A calibration table usable in operating an autonomous driving vehicle (ADV) is updated. The operations comprise: determining a first torque value at a first time instant prior to executing a control command; determining a control command based on a speed of the ADV, a desired acceleration, and an associated entry in the calibration table; executing the control command; determining a second torque value at a second time instant subsequent to executing the control command; determining a torque error value as a difference between the first and second torque values; updating the associated entry in the calibration table based at least in part on the torque error value; and generating driving signals based at least in part on the updated calibration table to control operations of the ADV.

A control apparatus of a power transmission system for a vehicle calculates estimated driving force while taking account of inertia loss torque and a transmission efficiency, during execution of automatic parking control for automatically parking the vehicle at a target parking position. During execution of automatic parking control, the control apparatus sets a traveling mode to a gear traveling mode in which power is transmitted via a gear mechanism, or sets the traveling mode to a belt traveling mode in which power is transmitted via a stepless speed change mechanism, and fixes the speed ratio of the stepless speed change mechanism to the lowest-side speed ratio.

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 transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A method for managing a drive mode of a tracked vehicle, comprising the step of reading an output of a sensor and in response to the output of the sensor performing a control action to manage the drive mode of the vehicle.

Described herein is a method for reducing noise in a driveline of a motor vehicle, the method including detecting a condition initiating a noise event of the driveline by using one or more sensors on board the vehicle; and controlling, as a function of the detected condition and of a signal of said one or more sensors, an actuation of one or more actuators that govern corresponding devices that can be connected to the driveline and configured for generating a torsional pre-load condition in the driveline itself.

Provided is a vehicle control method that performs basic self-driving control configured to automatically control the travel of a host vehicle based on an intervehicle distance between the host vehicle and a preceding vehicle. When a traffic jam on a travel lane of the host vehicle is detected, low torque travel control configured to cause the host vehicle to travel by a drive torque lower than a drive torque determined based on the basic self-driving control is performed, and when the intervehicle distance exceeds, in the low torque travel control, a predetermined upper limit distance larger than a set during-vehicle-stop intervehicle distance serving as a reference for the start or the stop of the host vehicle in the basic self-driving control, the low torque travel control is switched to the basic self-driving control.

A wheel load estimation method of a four-wheel drive vehicle driven by a rotational driving device comprises a correlation relationship setting step for previously setting a correlation relationship between a total weight and at least one of the front wheel load and the rear wheel load by variously changing a movable load of the vehicle, a total vehicle weight computation step for calculating a current total vehicle weight from an output torque of the rotational driving device and a longitudinal acceleration of the vehicle corresponding to the output torque, and a wheel load estimation step for estimating the wheel load of at least a driving wheel from the correlation relationship and the total vehicle weight.

A method for operating a powertrain of an autonomous vehicle is described. In one example, the autonomous driver may supply a torque request and a torque or power urgency assessment to a powertrain controller. The powertrain controller may monitor vehicle control system parameters based on the driver demand torque and the torque or power urgency assessment.