A system and method for controlling backlash in a vehicle powertrain includes the step of controlling a torque request of the powertrain with a first control strategy after an occurrence of a backlash predictor and before an occurrence of a backlash. Another step may be employed whereby the torque request is controlled with a second control strategy after the first control strategy and before the occurrence of the backlash such that a torque request level is below a highest torque request level obtained during the first control-strategy.

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.

Systems and methods for operating a driveline system are disclosed and include a step-variable transmission. A continuously variable transmission (CVT) is coupled between an input source and the step-variable transmission. The CVT receives a first torque from the input source and outputs a second torque. The CVT has a plurality of planetary members in rolling contact with an inner race and an outer race. A radial distance between the planetary members and a drive-transmitting member corresponds to a transmission ratio of the CVT.

An abnormality determination device for a continuously variable transmission is provided in which since the abnormality determination device which calculates a compression stiffness of a metal belt from an amplitude ratio between a variable component of the rotational speed of an input shaft and a variable component of the rotational speed of an output shaft, a phase lag that is an indicator of the difference in phase between a variable component of the rotational speed of the input shaft and a variable component of the rotational speed of the output shaft, and a belt pitch radius of a drive pulley or a driven pulley, and determines whether a metal ring has broken by comparing the compression stiffness of the metal belt with a preset reference compression stiffness.

A transmission includes a main housing having a rear wall and at least one sidewall extending from the rear wall. The rear wall has an outer side and has an inner side that cooperates with the at least one sidewall to define an interior. A planetary gearset is disposed within the interior. An output shaft is coupled to the gearset and extends through a hole defined in the rear wall. An extension housing is connected to a rear portion of the main housing such that the outer side and the extension housing cooperate to define a torque-sensor cavity. The output shaft extends through the cavity. A torque sensor is disposed within the cavity adjacent to the output shaft and has an electrical connector disposed in a wall of the extension housing.

A transmission calibration tool automatically generates a detailed gearbox model based on a user input transmission topology description. During transmission calibration, the tool accepts inputs from transmission speed and torque sensors and estimates component torques for each gear element and each shift element. Following a shift or other transmission event, the calibration tool plots the component torques as a function of time, permitting the calibration engineer to better understand what is occurring during the event, and thus reducing the time required for calibration. The calibration tool also adapts several transmission component models and outputs the adapted models to provide insight into actual transmission component behavior.

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 controls the shift actuator with actuating and opposing pulses, and 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 drive force control device for a vehicle having a continuously variable transmission that varies an output rotation of a motive force source and transmits a rotation after variation to a drive wheel includes an accelerator pedal opening sensor that detects an accelerator opening of an accelerator pedal with which the vehicle is provided, and a programmable controller programmed to calculate a target drive force on the basis of the accelerator opening, calculate a target transmission input rotation speed on the basis of the target drive force, calculate a target transmission input torque on the basis of the target drive force, control a speed ratio of the continuously variable transmission to realize the target transmission input rotation speed, and control an output torque of the motive force source to realize the target transmission input torque.

Aspects of the present invention relate to a control module (15) for a vehicle powertrain. The powertrain comprises a transmission (14), an engine (12) and an electric machine (16). The control module (15) is configured to receive an input indicative of a requested upshift and in response to the received signal the control module (15) increases the torque output of the engine (12) prior to the start of the torque phase (20). As the torque output of the engine (12) increases the control module (15) decreases the torque output of the electric machine (16) such that a constant wheel torque is applied to the wheels (18) during the torque phase (20) of the upshift.

Aspects of the present invention relate to a control module (15) for a vehicle powertrain. The powertrain comprises a transmission (14), an engine (12) and an electric machine (16). The control module (15) is configured to receive an input indicative of a requested upshift and in response to the received signal the control module (15) increases the torque output of the engine (12) prior to the start of the torque phase (20). As the torque output of the engine (12) increases the control module (15) decreases the torque output of the electric machine (16) such that a constant wheel torque is applied to the wheels (18) during the torque phase (20) of the upshift.