A continuously variable transmission (CVT) includes an input member, an output member, a variator assembly having a primary variator pulley operable for receiving an input torque via the input member, a secondary variator pulley operable for transmitting an output torque via the output member, and an endless rotatable drive element in frictional engagement with the primary and secondary variator pulleys, first and second speed sensors operable for measuring a respective rotational speed of the primary and secondary variator pulleys, and a controller. The controller executes a method to detect gross slip of the endless rotatable drive element with respect to the primary and secondary variator pulleys using the measured rotational speeds, and in response to the detected gross slip, to request a reduction in the input torque by a calculated amount over a calibrated duration until a level of the detected gross slip reaches a calibrated slip level.

A method of protecting a frictional element of a clutch for an automatic transmission is provided. The method includes calculating an equivalent rotation number X of a frictional element using a trigonometric function equation on the basis of a virtual right triangle, by a control unit, 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, by the control unit, if the control unit enters the frictional element protection mode, determining whether the calculated equivalent rotation number X of the frictional element exceeds a predetermined critical value, by the control unit, and if the equivalent rotation number X of the frictional element exceeds the 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, by the control unit, the virtual right triangle being obtained using a rotation number Z of an output shaft, a rotation number Y of a turbine, and an equivalent rotation number X of the frictional element of the automatic transmission as a height, and using a number of teeth corresponding to the turbine, a number of teeth corresponding to the output shaft, and a virtual extension line as a base line.

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.

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; opening a first clutch associated with the current gear; closing a second clutch associated with the following gear; determining whether a driving style is a comfort driving style, an energy efficiency driving style, a sports driving style or a racing driving style; and in case of upshifting, controlling the second clutch after the complete closing of the second clutch, so as to allow said second clutch to temporarily transmit a torque that is greater than the torque to be transmitted by the second clutch immediately after the gear shift and than the torque transmitted by the first clutch immediately before the gear shift, only in case of energy efficiency or racing driving style.

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.

The present invention 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 vehicle management system includes a torque control generates torque shaping logic for managing torque output of a drive unit and limiting displacement between a drive unit of a vehicle and a wheel coupled to the drive unit. A measuring device monitors a transferred displacement between the drive unit and the wheel coupled to the drive unit when the drive unit is operating to measure a lash angle corresponding to the transferred displacement between the drive unit and the wheel. The measuring device can provide data (e.g., displacement data), indicating the lash angle information, to the vehicle management system. Based on the lash angle information, the torque output generates the torque shaping logic used to manage the torque output of the drive unit.

A transmission system is disclosed for use with an engine. The transmission system may have a plurality of gear sets, an input member configured to be powered by the engine and to drive the plurality of gear sets, an output member driven by the plurality of gear sets, and at least one clutch configured to selectively engage select gears of the plurality of gear sets. The transmission system may also have a controller in communication with the engine. The controller may be configured to generate an estimated temperature of the at least one clutch. The controller may further be configured to selectively derate the engine based on the estimated temperature.

Methods and systems are disclosed for reducing engine flywheel power reduction of an engine while protecting a drivetrain. The method includes monitoring transmission gear selection; determining reduction in flywheel power to protect the drivetrain; and monitoring engine power consumption by other engine power loads. When other engine power loads consume less power than the reduction in flywheel power to protect the drivetrain, the method includes reducing flywheel power by the power difference. When other engine power loads consume the same or more power than the reduction in flywheel power to protect the drivetrain, the method includes not reducing the flywheel power. Engine power can be consumed by both on-vehicle and off-vehicle power loads. Engine power can be consumed by an electric generator and/or a plurality of inverters, and their power consumption can be monitored. Information and commands can be communicated over a controller area network (CAN) bus.

Methods and systems are disclosed for reducing engine flywheel power reduction of an engine while protecting a drivetrain. The method includes monitoring transmission gear selection; determining reduction in flywheel power to protect the drivetrain; and monitoring engine power consumption by other engine power loads. When other engine power loads consume less power than the reduction in flywheel power to protect the drivetrain, the method includes reducing flywheel power by the power difference. When other engine power loads consume the same or more power than the reduction in flywheel power to protect the drivetrain, the method includes not reducing the flywheel power. Engine power can be consumed by both on-vehicle and off-vehicle power loads. Engine power can be consumed by an electric generator and/or a plurality of inverters, and their power consumption can be monitored. Information and commands can be communicated over a controller area network (CAN) bus.