This disclosure details transmission systems for electrified vehicles. Exemplary transmission systems may include a crankshaft integrated starter-generator. The crankshaft integrated starter-generator may include an electric machine and an integrated rotor carrier/input shaft assembly. The integrated rotor carrier/input shaft assembly is configured to support the electric machine and provide an interface for mounting the crankshaft integrated starter-generator relative to a torque converter. The torque converter may be mounted to a flange of the integrated rotor carrier/input shaft assembly that is inside the diameter of a rotor of the electric machine.

A power unit of a utility vehicle includes a power source for travel of the utility vehicle, a continuously variable transmission, a gear transmission, a first clutch, a second clutch, and an output mechanism. The gear transmission includes a first GT input shaft, a second GT input shaft, a GT output shaft, a first GT intermediate shaft, a second GT intermediate shaft, first speed-change gears, second speed-change gears, a first transmission gear, and a second transmission gear. The first clutch is configured to disable power transmission from the power source to the first GT input shaft. The second clutch is configured to disable power transmission from a CVT output shaft of the continuously variable transmission to the second GT input shaft.

A power unit of a utility vehicle includes a power source for travel of the utility vehicle, a continuously variable transmission, a gear transmission, a first clutch, a second clutch, and an output mechanism. The gear transmission includes a first GT input shaft, a second GT input shaft, a GT output shaft, a first GT intermediate shaft, a second GT intermediate shaft, first speed-change gears, second speed-change gears, a first transmission gear, and a second transmission gear. The first clutch is configured to disable power transmission from the power source to the first GT input shaft. The second clutch is configured to disable power transmission from a CVT output shaft of the continuously variable transmission to the second GT input shaft.

A control device for an automatic transmission includes a traveling drive source, an automatic transmission, an AT controller, and a traveling drive source controller. The AT controller is configured to execute shifting by changeover of friction elements upon receiving a shift request. The traveling drive source controller is configured to execute torque limit control of the traveling drive source when a request for limiting a torque by an upper limit torque is input from the AT controller. The AT controller has an upper limit torque change processing unit configured to change the upper limit torque from a low gear upper limit torque to a high gear upper limit torque when auto-upshift is executed. The upper limit torque change processing unit is configured to raise the upper limit torque using a prescribed gradient during an inertia phase when the inertia phase is started with the auto-upshift.

A control device for an automatic transmission includes a traveling drive source, an automatic transmission, an AT controller, and a traveling drive source controller. The AT controller is configured to execute shifting by changeover of friction elements upon receiving a shift request. The traveling drive source controller is configured to execute torque limit control of the traveling drive source when a request for limiting a torque by an upper limit torque is input from the AT controller. The AT controller has an upper limit torque change processing unit configured to change the upper limit torque from a low gear upper limit torque to a high gear upper limit torque when auto-upshift is executed. The upper limit torque change processing unit is configured to raise the upper limit torque using a prescribed gradient during an inertia phase when the inertia phase is started with the auto-upshift.

This disclosure details transmission systems for electrified vehicles. Exemplary transmission systems may include a crankshaft integrated starter-generator. The crankshaft integrated starter-generator may include an electric machine and an integrated rotor carrier/input shaft assembly. The integrated rotor carrier/input shaft assembly is configured to support the electric machine and provide an interface for mounting the crankshaft integrated starter-generator relative to a torque converter. The torque converter may be mounted to a flange of the integrated rotor carrier/input shaft assembly that is inside the diameter of a rotor of the electric machine.

A method of shifting a transmission in which a clutch, located in the torque flow, in a first gear and in a second gear is controlled in such manner that, in the first gear, the clutch slips and transmits a first torque and, in the second gear, the clutch slips and transmits a second torque. The second torque is chosen such that an output torque of the transmission remains the same when shifting from the first gear to the second gear.

Gear-changing quality of a motor vehicle having an automatic transmission in which filling pressure adaptation processes are carried out by an electronic control device by predefined activation of an oil pump and selected hydraulic switching elements is improved by inclusion of a minimum time margin between the individual adaptation processes predefined by the control device such that parallel adaptation processes are prevented.

Gear-changing quality of a motor vehicle having an automatic transmission in which filling pressure adaptation processes are carried out by an electronic control device by predefined activation of an oil pump and selected hydraulic switching elements is improved by inclusion of a minimum time margin between the individual adaptation processes predefined by the control device such that parallel adaptation processes are prevented.

A method for controlling a multi-speed transmission for an engine powering a marine propulsion device on a marine vessel is disclosed. The method is carried out by a control module and includes determining a load of the engine, determining speed of the engine, and determining a pitch of the marine vessel. The method includes switching between a first gear ratio and a second gear ratio of the transmission based on the engine load, the engine speed, and the vessel pitch.