A control device that controls a vehicle drive transfer device in which a speed change device that includes a plurality of engagement devices and that selectively establishes one of a plurality of shift speeds with different speed ratios in accordance with a state of engagement of the plurality of engagement devices is provided in a power transfer path that connects between a drive force source and wheels.

An apparatus for controlling shifting of a vehicle and a method therefor are provided, where the apparatus includes a storage storing a power map in which a demand power corresponding to a vehicle speed and an accelerator position sensor (APS) value is recorded and storing an energy consumption map of a power source for each gear stage. The apparatus includes a controller that detects a current demand power based on the power map, generates a power graph representing the detected demand power as the number of revolution and a torque of the power source for each gear stage, and matches the generated power graph with the energy consumption map of the power source to control a shift to a gear stage which consumes minimum energy.

A compression control device for a continuously variable transmission is provided in which the compression control device that controls the compression of either one of shaft elements of the continuously variable transmission calculates a slip state matrix from an amplitude ratio between a variable component of a rotational speed of the input shaft and a variable component of a rotational speed of the output shaft, a phase lag that is an indicator of difference in phase between a variable component of the rotational speed of the input shaft and a variable component of the rotational speed of the output shaft, and a gear ratio between the input shaft and the output shaft, estimates a power transmission state among the input shaft element, the output shaft element, and the power transmission element based on an eigenvalue sequence calculated from the slip state matrix, and controls compression.

An abnormality determination device for a continuously variable transmission is provided in which since the abnormality determination device which calculates a compression stiffness of a metal belt from an amplitude ratio between a variable component of the rotational speed of an input shaft and a variable component of the rotational speed of an output shaft, a phase lag that is an indicator of the difference in phase between a variable component of the rotational speed of the input shaft and a variable component of the rotational speed of the output shaft, and a belt pitch radius of a drive pulley or a driven pulley, and determines whether a metal ring has broken by comparing the compression stiffness of the metal belt with a preset reference compression stiffness.

A powertrain control system for a motor vehicle having a transmission and an engine includes an axle torque controller that determines a desired engine torque and a desired speed ratio from a plurality of inputs, an engine controller that determines a commanded engine torque based on the desired engine torque, wherein the commanded engine torque is used to control the engine to produce an actual engine torque, a transmission controller that determines a commanded gear ratio based on the desired gear ratio, wherein the commanded gear ratio is used to control the transmission to produce an actual gear ratio, and an estimator that determines an actual axle torque of the motor vehicle from the actual engine torque and the actual gear ratio. The plurality of inputs includes a desired axle torque, the actual axle torque, a desired fuel rate, an actual fuel rate.

A transmission includes a main housing having a rear wall and at least one sidewall extending from the rear wall. The rear wall has an outer side and has an inner side that cooperates with the at least one sidewall to define an interior. A planetary gearset is disposed within the interior. An output shaft is coupled to the gearset and extends through a hole defined in the rear wall. An extension housing is connected to a rear portion of the main housing such that the outer side and the extension housing cooperate to define a torque-sensor cavity. The output shaft extends through the cavity. A torque sensor is disposed within the cavity adjacent to the output shaft and has an electrical connector disposed in a wall of the extension housing.

A powertrain includes a torque generative device and a torque converter having an impeller, a turbine and a torque converter clutch. A method to control torque converter slip includes a feedforward component and a feedback component. The feedforward component includes monitoring a reference slip, and actual slip, and a turbine speed of the torque converter, determining a desired turbine torque based upon the reference slip and the turbine speed, determining an actual turbine torque based upon the actual slip and the turbine speed, determining a feedforward torque converter clutch pressure command based upon the desired turbine torque, the actual turbine torque, a torque generative device torque, and a TCC gain, and determining feedforward torque converter clutch pressure command. The feedback component modifies the feedforward command pressure based on proportional plus integral plus differential (PID) slip feedback terms.

A powertrain includes a torque generative device and a torque converter having an impeller, a turbine and a torque converter clutch. A method to control torque converter slip includes a feedforward component and a feedback component. The feedforward component includes monitoring a reference slip, and actual slip, and a turbine speed of the torque converter, determining a desired turbine torque based upon the reference slip and the turbine speed, determining an actual turbine torque based upon the actual slip and the turbine speed, determining a feedforward torque converter clutch pressure command based upon the desired turbine torque, the actual turbine torque, a torque generative device torque, and a TCC gain, and determining feedforward torque converter clutch pressure command. The feedback component modifies the feedforward command pressure based on proportional plus integral plus differential (PID) slip feedback terms.

A transmission utilizes an output torque sensor that relies upon magnetization of a section of the output shaft. The sensor produces an electrical current that varies as the torque transmitted by the shaft varies. However, the relationship between output torque and electrical current is impacted by part-to-part variability of the shaft and of the sensor. Conventional methods of compensating for this variability are hampered because the sensors and shafts are not paired until they are assembled into the transmission. A portable test may be used to characterize each shaft and each sensor. This characterization data includes average zero torque current and variability of zero torque current with respect to shaft position. A mapping is selected based on the shaft characterization and the sensor characterization and programmed into the controller.

A hydraulic pump is driven by an engine. A hydraulic motor is driven by hydraulic fluid discharged from the hydraulic pump thereby causing a vehicle to travel. A controller controls a rotation speed of the engine and a displacement of the hydraulic pump. The controller acquires a tractive force of the vehicle. The controller changes the rotation speed of the engine to a low speed side in accordance with a reduction in the tractive force.