A method for controlling a motor of a vehicle and the vehicle are presented. The vehicle includes the motor, a control unit, a continuously variable transmission (CVT) comprising a primary pulley, a secondary pulley, and a belt looped around the primary and secondary pulleys, the belt transmitting torque between the primary and secondary pulleys and at least one ground engaging member GO operatively connected to the secondary pulley. The method is performed at least in part by the control unit. The method comprises determining a CVT ratio of the CVT; determining a current power output of the motor; determining a power boundary based in part on the CVT ratio; determining, when the current power output of the motor is greater than the power boundary, a torque setting based at least in part on the CVT ratio; and controlling the motor to operate under conditions corresponding to the torque setting.

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.

Disclosed is a control device for a continuously variable transmission (4) that has, as forward speed change stages, a first speed change stage (32) and a second speed change stage (33). The control device comprises a coordinated speed change means (12a) that carries out a coordinated speed changing in such a manner that when the speed change stage of an auxiliary transmission mechanism (30) is about to be changed, a speed change speed of the auxiliary transmission mechanism (30) is coordinated with a variator (20) and the variator (20) is controlled to carry out a speed change in a direction opposite to that of the auxiliary transmission mechanism (30) while carrying out the speed change operation of the auxiliary transmission mechanism (30), and a torque control means (12b) that carries out a torque regulating control during the coordinated speed changing under up-shifting by the coordinated speed change means, the torque regulating control being a control for effecting a torque-up operation to a driving source (1) after effecting a torque-down operation to the driving source and including a timing through which a starting time point of a drive force gap caused by the coordinated speed changing is advanced and a timing through which an ending time point of the drive force gap is delayed.

A method of protecting a frictional element of a clutch for an automatic transmission includes calculating an equivalent rotation number X of a frictional element using a trigonometric function equation on the basis of a virtual right triangle, if a rotation number of an engine exceeds a predetermined boundary value during a driving in a constant speed stage over a predetermined shift stage of an automatic transmission, entering a frictional element protection mode, if the equivalent rotation number X of the frictional element exceeds a predetermined critical value in a state in which the control unit enters the frictional element protection mode, reducing the rotation number of the engine by applying a target engine torque limiting value.

A system for managing a lockup clutch in an off-road truck includes an engine, a transmission and a torque converter coupled between the engine and the transmission. The torque converter has a lockup clutch that when engaged directly couples the engine to the transmission. The system also includes a transmission controller that disengages the lockup clutch responsive to sensing a missed shift in the transmission, and subsequent to sensing a completed shift, sets an engine speed limit corresponding to a gear associated with the completed shift, and reengages the lockup clutch.

A method for reducing the fuel used by an engine of a motor vehicle. The method limits the speed at which the engine can rotate when a predefined engine upper speed limit N.sub.ECOUL for the particular gear in which the motor vehicle is currently operating has been reached or limiting the road speed of the motor vehicle when a predefined vehicle road speed has been reached. The use of engine or road speed limiting combined with the alerting of the driver via an indicator that an upshift is desired to improve fuel economy encourages the driver to execute an upshift.

The present disclosure provides a method of controlling input torque of a powered vehicle. The vehicle includes a transmission having an input shaft, an output shaft, and a countershaft. The method includes providing input torque to the input shaft, determining a rotational acceleration of the countershaft, and measuring vehicle speed. The method also includes determining a threshold based on the measured vehicle speed. The measured countershaft acceleration is compared to the threshold and the input torque is controlled based on the result of the comparison.

A method is provided to control an engine braking operation of a vehicle provided with a dual clutch transmission. The dual clutch transmission is adapted to be set into different gear-combinations, each including an active gear selection through which torque can be transmitted, and a passive gear selection through which no torque can be transmitted. In a pre-set number of gear-combinations, the first input shaft and the main shaft have a synchronised rotation. When an engine braking operation is performed when the transmission is set in one of the pre-set number of gear-combinations modifying said engine braking operation such that a damaging load upon said spigot bearing is reduced.

A control method for carrying out a gear shift in a transmission provided with a dual-clutch gearbox, so as to shift from a current gear to a following gear. The control method comprises the steps of; receiving a gear-shift command; filling with oil, always supplying the maximum possible oil flow rate, a second clutch associated with the following gear after receiving the gear-shift command; completely closing the second clutch at the maximum possible speed as soon as the oil filling ends; and completely opening a first clutch associated with the current gear A at the maximum possible speed as soon as the oil filling in the second clutch ends.

Provided herein is a control system for a multiple-mode continuously variable transmission having a ball planetary variator operably coupled to multiple-mode gearing. The control system has a transmission control module configured to receive a plurality of electronic input signals, and to determine a mode of operation from a plurality of control ranges based at least in part on the plurality of electronic input signals. The control system includes an engine torque limit sub-module adapted to command an engine torque limit based at least in part on the operating conditions of the continuously variable transmission.