Abstract: Systems and methods for operating a driveline disconnect clutch of a hybrid vehicle are presented. In one example, the systems and methods may adjust a relationship (e.g., transfer function) between an amount of electric current that is supplied to a driveline disconnect clutch control valve and a commanded driveline disconnect clutch pressure.

Abstract: Systems and methods for starting an engine of a hybrid vehicle are described. In one example, the method starts an engine according to vehicle conditions that are within a range that is defined by one or more thresholds. The thresholds may be adjusted based on a history of individual driving patterns.

Abstract: Systems and methods for operating a driveline of a hybrid vehicle are presented. In one example, a boost phase of a procedure to close a driveline disconnect clutch may be cut short in response to an engine changing state from not rotating to rotating so that the engine may be restarted in an alternative way. The system and methods may also predict a degraded engine start from a low engine cranking speed or a long cranking time duration so that the engine may be started in an alternative way to increase a possibility of starting the engine and decrease the severity of degraded driveline disturbance.

Abstract: A method includes estimating a first pressure at a first location of a clutch based on a flow rate of a fluid in the clutch, computing a first torque lead value based on the first pressure, computing a second torque lead value based on a second pressure, computing a third torque lead value by combining the first torque lead value and the second torque lead value, and applying torque from a motor of the vehicle based on the third torque lead value.

Abstract: Systems and methods for operating a driveline disconnect clutch of a hybrid vehicle are presented. In one example, a driveline disconnect clutch pressure is measured just prior to a request to close the driveline disconnect clutch and a time duration for driveline disconnect clutch boost pressure is adjusted in response to the measured driveline disconnect clutch pressure.

Abstract: A hybrid vehicle includes an electric motor and a combustion engine. A K0 clutch couples the combustion engine to a drivetrain of the vehicle. A control module of the vehicle calculates a torque to be applied by the motor to the K0 clutch when initiating engagement of the combustion engine to the drivetrain. The control module calculates two separate torque lead values by two separate methods and calculates the torque by combining the two torque lead values.

Abstract: A vehicle includes a powertrain, an inertial measurement unit configured to measure inertial forces exerted onto the vehicle, and a controller. The controller is programmed to control the torque at the powertrain based on a mapped relationship between the inertial forces and a vehicle velocity, wherein the mapped relationship utilizes at least one mapping parameter. The controller is further programmed to estimate a mass of the vehicle based on the mapping parameter.

Abstract: Systems and methods for operating a hybrid vehicle are described. In one example, the automatic engine stopping may be inhibited so that an engine may be restarted during change of mind conditions without generating a large driveline torque disturbance. The engine stopping may be inhibited based on a inhibit engine pull-down torque threshold.

Abstract: A hybrid vehicle includes an engine, an electric machine, a disconnect clutch configured to selectively couple the engine to the electric machine, and a controller. The controller is programmed to, in response to a request to start the engine with the electric machine, command a target pressure to the disconnect clutch that depends on a seal friction derived from a measured line pressure of the disconnect clutch and a rate change of the measured line pressure.

Abstract: A vehicle includes a transmission, an engine, a clutch, and a controller. The transmission has an input. The engine is configured to generate and deliver torque to the input. The clutch is configured to connect and disconnect the engine from the input, and to crank the engine during an engine start. The controller is programmed to, in response to a command to adjust a torque of the clutch during an engine start and a presence of first condition of the clutch, drive a clutch actuator pressure to a first desired value based on a first transfer function. The controller is further programmed to, in response to a command to adjust the torque of the clutch during the engine start and a presence of a second condition of the clutch, drive the clutch actuator pressure to a second desired value based on a second transfer function.

Abstract: A hybrid vehicle includes an electric motor and a combustion engine. A K0 clutch couples the combustion engine to a drivetrain of the vehicle. A control module of the vehicle calculates a torque to be applied by the motor to the K0 clutch when initiating engagement of the combustion engine to the drivetrain. The control module calculates two separate torque lead values by two separate methods and calculates the torque by combining the two torque lead values.

Abstract: A vehicle includes a transmission, an engine, a clutch, and a controller. The transmission has an input. The engine is configured to generate and deliver torque to the input. The clutch is configured to connect and disconnect the engine from the input, and to crank the engine during an engine start. The controller is programmed to, in response to a command to adjust a torque of the clutch during an engine start and a presence of first condition of the clutch, drive a clutch actuator pressure to a first desired value based on a first transfer function. The controller is further programmed to, in response to a command to adjust the torque of the clutch during the engine start and a presence of a second condition of the clutch, drive the clutch actuator pressure to a second desired value based on a second transfer function.

Abstract: Systems and methods for operating a transmission of a hybrid vehicle's driveline are presented. In one example, the systems and methods estimate a driveline disconnect clutch stroke pressure and gain via extending a line from a non-zero driveline disconnect clutch torque capacity to a zero driveline disconnect clutch torque capacity.

Abstract: Systems and methods for operating a transmission of a hybrid vehicle's driveline are presented. In one example, the systems and methods estimate a driveline disconnect clutch stroke pressure and gain via extending a line from a non-zero driveline disconnect clutch torque capacity to a zero driveline disconnect clutch torque capacity.

Abstract: A method and system includes updating an accumulated dispense value from within a toner dispense actuation loop and adjusting the accumulated dispense value by receiving dispense values from at least one control loop element that operates asynchronously from the toner dispense actuation loop. A temporary accumulated dispense value is stored when it is greater than or equal to a predetermined dispense saturation upper limit, or is less than or equal to a predetermined dispense saturation lower limit. An adjusted accumulated dispense value is calculated by subtracting the accumulated dispense value from the temporary accumulated dispense value and multiplying the difference by a predetermined optimized limit gain. A new accumulated dispense value is calculated by adding the adjusted accumulated dispense value to the accumulated dispense value. A toner dispense motor is activated for a time period equal to the on time value, and the on time value is subtracted from the new accumulator value.

Abstract: A method and system includes updating an accumulated dispense value from within a toner dispense actuation loop and adjusting the accumulated dispense value by receiving dispense values from at least one control loop element that operates asynchronously from the toner dispense actuation loop. A temporary accumulated dispense value is stored when it is greater than or equal to a predetermined dispense saturation upper limit, or is less than or equal to a predetermined dispense saturation lower limit. An adjusted accumulated dispense value is calculated by subtracting the accumulated dispense value from the temporary accumulated dispense value and multiplying the difference by a predetermined optimized limit gain. A new accumulated dispense value is calculated by adding the adjusted accumulated dispense value to the accumulated dispense value. A toner dispense motor is activated for a time period equal to the on time value, and the on time value is subtracted from the new accumulator value.