A control apparatus for a vehicle includes an input-rotation limiting portion configured, when the vehicle starts running and is accelerated, to calculate an estimated speed value that is a speed value of an input rotational speed of an automatic transmission upon elapse of a predetermined length of time, and to calculate an estimated force value that is a force value of a piston pressing force acting on a piston in a forward direction in a released engagement device upon the elapse of the predetermined length of time, based on a centrifugal hydraulic pressure in a pressure chamber of the released engagement device and the centrifugal hydraulic pressure in a canceller chamber of the released engagement device. When the estimated force value is not smaller than a predetermined threshold, the input-rotation limiting portion restrains an increase of the input rotational speed.

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 of generating vehicle control data includes: storing, with a storage device, relationship prescription data; operating, with an execution device, an operable portion of an internal combustion engine; acquiring, with the execution device, a detection value from a sensor that detects the state of the vehicle; calculating, with the execution device, a reward; and updating, with the execution device, the relationship prescription data using update mapping determined in advance, the update mapping using the state of the vehicle based on the detection value, an operation amount used to operate the operable portion, and the reward corresponding to the operation as arguments, and returning the relationship prescription data which have been updated such that an expected profit for the reward calculated when the operable portion is operated in accordance with the relationship prescription data increases.

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 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 control apparatus for a vehicle includes an input-rotation limiting portion configured, when the vehicle starts running and is accelerated, to calculate an estimated speed value that is a speed value of an input rotational speed of an automatic transmission upon elapse of a predetermined length of time, and to calculate an estimated force value that is a force value of a piston pressing force acting on a piston in a forward direction in a released engagement device upon the elapse of the predetermined length of time, based on a centrifugal hydraulic pressure in a pressure chamber of the released engagement device and the centrifugal hydraulic pressure in a canceller chamber of the released engagement device. When the estimated force value is not smaller than a predetermined threshold, the input-rotation limiting portion restrains an increase of the input rotational speed.

A hybrid system includes a transmission control module, a power source, a transmission, and a drive train. The transmission control module partially operates the hybrid system and receives operating information from various components of the system, calculates power losses in the drive train, and calculates the driving torque needed to reach a target power profile determined from a driver's input.

Air ingestion into a transmission hydraulic system may lead to a number of issues. For example, the time to engage a hydraulically actuated parking mechanism may be excessive. As another example, the pump may not prime properly on a subsequent engine start. The air ingestion issue may be detected based on variability of transmission line pressure. When the line pressure variability exceeds a threshold, actions are taken to mitigate the potential issues.