A control device performs upshifting in a state in which an operating point of a rotating electrical machine for outputting requirement-based torque at wheel-based rotational speed falls within an operable range of the rotating electrical machine both before and after shifting a shift speed by the upshifting, and in which before shifting the shift speed, output torque from the rotating electrical machine is less than or equal to determination torque (T1), the wheel-based rotational speed being rotational speed of the rotating electrical machine based on rotational speed (V) of a wheel, the requirement-based torque being output torque from the rotating electrical machine based on required wheel transmission torque, and the determination torque (T1) being torque obtained by subtracting an amount of increased torque (ΔTmg) resulting from torque increase control from maximum torque (Tmax) that can be outputted from the rotating electrical machine at the wheel-based rotational speed.

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 vehicle includes a drive wheel, an engine, an accelerator pedal, a torque converter, a clutch, and a controller. The drive wheel is configured to propel the vehicle. The engine is configured to generate power and to deliver power to the drive wheel to accelerate the vehicle. The accelerator pedal is configured to generate an acceleration request based on a pedal position. The torque converter is disposed between the engine and the drive wheel. The clutch is disposed between the engine and the drive wheel and is configured to bypass the torque converter. The controller is programmed to, in response to depressing the accelerator pedal to a position that corresponds with accelerating the vehicle at a desired magnitude, adjust the torque of the engine to accelerate the vehicle at the desired magnitude, regardless of the state of the clutch.

A vehicle gear-shifting control apparatus is equipped with an engine, an automatic transmission, and a controller which changes a shift stage by outputting a gear-shifting signal in accordance with the rotation speed of an input shaft to the automatic transmission. The controller executes a torque-regulating control of temporarily increasing or decreasing an input torque input to the input shaft during a shift-change, and when executing the control, determines whether or not a target increase/decrease amount of the input torque can be realized based on calculation results of a target output torque and a target gear-shifting time, executes the control to realize the target amount when it is determined that the target amount can be realized, and executes the control based on an allowable gear-shifting time set in advance to be longer than the target gear-shifting time when it is determined that the target amount cannot be realized.

A transmission is subject to gear shift management that provides for shifting gears in a controlled manner in order to provide for a simplification of part and reduction in system complexity. In particular, a range synchronizer component can be replaced with a simplified range jaw clutch, without incurring a requirement for an installation of other components such as a motor generator or starter-generator.

A system and method of measuring torque generated by a drive train like that used in a rotating equipment drive. A drive motor is mounted to a rotatable brake assembly which, in turn, is coupled to a gear drive which, in turn, transmits rotational power. The brake assembly is coupled to a fixed cover of the gear drive by a gearbox torque sensor that prevents rotation between the brake assembly and the housing. The sensor can be a load cell or its equivalent. A control module may be configured to adjust operation of the rotating equipment drive in response to the torque signal. All input torque from the drive motor to the gearbox is measured when the brake is disengaged through the load cell. All input torque at the gearbox output shaft, through back-driving, is measured when the brake is engaged through the load cell.

A method for operating a power shiftable transmission of a motor vehicle, the transmission including a control unit, an input shaft, an output shaft, a gear set, and multiple shift elements, the method including transmitting, with the control unit, a request for a reduction of a drive torque acting on the input shaft for carrying out an upshift, and determining, with the control unit, whether the reduction is completely possible, partially possible, or impossible based on a signal. When the reduction is completely possible, the method includes controlling, with the control unit, a torque transmission rate of a shift element of the multiple shift elements to be engaged during the upshift according to a first way. When the reduction is partially possible or impossible, the method includes controlling, with the control unit, the torque transmission rate according to a second way, the second way differing from the first way.

An anomaly determination apparatus for a vehicle that includes a transmission includes an execution device and a memory device. The memory device is configured to store map data that defines pre-trained map, which has been trained through machine learning. When a variable representing time-series data of a rotation speed of a gear is fed to the map as an input variable, the map outputs a state variable representing a state of the gear as an output variable. The execution device is configured to execute: an obtaining process that obtains the variable representing the time-series data as a value of the input variable; and a determination process that determines whether there is an anomaly in the transmission based on a value of the output variable that is output by the map when the value of the input variable is fed to the map.

Methods and systems for estimating an amount of torque that is transferred via a differential ring gear assembly are described. In one example, axial displacement of the differential ring gear assembly is determined and converted into a torque estimate. The torque estimate may be used to verify other powertrain torque estimates or for closed loop torque control.

A control device for a continuously variable transmission mounted in a vehicle, includes a lead compensation unit and a delay compensation unit. The lead compensation unit is configured to perform phase lead compensation in a transmission ratio control system of the continuously variable transmission according to an operating state of the vehicle with a lead amount being variable according to a vibration frequency of a torsional vibration of an input shaft of the continuously variable transmission. The delay compensation unit is configured to perform phase delay compensation in the transmission ratio control system with a delay amount being variable according to the operating state of the vehicle.