Abstract: In a case where the end of a gear change has been decided by gear change end decision means for deciding if a transmission has undergone the gear change, the coil resistance value of a motor which manipulates the transmission is measured by coil resistance measurement means. The coil temperature of the motor is estimated from the measured coil resistance value of the motor by coil temperature estimation means. In a case where the estimated coil temperature of the motor has been decided to be predetermined temperature or above by high-temperature decision means, the speed change inhibition time period of the transmission is calculated by speed change inhibition time calculation means, and the speed change of the transmission is inhibited during the calculated speed change inhibition time period.

Abstract: A shift control device comprises: a thermal load prediction unit which predicts a thermal load state of a friction element upon completion of a shift from a current thermal load state of the friction element; and a shift control unit which, when the thermal load state upon shift completion predicted by the thermal load prediction unit corresponds to a predetermined state, either performs the shift in a modified shift mode in which a heat generation amount of the friction element is smaller than the heat generation amount of the friction element when the predetermined state is not established, or prohibits the shift. The predetermined state is set at a different state in a case where the shift is an upshift and in a case where the shift is a downshift, and is set on the basis of a gradient of a traveling road.

Abstract: An ECU executes a program including steps of setting an upper limit value of a target revolution number of a primary pulley revolution number NIN in the case where an oil temperature THO is greater than a threshold value; setting the upper limit value as a target revolution number in the case where the target revolution number set using the map is greater than the upper limit value; and controlling primary pulley revolution number NIN to be the target revolution number.

Abstract: Strain gauges and a torque value calculating unit detect a value for torque acting on a sun gear based on a reaction force, an input equivalent value calculating unit calculates an input torque equivalent value based on the torque value detected, a torque reduction command unit issues a command to the engine for changing torque, and a torque change determination unit determines, based on the input torque equivalent value calculated, whether or not the torque of the engine has been appropriately changed in accordance with the command. Consequently, based on the torque value measured for the sun gear that is a component of the automatic speed change mechanism, it can be precisely determined whether or not the torque change for the engine has been appropriately achieved as targeted.

Abstract: A method for controlling a vehicle's automated transmission, which is arranged in a drive train in the force flow between a engine and a drive axle or a transfer box, depending on certain operating parameters and control actions of an adaptive cruise control system (ACC) that can be operated using engine and brake mechanisms to regulate speed and distance from a car in front. The method controls the transmission when an engine torque demand differs from the torque demand of the ACC. The operating mode of the ACC, which is active at the time, and the load direction of the torque demand of the ACC are determined, and the torque demand, used for controlling the transmission when speed or distance regulation is activated, is determined depending on the ACC operating mode and the load direction of the torque demand.

Abstract: A powered scale model vehicle having a transmission with a forward gear and a reverse gear. The transmission is shiftable between the forward gear and the reverse gear. The vehicle has a radio control receiver, a sensor and a microcontroller. The receiver is adapted to output a throttle signal and a shift signal to the microcontroller. The sensor is adapted to obtain a vehicle speed measurement. The microcontroller is electrically coupled to the receiver and the sensor. The microcontroller may be adapted to control a timing and execution of a forward/reverse shift on the transmission based on at least the vehicle speed measurement, the throttle signal, and the shift signal, for example.

Abstract: A control system for determining a desired gear ratio of an automatic transmission includes a pedal rate module that determines a pedal rate of an accelerator pedal, and a shift module that determines the desired gear ratio of the transmission based on a position of the accelerator pedal and the pedal rate. The shift module determines the desired gear ratio based on a comparison of the pedal rate and a predetermined rate. The predetermined rate is based on a first period since the transmission shifted into a current gear. The shift module also determines the desired gear ratio based on one of a second period the pedal rate remains less than a positive rate and a third period the pedal rate remains greater than a negative rate. A related control method is also provided.

Abstract: A speed change control system capable of carrying out an entire speed change operation of a transmission in which speed change operations of first and second speed change units are carried out simultaneously in directions opposite to each other, without deteriorating shocks even in case a speed change operation of one of the speed change units is restricted. The speed change control system includes first and second speed change units, and in which a speed change ratio of the second speed change unit is changed in a direction opposite to a changing direction of a speed change ratio of the first speed change unit when changing the speed change ratio of the first speed change unit. A speed changing rate setting mechanism sets a speed changing rate of the second speed change unit in accordance with a progression of a speed change operation of the first speed change unit.

Abstract: In a shift control device for an automatic transmission according to this invention, when the engine load increases such that a shift to a first gear position on a low speed side of a current gear position is required, control is performed to calculate an estimated vehicle speed following the elapse of a time required to shift to the first gear position and set a second gear position from the estimated vehicle speed and the engine load on the basis of the shift map. When the first gear position is on the low speed side of the second gear position, a shift is performed to a gear position on a high speed side of the first gear position.

Abstract: In a shift control device for an automatic transmission according to this invention, when the engine load increases such that a kickdown is required, and a gear position calculated in accordance with the shift map from an operating condition defined by a look-ahead vehicle speed at a predetermined future time is lower than a current gear position and the look-ahead vehicle speed is higher than a predetermined vehicle speed, control is performed to shift to a higher gear position than the target gear position.

Abstract: Method for adapting an automated transmission of a heavy vehicle in consideration of a speed sensitive PTO. The method selects appropriate gears based on the constraint that the engaged PTO should remain below a set speed limit. The information about the speed limit of the PTO is used by the transmission control unit to ensure that the engine does not drive the PTO at a speed higher than the given speed limit. The engine speed may also be limited to reduce the engine speed to prevent it from exceeding the allowable PTO speed.

Abstract: A method for preventing a torque converter clutch that controls the slip in a torque converter between a vehicle engine and transmission from locking up in response to wheel slip from one or more of the vehicle wheels. The method includes monitoring the vehicle speed and/or the transmission output speed, and converting the speed to an acceleration. An average of the acceleration is provided over a predetermined number of sample points. The method then determines whether the current acceleration exceeds the average acceleration by a predetermined amount. If the current acceleration does exceed the average acceleration, then the method causes the converter slip to be held at its current value so that the torque converter does not lock up. Additionally, the method prevents the transmission from changing gears. The method then monitors whether the acceleration has fallen below a predetermined value or a predetermined period of time has expired.

Abstract: The following steps are performed in the control method: determining a mode of operation from amongst a permanent mode and a transient mode, as a function of a set of variables comprising said estimated values; correcting the value of the speed of rotation of the outlet shaft in such a manner that: if the mode has been determined as being the permanent mode, then the moving average (L?) of the gear ratio (L) over a period (T) of a plurality of unit time intervals lies between a first threshold value (S1) that is negative and a second threshold value (S2) that is positive; and if the mode has been determined as being the transient mode, then said moving average (L?) of the gear ratio (L) lies outside the range of values defined by the first and second threshold value (S1, S2).

Abstract: A method of gear shifting in a servo-controlled gearbox. The method generates an oscillation on angular velocities of primary and secondary shafts of the gearbox, separates the primary shaft from the secondary shaft thus disengaging a first current gear when the oscillation has taken the angular velocity of the primary shaft close to the angular velocity that the primary shaft must assume to engage a second next gear, and connects the primary shaft to the secondary shaft thus engaging the second next gear when the oscillation has led the angular velocity of the secondary shaft to equalize the current angular velocity of the primary shaft multiplied by the transmission ratio of the second next gear.

Abstract: An automatic transmission may be coupled to an internal combustion engine. A shift selector may be coupled to the transmission and may have a plurality of user selectable inputs for controlling operation of the transmission that are electrically connected to a control circuit. The control circuit may include a memory having a value stored therein that relates to operation of the transmission. The memory may further include instructions stored therein that are executable by the control circuit to change the value stored in the memory to a different value upon detection of user selection of a predefined sequence of two or more of the plurality of user selectable inputs.

Abstract: A transmission device has at least two change-under-load shift elements with transmission capacities that are varied an actuation device. A method for operating a drive train including transmission and drive engine includes a step that when the transmission is shifted, one of the shift elements, which is engaged in the force flow, is disengaged by the actuation device and the other shift element, which is engaged, is disengaged. The actuation device includes an actuator which applies an actuating force to actuate the shift elements and a coupling device by which the actuator communicates with the shift elements to actuate them, such that an actuating force of the actuator, which is actuating the shift element to be disengaged, can be reduced, while an actuating force of the actuator, which is actuating the shift element to be engaged can simultaneously be increased.

Abstract: A control apparatus for a vehicular automatic transmission which has a plurality of coupling elements selectively released and engaged to perform shifting actions, the control apparatus including a shift control portion configured to control at least one specially controlled coupling element which is included in the coupling elements provided to perform the shifting actions of the automatic transmission and which is placed in a fully released state prior and subsequent to the shifting action performed according to a presently generated shifting command, the shift control portion controlling each specially controlled coupling element so as to enable the specially controlled coupling element to have a torque capacity during the shifting action performed according to the presently generated shifting command.

Abstract: A transmission control module for a vehicle transmission includes a gear determination module, a predictive shift module, and a validation module. The gear determination module commands a first shift configuration based on an actual pedal position. The predictive shift module calculates a predicted pedal position based on the actual pedal position and commands a second shift configuration based on the predicted pedal position. The validation module validates the predicted pedal position and selectively cancels the second shift configuration based on the validation.

Abstract: An automatic transmission is provided with an engine control module and a process for controlling an automatic transmission. In order to assure secure positive torque requests during lift foot upshifts, an automatic transmission is described which includes, but is not limited to a transmission control module with means for sending an upshift positive torque request on CAN and means for an upshift positive torque supervision preventing the transmission from requesting unexpected positive torque. The means for an upshift positive torque supervision are designed to differentiate upshift conditions under which the positive torque is not expected to occur from shift conditions where it is expected to occur. They allow secure positive torque requests during lift foot upshifts.

Abstract: A transmission control method for a continuously variable transmission for enhancing the response of a change in engine speed to a driver's accelerating/decelerating operation. In a hydraulic type continuously variable transmission, when a sport operating mode is being selected (step S1: SPORT OPERATING MODE), a target engine speed T_NE (rpm) is calculated from the vehicle velocity V (km/hr) and the position 0 (degrees) of a throttle valve 60 (step S4). Further, a target angle T_A (degrees) for a motor swash plate is calculated from the vehicle velocity and the target engine speed T_NE (step S5). The motor swash plate is moved according to the difference between the actual angle A of the motor swash plate 46 and the target angle T_A.

Abstract: An apparatus and method for controlling a CVT (continuously variable transmission), and a program for executing the control method that reduces a transmission shock during a braking operation. When a foot brake switch is turned on and a vehicle speed is less than or equal to a threshold speed, the ECU increases a clamping pressure applied to a transmission belt to a pressure level higher than a normal pressure. When the vehicle speed falls to or below the threshold speed when the foot brake switch is turned on, the ECU prohibits an increase in the clamping pressure applied to the transmission belt.

Abstract: A shift controller controls a downshift to a low shift speed, spaced apart from a high shift speed by two or more steps, through an intermediate shift speed, by first releasing first and second shift release elements, then engaging a first shift engagement element, and finally engaging a second shift engagement element, while controlling the torque capacity of the second shift release element by feedback control. As a result of releasing the first and second shift release elements before engaging the first shift engagement element, it is possible to rev up an input rotation at maximum performance of an engine to reduce the time for shifting. As a result of the feedback control of the torque capacity of the second shift release element after engaging the first shift engagement element, a torque fluctuation at the intermediate shift speed can be reduced to avoid occurrence of an uncomfortable shift shock.

Abstract: A vehicle control system for an automatic transmission includes a range selector for outputting a range instruction signal representing the selected shift range and a range shifter for manually outputting a shift instruction signal, and a by-wire control part for controlling the change-over of the shift range according to the range instruction signal input from the range selector. The by-wire control part has a range control circuit, which uses the shift instruction signal input from the range shifter if the range instruction signal is abnormal while monitoring the range instruction signal input from the range selector.

Abstract: A vehicle including an internal combustion engine and a stepped transmission including an input shaft and an output shaft, wherein the stepped transmission speed-changes power input to the input shaft while changing a shift speed and outputs the speed-changed power to the stepped transmission output shaft; a control unit that controls the engine and the stepped transmission in accordance with an output request from an operator. The vehicle also including input and output shaft rotation speed detecting units and an output limiting unit that limits the output of the engine by comparing the deviation of the input and output shaft rotation speed to a predetermined rotation speed relationship range. The vehicle also including an abnormality determining unit to determine that an abnormality has occurred in the stepped transmission when the rotation speed relationship exceeds the range of the predetermined rotation speed relationship for at least a first predetermined time period.

Abstract: Systems and methods for controlling transmissions and associated vehicles, machines, equipment, etc., are disclosed. In one case, a transmission control system includes a control unit configured to use a sensed vehicle speed and a commanded, target constant input speed to maintain an input speed substantially constant. The system includes one or more maps that associate a speed ratio of a transmission with a vehicle speed. In one embodiment, one such map associates an encoder position with a vehicle speed. Regarding a specific application, an automatic bicycle transmission shifting system is contemplated. An exemplary automatic bicycle includes a control unit, a shift actuator, various sensors, and a user interface. The control unit is configured to cooperate with a logic module and an actuator controller to control the cadence of a rider.

Abstract: The control apparatus comprises, in its version intended for a double-clutch transmission, first, second and third shift forks each movable between first and second engagement positions to engage a respective gear, of which the first shift fork is able to engage at least the first gear and the second shift fork is able to engage at least the second gear, first, second and third double-acting hydraulic actuators arranged to control each the movement of a respective shift fork between the first and second engagement position, of which the first hydraulic actuator is associated to the first shift fork and the second hydraulic actuator is associated to the second shift fork, a slide valve selectively movable into one of at least three operating positions in each of which the slide valve selects a respective hydraulic actuator, and first and second gear shift solenoid valves for controlling the supply of fluid to the hydraulic actuator each time selected by the slide valve or the connection of that actuator to a t

Abstract: A control apparatus for a continuously variable transmission of a vehicle is provided for switching the transmission from a continuously variable transmission mode to a stepped transmission mode without giving any discomfort to the driver, and for appropriately responding to a request for acceleration from the operator during the stepped transmission mode. The control apparatus comprises an ECU for setting a target transmission ratio in accordance with the detected operating condition of the vehicle, controlling the transmission ratio of the continuously variable transmission to reach the set target transmission ratio, and switching the transmission mode between a CVT mode and an AT mode. When the transmission mode is switched from the CVT mode to the AT mode, the ECU sets the target transmission ratio to a transmission ratio in the CVT mode immediately before the switching.

Abstract: An apparatus for adjusting a position of a bicycle control device comprises a memory that stores a plurality of operating position values corresponding to a plurality of operating positions, a manually operated adjustment value providing unit that provides an adjustment value, and an updating unit. The updating unit provides a first updated operating position value from a first operating position value from the plurality of operating position values based on the adjustment value, and the updating unit provides a second updated operating position value from a different second operating position value from the plurality of operating position values based on the adjustment value.

Abstract: A shifting control system has two gear shift stage groups, two clutches, a clutch release detection section, a pre-shift controller, a clutch oil level detection section and a pre-shift inhibiting section. The clutches are alternately engaged to selectively transmit power from an engine to a wheel. The clutch release detection section detects a release-side clutch which corresponds to the clutch that is in a released state. The pre-shift controller operates a meshing mechanism of the gear shift stage group corresponding to the release-side clutch, so as to undergo pre-shifting when the other clutch is engaged as an engage-side clutch. The clutch oil level detection section determines whether an oil level in the release-side clutch is equal to or greater than a preset oil level. The pre-shift inhibiting section inhibits pre-shifting while the oil level in the release-side clutch is equal to or greater than a preset oil level.

Abstract: A system and method for setting the slip of a torque converter for a plurality of selected engine speeds and transmission gears. The method includes populating a table off-line, typically using a dynamometer, with torque converter slips for a plurality of selected engine speeds and transmission gears. A speed sensor is used to measure vibrations transmitted through the torque converter to the driveline of the vehicle. The sensor signal is sent to an analyzing system where it is converted to the frequency domain. A separate minimum slip value for each selected engine speed and transmission gear is stored in a table so that during vehicle operation, a controller will instruct the torque converter clutch to set the desired converter slip for the current engine speed and transmission gear provided for a particular throttle position and/or engine torque.

Abstract: A driving force control device can set driving force characteristics which conform to tastes of drivers using one vehicle thus giving the easy-to-drive feeling to the drivers. An E/G13ECU possesses three modes 1 to 3 as control modes and selects one mode from these modes based on a manipulation input using a mode selection switch. Further, any one of the mode out of these modes 1 to 3 is preset in the E/G13ECU as a temporary changeover mode, and the E/G13ECU changes over a mode selected by the mode selection switch and the preset temporary changeover mode alternatively by the temporary changeover switch.

Abstract: A method for shifting a gear into a gear position in an automated shift transmission with several gears and an automated shift transmission adapted to perform said method are suggested. Via a shifting fork, a shifting sleeve can be shifted from a neutral position into respective gear positions and reaches on its way a pull-in position where the shifting sleeve is automatically forced in direction of the gear position. It is achieved that the pull-in position is safely reached by checking whether the shifting fork has reached a first threshold value, a second threshold value, and whether it has come to a standstill therebetween. Accordingly, an increased shifting force can be applied. Albeit allowing production tolerances in the transmission, the respective gear position is safely reached.

Abstract: In an abnormal-period automatic shift control apparatus of an automated manual transmission (AMT), a controller includes a first state detecting section configured to detect whether the AMT is in a first state where the AMT is thrown into a shift stage during an engine starting period, and a second state detecting section configured to detect whether the AMT is in a second state where a clutch failure that an automatic clutch, employed in the AMT for engine power transmission, remains engaged undesirably, occurs. Also provided is a neutral-range-period abnormality countermeasure section configured to inhibit a supply of working oil from an engine-drive oil pump, serving as a working medium for automatic-clutch engagement-and-disengagement control and automatic gear shifting, for preventing an automotive vehicle from beginning to move, while a selected operating range is a neutral range, under a condition where the first and second states occur simultaneously.

Abstract: In deceleration control apparatus and method for an automotive vehicle, a deceleration control is performed in accordance with a turning travel situation of the vehicle; and an engine throttle opening angle is controlled gradually in a closure direction at a preset variation degree.

Abstract: A control system for a drive unit of a vehicle, including a reaction force establishing device controlling a speed change ratio of a continuously variable transmission, and a clutch mechanism arranged on a power transmission route from the continuously variable transmission to a wheel and in which a torque capacity thereof is controllable. A first input torque control mechanism lowers a torque to be inputted to the clutch mechanism through the continuously variable transmission, by controlling a torque of the reaction force establishing device while the torque capacity of the clutch mechanism is being controlled. The system reduces a change in a torque inputted to a clutch mechanism, in case of carrying out a speed change operation of a continuously variable transmission and engaging the clutch mechanism.

Abstract: A clutch control system for a transmission for detecting if hydraulic control during shifting is not executed. A first clutch and a second clutch are switched from a disengagement state to an engagement state by receiving a predetermined pressure generated by a hydraulic pump. A transmission executes shifting to an adjacent gear step by operation of switching the engagement state of the first clutch and of the second clutch from one side to the other side. If an elapse time t from the start of clutch switching operation reaches a predetermined time and an input-output speed ratio which is a ratio between engine speed and counter shaft rotational number falls within a predetermined range corresponding to a gear step before shifting, the transmission control unit discontinues the clutch switching operation by stopping the supply of hydraulic pressure to the other side clutch to bring it into the disengagement state.

Abstract: An electronic controller for a variable ratio transmission and an electronically controllable variable ratio transmission including a variator or other CVT are described herein. The electronic controller can be configured to receive input signals indicative of parameters associated with an engine coupled to the transmission. The electronic controller can also receive one or more control inputs. The electronic controller can determine an active range and an active variator mode based on the input signals and control inputs. The electronic controller can control a final drive ratio of the variable ratio transmission by controlling one or more electronic solenoids that control the ratios of one or more portions of the variable ratio transmission.

Abstract: A vehicle driving force control apparatus is provided to prohibit a change in a shift schedule that will cause insufficient power generation of a generator that supplies power to an electric motor to drive a first drive wheel. The vehicle driving force control apparatus has a shift schedule change section, a power sufficiency determining section and a shift schedule change prohibit section. The shift schedule change section is configured to change a shift schedule of a transmission of the main drive source. The power sufficiency determining section is configured to determine whether generated power of the generator will be insufficient by a change in the shift schedule by the shift schedule change section, when an electromotive force of the generator is driving the electric motor that supplies torque to the first drive wheel.

Abstract: A method for controlling a powertrain includes monitoring a desired synchronous transmission shift during deceleration of an output member including a desired operating range state, monitoring an output speed, predicting output deceleration through the desired synchronous transmission shift, determining a penalty cost associated with the desired synchronous transmission shift based upon an input speed profile resulting from the predicted output deceleration and from the desired synchronous transmission shift, and executing the synchronous transmission shift based upon the penalty cost.

Abstract: A hybrid transmission is operative to transfer torque between an input member and torque machines and an output member in one of a plurality of fixed gear and continuously variable operating range states through selective application of torque transfer clutches. The torque machines are operative to transfer power from an energy storage device. A method for controlling the hybrid transmission includes operating the hybrid transmission in one of the operating range states, determining a first set of internal system constraints on output torque transferred to the output member, determining a second set of internal system constraints on the output torque transferred to the output member, and determining an allowable output torque range that is achievable within the first set of internal system constraints and the second set of internal system constraints on the output torque transferred to the output member.

Abstract: A hybrid powertrain system includes a transmission device operative to transfer power between an input member, a torque machine and an output member, the output member coupled to a driveline coupled to a wheel to transfer tractive torque therebetween. A method for controlling the hybrid powertrain system includes monitoring an operator torque request, determining an operating range state of the transmission device, determining a net output torque to the output member based upon the operator torque request, determining a lash state of the driveline, and determining a command for transferring output torque to the output member based upon the operating range state of the transmission device, the net output torque, and the lash state of the driveline.

Abstract: A hybrid powertrain system includes a transmission operative to transfer power between an input member and a torque machine and an output member coupled to a driveline coupled to a wheel including an actuable friction brake. The torque machine is operative to react torque transferred from the wheel through the driveline to the output member of the transmission. The torque machine is connected to an energy storage device.

Abstract: A method for controlling a powertrain system includes determining a current transmission operating range state and engine state, determining at least one potential transmission operating range state and engine state, providing at least one operator torque request, determining preferability factors associated with the current transmission operating range state and engine state, and potential transmission operating range states and engine states, wherein determining preferability factors associated with potential transmission operating range states includes assigning biasing costs to operator torque requests which reside within a pre-determined range of possible operator torque requests for at least two of the potential transmission operating range states, preferentially weighting the preferability factors for the current transmission operating range state and engine state, and selectively commanding changing the transmission operating range state and engine state based upon stheaid preferability factors and th

Abstract: A powertrain system includes an engine mechanically coupled to an electro-mechanical transmission at an input thereto selectively operative in one of a plurality of transmission operating range states and one of a plurality of engine states. A method for controlling the powertrain system includes combining sets of preferability factors inputted from engine sensors in a microprocessor or computer with other preferability factors generated during engine and vehicle operation to provide an output for a transmission control module, which may execute an operating range or engine state change.

Abstract: A powertrain system includes an engine mechanically coupled to an electro-mechanical transmission selectively operative in one of a plurality of transmission operating range states and one of a plurality of engine states. A method for controlling the powertrain system includes determining a current transmission operating range state and engine state, determining at least one potential transmission operating range state and engine state, providing an operator torque request, determining preferability factors associated with the current transmission operating range state and engine state, and potential transmission operating range states and engine states, preferentially weighting the preferability factors for the current transmission operating range state and engine state, and selectively commanding changing the current transmission operating range state and engine state based upon the preferability factors and the operator torque request.

Abstract: A hybrid transmission includes a torque machine and an energy storage device connected thereto. The hybrid transmission is operative to transfer power between an input member and an output member and the torque machine in a continuously variable operating range state.

Abstract: A method for controlling a powertrain system including a transmission mechanically coupled to an engine and an electric machine to transfer power to an output member, the transmission selectively operative in one of a plurality of operating range states includes monitoring operator inputs to an accelerator pedal, determining a preferred operating point of the powertrain based upon the operator inputs, determining a preferred operating range state of the transmission based upon the preferred operating point, determining lead control signals for the engine and the transmission based upon the preferred operating point and the preferred operating range state of the transmission, determining immediate control signals for the electric machine and the transmission, wherein the immediate control signals are based upon a lead period calibrated to a difference in control signal reaction times of the engine and the electric machine in order to effect changes to an actual electric machine output substantially simultaneou

Abstract: A powertrain system includes a hybrid transmission device operative to transfer power between an input member and torque machines and an output member in one of a plurality of operating range states. The torque machines are connected to an energy storage device. A method for operating the powertrain system includes determining a permissible range of input operating points to the input member, determining ranges of motor torques for the torque machines, determining an available power range from the energy storage device, selecting a candidate input operating point within the permissible range of input operating points, and determining maximum and minimum achievable output torques transferable to the output member for the candidate engine operating point within the ranges of motor torques for the torque machines and within the available power range from the energy storage device in a candidate operating range state.

Abstract: A method for controlling selection of an automatic transmission gear ratio with staged ratios or constant variation for a vehicle including a control for preventing/allowing extension of the gear ratio or for controlling a shortening the transmission gear ratio if, at a current engine speed, the power is insufficient for maintaining the vehicle speed. The method prevents extension of the transmission gear ratio if the power available after the extension is insufficient for maintaining the vehicle speed; otherwise allowing extension of the transmission gear ratio.

Abstract: A method for controlling a powertrain includes executing a shift, determining a plurality of input acceleration profiles for controlling an engine and an electric machine, determining an input speed profile, and controlling operation of the engine and the electric machine based upon the input speed profile.