A shift range control device switches a shift range by controlling a drive of a motor, and includes an abnormality monitoring unit and a torque control command unit. The abnormality monitoring unit detects an abnormality occurrence of an intermediate range stop in which the output shaft to which the drive of the motor is transmitted stops in an intermediate range region. The intermediate range region is a range outside a range guarantee region that guarantees the function of each range. When an abnormality of the intermediate range stop occurs, the torque control command unit commands suppression of the torque applied to the automatic transmission.

A vehicle may include a transmission control unit (TCU) to output a control signal to the transmission; a shift lever; a shift lever electronic control unit (ECU) to transmit a first signal and a second signal, to the TCU; a main communication unit to perform communication between the TCU and the shift lever ECU; a backup communication unit to perform communication between the TCU and the shift lever ECU; and a controller configured to: control the shift lever ECU to transmit first and second signals based on one of a plurality of matching codes having different pulse width modulation (PWM) duty ratios assigned to the respective gear positions of the transmission; determine another one of the plurality of matching codes when the operation commands indicated by each of the first signal and the second signal received by the TCU are different; and control the shift lever ECU based on the determined matching code.

A vehicle in which a shift lever of a Shift-by-Wire (SBW) type is used, the vehicle may include an inputter configured to receive pressing force of an acceleration pedal of the vehicle, a shift command to a P-stage of the shift lever, and gradient information related to a road on which the vehicle drives; a controller configured to: when the pressing force of the acceleration pedal of the vehicle is generated and the shift command to the P-stage is input to the controller, determine a gradient load torque and an acceleration torque of the vehicle, and limit a driver's requested torque based on the determined gradient load torque and the determined acceleration torque; and a driving device connected to the controller and configured to shift the shift lever to the P-stage when the driver's requested torque is limited.

A vehicle may include a transmission control unit (TCU) to output a control signal to the transmission; a shift lever; a shift lever electronic control unit (ECU) to transmit a first signal and a second signal, to the TCU; a main communication unit to perform communication between the TCU and the shift lever ECU; a backup communication unit to perform communication between the TCU and the shift lever ECU; and a controller configured to: control the shift lever ECU to transmit first and second signals based on one of a plurality of matching codes having different pulse width modulation (PWM) duty ratios assigned to the respective gear positions of the transmission; determine another one of the plurality of matching codes when the operation commands indicated by each of the first signal and the second signal received by the TCU are different; and control the shift lever ECU based on the determined matching code.

A shift range control device switches a shift range by controlling a drive of a motor, and includes an abnormality monitoring unit and a torque control command unit. The abnormality monitoring unit detects an abnormality occurrence of an intermediate range stop in which the output shaft to which the drive of the motor is transmitted stops in an intermediate range region. The intermediate range region is a range outside a range guarantee region that guarantees the function of each range. When an abnormality of the intermediate range stop occurs, the torque control command unit commands suppression of the torque applied to the automatic transmission.

A vehicle in which a shift lever of a Shift-by-Wire (SBW) type is used, the vehicle may include an inputter configured to receive pressing force of an acceleration pedal of the vehicle, a shift command to a P-stage of the shift lever, and gradient information related to a road on which the vehicle drives; a controller configured to: when the pressing force of the acceleration pedal of the vehicle is generated and the shift command to the P-stage is input to the controller, determine a gradient load torque and an acceleration torque of the vehicle, and limit a driver's requested torque based on the determined gradient load torque and the determined acceleration torque; and a driving device connected to the controller and configured to shift the shift lever to the P-stage when the driver's requested torque is limited.

A method for controlling a vehicle installed with an automatic transmission, includes: a sudden stop determination step in which a controller determines whether the vehicle has stopped at a speed greater than or equal to a reference deceleration speed and whether a post-stop elapsed time is within a first reference time; a takeoff determination step in which the controller determines whether an input torque of the transmission exceeds zero within the first reference time when a shift range is in a driving range; a pressure control step in which, when the vehicle takes off, the controller elevates a line pressure of the transmission; a limitation determination step in which if a slippage extent of a turbine exceeds a reference slippage value for a second reference time, the controller limits the takeoff; and a torque reduction step in which the controller reduces a takeoff torque input of the transmission.

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 vehicle powertrain features a first electrical machine with first power electronics, a second electrical machine with second power electronics, and a transmission connected between the electrical machines and an output. To execute a powershift, the first and second electrical machines are operated so that one of the electrical machines is used as the main drive machine, and the other electrical machine is used for tractive force support during the execution of the powershift. When a temperature of at least one of the electrical machines and/or of at least one of the power electronics exceeds a temperature limit value, and/or when a target electric current flowing through at least one of the electrical machines and/or at least one of the power electronics exceeds a current limit value, a powershift is adapted to limit heating of the respective electrical machine and/or the respective power electronics.

A powertrain system includes a transmission, torque generating device, load coupled to a drive axle, a final drive unit in meshed gear engagement with the output shaft and the drive axle, and a controller. A requested output torque is processed using an open-loop lash state model populated with a capped output torque request table and a lash closure rate estimate table respectively providing a capped torque value and an estimated lash closure rate. Output speed is determined using a plant model, the capped torque value, and the estimated lash closure rate. The powertrain is controlled during the transition using the output speed. A lash angle may be calculated from the closure rate using an integrator logic block. A calibrated lash offset profile may be determined using the lash angle, and a reference speed may be generated using the lash offset profile.