A control device for a continuously variable transmission performs transmission control so that an actual transmission control value becomes a target transmission control value. The control device includes a lead compensation unit, delay compensation unit, and a setting unit. The lead compensation unit performs lead compensation of the target transmission control value. The delay compensation unit performs delay compensation of the target transmission control value. The setting unit is configured to set as the target transmission control value a post-compensation target transmission control value for which compensation is performed by the lead compensation unit and the delay compensation unit according to at least one of an input side rotation speed of the continuously variable transmission, an input torque to a driven side rotation element of the continuously variable transmission, a transmission ratio of the continuously variable transmission, and a rate of change of the transmission ratio.

A control device for a continuously variable transmission performs transmission control so that an actual transmission control value becomes a target transmission control value. The control device includes a lead compensation unit, delay compensation unit, and a setting unit. The lead compensation unit performs lead compensation of the target transmission control value. The delay compensation unit performs delay compensation of the target transmission control value. The setting unit is configured to set as the target transmission control value a post-compensation target transmission control value for which compensation is performed by the lead compensation unit and the delay compensation unit according to at least one of an input side rotation speed of the continuously variable transmission, an input torque to a driven side rotation element of the continuously variable transmission, a transmission ratio of the continuously variable transmission, and a rate of change of the transmission ratio.

An active shift control method for a power-off downshift of the hybrid vehicle is provided. The method includes increasing the torque of an engagement clutch in a transmission while disengaging a disengagement clutch by reducing the torque of the disengagement clutch in the transmission, when the shift of a power-off downshift is requested. A motor speed is adjust for a transmission input shaft rotary speed to reach a predetermined target stage synchronization speed of a target stage after shifting, and the torque of the engagement clutch is maintained in a state where the disengagement clutch has been disengaged. The engagement of the engagement clutch is completed by increasing the torque of the engagement clutch when the transmission input shaft rotary speed has reached the target stage synchronization speed.

A method for operating a powertrain, having at least one drive motor and at least one gearbox, of a motor vehicle which can be driven by the drive motor, via the gearbox, in which heat is transferred from the drive motor to the gearbox in a targeted manner, as a result of which the gearbox is heated in a targeted manner The heat is transferred from the drive motor to the gearbox in a targeted manner on the basis of predictive data which include at least one future state of the motor vehicle.

A transmission control device is used in an automatic transmission device including a transmission gear having friction coupling portions that are changed between a coupled state and an uncoupled state, and configuring transmission stages corresponding to a combination of the coupled state and the uncoupled state, and a hydraulic control device. The device includes: a determination unit determining a change in the transmission stage; and an output unit setting a target value of the hydraulic pressure, and outputting the target value to the hydraulic control device. In a case where one transmission stage is changed to another, the output unit increases the target value to a first value for a first friction coupling portion in the uncoupled state in the one transmission stage, thereafter, to a second value smaller than the first value and maintaining the uncoupled state, and thereafter, to a third value greater than the second value.

A transmission control device is used in an automatic transmission device including a transmission gear having friction coupling portions that are changed between a coupled state and an uncoupled state, and configuring transmission stages corresponding to a combination of the coupled state and the uncoupled state, and a hydraulic control device. The device includes: a determination unit determining a change in the transmission stage; and an output unit setting a target value of the hydraulic pressure, and outputting the target value to the hydraulic control device. In a case where one transmission stage is changed to another, the output unit increases the target value to a first value for a first friction coupling portion in the uncoupled state in the one transmission stage, thereafter, to a second value smaller than the first value and maintaining the uncoupled state, and thereafter, to a third value greater than the second value.

A method for preventing an incorrect learning of a clutch torque of a transmission of a vehicle may include a controller estimating an engine-based clutch torque estimated based on an engine torque; the controller estimating a wheel-based clutch torque estimated based on a driveshaft torsional torque; the controller determining a torque error, which is a difference between the engine-based clutch torque and the wheel-based clutch torque: the controller allowing a learning of the clutch torque when the torque error is equal to or less than a predetermined reference torque; and the controller prohibiting the learning of the clutch torque when the torque error is greater than the predetermined reference torque.

Transmissions, control systems for transmissions, and methods of operating transmissions are disclosed herein. A transmission includes an input shaft, an output shaft, one or more clutches, and a control system. The input shaft is configured to receive rotational power supplied by a drive unit. The output shaft is coupled to the input shaft and configured to provide rotational power supplied to the input shaft to a load. The one or more clutches are coupled between the input shaft and the output shaft to selectively transmit rotational power between the input shaft and the output shaft in one or more operating modes of the transmission. Each of the one or more clutches is selectively engageable in response to one or more fluid pressures applied thereto. The control system is configured to control operation of the one or more clutches to select the one or more operating modes of the transmission.

Transmissions, control systems for transmissions, and methods of operating transmissions are disclosed herein. A transmission includes an input shaft, an output shaft, one or more clutches, and a control system. The input shaft is configured to receive rotational power supplied by a drive unit. The output shaft is coupled to the input shaft and configured to provide rotational power supplied to the input shaft to a load. The one or more clutches are coupled between the input shaft and the output shaft to selectively transmit rotational power between the input shaft and the output shaft in one or more operating modes of the transmission. Each of the one or more clutches is selectively engageable in response to one or more fluid pressures applied thereto. The control system is configured to control operation of the one or more clutches to select the one or more operating modes of the transmission.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.