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 motor vehicle has at least two drive motors, at least one drive motor being an electric machine; a high-voltage accumulator; and an automatic gearbox, having at least one fixed transmission ratio and at least one power-split transmission ratio for transmission regulation starting from the at least one fixed transmission ratio. The motor vehicle further includes an electronic control unit, which is designed such that, when a gear change command is present, the shifting element to be opened of the fixed transmission ratio to be disengaged is unloaded in a torque-controlled manner by at least two of the drive motors. For the shifting element to be opened, the torque load is calculated and observed. The torque load is observed with the objective of bringing about a load change by way of a zero crossing in order to produce a no-load state at the shifting element. For producing the no-load state of the shifting element to be opened, a first drive motor and a second drive motor are controlled in a power split manner such that they, in terms of rotational speeds, maintain the transmission of the previously engaged fixed transmission ratio, and, in terms of torque, put the shifting element to be opened in an at least nearly no-load state, and a load change is brought about at the shifting element to be opened by a differential rotational speed, opposite the calculated torque load at the shifting element to be opened, being specified at the shifting element.

A control device for an automatic transmission includes: a transmission gear ratio control section configured to control the transmission gear ratio so that a rotation speed of the output element rapidly becomes closer to a rotation speed of the internal combustion engine, a first engagement control section configured to perform a first engagement control to be brought to the full engagement state after the rotation of the internal combustion engine is increased in the slip engagement state while a torque transmission capacity of the lockup clutch is increased when the lockup clutch is switched through the slip engagement state to the full engagement state by an ON operation of an accelerator of the vehicle, the transmission gear ratio control being prohibited during the first engagement control by the first engagement control section.

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.

Operating an electric drive machine includes neutralizing a transmission in the electric drive machine operating in a first range, determining suitability of the electric drive machine for operating the transmission in a second range, and calculating a target transmission input speed, based on a speed parameter indicative of a transmission output speed, and the determined suitability for operating in a second range. A speed of an electric drive motor is varied based on the target transmission input speed, and a second clutch engaged to operate the transmission in the second range based on the varied speed of the electric drive motor. Related apparatus and control logic is also disclosed.

An all-wheel-drive-vehicle controller includes: a drive gear coupled to a driving source; a driven gear meshed with the drive gear and coupled to main and sub driving-wheel axle shafts transmitting torques to main and sub driving wheels, respectively; a transfer clutch interposed between the driven gear and the sub-driving-wheel axle shaft and adjusting the torque transmitted to the sub driving wheel; a first determination unit determining whether a first condition in which a torque applied to the drive gear is substantially zero is satisfied; a second determination unit determining whether a second condition in which hydraulic pressure is applied to the transfer clutch and a torque applied to the driven gear is substantially zero is satisfied; and a control unit controlling a torque adjuster to adjust the torque applied to either one of the drive gear and the driven gear if the first and second conditions are satisfied.

A control system for a transmission reverser, which includes an output shaft, an output gear, a reverse gear, a forward clutch, an input power clutch, a first reverse disconnect device, and a second reverse disconnect device, has one or more controllers with processing and memory architecture configured to execute control logic to control the transmission reverser in a start-up mode, a forward mode and a reverse mode. In the start-up mode, the one or more controllers command the input power clutch and the first reverse disconnect device to simultaneously engage momentarily to apply an engagement torque to the second reverse disconnect device.

In a hybrid vehicle, rotational speed control on a motor/generator connected to a first engagement clutch is carried out when there is a gear shift request to a gear shift stage at which the first engagement clutch of the multistage gear transmission is meshingly engaged. A transmission control unit is provided for outputting a meshing engagement instruction to the first engagement clutch when a rotational speed feedback control causes a differential rotation speed of the first engagement clutch to be within a range of a synchronization determination rotational speed. Upon executing the rotational speed feedback control on the motor/generator, this transmission control unit reduces the efficacy of the rotational speed feedback control less than before starting of the meshingly engagement, when the meshing engagement of the first engagement clutch is started.

A gearbox (100) includes an input shaft (105), which is connected to a drive source, and a first and a second proportionally controllable shift element (A-F). A method (200) for open-loop control of the gearbox (100) includes: determining (210) an absolute torque demand (330) on the drive source on the basis of a profile controlled by way of an open-loop system (340) and a profile controlled by way of a closed-loop system (345); determining (220) whether the absolute torque demand (330) threatens to exceed a predetermined threshold value (335); and, in response, reducing (225) the portion controlled by way of the closed-loop system (345).

A control system for a transmission reverser having an output gear, a forward disconnect device, a first reverse disconnect device, and a second reverse disconnect device includes one or more controllers with processing and memory architecture configured to execute control logic to control the transmission reverser in a forward mode and a reverse mode. In the forward mode, the one or more controllers command the first reverse disconnect device to disengage and the forward disconnect device to engage to rotate the output gear in a forward direction. In the reverse mode, the one or more controllers command the first reverse disconnect device to engage and the second reverse disconnect device to engage to rotate the output gear in a reverse direction.