Abstract: A hybrid powertrain includes a combustion engine, an electric machine arrangement, a gearbox operable to receive motive power from at least one of the combustion engine and the electric machine arrangement for providing motive power to a load of the powertrain. The powertrain is configurable in operation so that its combustion engine is switchable between an inactive state and an active state. The combustion engine is cranked to switch it from its inactive state to its active state. Application of cranking torque to the combustion engine is controlled in operation to substantially temporally coincide with a gear change in the gearbox.

Abstract: A hybrid powertrain includes a combustion engine, an electric machine arrangement, a gearbox operable to receive motive power from at least one of the combustion engine and the electric machine arrangement for providing motive power to a load of the powertrain. The powertrain is configurable in operation so that its combustion engine is switchable between an inactive state and an active state. The combustion engine is cranked to switch it from its inactive state to its active state. Application of cranking torque to the combustion engine is controlled in operation to substantially temporally coincide with a gear change in the gearbox.

Abstract: A hybrid powertrain includes a combustion engine, an electric machine arrangement, a gearbox operable to receive motive power from at least one of the combustion engine and the electric machine arrangement for providing motive power to a load of the powertrain. The powertrain is configurable in operation so that its combustion engine is switchable between an inactive state and an active state. The combustion engine is cranked to switch it from its inactive state to its active state. Application of cranking torque to the combustion engine is controlled in operation to substantially temporally coincide with a gear change in the gearbox.

Abstract: A hybrid powertrain includes a combustion engine, an electric machine arrangement, a gearbox operable to receive motive power from at least one of the combustion engine and the electric machine arrangement for providing motive power to a load of the powertrain. The powertrain is configurable in operation so that its combustion engine is switchable between an inactive state and an active state. The combustion engine is cranked to switch it from its inactive state to its active state. Application of cranking torque to the combustion engine is controlled in operation to substantially temporally coincide with a gear change in the gearbox.

Abstract: A hybrid powertrain includes a combustion engine, an electric machine arrangement, a gearbox operable to receive motive power from at least one of the combustion engine and the electric machine arrangement for providing motive power to a load of the powertrain. The powertrain is configurable in operation so that its combustion engine is switchable between an inactive state and an active state. The combustion engine is cranked to switch it from its inactive state to its active state. Application of cranking torque to the combustion engine is controlled in operation to substantially temporally coincide with a gear change in the gearbox.

Abstract: A method is provided for controlling disengagement of an automated clutch in a vehicle. A decrease of a first engine rotational speed limit, at which the clutch is disengaged, is initiated upon sensing travel of the vehicle in a down slope, and zero displacement of the throttle control. The first engine rotational speed limit is decreased to a speed where an, in the vehicle arranged, engine idle speed regulator injects an amount of fuel corresponding to a positive engine torque which equals current retarding negative engine torque so that total output torque from the engine is approximately zero. The vehicle accelerating effect due to engine braking torque drop out when the clutch is disengaged will be eliminated.

Abstract: A method for clutch disengagement at idling running of a vehicle including an automated manual transmission is characterized in that a rate of the clutch disengagement is controlled responsive to a brake pedal force applied to a brake pedal by a vehicle operator. A clutch disengagement controller controls a rate of clutch disengagement at engine idling running mode. The clutch disengagement controller is connected to a brake pedal sensor sensing a force applied to a brake pedal and to at least one air inlet valve controlling a position of a clutch cylinder. The controller controls opening of said at least one air inlet valve responsive to the force sensed by the brake pedal sensor.

Abstract: A hybrid powertrain includes a combustion engine, an electric machine arrangement, a gearbox operable to receive motive power from at least one of the combustion engine and the electric machine arrangement for providing motive power to a load of the powertrain. The powertrain is configurable in operation so that its combustion engine is switchable between an inactive state and an active state. The combustion engine is cranked to switch it from its inactive state to its active state. Application of cranking torque to the combustion engine is controlled in operation to substantially temporally coincide with a gear change in the gearbox.

Abstract: A method is provided for controlling disengagement of an automated clutch in a vehicle. A decrease of a first engine rotational speed limit, at which the clutch is disengaged, is initiated upon sensing travel of the vehicle in a down slope, and zero displacement of the throttle control. The first engine rotational speed limit is decreased to a speed where an, in the vehicle arranged, engine idle speed regulator injects an amount of fuel corresponding to a positive engine torque which equals current retarding negative engine torque so that total output torque from the engine is approximately zero. The vehicle accelerating effect due to engine braking torque drop out when the clutch is disengaged will be eliminated.

Abstract: A method for clutch disengagement at idling running of a vehicle including an automated manual transmission is characterized in that a rate of the clutch disengagement is controlled responsive to a brake pedal force applied to a brake pedal by a vehicle operator. A clutch disengagement controller controls a rate of clutch disengagement at engine idling running mode. The clutch disengagement controller is connected to a brake pedal sensor sensing a force applied to a brake pedal and to at least one air inlet valve controlling a position of a clutch cylinder. The controller controls opening of said at least one air inlet valve responsive to the force sensed by the brake pedal sensor.

Abstract: Drivetrain for a motor vehicle including an engine (1), a gearbox (9) having an intermediate shaft (11) with intermediate shaft brake (17) and a friction clutch (3) coupled between the engine and the gearbox. A torque sensor (19) is provided, which detects the input torque to the gearbox. The intermediate shaft brake and the clutch are controlled by a control unit (12), which is programmed in predetermined instances, when the gearbox is in the neutral position, the clutch is engaged and the intermediate shaft brake is released, to measure and store the torque loss from the gearbox and then to set the brake to a predetermined level and to register and store the torque increase during the setting until constant torque is attained. This is registered and stored in the control unit together with the time for the torque increase.

Abstract: A drive unit for a motor vehicle, comprising a drive engine, a transmission having an intermediate shaft with intermediate shaft brake, and a friction clutch which is engaged between the engine and the transmission and which, via an electronic control unit, is operated by an operating cylinder. A torque transmitter is provided, which detects input torque to the transmission. The control unit is arranged so as, on predetermined occasions, when the transmission is in the neutral position, the friction clutch is disconnected and the intermediate shaft brake is applied, gradually to engage the friction clutch and to register and store, as a function of the position the operating piston of the operating cylinder, the torque measured by the torque transmitter.

Abstract: Method and apparatus for distributing brake torque between at least one first and one second brake device on a motor vehicle including at least two wheel pairs. The first brake device is a friction brake which acts on at least one wheel pair and the second brake device acts on at least the driven wheel pair via the transmission and is disposed before the clutch device of the transmission. Brake torque is distributed between the first and the second brake device in a manner that compensates for the loss of brake torque which occurs when the second brake device is disengaged by the clutch device of the transmission.

Abstract: Drivetrain for a motor vehicle including an engine (1), a gearbox (9) having an intermediate shaft (11) with intermediate shaft brake (17) and a friction clutch (3) coupled between the engine and the gearbox. A torque sensor (19) is provided, which detects the input torque to the gearbox. The intermediate shaft brake and the clutch are controlled by a control unit (12), which is programmed in predetermined instances, when the gearbox is in the neutral position, the clutch is engaged and the intermediate shaft brake is released, to measure and store the torque loss from the gearbox and then to set the brake to a predetermined level and to register and store the torque increase during the setting until constant torque is attained. This is registered and stored in the control unit together with the time for the torque increase. The control unit is programmed to then deactivate the brake and to register and store the torque reduction during deactivation down to the torque loss and the time taken for this.

Abstract: Method and apparatus for distributing brake torque between at least one first and one second brake device on a motor vehicle including at least two wheel pairs. The first brake device is a friction brake which acts on at least one wheel pair and the second brake device acts on at least the driven wheel pair via the transmission and is disposed before the clutch device of the transmission. Brake torque is distributed between the first and the second brake device in a manner that compensates for the loss of brake torque which occurs when the second brake device is disengaged by the clutch device of the transmission.

Abstract: A drive unit for a motor vehicle, comprising a drive engine, a transmission having an intermediate shaft with intermediate shaft brake, and a friction clutch which is engaged between the engine and the transmission and which, via an electronic control unit, is operated by an operating cylinder. A torque transmitter is provided, which detects input torque to the transmission. The control unit is arranged so as, on predetermined occasions, when the transmission is in the neutral position, the friction clutch is disconnected and the intermediate shaft brake is applied, gradually to engage the friction clutch and to register and store, as a function of the position the operating piston of the operating cylinder, the torque measured by the torque transmitter.