Abstract: The vehicle controller controls a vehicle. The vehicle includes a transmission and an internal combustion engine that has a variable valve actuation device. The vehicle controller includes an execution device. The execution device executes first and second gear ratio adjustment processes and first and second intake VVT adjustment processes. The first intake VVT adjustment process includes adjusting the intake valve timing such that the internal combustion engine is operated in an Atkinson cycle. The second intake VVT adjustment process includes setting the intake valve timing such that the closing timing of the intake valve is more advanced than in a case in which the first intake VVT adjustment process is executed.

Abstract: An outboard motor is provided with: an encoder which detects the rotational speed of an engine; a position sensor which detects an operating position of a shift lever; and a state quantity detection unit which detects a state quantity of a shift actuator. A control device of the outboard motor determines whether the state quantity is more than or equal to a stop-initiating threshold value when the operating position has been switched. If the state quantity is more than or equal to the stop-initiating threshold value, the control device implements a stop control to stop ignition and/or fuel injection in the engine.

Abstract: A control apparatus for a vehicle that is provided with (i) an engine, (ii) a first starting device including an electric motor and a high-voltage power supply device, such that the first starting device cranks the engine by using the electric motor, (iii) a second starting device including a starter motor and a low-voltage power supply device, such that the second starting device cranks the engine by using the starter motor, and (iv) various kinds of electrical equipment operable by an electric power supplied from the low-voltage power supply device. In a case in which start of the engine by cranking the engine by using the first starting device has failed and then the start of the engine by cranking the engine by using the second starting device has failed, the control apparatus cranks the engine by using the second starting device again.

Abstract: A vehicle includes an air-conditioning (AC) compressor, an engine, a belt-integrated starter generator (BISG), and a controller. The controller, responsive to detecting a first AC compressor engagement condition, compares a first AC torque demand that is required to engage the AC compressor with an available torque from the BISG. The controller further, responsive to the available torque being insufficient to engage the AC compressor, engages the AC compressor using the available torque from the BISG and an engine torque from the engine to compensate a torque shortfall between the AC torque demand and the available torque by retarding spark timing and increasing air intake.

Abstract: The present invention relates to a method for determining an operative shift configuration of a drive mechanism (1) of a gearbox (G) of a saddle-ride type vehicle (4). In particular, this method is applied to a drive mechanism (1) comprising a pedal shift lever (12) and a quick-shifter device (5) that connects, directly or indirectly, the lever to the gearbox, where this device includes a rod (10) and first sensor means (SM0, SM1-SM2) that detect the variation of the tension state of said rod (10) following a gear shifting. The method according to the invention includes acquiring a first signal (S1) generated by said first sensor means and determining, based on said first signal, whether the rod is in a traction tension state or in a compression tension state. The method also includes acquiring at least a second signal (S2) generated by second sensor means (SM3) and determining, based on this second signal (S2), the gear engaged following said gear shifting and/or the direction of said gear shifting.

Abstract: The disclosure relates to a method of controlling a dog clutch by a DC motor configured to move the dog clutch via an actuator arm). The dog clutch including at least one gear having one or more dogs configured to engage one or more dogs of a sliding sleeve). The method includes supplying the DC motor with a pulse width modulated voltage having a duty cycle which is provided by a control algorithm). The control algorithm includes a trajectory planner generating a desired position of the actuator arm based on a 4th order trajectory planning algorithm and a motion controller based on the sliding mode theory for tracking the desired arm position.

Abstract: Methods and systems for operating a transmission that includes one or more dog clutches are described. In one example, a torque capacity of a gear is estimated from an engagement depth of the dog clutch, and the gear may be held or shifted according to the torque capacity of the gear and a commanded torque.

Abstract: A control device of a gear transmission-equipped vehicle includes a power controller that starts power reduction control when it is determined that a start condition is satisfied, the power reduction control being control of reducing power transmitted from a driving source to a gear transmission. The start condition includes: a condition that a detection value of a gear position sensor that detects a current gear position of the gear transmission falls within a transition region between engagement regions corresponding to respective gear positions; and a condition that a speed difference obtained by subtracting a rotational speed of an output shaft of the gear transmission from a rotational speed of an input shaft of the gear transmission is a threshold or more.

Abstract: A drive control system is provided, which is mounted on a vehicle configured to travel by operation of a driver. The drive control system includes an actuator configured to output a driving force for the vehicle to travel, an output sensor configured to detect a driving force requested by the operation of the driver, and a control device configured to control operation of the actuator based on the requested driving force detected by the output sensor. The control device sets a target output value by adding a given delay time to a requested output value set corresponding to the requested driving force, and controls the actuator so as to output the target output value based on a response characteristic of the actuator.

Abstract: A method of substantially preventing road speed excursions while traversing a road grade includes: determining, by a controller, a predicted over speed for a vehicle during an upcoming downhill grade based on a difference between a predicted engine braking power of the vehicle and an amount of braking power that substantially prevents a speed of the vehicle from exceeding a speed threshold; and responsive to the determination, controlling, by the controller, one or more components of the vehicle to substantially prevent the vehicle from exceeding the speed threshold.

Abstract: The ECU executes TRC for controlling the posture of the vehicle and automatic parking control for parking the vehicle at a target parking position without being based on the vehicle operation of the user. The ECU calculates a user accelerator opening based on the operation amount of the accelerator pedal and a control accelerator opening calculated in reverse from the required driving force of the vehicle.

Abstract: A method for operating a power shiftable transmission of a motor vehicle, the transmission including a control unit, an input shaft, an output shaft, a gear set, and multiple shift elements, the method including transmitting, with the control unit, a request for a reduction of a drive torque acting on the input shaft for carrying out an upshift, and determining, with the control unit, whether the reduction is completely possible, partially possible, or impossible based on a signal. When the reduction is completely possible, the method includes controlling, with the control unit, a torque transmission rate of a shift element of the multiple shift elements to be engaged during the upshift according to a first way. When the reduction is partially possible or impossible, the method includes controlling, with the control unit, the torque transmission rate according to a second way, the second way differing from the first way.

Abstract: A drive assembly for a work vehicle has a drive housing including at least one housing element forming a reaction member, a drive shaft rotatable about a drive axis, and a planetary gear set coupled to the drive shaft and configured to selectively rotate an output element. The drive assembly also includes at least one clutch arrangement having at least one clutch ring configured to selectively interact with the planetary gear set to effect a rotation speed of the output element. At least one actuator is configured to axially drive the clutch ring along the drive axis. A retention mechanism is configured to retain the clutch ring at an axial position along the drive axis. The retention mechanism includes a detent ball, a detent groove and a resilient member configured to urge the detent ball into the detent groove to retain the clutch ring at the axial position.

Abstract: A transmission includes a transmission main housing, an intermediate plate secured to the transmission main housing; and a rear housing attached to the intermediate plate. An input shaft is connected to an extension shaft including a plurality of splitter gears selectively couple-able to the extension shaft. A main shaft is rotatably supported on the extension shaft and includes a plurality of main box gears selectively couple-able to the main shaft. A range shaft is drivingly connected to the main shaft and provides input to a planetary gear assembly, the range shaft being supported by a first bearing disposed within the intermediate plate and further including a bore disposed within a forward end. The extension shaft is supported at a first end by a bearing assembly within a partition wall and a second end is supported by a bearing assembly disposed within the bore in the range shaft.

Abstract: A method for operating a transmission (2) of a motor vehicle includes, in order to trigger a gear shift in the transmission (2), determining a trigger speed depending on a response time of the gear shift to be implemented, depending on a gradient of a motor vehicle-side rotational speed, and depending on a maximum permissible limit speed for the motor vehicle-side rotational speed. The gear shift to be implemented triggered on a control side as function of the trigger speed such that the motor vehicle-side rotational speed does not exceed the maximum permissible limit speed during the implementation of the gear shift. The method also include adapting the trigger speed.

Abstract: Systems and methods for operating an engine with deactivating and non-deactivating valves are presented. In one example, valves of a cylinder are deactivated in a closed state in response to an indication of degradation of a valve of the cylinder. Further, fuel flow to the cylinder may be stopped via ceasing to inject fuel to the cylinder.

Abstract: The disclosure relates to a method for controlling an internal combustion engine configured with a belt starter generator or an electric machine of a hybrid powertrain. The internal combustion engine includes a cylinder and a piston, which together delimit a working chamber. The internal combustion engine includes a variable valve actuation system for actuation of inlet valves of the working chambers, controlling the opening time and/or the closing time and/or the lift. A strategy for operating the internal combustion engine with a negative drive torque or when shutting down or when starting up the internal combustion includes controlling the inlet valves of individual or all working chambers in such a way that the transfer of fresh air from an intake section to an exhaust manifold is controlled and that the drag torque of the internal combustion is reduced.

Abstract: The invention relates to a method, system, vehicle, and computer program product for gear shifting in a hybrid powertrain, that comprises an internal combustion engine; an electric machine; a gearbox; and an energy storage unit connected to the electric machine, and at least one control unit arranged in communication with the internal combustion engine, the electric machine, the gearbox and the energy storage unit. The method comprises the steps of: determining an energy level in the energy storage unit; determining an acceleration ability with a subsequent gear; determining a target engine speed for the internal combustion engine based on the energy level in the energy storage unit and the acceleration ability; and controlling the gear shifting based on the target engine speed.

Abstract: The invention relates to a method (100) for controlling a powertrain system (10) of a vehicle (1) during gear upshifting, said powertrain system comprising: an internal combustion engine system (11) comprising an internal combustion engine (12) configured to output a rotational speed (W1) via an engine output shaft (8); a transmission arrangement (14) having a number of gear stages to obtain a set of gears, the transmission arrangement being operatively connected to the internal combustion engine via a transmission input shaft (64) and further having a transmission output shaft (24) for providing a rotational speed to one or more drive wheels (26) of the vehicle; the method comprising the steps of: operating (110) the engine in a four-stroke operation to provide engine rotational speed output via the engine output shaft; receiving (120) an indication of an intended upshifting from a gear of the set of gears to a higher gear of the sets of gears; reducing (130) the rotational speed of the engine output shaft b

Abstract: An method for controlling an engine of a vehicle having the engine and a transmission may include communicating an air-controlled torque request signal between a transmission controller and an engine controller, adjusting an output torque of the engine by controlling an intake air amount of the engine based on the air-controlled torque request signal, communicating an ignition-and-fuel-controlled torque request signal between the transmission controller and the engine controller, determining a target torque value based on the ignition-and-fuel-controlled torque request signal, and adjusting the output torque of the engine by controlling an ignition timing and/or a fuel amount of the engine based on the target torque value.

Abstract: A method to control the execution of a shift to a higher gear with a released accelerator pedal in a drivetrain provided with a dual-clutch, servo-assisted transmission, comprising the steps of: opening, in a first instant, an outgoing clutch; closing, in the first instant, an incoming clutch; synchronizing, between a second instant and a third instant, a rotation speed of the internal combustion engine with a rotation speed of the incoming clutch, namely with the rotation speed imposed by the gear ratio of the following gear; completely opening, in the third instant, the outgoing clutch; completely closing, in the third instant, the incoming clutch; keeping the torque transmitted by the outgoing clutch constant between the second instant and a fourth instant; and keeping the torque transmitted by the incoming clutch constant between the second instant and the fourth instant.

Abstract: A method to control the execution of a shift to a lower gear with a released accelerator pedal in a drivetrain provided with a dual-clutch, servo-assisted transmission; the following steps are provided: opening, in a first instant, an outgoing clutch; closing, in the first instant, an incoming clutch; completing the opening of the outgoing clutch with a first linear ramp in a second instant; synchronizing, between the second instant and a third instant, a rotation speed of the internal combustion engine with a rotation speed of the incoming clutch; closing of the incoming clutch with a second linear ramp starting from a fourth instant, which is prior to or coincides with the second instant; completing the closing of the incoming clutch in a fifth instant, which coincides with or is subsequent to the second instant; and activating the internal combustion engine so as to generate a torque between the fourth instant and the third instant.

Abstract: An active shift control method for a power-off downshift of the hybrid vehicle is provided. The method includes increasing the torque of an engagement clutch in a transmission while disengaging a disengagement clutch by reducing the torque of the disengagement clutch in the transmission, when the shift of a power-off downshift is requested. A motor speed is adjust for a transmission input shaft rotary speed to reach a predetermined target stage synchronization speed of a target stage after shifting, and the torque of the engagement clutch is maintained in a state where the disengagement clutch has been disengaged. The engagement of the engagement clutch is completed by increasing the torque of the engagement clutch when the transmission input shaft rotary speed has reached the target stage synchronization speed.

Abstract: A control method for an internal combustion engine in which a driving force is transmitted through a clutch to a driving wheel of a vehicle, the control method includes: when the internal combustion engine which is automatically stopped in a state where the clutch is disengaged is restarted, performing a torque down control to decrease a target torque of the internal combustion engine when the clutch is engaged; and setting a target torque in the torque down control, to a predetermined torque lower limit value determined in accordance with a driving state, the torque lower limit value including at least one of a predetermined full open value set when an accelerator opening degree is full open, and a predetermined full close value set when the accelerator opening degree is full close.

Abstract: In the case of an axle drive unit with a power-shiftable two-speed transmission unit, in order to enable particularly simple and advantageous control of a gear change and to manage with a small number of components and a less complex control logic and control sensor system, the coordination of mechanically-passively implemented shifting thresholds of a friction clutch and a blocking device of a freewheel is provided, which makes it possible to control the friction clutch and the blocking device with the same control variable at always the same level.

Abstract: A method for controlling an engine in a motor vehicle includes determining a theoretical inertia of a drivetrain during a change of an operating mode of the engine, detecting an actual inertia in the drivetrain during the change of the operating mode, and increasing a rotational speed of the engine in response to detecting the actual inertia. The method further includes detecting an inertia overcome, determining a difference between the theoretical inertia and the inertia overcome, and reducing the rotational speed of the engine if the difference becomes less than a threshold value.

Abstract: Systems, apparatus, and methods are disclosed that include an internal combustion engine having a plurality of cylinders operable to be deactivated while controlling a variable geometry turbocharger in response to the reduced number of active cylinders.

Abstract: A method for operating a vehicle drive train (1) comprising a prime mover (2), transmission (3), and comprising a driven end (4) may include limiting, during a demand for engaging a form-locking shift element (A, F) of the transmission (3) when a rotational speed of the driven end (4) is close to zero, a rate of change of a transmission input torque present at the form-locking shift element (A, F) to a value. Below the value, forces present at the form-locking shift element (A, F) during an engagement process are less than a load limit. Above the value, irreversible damage to the form-locking shift element (A, F) occurs.

Abstract: A method is provided for estimating input torque and output torque in a continuously variable transmission having a variator. The method comprising the steps of determining (202) a transmission Input and/or output speed, calculating (204) the speed of each of a plurality of transmission components by reflecting the transmission input and/or output speed through the transmission to each of the plurality of transmission components, and calculating (208) the speed rate of change of each of the plurality of transmission components. The inertia torque of each of the plurality of transmission components is calculated (210) based upon its respective speed rate of change and a predetermined component inertia value (209). The method further comprises the steps of determining (211) a motor torque of the variator, and calculating (212) a transmission input torque and transmission output torque by reflecting the motor torque of the variator through the transmission to the transmission input and output.

Abstract: A gear shift control device for a continuously variable transmission of a vehicle is configured to steplessly and continuously change and output a rotation speed of an engine. The gear shift control device includes a gear shift control unit and a torque control command unit. The gear shift control unit is configured to implement a pseudo-stepped upshift control to change a gear shift ratio in steps when upshifting the continuously variable transmission. The torque control command unit is configured to output a torque reduction command so as to reduce an engine torque in conjunction with the pseudo-stepped upshift control so that reduction of the engine torque starts before a point in time when an actual gear shift ratio starts changing in response to an upshift command.

Abstract: A method for controlling a positive gearshift unit includes, in an engagement procedure, a coupling element, which is connected to a first coupling half and which has a beveled coupling toothing, is brought into engagement with a blocking element, which has a blocking toothing and which is connected to a second coupling half, and is brought into engagement with a catch element, which is connected to the second coupling half, which has a beveled catch toothing, and which is able to move circumferentially with respect to the blocking element. In the engagement procedure, a touch-point is set which comes after a crossing of a synchronous rotational speed in a rotational speed difference profile.

Abstract: The invention relates to a method for assisted upshifting in a gear change of a transmission connected to a combustion engine. The method comprises the initiation of an upshifting process. The method comprises the reduction of an engine speed of the combustion engine by switching to an engine-braking mode, wherein a variable valve gear, in particular a trip cam system, of the combustion engine serves for switching to the engine-braking mode. Alternatively or in addition, in the engine-braking mode a first exhaust valve of the combustion engine is at first kept closed during the compression stroke and/or during the exhaust stroke for the compression of air and is opened before reaching a top dead centre of a piston movement for decompression of the compressed air.

Abstract: A control apparatus includes a switching control unit that switches a traveling mode of a vehicle from an automated driving mode to a manual driving mode if an automated drive canceling request to cancel the automated driving mode to switch to the manual driving mode is submitted while the vehicle is traveling in the automated driving mode. The switching control unit performs transmission gear setting control in which a transmission gear of an automatic transmission is set to a highest transmission gear among transmission gears within a range of a predetermined allowable driving force in the switching from the automated driving mode to the manual driving mode.

Abstract: A method and system of evaluating shift performance of an automatic transmission system having gears and a torque converter. The method includes driving the automatic transmission with an input motor while applying a rotational load by a pair of output motors. A command is applied to a solenoid to change fluid pressure, the time of issuance of the command is recorded, and the transmission shifts between a pair of the gears. Periodic measurements are made for transmission output torque. Threshold values are determined for the torque converter rotation speed and for the transmission output torque. A lag time is determined between the threshold for the turbine speed and the detected time for the solenoid. An engage time is determined based on the torque threshold and the turbine speed threshold. Lag time, peak transmission, and output torque are used to judge performance of the automatic transmission system.

Abstract: The present invention relates to a hybrid powertrain and method of controlling same, the hybrid powertrain comprising an internal combustion engine; a gearbox with an input and an output shaft; a range gearbox connected to the output shaft; a first planetary gear connected to the input shaft; a second planetary gear connected to the first planetary gear; a first electrical machine connected to the first planetary gear; a second electrical machine connected to the second planetary gear; one gear pair connected with the first planetary gear and the output shaft; and one gear pair connected with the second planetary gear and the output shaft, wherein the internal combustion engine is connected with the first planetary gear via the input shaft. The range gearbox comprises a third planetary gear with a third sun wheel and a third planetary wheel carrier and a fourth clutch device arranged to connect and disconnect the third sun wheel with/from the third planetary wheel carrier.

Abstract: A method for controlling a vehicle installed with an automatic transmission, includes: a sudden stop determination step in which a controller determines whether the vehicle has stopped at a speed greater than or equal to a reference deceleration speed and whether a post-stop elapsed time is within a first reference time; a takeoff determination step in which the controller determines whether an input torque of the transmission exceeds zero within the first reference time when a shift range is in a driving range; a pressure control step in which, when the vehicle takes off, the controller elevates a line pressure of the transmission; a limitation determination step in which if a slippage extent of a turbine exceeds a reference slippage value for a second reference time, the controller limits the takeoff; and a torque reduction step in which the controller reduces a takeoff torque input of the transmission.

Abstract: A vehicle propulsion system includes a prime mover having a prime mover output shaft, a continuously variable transmission having a variator input shaft coupled to the prime mover output shaft and having a variator output shaft, a driver torque request module in communication with a driver input and for outputting a driver torque request, an engine backbone in communication with the prime mover, and a transmission backbone in communication with the continuously variable transmission and the engine backbone in the vehicle propulsion system. The transmission backbone includes a positive torque request module that generates a positive torque request, and a positive torque request monitor that limits a torque request from the transmission backbone to the engine backbone to a maximum of a predetermined threshold.

Abstract: A control device for a vehicle includes a driver request torque detection unit that detects a driver request torque, a restriction torque calculation unit that calculates a restriction torque being smaller than the driver request torque based on an external request, a corrected torque calculation unit that calculates a corrected torque being greater than the restriction torque, and an engine control unit that controls positions of a throttle valve and an exhaust bypass valve. The engine control unit controls the positions of the throttle valve and the exhaust bypass valve based on the driver request torque during an ordinary drive, and if a prescribed drive condition is satisfied, the engine control unit controls the position of the throttle valve based on the restriction torque and controls the position of the exhaust bypass valve based on the corrected torque.

Abstract: A control device of a vehicle including a multi-speed transmission having gear positions switched by executing release of a release-side engagement device out of a plurality of engagement devices and engagement of an engagement-side engagement device out of the plurality of engagement devices, and an engine of which a power is transmitted through the multi-speed transmission to drive wheels, the control device performing a shift of the multi-speed transmission by using a predefined shift model for determining control operation amounts of a torque at an input rotating member of the multi-speed transmission, a torque capacity of the release-side engagement device, and a torque capacity of the engagement-side engagement device, the control operation amounts achieving shift target values that are a target value of a torque at an output rotating member of the multi-speed transmission and a target value of angular acceleration of the input rotating member of the multi-speed transmission, the control device comprisi

Abstract: Systems and methods for operating a hybrid powertrain that includes an engine and a motor/generator are described. The systems and methods align in time an estimated motor torque and an actual motor torque to provide an estimated driveline torque. The alignment compensates for communications delays between different controllers over a controller area network.

Abstract: With a torque-controlled internal combustion engine and a variable-speed transmission having fixed shift gear ratios, during a shift, the internal combustion engine is controlled in such manner that the drive output torque of the transmission remains the same before and after the shift.

Abstract: Various systems and methods are described for controlling an engine in a vehicle, the engine being coupled to a transmission. One example method comprises, under selected braking conditions, shutting-off the engine and spinning-down the engine to rest while the vehicle is traveling, and in response to a foot-off-brake event, restarting the engine by at least partially engaging the transmission and adjusting engine torque control actuators.

Abstract: A system for a vehicle includes a powertrain system including an engine, a transmission, a drive shaft, and a final drive; and a controller communicably coupled to the powertrain system. The controller is structured to: receive a shift schedule for the transmission of a vehicle, the shift schedule indicating when shift events occur based on operation of the vehicle; receive vehicle operation data during operation of the vehicle, the vehicle operation data including a current combustion recipe for the engine; determine a predicted impact of a scheduled shift event on a fuel consumption rate of the vehicle based on the current combustion recipe for the engine; determine an adjustment to the scheduled shift event based on the predicted impact; and provide a command to implement the adjustment to the scheduled shift event to the transmission of the vehicle.

Abstract: A transmission for an electric vehicle includes an input shaft for receiving power, an output shaft disposed in parallel with the input shaft, a plurality of shift gear units each including external gears connecting the input shaft and the output shaft to each other, a synchromesh system for switching any one of the shift gear units into a power-transmissible state or a non-power-transmissible state between the input shaft and the output shaft, a servo gear unit including a pair of external gears engaged with each other on the input shaft and the output shaft, and a servo clutch adjusting a degree of power transmission between the input shaft and the output shaft by the servo gear unit.

Abstract: A vehicle includes an engine and an electric machine coupled to a gearbox through a torque converter. The vehicle includes a controller programmed to command an engine torque and an electric machine torque to achieve a predetermined positive torque at the input of the torque converter when a driver demand torque at the torque converter input decreases to fall within a range between the predetermined positive torque and a predetermined negative torque.

Abstract: A device is disclosed that performs highly accurate control in a low-torque region and improves the response of the hydraulic system, taking advantage of hydraulic sealed-type hydraulic control devices. The hydraulic sealed-type hydraulic control device includes: a first characteristic (sealed pressurization) obtained by closing an on-off valve and driving an oil pump; a second characteristic (sealed depressurization) obtained by disabling drive of the oil pump and opening the on-off valve; and a third characteristic (flow-rate control) obtained by opening the on-off valve and driving the oil pump. In a low-torque region, the device performs control according to the third characteristic. In a high-torque region, the device performs control according to the second characteristic. In the process of depressurization, the device performs control according to the second characteristic.

Abstract: An exemplary transmission system (TS) includes a clutch module (CM) having an input (In) and a first and a second output (O1, O2). A first clutch device (B, B1, C2) provided with a first actuator is present between the first output and the input, and a second clutch device (C, B2) with a second actuator is present between the second output and the input. The transmission system also includes a transmission module (TM), with an output (Out) and a first and a second input (i1, i2). A first partial transmission provided with at least one transmission (VAR) is present between the first input and the output, and a second partial transmission provided with at least one further transmission or a mechanical connection is present between the second input and the output. Two outputs (O1, O2) of the clutch module are connected to the two inputs (i1, i2) of the transmission module.

Abstract: A shifting control method of a vehicle includes inhibiting, by a controller, a line pressure from being increased when the controller senses a power-off upshift condition of the vehicle, calculating, by the controller, a target speed of a motor after the inhibiting step, synchronizing, by the controller, the motor to the target speed after the calculating step, and increasing, by the controller, an oil pressure of an engagement side clutch of a transmission to complete shifting after the synchronizing step.

Abstract: A transmission system of a vehicle includes a starting clutch, a change clutch, a stepped transmission, a single spindle, a gear position sensor, an actuator, and a transmission controller. The change clutch and the stepped transmission are operated via the single spindle. The gear position sensor is to detect a shift stage of the stepped transmission. The actuator is to rotate the single spindle. The transmission controller, in a case where an engine is started in a state in which the shift stage of the stepped transmission is set in second gear or higher, is configured to control the actuator to carry out shift-down operation and configured to limit output of the engine so that an engine rotation speed becomes a value smaller than a predetermined value until the shift stage of the stepped transmission is set in neutral or first gear.

Abstract: A propulsion system controller for a vehicle that includes a prime mover operable for generating an input torque on an input shaft, and a transmission connected to the prime mover that is configured to receive the input torque from the input shaft and produce an output torque on an output shaft. The controller is programmed to generate a torque phase ratio, and submit a torque request to the prime mover that is based upon a desired output torque divided by the torque phase ratio.