, the transmission controller delays a period of time sufficient for the transmission to disengage the old gear ratio and then produces a CTSSPEED signal. The transmission controller continues to produce the CTSSPEED signal for a second period of time which corresponds to the time required for the transmission to engage the new gear ratio.The engine controller receives the desired engine speed signal and regulates engine speed into correspondence with the desired speed. During upshifts, the CTSSPEED signal is set to a speed which is a predetermined amount above the synchronization speed of the new gear for an upshift.

Abstract: A control method/system (200) for a control system (104) for semi-automatically executing automatically selected upshifts and downshifts of a mechanical transmission system (10) is provided. The control system includes a central processing unit (106) for receiving input signals indicative of transmission input shaft (16) and output shaft (90) speeds (IS, OS) and processing the same in accordance with predetermined logic rule to issue command output signals to a transmission actuator (112, 70, 96) to implement the selected shifts by automatic shifting into neutral upon a naturally or manually caused torque reversal of the transmission and remaining in neutral until the vehicle operator causes substantially synchronous conditions to occur.