Abstract: A method for an automatic transmission includes measuring torque of a component of the transmission using a torque sensor in communication with the component. The torque of the component is estimated from information other than the measured torque. The measured torque is rejected from being used in a control operation of the transmission if the difference between the measured torque and the estimated torque is greater than a selected threshold.

Abstract: There is provided a method for setting an operating pressure of a transmission, the transmission having at least one of clutches, brakes, actuators, a hydrodynamic clutch, and a hydrodynamic converter, to which a medium conducting the operating pressure can selectively be applied, in order to vary a transmission ratio of at least one of a speed and a torque between a transmission input shaft and a transmission output shaft by opening and closing at least one of the clutches and the brakes, by actuating the actuators, and/or by a hydrodynamic power transmission using at least one of the hydrodynamic clutch and the hydrodynamic converter, wherein the operating pressure being switchable between a constant nominal value and a constant decreased value that is smaller in relation thereto, or the operating pressure being reducible in three or more steps or continuously from a nominal value to a decreased value.

Abstract: A control system for a transmission engages at least three clutches to create braking within the transmission to slow a machine during a shuttle shifting operation. The control system may apply the clutches so as to allocate wear between the clutches equally or unequally, as desired.

Abstract: The present invention provides a method of selecting an economy mode shift schedule for a transmission coupled to a motor vehicle. The method includes calculating vehicle acceleration and determining a change in accelerator pedal position. Also, a net tractive effort force of the vehicle is determined for a current gear range of the transmission. Also, the method includes comparing the net tractive effort force for the current gear range to a maximum tractive effort force for a desired gear range and selecting the economy mode shift schedule for the transmission based on the comparison. The method further includes controlling shifting between one or more gear ranges of the transmission according to the economy mode shift schedule.

Abstract: An assembly for acquiring operational data from a machine including a power generating device and a rotating component interconnected with the power generating device for transmitting power from the power generating device. The assembly comprises a sensor assembly for being interconnected with the rotating component for sensing the operational data of the vehicle that includes at least one accelerometer for measuring the rotational speed of the rotating component, a temperature sensor for measuring the temperature of the rotating component, a pressure sensor for measuring the fluid pressure adjacent to the joint, a strain gauge for being interconnected with the rotating component for detecting the strain on the rotating component. The assembly further comprises an energy harvesting assembly for harvesting energy from the rotating component to provide electric power to the sensor assembly.

Abstract: A swash plate angle for a hydrostatic power unit of a continuously variable hydromechanical transmission is determined using a feedforward compensation term, to reduce reliance on closed loop control. The feedforward term is based on knowledge of the hydrostatic power unit determined as a function of knowledge of certain parameters, including, but not limited to, hydrostatic power unit pressure, swash plate angle, desired hydrostatic power unit ratio, and pump speed.

Abstract: A method of operating a machine at a worksite includes determining data associated with at least one of a machine operation at the worksite and a worksite condition, and determining, based on the data, that one of machine propulsion and machine retarding will be required for greater than a corresponding threshold. The method also includes determining, in response to determining that machine propulsion will be required, a desired propulsion gear, and recommending the propulsion gear to an operator of the machine. The method further includes determining, in response to determining that machine retarding will be required, a desired retarding gear, and recommending the retarding gear to the operator. In such a method, the retarding gear is determined based on a maximum temperature associated with the machine.

Abstract: A method is provided for controlling movement of a first vehicle component relative to a second vehicle component, including the steps of determining a deceleration rate of the first vehicle component in order to achieve a predetermined final speed at a final position, determining a starting position for initiating the deceleration on the basis of the predetermined final speed, the final position and the determined deceleration rate and controlling deceleration of the component from the starting position to the final position according to the determined acceleration rate.

Abstract: The current invention provides a method and system for enabling a device function of a vehicle. A speech input stream is received at a telematics unit. A speech input context is determined for the received speech input stream. The received speech input stream is processed based on the determination and the device function of the vehicle is enabled responsive to the processed speech input stream. A vehicle device in control of the enabled device function of the vehicle is directed based on the processed speech input stream. A computer usable medium with suitable computer program code is employed for enabling a device function of a vehicle.

Abstract: An engine powered wheeled machine having improved engine over speed and under speed protection includes a parallel path transmission having a gear train with first and second transmission inputs and a transmission output, and including a hydraulic variator having a variator output driving the first transmission input, the hydraulic variator having a variator pump and a variator motor, the displacement of the variator pump being controlled by a variator actuator.

Abstract: A control apparatus for controlling a transmission apparatus that includes: an input member that is drivably connected to a rotating electrical machine being capable of generating regenerative torque based on an engine and a deceleration request of a vehicle; an output member that is drivably connected to wheels; and a speed change mechanism that has a plurality of friction engagement elements that are controlled to be engaged and released so as to switch a plurality of shift speeds, and that shifts a rotation speed of the input member at one of gear ratios set for the shift speeds and outputs the shifted speed to the output member.

Abstract: A control apparatus for a vehicle is provided for a vehicle that has a normal mode and a power mode as vehicle driving characteristics. The control apparatus includes a continuously variable transmission mechanism that steplessly changes a speed ratio when rotational driving force of an engine output shaft is transmitted to a rotating output shaft; and a control portion that controls the continuously variable transmission mechanism such that, when a rotation speed is increased to a target rotation speed and a required output of an internal combustion engine when the power mode is selected is the same as when the normal mode is selected, the rate of increase in the rotation speed is greater when the power mode is selected than when the normal mode is selected.

Abstract: In an apparatus for controlling a CVT that transmits power of an engine to driven wheels with hydraulic clamping pressure supplied from a hydraulic mechanism to clamp the belt from laterally-sided pulleys, it is determined whether the ABS operation of the ABS mechanism (to reduce braking force to be applied to the driven wheels when the driven wheels are locked) is delayed, and set hydraulic clamping pressure is increased when the ABS operation is determined to be delayed, while the set clamping pressure is maintained as it is when the operation of the ABS mechanism is determined to be not delayed.

Abstract: The present disclosure provides a method for controlling a power take-off assembly. The method includes providing a drive unit, a transmission having an output, a speed sensor, a controller including a memory unit and a processor, and the power take-off assembly including a clutch and a solenoid. The method also includes storing a first threshold in the memory unit, determining a current input speed of the drive unit with the speed sensor, and comparing the current input speed to the first threshold. The method further includes controlling an amount of hydraulic pressure supplied to the clutch and engaging the clutch.

Abstract: A control system includes a shift detection module, a request generation module, and a request setting module. The shift detection module detects when a transmission is executing a shift. The request generation module generates a transmission torque request to cause an engine to increase a transmission input shaft speed to a desired speed at a desired gear ratio when the transmission is executing the shift. The request setting module selectively sets the transmission torque request equal to a default torque request when the transmission torque request is greater than a first torque and the engine is coupled to a drive wheel.

Abstract: A method for controlling an automated clutch or an automated transmission or a drive unit in a vehicle is disclosed in which protective measures for the clutch and/or for the transmission and/or for a drive unit is provided by the control system. The protective measures include measures against overheating or wear. When measuring temperature, allowance is made for the air density in the vehicle environment or altitude as compared to sea level.

Abstract: A shift-by-wire system includes an incremental shift interface that generates an incremental shift signal. A rock control module enables a rocking mode and generates a rock control signal based on status of a vehicle parameter. The rocking mode includes shifting between a first mode and a second mode and back to the first mode. The first mode is one of a reverse mode and a drive mode and the second mode is the other one of the reverse mode and the drive mode. A shift interface module generates a shift control signal to shift a transmission of a vehicle between the first mode and the second mode based on the incremental shift signal and the rock control signal.

Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.

Abstract: A vehicle control apparatus including: a bad-road control-mode switch configured to be manipulated by a driver; and a bad-road control section configured to perform a bad-road control when a bad-road control mode is selected by the bad-road control-mode switch, the bad-road control section including a shift changeover function configured to automatically change a shift state of vehicle between a forward running and a reverse running, and a driving-force applying section configured to reduce a driving force acting on a road-wheel when the shift state of vehicle is changed by the shift changeover function, and configured to apply a predetermined driving force to the road-wheel when a predetermined time has elapsed after the change of shift state, as the bad-road control.

Abstract: A system and method for efficiently regulating the fuel consumption of a variable speed combustion engine used to control loads such as a hoist motor in a mobile gantry crane based on load motor speed commands issued by a crane operator. The system and method can rely on a programmable logic controller to issue engine fuel commands to regulate engine speed based on interpolations derived from data representing the relationship between load motor voltage and engine speed and data representing the relationship between engine speed and engine power capacity. The method may also be used in modified form by combustion engines which need digital fixed speed commands.

Abstract: A vehicle includes an engine and transmission having gear sets, an input member that is continuously connected to the engine and a gear set, a binary clutch assembly, a speed sensor, and a controller. The binary clutch assembly includes a freewheeling element holding torque in one rotational direction, and also a selectable one-way clutch (SOWC) portion holding torque in two rotational directions when applied. The controller executes a method to transmit a first binary clutch command to the binary clutch assembly and thus apply the SOWC portion at vehicle launch, and calculates, via the processor, an acceleration value of the vehicle using the measured speed. The controller also selects a shift apply point of the binary clutch assembly as a function of the calculated acceleration value, and transmits a second binary clutch command to the binary clutch assembly to release the SOWC portion at the selected shift apply point.

Abstract: A vehicle brake control system includes a clutch stroke acquiring section, a braking force holding section, a first release determination section, and a release execution section. The clutch stroke acquiring section acquires a clutch stroke. The braking force holding section holds a braking force imparted to a wheel brake of a vehicle being at a halt. The first release determination section includes a peak value holding part and a returned amount calculator. The peak value holding part holds a peak value of the clutch stroke. The returned amount calculator calculates a returned amount by which a clutch is returned from the peak value. The first release determination section determines whether or not the held braking force should be released, based on the calculated returned amount. If the first release determination section determines that the held braking force should be released, the release execution section releases the held braking force.

Abstract: An aftermarket amplifier of acceleration signal (FIG. 2, box A), which is mounted between the potentiometer of the acceleration pedal (FIG. 2, box B) and the electronic control unit (FIG. 2, box C) and is programmed to control and to modify the signals from the accelerator pedal. The amplifier improves the acceleration of a car and overcomes the problems occurring during overreacting. The amplifier measures the signals from the acceleration pedal, calculates the change of the angle of the potentiometer of acceleration speed (angular speed) and multiplies the signals from the acceleration pedal by a value which is determined by the angular speed of the potentiometer of the accelerator pedal. Additionally, the amplifier includes a function of a cruise control, which can be controlled with a single control switch (FIG. 2, box F).

Abstract: A technique for controlling coasting of a hybrid vehicle equipped with an Automated Manual Transmission (AMT) is disclosed herein. First, the amount of regenerative braking is varied based on the degree of manipulation of an accelerator pedal within the predetermined control range of a total degree of manipulation of the accelerator pedal from when the accelerator pedal is not being manipulated. The amount of regenerative braking decreases as the degree of manipulation of the accelerator pedal increases. The control range is used to perform control in such a way as to vary the amount of regenerative braking according to the amount of manipulation of the accelerator pedal. Further, the control range is set to within a range of initial 5 to 20% of the total degree of manipulation of the accelerator pedal.

Abstract: A method for operating a multi-stable shift-by wire selector control system of a motor vehicle transmission. The multi-stable shift-by wire selector control system includes a multi-stable selector which is operable by the driver of the vehicle to select a respective one of the operating modes of the transmission, an arrangement of illuminated labels indicating the selector mode and an indexing mechanism for maintaining the immobilization of the selector in its different positions.

Abstract: A twin clutch controlling apparatus includes an ATM control unit for controlling a shift actuator and a clutch actuator and a shift pedal P for carrying out shifting request to the ATM control unit. When a shifting request by the shift pedal P is issued, the ATM control unit drives the shift actuator to change over the shift stage to a next stage gear irrespective of an operational amount of a clutch lever L and then causes the manual operation clutch capacity arithmetic operation value (tqcltmt) to correspond to a clutch capacity corresponding to the next stage gear using an operational amount of the clutch lever L that exceeds a predetermined value as a trigger. If a predetermined period of time elapses while the clutch lever L is not operated, then the shifting request is an erroneous operation and the shift stage is returned to an original gear.

Abstract: In a hybrid vehicle in which a mode change between an electric drive mode and a hybrid drive mode is carried out based on information concerning an operating condition and a driving status, an impairment of operability due to a change of the drive mode at a reverse travel of the vehicle is prevented. Upon a start of the reverse travel, the drive mode before the start of the reverse travel is continued at the start of the reverse travel.

Abstract: A position sensor arrangement that can determine the two-dimensional position of a variety of different movable devices, such as an electronic joystick. According to one embodiment, the position sensor arrangement includes two pair of magnetic sensing elements that are angularly offset or skewed with respect to one another in order to provide redundancy and accuracy with a minimum number of sensing elements.

Abstract: A system for controlling power downshifts of a transmission includes a flare generation module, a flare control module, and a shift control module. The flare generation module generates turbine speed flare by decreasing pressure applied to an off-going clutch of the transmission. The flare control module decreases the turbine speed flare by increasing the pressure applied to the off-going clutch of the transmission. The shift control module increases a pressure applied to an on-coming clutch of the transmission when the turbine speed flare is less than a predetermined amount from a desired turbine speed flare.

Abstract: A system and method are provided for controlling an automatic engine stop-start in conjunction with a transmission having one or more latching valves. The system and method is configured to determine whether conditions are met for an autostop, and if so, to latch or unlatch the latching valve(s) by changing clutch pressure.

Abstract: A method of operating a transmission having a plurality of gears which can operate in an automatic shifting mode, during which a gear is selected automatically depending on the current driving situation, and also in a manual shifting mode during which a gear is selected depending on a driver's command. When the driver commands a shift, a change takes place from the automatic shifting mode to the manual shifting mode. A specific threshold value of the transmission output speed or an equivalent rotational speed value is associated with each gear and, when the driver commands a downshift, a target gear is determined as a function of the current transmission output speed or the equivalent rotational speed value. The gear selected as the target gear is the gear whose specific threshold value is higher than or equal to the current transmission output speed or the equivalent rotational speed value.

Abstract: A method of controlling a transmission brake of an automated change-speed transmission, of a countershaft design provided with claw clutches, the brake being functionally connected, on its input side, to a transmission shaft and actuated hydraulically or pneumatically by way of inlet and outlet valves such that, for an upshift from a gear under load to a target gear, when the loaded gear is disengaged, in order to synchronize the target gear, first the inlet valve is opened and the outlet valve is closed, then to produce a substantially constant braking torque, the inlet valve is closed after having been open for a determinable opening duration, and to reach a synchronous rotational speed, the outlet valve is opened after having been closed for a determinable closing duration. The time during which the inlet valve is open is determined as a function of a specified characteristic parameter of the synchronization process.

Abstract: A vehicle control apparatus including: a bad-road control-mode switch configured to be manipulated by a driver; and a bad-road control section configured to perform a bad-road control when a bad-road control mode is selected by the bad-road control-mode switch, the bad-road control section including a shift changeover function configured to automatically change a shift state of vehicle between a forward running and a reverse running, and a driving-force applying section configured to reduce a driving force acting on a road-wheel when the shift state of vehicle is changed by the shift changeover function, and configured to apply a predetermined driving force to the road-wheel when a predetermined time has elapsed after the change of shift state, as the bad-road control.

Abstract: Earth moving equipment and other heavy machinery for environmentally harsh conditions are controlled by a control panel supplied with a lock, and such panels are frequently removable to prevent theft or unauthorized operation. The interface is in the form of a plug-and-socket, the parts of which have to be sealed against dust and humidity when not interfacing. In order to prevent wear and to assure reliable control, according to the invention, no part of the connection between the control panel and a receptable is galvanic, the power supply for the control panel is wireless, such as inductive or optical, while communications may occur by means of a two-way radio protocol or by optical means.

Abstract: When temperature increase promotion processing (for example, prohibiting lockup application and prohibiting shifts to a high gear position) is started while an initial value of an ATF temperature is in a low temperature region, an ATCU determines whether to terminate the temperature increase promotion processing on the basis of a current ATF temperature, and when the temperature increase promotion processing is started while the initial value of the ATF temperature is in an extremely low temperature region, the ATCU determines whether to terminate the temperature increase promotion processing on the basis of a duration of the temperature increase promotion processing. When the temperature increase promotion processing is determined to be complete, the ATCU terminates the temperature increase promotion processing.

Abstract: This disclosure provides a thermal management system and method that can recommend operational behavior to an operator of an engine system to optimize fuel economy over a period of time in which a components of the engine system is in a warm up and/or regeneration state. In one representative embodiment, the expected temperature change of the engine component at a later time is determined based on inefficient operation of the engine, such as a transmission down shift resulting in higher engine speed and lower engine torque, and the expected temperature change of the engine component resulting from operating the engine under current conditions or expected conditions at that later time is determined. A determination is made as to whether the inefficient engine operation is the optimal operation in view of fuel economy and a recommendation is generated for the operator based if optimal operation is determined.

Abstract: A drive system (14, 34) comprising an input shaft (112); a first clutch (114) configured to selectively couple a first gear (116) to the input shaft (112); an output shaft (126); a second gear (138) engaging with the first gear (116); and a drive axle clutch system (142) having different travel direction clutches.

Abstract: A method for setting a vehicle in motion: The vehicle includes a combustion engine for generating driving force for transmission to at least one powered wheel via a clutch and a gearbox. The driving force is selectively transmitted from the engine to the powered wheels by closure of the clutch. Gear changes by the gearbox are at least partly controlled by a control system. With the clutch closed and upon demand for the vehicle to be set in motion with the clutch closed, the control system activates the vehicle's starter motor with gear engaged, and uses the starter motor to accelerate the combustion engine to an initial speed which represents a speed at which the combustion engine will start.

Abstract: A gearbox has a first shaft with at least two journalled gearwheels, a first gearwheel to drive the first shaft in a first direction and a second gearwheel to drive the first shaft in a second direction. Devices selectively lock the gearwheels situated on the first shaft for joint rotation. A second has at least two fixed gearwheels, one second gearwheel cooperates with the first gearwheel for operation in the first direction. A third shaft with a third gearwheel which selectively in or out of engagement with the first and second gearwheels for operation in the first direction. The first gearwheel intended for operation in the first direction is also in engagement with one or more further power-transmitting device used for connecting at least one form of extra equipment, e.g. a retarder or a power take-off.

Abstract: A powertrain for a vehicle is provided having an engine, a transmission, a torque transfer mechanism, a hydraulic fluid circuit, and a transmission control module. The torque transfer mechanism includes a hydraulic fluid pump and is drivingly connected to an output member of the engine and an output member of the torque transfer mechanism is drivingly connected to the input member of the transmission. The hydraulic fluid circuit has a hydraulic valve in communication with the first fluid port of the hydraulic fluid pump. The transmission control module include a control logic for operating the powertrain during a vehicle launch event.

Abstract: A method of learning the return spring pressure of a clutch in a vehicle having an engine and an automatic transmission includes selecting a clutch for analysis from a plurality of clutches of the transmission when the vehicle coasts for a predetermined duration. The method includes ramping down clutch pressure to the selected clutch until engine speed reaches idle and measuring the clutch pressure for the selected clutch after engine speed has remained at idle for a calibrated duration. An actual return spring pressure may be calculated as a function of the preliminary return spring pressure. The actual return spring pressure may be used thereafter to control a subsequent shift event of the transmission. A vehicle includes an engine, transmission, and controller configured to detect a predetermined coasting condition, and to execute code using a processor to thereby execute the above method. A system includes the transmission and controller.

Abstract: A system and method for controlling automatic stop-start of a motor vehicle is provided. The system and method is configured to enable an automatic stop-start mode of operation based on vehicle conditions. In addition, the system and method is configured to selectively actuate an accumulator to prime the transmission for a smooth restart.

Abstract: A vehicle control method for a vehicle having an internal combustion engine coupled to a torque converter is described. In one embodiment, the engine air flow and spark are adjusted to control torque converter operation. The method can improve vehicle response to driver accelerator commands.

Abstract: A method of controlling a transmission brake of an automated change-speed transmission having a control cylinder, that is pressurized by inlet and outlet valves, and an upstream main cut-off valve by which a nominal pressure, supplied to the control cylinder, is regulated. Functional deviations of the transmission brake can be considered during a shifting operation, when the transmission is in neutral, the motor coupling clutch is disengaged and the transmission brake is engaged. The rotational speed gradient and the mass of the transmission components to be braked are determined and used to calculate the current braking torque of the transmission brake. The current braking torque relates to the current regulated nominal pressure, and the determined values are stored in a control unit and used during subsequent actuation of the transmission brake.

Abstract: The described system and method are implemented within a motor grader or other machine for grading of surfaces, wherein the machine includes a ground engaging element, as well as one or more blades for removing surface material. In this context, the described system and method prevent slippage of the ground engaging element against the underlying surface. In an embodiment, a torque limit is applied, wherein the torque limit corresponds to a torque that is less than that required for slippage under the current operating conditions, thus avoiding the problems caused by both overly aggressive and overly conservative cut depth strategies.

Abstract: A method of regulating operation of a hybrid vehicle traveling on a surface having a grade includes determining a drive force of the hybrid vehicle, calculating a brake pressure value and determining whether a grade freeze condition exists based on the brake pressure value. The method further includes calculating a grade value of the surface based on the drive force when the freeze condition does not exist and regulating operation of the hybrid vehicle based on the grade value.

Abstract: A system is provided for managing torque in a vehicle driveline coupled to an internal combustion engine and to a hybrid motor/generator. An engine control circuit provides to a transmission control circuit an engine torque value corresponding to torque applied by the engine to the driveline. A hybrid control circuit provides to the transmission control circuit a motor torque value corresponding to torque applied by the hybrid motor/generator to the driveline. The transmission control circuit controls operation of at least one friction device and controls shifting of the transmission, and also manages torque applied to the drive line by the engine and by the hybrid motor/generator based on the engine torque value and the motor torque value such that the friction device control and shift schedule instructions do not require modification to accommodate inclusion of the hybrid motor/generator in the system or exclusion of the hybrid motor/generator from the system.

Abstract: A method for determining a need for contact point adaptation for a clutch (106) of a vehicle (100), which clutch (106) transmits driving power between a power source engine (101) and at least one powered wheel (113, 114). At a first point in time, determining a first temperature (T1) of the clutch (106), comparing the first temperature (T1) with a second temperature (T2) of said clutch (106) determined at a second point in time which precedes the first point in time, and determining a need for contact point adaptation when the first temperature (T1) differs from the second temperature (T2) by more than a first value (?T)).

Abstract: Actual-rotational-difference absorption-torque calculation means 150 inputs a rate-of-change ?Ne of an engine speed during shifting to an actual rotational difference absorption torque-?Ne table 160 so that an actual-rotational-difference absorption-torque average value during shifting is calculated. Engine-torque calculation means 180 inputs a throttle opening and an engine speed to engine-torque estimation-value map 190, and derives an engine torque during shifting. An actual clutch capacity is calculated from the sum of the actual-rotational-difference absorption-torque average value and the engine torque average value during shifting. From the ratio of the actual clutch capacity and a demanded clutch capacity, ?-correction-coefficient calculation means 130 calculates a ? correction coefficient. By using a control correction amount calculated on the basis of the ? correction coefficient, a transmission control unit 100 drive-controls a first clutch CL1 and a second clutch CL2.

Abstract: The present application discloses an apparatus for determining and displaying gear ratios in a transmission system having a driving sprocket set, a driven sprocket set and a flexible drive member that engages the driving sprocket set and driven sprocket set, the apparatus comprising a display, a sensing module, the sensing module comprising a plurality of magneto-resistive assemblies, wherein at least one of the plurality of magneto-resistive assemblies is configured to detect adjustment of the transmission system, the sensing module configured to generate a signal responsive to said adjustment of the transmission system, and a data processor communicatively coupled with the display and with the sensing module, the data processor configured to receive the signal generated by the sensing module, process the signal to generate data relating to sprockets engaged by the flexible drive member, and write the data to the display.