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.

A control apparatus includes an input torque acquisition unit acquiring an input torque input to an automatic transmission input shaft, a clutch torque acquisition unit acquiring a clutch torque of a clutch operated to change a gear stage of the transmission, a torque determination unit determining a change of the input torque and the clutch torque from a first state in which one of the input torque and the clutch torque is greater than the other to a second state in which the other one is greater than the one, a gear ratio calculation unit calculating an intermediate gear ratio between pre-shift and post-shift gear ratios, and a torque calculation unit, when the torque determination unit determines a change of the input torque and the clutch torque from the first state to the second state, executing a process of calculating a target engine torque based on the intermediate gear ratio.

A shift control method can be used for a vehicle with a dual-clutch transmission (DCT). A controller determines whether or not a power-on upshift is initiated in a state in which a high performance mode has been selected. The controller performs a torque phase in which a coupling-side clutch torque is gradually increased and a release-side clutch torque is gradually released. The coupling-side clutch torque is gradually increased to a target coupling-side clutch torque corresponding to a value obtained by adding a push feel torque to a base torque. The controller performs an inertia phase in which the coupling-side clutch torque is gradually increased while tracing an engine torque such that an engine speed is synchronized with a coupling-side clutch speed. The controller completes speed change through gradual decrease of the coupling-side clutch torque.

A control device for a multi-stage transmission for an electric vehicle is provided. The control device includes a controller configured to calculate a driving force of a drive motor when entering a shift mode and to determine a shift time point based on the calculated driving force, and the multi-stage transmission configured to perform shifting at the determined shift time point.

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.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A drivetrain control and a method for controlling a drivetrain where the actual engine torque of the prime mover is taken into account are described herein. Illustrative embodiments include control systems and methods where the ratio set point of the CVT and/or the rate of the CVT ratio change are modified according to the actual engine torque of the prime mover.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A method to control a road vehicle provided with a clutch, which connects an internal combustion engine to drive wheels and is arranged upstream of a servo-assisted transmission; the control method comprises the steps of: checking whether the tyres of the drive wheels are close to a grip limit; and opening the clutch so that the clutch transmits a torque to the drive wheels with a slip of the clutch that is constant and other than zero when the tyres of the drive wheels are close to the grip limit.

A control device of a vehicle disposed on a vehicle including an engine and a fluid transmission device including a lockup clutch, the control device of a vehicle comprises: an automated-driving running control portion automatically controlling at least an engine torque so that the vehicle runs in a predefined target running state without requiring an acceleration/deceleration operation; and a lockup control portion engaging/releasing the lockup clutch in accordance with a predefined lockup condition. The automated-driving running control portion includes a fuel efficiency priority running portion setting the target running state such that the lockup clutch is brought into an engaged state in accordance with the lockup condition.