Abstract: A method of controlling an engine and a transmission of a hybrid vehicle includes steps of: determining whether the vehicle starts, determining an engine RPM and a gear stage of a transmission if the vehicle has started, determining whether the engine RPM has reached an engine speed control point, determining an engine target RPM and an engine target RPM slope of the vehicle when it is determined that the engine RPM has reached the engine speed control point, controlling the engine RPM of the vehicle to follow the engine target RPM and the engine target RPM slope, determining whether the engine RPM has slipped compared to the target engine RPM, and performing PID control to follow the engine target RPM if the engine RPM slips compared to the engine target RPM.

Abstract: Controlling a clutch by means of an actuator, wherein at least one first shaft can be torque-transmittingly connected to a second shaft by means of the clutch, the clutch in one of at least three states, where in an disengaged first state, a torque cannot be transmitted, in a second state, a torque can be transmitted such that the speeds of the first shaft and the second shaft are synchronized in the second state, and in an engaged third state, a required torque can be transmitted; wherein, in various states and in an operating mode associated with the particular state, the actuator is adjusted at a different speed in order to adjust the clutch.

Abstract: A vehicle control apparatus selects one of a power-on control and a power-off control for execution of a shift-down action in a transmission of a vehicle, and implements the selected power-on or power-off control. When a running speed of the vehicle is not lower than a predetermined value, the control apparatus selects one of the power-on control and the power-off control, based on a target input torque that is to be inputted to the transmission. When the vehicle running speed is lower than the predetermined value, the control apparatus selects one of the power-on control and the power-off control, based on an actual input torque that is actually inputted to the transmission.

Abstract: Gear-changing quality of a motor vehicle having an automatic transmission in which filling pressure adaptation processes are carried out by an electronic control device by predefined activation of an oil pump and selected hydraulic switching elements is improved by inclusion of a minimum time margin between the individual adaptation processes predefined by the control device such that parallel adaptation processes are prevented.

Abstract: A vehicle power-supply unit includes a high-voltage battery, a low-voltage battery having a lower voltage than the high-voltage battery, and an inlet, and is capable of connecting a feed connector of an external power source to the inlet and supplying electric power from the external power source to a charge target which is at least one of the high-voltage battery and the low-voltage battery. The power-supply unit includes: charge control means that controls charging of the charge target; and a battery voltage sensor that detects a voltage of the low-voltage battery. If a low-voltage battery voltage value VL becomes not higher than a charge abort threshold Vabort while connecting the feed connector to the inlet and supplying electric power from the external power source to the charge target, the charge control means stops supply of electric power from the external power source to the charge target.

Abstract: A method for operating a transmission of a vehicle, where the transmission couples a drive machine of the vehicle to a driven wheel of the vehicle and has different rotational speed transmission ratios. The method determines that a special load situation prevails or will prevail at the driven wheel of the vehicle. The method determines a shift time or a shift vehicle position, at which a load on the drive machine is less than or equal to a load threshold value. The method adapts the rotational speed transmission ratio of the transmission for the special load situation at the shift time or at the shift vehicle position.

Abstract: An oil pressure control device applied to an oil pressure device includes a calculation unit that estimates a delay of an actual oil pressure actually supplied from an oil pressure circuit to an friction engagement element of the oil pressure device with respect to an instruction pressure that instructs an oil pressure to be supplied from the oil pressure circuit to the friction engagement element, and calculates an estimated actual oil pressure obtained by taking the estimated delay of the actual oil pressure into consideration, a determination unit that determines whether a slip amount that occurs in the friction engagement element in an intermediate state between an engagement state and a disengagement state reaches a predetermined reference slip amount, and a setting unit that sets the estimated actual oil pressure as the instruction pressure when the determination unit determines that the slip amount reaches the reference slip amount.

Abstract: Disclosed is a method of controlling a shifting time and a transmission controlled by the method. A method of controlling a shifting time of an automatic transmission mounted on a vehicle to control the driving of the transmission by incorporating the state of an engine includes an entry condition determination step of determining whether the engine of the vehicle being driven is a full throttle driving state and a shifting point correction logic entry condition is satisfied, an engine speed calculation step of calculating an expected maximum engine speed during gear shifting, and a shifting time delay step of delaying a shifting time during a specific time if an expected maximum engine speed value calculated in the engine speed calculation step is less than a preset value. Accordingly, a shifting pattern into which maximum acceleration performance set through maximum performance of an engine has been incorporated can be implemented.

Abstract: An internal combustion engine and a multi-speed transmission in series, the shift control device comprising: a control portion providing a downshift control input shaft rotation speed of the multi-speed transmission is increased through a torque-up control of the internal combustion engine toward a post-shift input shaft rotation speed in a neutral state where a release-side frictional engagement device during a downshift of the multi-speed transmission is released, an engagement-side frictional engagement device to be engaged after the shift; and a torque setting portion setting a required torque of the internal combustion engine in the torque-up control of the internal combustion engine increasing rate of an actual torque of the internal combustion engine becomes smaller in the case of a shift pattern having a large internal inertia of the multi-speed transmission during the downshift as compared to the case of a shift pattern in which the internal inertia is small.

Abstract: The present disclosure provides a vehicle and method for controlling the same. The vehicle includes: an input unit configured to receive a command to select a traveling mode; a controller configured to determine an Advanced Driver Assistance System (ADAS) setting parameter based on a traveling mode selected through the input unit and a driving pattern of a driver; and a display configured to display setting information regarding the determined ADAS setting parameter.

Abstract: When a jump downshift via an intermediate shift stage is requested and a rotation speed of an input shaft approaches a synchronous rotation speed of the intermediate shift stage, a target torque phase time when the gear shift via the intermediate shift stage is performed with input switching is set to be shorter than that when the gear shift via the intermediate shift stage is performed without using input switching and torque phase control is performed. Accordingly, it is possible to promptly perform engagement of an engagement-side frictional engagement element at the time of passing through the intermediate shift stage and to rapidly perform the gear shift after passing through the intermediate shift stage.

Abstract: A clutch torque control method for a dual clutch transmission (DCT) vehicle may include a shift initiation determining step of determining whether power-on downshift in which a driver steps on an accelerator pedal to change a current shift stage to a lower shift stage is initiated, and a torque correcting step of correcting basic control torque according to torque-stroke (TS) curve characteristics for controlling a disengagement-side clutch within a real shift range in which a number of rotations of an engine is changed with observer torque calculated by a torque observer when the power-on downshift is initiated, and determining the corrected basic control torque into control torque of the disengagement-side clutch.

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, rationalize the generated torque phase ratio, and submit a torque request to the prime mover that is based upon a desired output torque divided by the rationalized torque phase ratio.

Abstract: A method of controlling a Continuously Variable Transmission (CVT) simulates a step-ratio transmission upshift. To simulate a step-ratio torque phase, the input torque is gradually reduced before beginning to change the variator ratio. Then, as the variator ratio is changed, the input torque is gradually increased to compensate for the decreasing torque ratio, simulating the relatively constant output torque of an inertia phase of a step-ratio upshift.

Abstract: A shift control method of an automatic transmission may include determining, by a controller, whether a shift condition is satisfied, beginning, by the controller, release of an off-going element and engagement of an on-coming element when the shift condition is satisfied, determining, by the controller, whether a speed control entry condition is satisfied while performing the release of the off-going element and the engagement of the on-coming element, determining, by the controller, a target speed of a torque source when the speed control entry condition is satisfied, performing, by the controller, speed control of the torque source using the target speed of the torque source, determining, by the controller, whether a speed control completion condition is satisfied while performing the speed control, and completing, by the controller, the release of the off-going element and the engagement of the on-coming element when the speed control completion condition is satisfied.

Abstract: Embodiments of the present invention provide a vehicle having different operating modes, and for each such mode a different characteristic of output torque and accelerator pedal position. The rise of output torque in response to a propulsion request is more or less delayed according to the instant operating mode. The invention provides for blending of the response to a propulsion request so that the delay is progressively varied between a source and target operating mode.

Abstract: A hydraulic control system of an automatic transmission may be applied to an automatic transmission in which a reverse speed stage is engaged by engagement of first and second friction elements. The hydraulic control system may include: a first solenoid valve being a normally open type and controlling a line pressure to generate a first hydraulic pressure; a second solenoid valve being a normally closed type and controlling the line pressure to generate a second hydraulic pressure; first and second switch valves, the first switch valve selectively supplying the first hydraulic pressure to the second switch valve; and a fail-safe valve selectively supplying the first hydraulic pressure or the second hydraulic pressure to the second friction element, wherein the second switch valve selectively supplies the first hydraulic pressure supplied from the first switch valve or a reverse speed pressure to the first friction element.

Abstract: A control device for an automatic transmission, with a torque converter including a lock-up clutch, includes a learning unit configured to learn an engagement holding pressure, which is a hydraulic pressure immediately before the lock-up clutch is released, during coasting, and a determination unit configured to determine during learning in the learning unit whether or not an ON-failure in which the lock-up clutch is held in an engaged state in response to a release instruction has occurred.

Abstract: A method of operating a transmission which is shifted to various operating conditions by engaging shifting elements. At least one of the shifting elements is an interlocking shifting element which has to be engaged to obtain at least one defined operating condition of the transmission during which power flows between an input and an output shaft. When a command is received to engage the interlocking shifting element, a rotational speed of the transmission input shaft is displaced in the direction toward a synchronous rotational speed produced in the engaged operating condition of the interlocking shifting element at least as a function of the rotational speed of the transmission output shaft. When the variation of the rotational speed of the transmission input shaft crosses a predefined rotational speed threshold, the interlocking shifting element is actuated in its engaging direction.

Abstract: A method of operating a transmission device having gears that are engaged by actuating shifting elements. At least one of the shifting elements is an interlocking shifting element which has to be engaged in at least one gear to transmit drive between an input and an output shaft. When a command is received to engage the interlocking shifting element, a rotational speed of the input shaft is displaced in the direction toward a synchronous rotation speed produced in the engaged operating condition of the interlocking shifting element at least as a function of the rotational speed of the output shaft. The engagement process of the interlocking shifting element from its disengaged operating condition is discontinued if, before reaching the synchronous rotational speed, the variation of the rotational speed of the input shaft crosses a predefined rotational speed threshold without initiating engagement of the interlocking shifting element.

Abstract: A compact transmission device that alleviates shift shock and avoids engine stall at the time of deceleration. A discharge resistance changing unit changes discharge resistance of a clutch oil pressure on a side where a clutch is disconnected due to swapping of clutches in two stages. During a shift period where the clutch on a connection side is changed over from a disconnection state to a connection state, an invalid filling zone where a friction force is not generated on a clutch plate is provided. A control unit controls the discharge resistance changing unit at a time of the shift change such that the clutch on a disconnection side is brought into a state where a friction force is not generated after finishing a half clutch zone when the clutch on a connection side is in a half clutch zone after the invalid filling zone is finished.

Abstract: A computer-implemented method for determining the direction of a moving object across a sensor having a plurality of inputs is disclosed. The invention determines the direction of a moving object, such as a vehicle on a roadway, based on inputs provided by sensors along the object's path. The methods involve monitoring state changes of the inputs as the object passes the sensor and comparing the magnitude of state changes in the order in which a forward-moving object would cause inputs to switch to a particular state. For each state change comparison, a direction variable is adjusted to indicate forward or reverse movement. After passage of the object, a direction of movement is assigned to the moving object on the basis of the final value of the direction variable. The invention provides a high degree of accuracy, is simple to reconfigure, and more economical than other methods.

Abstract: An electric vehicle control device is provided that ensures a required coupling capacity precision of a friction coupling element by appropriately switching a torque sharing rate during a shift transition period. The control device includes a motor, an automatic transmission, a shift controller, a frictional engagement element, a control unit and an engagement capacity control section. The frictional engagement element is disposed in a power transmission path from the motor to a driving wheel. The control unit switching delays switching a torque sharing rate of the frictional engagement element during a shift transition period until the start of the shifting procedure, and continuously switches the current gear sharing rate to a subsequent gear sharing rate in accordance with a degree of the shifting procedure when the shifting procedure starts.

Abstract: A vehicle includes an engine, first clutch, transmission, and controller. The transmission includes a gearbox, position sensors, and a fluid circuit. The gearbox contains a second clutch. The fluid circuit includes a pump and a flow control solenoid valve. The controller opens the valve via flow control signals to allow fluid to pass into or from the particular clutch it feeds. The controller executes steps of a method to determine an actual flow rate through the valve as the clutch moves, and also calculates a compensation scale factor as a ratio of the commanded and actual flow rates. The controller modifies the flow control signals in a subsequent clutch actuation using the compensation scale factor, such as by multiplying a commanded flow rate corresponding to the flow control signals by the compensation scale factor. A system includes rotatable members connected by a clutch, the controller, valve, and position sensor.

Abstract: Various embodiments of methods, apparatus and systems that calibrate main modulation of an electro-hydraulic control system for a vehicle transmission are presented. Some embodiments calibrate regulator control signals that cause a main regulator valve to develop a main line pressure based upon status of a control main valve that develops a control main pressure based upon the main line pressure.

Abstract: A method is provided for the load-free opening of a separating clutch. The method includes the following steps: receiving a signal for disengaging the clutch; applying a negative torque at the separating clutch using a drive machine; applying a positive, predefined torque at the separating clutch using the drive machine; and opening the separating clutch as soon as the amount of the torque applied at the separating clutch lies within predefined limit values. In other words, a torque in the known range of the system is set via a drive-side deceleration. Then, a drive-side acceleration takes place, so that the torque is increased on the drive side, starting from the known range of the system, until it generally matches the torque on the output side. This enables a load-free opening of the clutch.

Abstract: A method and system for controlling anti-jerk of a hybrid vehicle reduce shift vibration and shock by reverse phase controlling a drive motor during gear-shifting of a hybrid vehicle without a torque converter. The method includes determining whether a gear-shifting command is outputted from a transmission control unit of the hybrid vehicle; when it is determined that the gear-shifting command is outputted, confirming a gear-shifting range divided into at least three phases in accordance with the gear-shifting command; determining whether the corresponding divided gear-shifting range is an anti-jerk allowed gear-shifting range; and when it is determined that the corresponding gear-shifting range is the anti-jerk allowed gear-shifting range, reverse phase controlling a drive motor of the hybrid vehicle by a predetermined value in order to reduce or attenuate vibration and shock generated in the corresponding gear-shifting range.

Abstract: A method for controlling cylinder pressure producing piston displacement for actuating a control element of an automatic transmission during a gearshift, includes (a) applying boost pressure to the to the control valve controlling the piston, provided one of the following conditions is present a boost phase is unexpired, cylinder pressure is less than a desired pressure, and piston displacement exceeds a desired displacement; (b) applying stroke pressure to the cylinder provided piston displacement away from control element plates occurs; and (c) increasing stroke pressure provided piston displacement away from clutch plates has not occurred.

Abstract: A vehicle includes torque sources, a transmission, and a controller programmed to execute a method. In executing the associated method, the controller determines whether continuous output torque is required through a torque exchange. When continuous output torque is required, the controller synchronizes and fills the oncoming clutch, estimates capacity of the oncoming clutch, and expands a short-term torque capacity of the oncoming clutch during the torque exchange, doing so in response to a control objective having a threshold priority. Onset of the torque exchange delays until the short-term torque capacity is sufficient for receiving all torque load from the offgoing clutch without affecting output torque.

Abstract: A hydraulic control device of an automatic transmission is provided, which includes a hydraulic control circuit with a pressure reducing valve including a first friction element for achieving a first gear position and a second friction element for achieving a second gear position that produces a lower speed than the first gear position. The hydraulic control circuit further includes a switch valve formed with an input port which is inputted with the line pressure in a forward gear position range, and which is switched between a first state where the input port communicates with a first oil path communicating with the first friction element in a failure state of power distribution to the plurality of hydraulic control valves, and a second state where the input port communicates with the second friction element in the same power distribution failure state. The switch valve includes various control ports to control its function.

Abstract: A power transmission apparatus mounted on a vehicle is provided with a motor that transmits power from the motor to an axle through a friction engagement element. The power transmission apparatus is further configured with a mechanical pump that pressure-feeds a fluid to a fluid pressure servo for the friction engagement element, and an electric pump that pressure-feeds the fluid to the fluid pressure servo of the friction engagement element. Furthermore, a lubrication supply passage is configured to connect to a flow passage extending from the electric pump to the fluid pressure servo. A first valve switches between opening and closing the lubrication supply passage such that, during a stop of the motor, so as to supply the fluid to the fluid pressure servo when in a driving position, and to the component to be lubricated when shifted to a neutral position.

Abstract: A control device for a vehicular lockup clutch, including a lockup clutch that directly connects an input rotation member and an output rotation member of a hydraulic transmission device constituting part of a power transmission path between an engine and drive wheels, a linear solenoid valve that controls an engagement hydraulic pressure for engaging and actuating the lockup clutch, and a controller that is configured to perform a flexible start control for slip-engaging the lockup clutch when a vehicle starts moving, and to perform, before starting the flexible start control, a precharge control for establishing a standby state in which a predetermined preparation pressure is indicated to the linear solenoid valve.

Abstract: In one embodiment, a hydraulic pressure control circuit (4) of an automatic transmission includes a mechanical oil pump (MOP) and an electrical oil pump (EOP). The discharge side of the electrical oil pump (EOP) is caused to be in communication with the direct upstream side of a hydraulic pressure servo of a first clutch (C1) via a shunt hydraulic pressure supply passage (430). At the time of idle reduction, a linear solenoid (411) on the upstream side of the first clutch (C1) is caused to enter a forced closure state, thus preventing oil from the electrical oil pump (EOP) from flowing to a manual shift valve (410) side.

Abstract: A charge pressure reduction circuit for a loader backhoe in which a directional control valve causes the charge pump to operate at a system pressure high enough to adequately supply a clutch circuit when conditions indicate the vehicle is operating in a loader or transport mode. The directional control valve causes the charge pump to operate at a lower pressure as, for example, required for a lubrication circuit when conditions indicate the vehicle is in a backhoe operating mode.

Abstract: A control unit (200) executes fail-safe control that forcibly releases a lockup clutch (15) by activating a fail-safe valve (112), abnormality diagnosis control that determines whether a solenoid valve (DSU) is suffering from a solenoid ON abnormality when the vehicle has started with the fail-safe control executed, and reproduction control that simulatively reproduces, when the vehicle has started without the fail-safe control executed, a condition coinciding with the condition for allowing execution of the abnormality diagnosis control.

Abstract: In a control of a vehicular automatic transmission, an engaging device provided in a power transmission path between an engine and driving wheels is brought into a slipping state or a release state when a certain neutral control condition is satisfied while a shift lever is placed in a running position, the engaging device is engaged so as to increase a torque transmission capacity thereof when a certain neutral control cancellation condition is satisfied during neutral control under which the engaging device is in the slipping state or the release state, and an engaging pressure of the engaging device is held at a constant pressure level for a given period of time when an accelerator pedal is depressed while the engaging device is engaged so as to increase the torque transmission capacity thereof.

Abstract: A reliability for a power-train feed-forward torque may be decreased when a degree of reliability for an estimated braking torque is decreased due to disturbance factors. A power-train feedback torque is corrected based on a degree of reliability for a power-train torque, for which a reliability for a braking condition is taken into account. In a similar manner, a brake feedback torque is corrected based on a degree of reliability for a braking torque, for which a reliability for a power-train condition is taken into account. Accordingly, it is possible to compensate the decrease of reliability for the power-train feed-forward torque or brake feed-forward torque by the correction for the power-train feedback torque or the brake feedback torque.

Abstract: A clutch control apparatus for a vehicle provided with a hydraulic clutch in the middle of a power transmission path between an engine and a drive wheel. Before the clutch of the vehicle is brought into an engagement state, intermittent hydraulic pressure Y is applied to the clutch while maintaining the clutch in a disengagement state, and thereafter a predetermined hydraulic pressure is applied to the clutch to bring it into the engagement state. A solenoid valve is provided to control hydraulic pressure supplied to the clutch. Before the clutch is brought into the engagement state, a pulsed drive current D is supplied to the solenoid valve. The clutch control apparatus so configured suppresses a motion delay at the time of engaging the clutch, thereby allowing a quick and smooth start and shifting of the clutch.

Abstract: A system and method for controlling torque includes a first torque transmitting mechanism and a second torque transmitting mechanism. The first torque transmitting mechanism is engageable to achieve a first gear ratio of the transmission. The second torque transmitting mechanism has an apply chamber that is pressurized at a first pressure level to achieve a first engaged position and is pressurized at a second pressure level to achieve a second engaged position. The first pressure level is less than the second pressure level and the second engaged position achieves a second gear ratio of the transmission. A controller is in communication with the first and second torque transmitting mechanisms. The controller includes a control logic for pressurizing the apply chamber of the second torque transmitting mechanism to the first pressure level if the first operating condition has exceeded a threshold operating condition.

Abstract: A driving force controlling apparatus includes a driving force controller configured to determine a state of a road surface. A driving force controller is configured to control a driving force of a vehicle based on the road surface state. A rear-wheel speed sensor is configured to detect a rear-wheel speed. A low-friction-coefficient road surface determining device is configured to determine whether the road surface is a low-friction-coefficient road surface using the rear-wheel speed on a predetermined condition. A determination prohibition device is configured to prohibit the low-friction-coefficient road surface determining device from determining whether the road surface is a low-friction-coefficient road surface, if (a) the rear-wheel speed sensor is abnormal, or if (b) a predetermined time has elapsed from when a shift range is changed from a reverse range to a drive range and/or (c) a gear position has become greater than or equal to a predetermined gear position.

Abstract: The present invention provides a control system for a dual clutch automatic transmission having a torque converter. The transmission provides seven forward speeds or gear ratios and reverse. The control system includes a hydraulic pump, a pressure regulator assembly and control valves that provide and release pressurized hydraulic fluid to the torque converter, a pair of input clutches and eight synchronizer clutches. A first pair of control valves are high flow rate valves which are capable of rapidly engaging and disengaging the input clutches. A second pair of high flow rate valves, control valves and spool valves provide a branching control circuit which controls engagement and disengagement of the synchronizer clutches. A control valve linked to the shift lever blocks hydraulic fluid flow to the first pair of high flow rate valves to inhibit input clutch activation when the shift lever is in Park or Neutral.

Abstract: A method for executing a downshift in a transmission includes starting disengagement of a second control element after starting disengagement of a first element. Disengagement of the second element starts before starting engagement of a fourth element. A third element is forced to synchronous speed by beginning engagement of the fourth element before engaging the third element. Engagement of the third and fourth elements is completed at the end of the downshift.

Abstract: The adjustment method includes an estimation step in which valve characteristics of the linear solenoid valves fitted to the hydraulic control circuit are measured, and estimated linear valve characteristics of the linear solenoid valves in isolation state are estimated based on the measured valve characteristics using predetermined correlations; and a correction value output step in which estimated linear piston-end pressures of the hydraulically-driven friction engagement elements immediately before the hydraulically-driven friction engagement elements are engaged are calculated based on the estimated linear valve characteristics, and the correction values that are applied to the control command values to adjust the drive currents supplied from the valve control unit to the linear solenoid valves are calculated based on differences between the estimated linear piston-end pressures and nominal piston-end pressures, and then output.

Abstract: A system and method for controlling a hydraulic transmission uses a solenoid valve having a pressure sensor linked to the valve body operable to sense a hydraulic fluid pressure within a cavity of the valve body and to transmit an electrical signal based on the sensed pressure. The transmitted signal is used to identify the end of fill time, and thus to end a clutch fill phase and commence a clutch modulation or lock-up phase.

Abstract: An engine control apparatus basically has a clutch release detecting component, a time measuring component and a rotational speed synchronization control component. The clutch release detecting component detects when a clutch arranged between an engine and a manual transmission has been released to prevent rotation from being transferred from the engine to the manual transmission during shifting. The time measuring component measures an amount of time that elapses after the clutch is released. The rotational speed synchronization control component starts rotational speed synchronization control when the clutch is released and a prescribed delay time has elapsed since the clutch was released so that an engine rotational speed matches a predicted input rotational speed of the manual transmission being based on a vehicle speed and a gear position that is occurring after shifting is completed.

Abstract: A method for operating a motor vehicle drivetrain with at least an automatic transmission and a drive motor. The automatic transmission includes at least five shifting elements to transmit torque and/or power. In each forward and reverse gear a maximum of two shifting elements are disengaged while the remaining shifting elements are engaged. Two consecutive gearshifts are carried out through selection of the five shifting elements. During a first gearshift, implemented as a multiple gearshift, a subsequent second gearshift, implemented as either a single or multiple gearshift, is prepared. During the first gearshift, a first shifting element is disengaged, a second shifting element is engaged, a third shifting element is prepared for disengagement in a subsequent second gearshift and a fourth shifting element is prepared for engagement. Further, during the first gearshift and the subsequent second gearshift, a fifth shifting element is retained in at least a substantially engaged state.

Abstract: There is provided a control system for a powertrain system including an electro-mechanical transmission that is selectively operative in a plurality of fixed gear modes and continuously variable modes. The control system is adapted to execute the following steps, comprising determining a range of permissible engine input speeds and a range of permissible engine input torques, and determining motor input torques for the first and second electrical machines based upon the range of permissible engine input speeds and the range of permissible engine input torques. A cost is determined for each of the motor input torques. A preferred engine input speed and a preferred engine input torque are identified based upon the costs for the motor input torques.

Abstract: In a vehicle powertrain that continually transmits power to a first set of vehicle wheels and selectively transmits power through a clutch to a second set of vehicle wheels, a method for controlling the clutch includes determining that brakes for slowing the vehicle wheels are applied and that an accelerator pedal of the vehicle is depressed less than a reference magnitude, determining that the rate of change of the average front wheel speed is greater than the rate of change of the average rear wheel speed, and setting the torque capacity of the clutch to a target magnitude.

Abstract: A method of controlling an upshift in a transmission having a main box and a compounder that has at least one gearset and at least one friction element separate from the main box includes initiating an upshift in the main box including application of at least one friction element (e.g. a clutch) in the main box, and releasing a friction element (e.g. a clutch) in the compounder providing a swap shift. The duty cycles of solenoids associated with the releasing and applying elements may be alternately controlled in open loop and closed loop fashion to improve the quality of the shift.

Abstract: A system and method for overrun prevention is disclosed. Overrun of a one-way clutch may be prevented by determining a current torque value. When a current torque value approaches a negative value, a shift to a gear without a one-way clutch may be performed. Driving control may be increased by shifting from a gear associated with a one-way clutch when a current torque value approaches a negative value or another shifting parameter determines a shift is necessary.