A vehicle includes a system and method of operating a gearbox of the vehicle. The vehicle includes an interface for entering a desired vehicle acceleration and a processor. The system includes a processor. The processor is configured to receive the desired vehicle acceleration, create an objective function that relates the desired vehicle acceleration to a torque, perform an optimization process on the objective function to determine the torque, and apply the torque to the vehicle to achieve the desired vehicle acceleration.

A method of controlling a powertrain of a vehicle includes determining, by a controller, whether or not a transmission is shifting and, if the transmission is shifting, the type of shifting, selecting a predetermined control matrix according to whether or not the transmission is shifting and the type of shifting, calculating a required torque of a transmission component to be controlled based on the selected control matrix, calculating a hydraulic control pressure to implement the required torque of the transmission component to be controlled, and controlling the transmission component to be controlled using the calculated hydraulic control pressure, wherein the control matrix is calculated using correlation equations of angular velocities, angular accelerations, moments of inertia, and torques of powertrain components, and boundary conditions according to the state of the transmission.

A vehicle includes a power plant, continuously variable transmission (CVT), drive wheels, sensors, and controller. The CVT achieves a fixed gear/positive engagement and friction drive modes, and includes an input member that receives input torque from the power plant, an output member, and a variator assembly having drive and driven variator pulleys. The pulleys are connected to each other via an endless rotatable drive element, and to a respective one of the input and output members. Pulley actuators change a CVT speed ratio. The controller calculates a relative slip of the pulleys using measured speeds and displacements from the sensors, reduces the relative slip until the relative slip is below a calibrated speed limit or within a calibrated speed range via actuator control signal to the pulley actuators, and commands the fixed gear/positive engagement mode via positive engagement control signals to the CVT until the relative slip reaches zero.

Disclosed is a method of diagnosing a malfunction in a dual clutch transmission (DCT) attributable to a gear synchromesh failure, without an output shaft speed sensor. The method includes: calculating, a difference (referred to as a first difference) between a first input shaft speed and the product of a wheel speed and a first gear ratio; a difference (referred to as a second difference) between a second input shaft speed and the product of a wheel speed and a second gear ratio; diagnosing a first input shaft as having a transmission gear synchromesh failure when the first difference is greater than a first reference value and the second difference is equal to or smaller than a second reference value; and performing control such that a gear shifting operation is performed using only a second input shaft when the first input shaft is diagnosed as having a transmission gear synchromesh failure.

A configuration evaluation method and a platform for electromechanical coupling transmission of hybrid electric vehicles, includes an energy flow transfer path evaluation module for evaluating the energy flow transfer path, an electromechanical coupling transmission dynamic performance evaluation module for evaluating the dynamic performance of electromechanical coupling transmission, an electromechanical coupling transmission economic efficiency evaluation module for evaluating the economic efficiency of electromechanical coupling transmission, an electromechanical coupling transmission driving cycle adaptability evaluation module for evaluating the driving cycle adaptability of electromechanical coupling transmission, a component feature parameter rationality evaluation module for evaluating the rationality of component feature parameters, a structure and cost evaluation module for evaluating the structure and cost, and a comprehensive evaluation module for performing a comprehensive evaluation.

A powertrain assembly includes a continuously variable transmission having a variator, an input member, an output member and a torque converter clutch. An input sensor configured to receive a signal from the input member. An output sensor is configured to receive a signal from the output member. The assembly includes a controller having a processor and tangible, non-transitory memory on which is recorded instructions for executing a method of controlling the continuously variable transmission. If the torque converter clutch is locked, the controller is programmed to obtain respective readings at predefined time intervals which are collected for the respective signals from the input sensor and the output sensor, until a predefined time window is reached. First and second fast Fourier transforms are obtained of the respective signals. The continuously variable transmission is controlled based at least partially on the first and second fast Fourier transforms.

This invention pertains to the field of power transmission. Machines using a power transmission mechanism for transmission of the mechanical power produced by a source (engine (2), electric motor, pneumatic and hydraulic pump) to another component of the machine (wheel (21), electric motor, electric generator, pneumatic and hydraulic pump) through multiple transmission paths (different gear ratios (14), (15)) are subjects of this invention. It is disclosed that control of a switching from one power transmission path to another is done in a manner involving simultaneous load transfer and speed synchronization rather than sequential performance of these two functions, and the resulting method developed in the invention leads to switching operations that produce less disturbance at the input of the said component. The said method is applied to the problem of controlling gearshifts in automatic transmissions of ground vehicles.

A configuration evaluation method and a platform for electromechanical coupling transmission of hybrid electric vehicles, includes an energy flow transfer path evaluation module for evaluating the energy flow transfer path, an electromechanical coupling transmission dynamic performance evaluation module for evaluating the dynamic performance of electromechanical coupling transmission, an electromechanical coupling transmission economic efficiency evaluation module for evaluating the economic efficiency of electromechanical coupling transmission, an electromechanical coupling transmission driving cycle adaptability evaluation module for evaluating the driving cycle adaptability of electromechanical coupling transmission, a component feature parameter rationality evaluation module for evaluating the rationality of component feature parameters, a structure and cost evaluation module for evaluating the structure and cost, and a comprehensive evaluation module for performing a comprehensive evaluation.

A method for controlling an automatic transmission of a vehicle includes detecting a deceleration of the vehicle; detecting a cornering value of the vehicle; determining, as a function of the deceleration and as a function of the cornering value, a compensated shift-down point of a rotational speed at which shifting into a relatively low gear of the transmission occurs; and selecting a gear as a function of the compensated shift-down point.

A hydro-mechanical series and parallel transmission device and a control method thereof are provided. The device includes an input shaft assembly, a hydraulic transmission assembly, a planetary gear transmission assembly, an intermediate gear transmission assembly, and an output shaft assembly. Switching among a hydraulic transmission mode, a mechanical transmission mode, and a hydro-mechanical composite transmission mode is implemented through combination and engagement/disengagement of clutches and brakes. The hydro-mechanical series transmission is used to expand the speed regulation range of the hydraulic transmission and is combined with the hydraulic transmission to meet the requirements on precision and the speed regulation range. The requirements of low-power and high-power operations are met through combination of the hydro-mechanical series and parallel transmissions. Multiple transmission modes are formed to adapt to the working conditions of startup, operation, and transfer.