Abstract: A vehicle driving apparatus configured with a drive power source, a fluid coupling, a transmission apparatus; and a control apparatus. A rotation of a drive input member driven by the drive power source is transmitted to a shift input member via the fluid coupling and a rotation of the shift input member is shifted by the transmission apparatus and then transmitted to an output member. When a state shift command for shifting from a non-transmission state to a transmission state is input into a control apparatus in a state in which the drive power source does not generate a driving force, the control apparatus performs a shift input rotation operation before engaging a frictional engagement element and shifting to the transmission state by causing the drive power source to generate the driving force and rotating the shift input member via the fluid coupling while maintaining the non-transmission state.

Abstract: A powertrain for a vehicle is provided having an engine, a transmission, a torque transfer mechanism, a hydraulic fluid circuit, and a transmission control module. The torque transfer mechanism includes a hydraulic fluid pump and is drivingly connected to an output member of the engine and an output member of the torque transfer mechanism is drivingly connected to the input member of the transmission. The hydraulic fluid circuit has a hydraulic valve in communication with the first fluid port of the hydraulic fluid pump. The transmission control module include a control logic for operating the powertrain during a vehicle launch event.

Abstract: A system and method for determining a required throttle position and operating a throttle in the required throttle position to attain a required engine speed for fuel cut acquisition is disclosed. A lock-up clutch may be engaged without a shock if a required engine speed is achieved that corresponds to a current transmission speed. Fuel economy may be increased by cutting fuel to the engine when a lock-up clutch is engaged.

Abstract: There is provided a control device for an automatic transmission configured to automatically shift a transmission of a driving force of a motor in response to a driving state. The automatic transmission includes a synchromesh mechanism configured to couple gear pairs and a rotary shaft to transmit the driving force of the motor to the gear pairs and a switching apparatus configured to switch a coupling state of the gear pairs and the rotary shaft. A preload control unit is configured to operate the switching apparatus to apply a preload to the synchromesh mechanism when a shift transmission request is detected. A shift control unit is configured to operate the switching apparatus to apply a shift load greater than the preload to the synchromesh mechanism after the preload is applied to the synchromesh mechanism.

Abstract: A system is provided for managing torque in a vehicle driveline coupled to an internal combustion engine and to a hybrid motor/generator. An engine control circuit provides to a transmission control circuit an engine torque value corresponding to torque applied by the engine to the driveline. A hybrid control circuit provides to the transmission control circuit a motor torque value corresponding to torque applied by the hybrid motor/generator to the driveline. The transmission control circuit controls operation of at least one friction device and controls shifting of the transmission, and also manages torque applied to the drive line by the engine and by the hybrid motor/generator based on the engine torque value and the motor torque value such that the friction device control and shift schedule instructions do not require modification to accommodate inclusion of the hybrid motor/generator in the system or exclusion of the hybrid motor/generator from the system.

Abstract: A method of detecting filling of a hydraulic cylinder and incipient full engagement of a hydraulically operated clutch of a vehicular transmission utilizes a pressure sensor disposed in a hydraulic line to the clutch cylinder which provides a signal that the hydraulic pressure has dropped as the clutch cylinder begins to fill and also that the pressure has returned to a substantially normal level. The pressure sensor may be a continuously variable output device such as an analog sensor, pulse width modulation (PWM) sensor, a similar device or, less desirably, a two state sensor. An iterative algorithm utilizes data from the sensor and a timer to determine when clutch fill is complete.

Abstract: The present invention provides a method for reducing backlash vibrations in a hybrid electric vehicle, in which the backlash vibrations generated between a motor and a driving wheel can be easily reduced by slipping a clutch in an automatic transmission when the direction of a motor driving torque is changed while the hybrid electric vehicle is running in electric vehicle (EV) mode.

Abstract: A fail-to-neutral diagnostic technique for a transmission that includes a variator may include monitoring a state of a pressure differential valve fluidly coupled to a high side pressure applied to at least one actuator coupled to at least one corresponding roller of the variator and also fluidly coupled to a low side pressure applied to the at least one actuator, determining from the state of the pressure differential valve a variator torque sign corresponding to whether torque transferred by the at least one roller is positive or negative, determining an expected variator torque sign based on current operating conditions of the transmission, and commanding the transmission to a true neutral condition if the determined variator torque sign is different from the expected variator torque sign.

Abstract: A method of determining an applied actuation touch point pressure value of a frictionally engaged shift element of a transmission at which transmission, via the shift element, is approximately zero, and an increase in pressure relates to an increase of the power transmission via the shift element. The method includes supplying a predefined pressure to the shift element at which power transmission is zero. Increasing the target pressure by an offset pressure to transfer the shift element into a predefined operating state which initiates time monitoring. Determining a characteristic of the actual pressure. After a testing time, a monitoring period is compared with a reference period. When the monitoring period is less than or equal to the reference period, the applied pressure is set to be equivalent with the target pressure.

Abstract: A gearshift control method for a motor vehicle whose drive train comprises a turbo-charged combustion engine, a startup clutch and a shift clutch and an automatic stepped transmission, in which drive engine torque deficiencies, that occur during the build-up of load at the end of a tractive upshift, are avoided without assisting the engine with an additional device or increasing the charge pressure. The method provides that the engine accelerates at the earliest, after the disengagement of the load gear, and at the latest, at the start of the load build-up after the engagement of the target gear up to the boost threshold speed or an engine speed which is slightly above the boost threshold speed, and is loaded, during the load build-up, with a largely constant engine speed beyond the intake torque of the engine to nearly the full load torque, before slipping of the friction clutch ends.

Abstract: A powertrain system includes a multi-mode transmission having a plurality of torque machines. A method for controlling the powertrain system includes identifying all presently applied clutches including commanded applied clutches and the stuck-closed clutch upon detecting one of the torque-transfer clutches is in a stuck-closed condition. A closed-loop control system is employed to control operation of the multi-mode transmission accounting for all the presently applied clutches.

Abstract: A transmission control device includes a load increase rate computation portion and a transmission control portion. The load increase rate computation portion is configured to compute an increase rate of a load acting on the work vehicle. The transmission control portion is configured to shift a high-speed gear down to a low-speed gear with producing a lock-up state in which a lock-up clutch is engaged when the load increase rate is less than a load increase rate threshold in shifting the high-speed gear down to the low-speed gear, and producing a torque converter state in which the lock-up clutch is disengaged when the load increase rate is equal to or greater than the load increase rate threshold in shifting the high-speed gear down to the low-speed gear.

Abstract: This invention is a lock-up clutch control device for an automatic transmission, comprising lock-up clutch control means for controlling a slip amount of the lock-up clutch to a target slip amount. When a variation rate in a required load of an engine reaches or exceeds a predetermined threshold, the target slip amount is increased at a predetermined increase rate, whereupon the target slip amount, having been increased by target slip amount increasing means, is reduced at a predetermined reduction rate. At this time, the predetermined reduction rate is set to decrease as an operating condition when the variation rate of the required load reaches or exceeds the predetermined threshold approaches an operating condition in which an increase rate of a rotation speed on the automatic transmission side of a torque converter relative to an increase in the required load is low.

Abstract: A method to determine excessive clutch slippage in a transmission coupled to an engine and an electric machine adapted to selectively transmit power to an output member through selective application of torque-transfer clutches includes monitoring rotational velocities of the electric machine, engine and output member, monitoring a transmission operating range state, determining a clutch slip based upon monitored rotational velocities for one of the torque-transfer clutches intended to be synchronized based upon the transmission operating range state, and indicating a runaway slip event if the clutch slip is in excess of a threshold slip level through a threshold slip duration.

Abstract: An exemplary control device includes an input torque detection unit that detects an input torque input to the input shaft; and a controller that: determines torque distribution of two of the friction engagement elements that form the shift speeds; and calculates a transmission torque of the two friction engagement elements based on the input torque and the torque distribution and sets the engagement pressure to obtain a torque capacity that can transmit the transmission torque, wherein the controller sets the engagement pressure such that slippage does not occur in the two friction engagement elements in a state where engagement of the two friction engagement elements forms the shift speeds and such that, even if an additional friction engagement element engages based on the line pressure while the two friction engagement elements are engaged, one of the three friction engagement elements is caused to slip.

Abstract: A device for determining, when driving a vehicle, a mapping of torque transmitted by a clutch of the automobile based on a position of a clutch control member. The device includes a mechanism updating the mapping based on position thresholds of the clutch control member. The updating modifies values of the thresholds based on minimum and maximum values of the positions of the control member stored in the mapping and on current values of the thresholds.

Abstract: A powertrain in a vehicle includes an electro-mechanical transmission having a selectable one-way clutch mechanically-operatively coupled to an internal combustion engine and configured to selectively transmit mechanical power to an output member. A control method includes monitoring a vehicle speed, monitoring a transmission gear state, comparing the vehicle speed to a threshold low speed range, transitioning a selectable one-way clutch into an engaged mode when said vehicle speed is not in a forward direction in excess of the threshold low speed range, and maintaining the selectable one-way clutch in the engaged mode based upon the transmission gear state remaining in a first gear state and the vehicle speed remaining within said threshold low speed range, a neutral state, or a reverse state.

Abstract: A vehicle includes a clutch set, a tank with fluid, an auxiliary battery, an electric fuel pump, and a controller. The electric fluid pump delivers some of the fluid from the tank to a designated oncoming clutch of the clutch set. The controller calculates a predicted flow value for the oncoming clutch during the shift event, and selectively controls the speed of the pump using the predicted flow value during the shift event. The controller controls the pump using an actual flow value when the vehicle is not executing a shift event, i.e., when holding torque. The speed of the electric fluid pump is increased to a first calculated speed determined using the predicted flow value when the shift event is initiated and before filling of the oncoming clutch commences, and is reduced to a second calculated speed determined using the actual flow value when the shift event is complete.

Abstract: An engine speed matching system for a vehicle with a manual transmission includes a sensor that senses an input shaft speed of the manual transmission during a shift. A control module receives the input shaft speed, determines an engine speed, determines a desired engine speed based on the input shaft speed and the engine speed, and adjusts the engine speed based on the desired engine speed and the input shaft speed before the shift is completed.

Abstract: A method and control system for an actuator of a clutch of a motor vehicle includes a main control unit determining a desired value for a torque to be transmitted in dependence on predetermined first parameters. A setting signal for the actuator corresponding to the desired value is generated by an additional control unit on the basis of the determined desired value. A desired value tolerance range for the determined desired value of the torque is determined by the main control unit in dependence on predetermined second parameters. The additional control unit determines an actual value of the torque transmissible by the clutch unit and generates a new setting signal for the actuator when the actual value is outside the desired value tolerance range.

Abstract: When a predetermined time has passed without detection of engine stall and without detection of the neutral state and without detection of a vehicle starting operation, in a first control state in which a clutch is in a disengaged state, a clutch control system effects transition to a second control state in which transition to a third control state is permitted. When a vehicle starting operation is detected in the second control state B in which the clutch is in the disengaged state, a liquid pressure modulator is driven to effect transition to the third control state in which the clutch is put in the engaged state or a partially engaged state. When an engine stall or the neutral state is detected in the second control state, transition to the first control state A is effected.

Abstract: An automatic transmission includes a control system for controlling a clutch of the transmission. The control system includes a first variable flow solenoid and a second variable flow solenoid, each in selective fluid communication with the clutch. The first variable force solenoid provides hydraulic fluid within a first pressure range of 0 and 1,000 kPa. The second variable force solenoid provides hydraulic fluid within a second pressure range of 0 and 2,000 kPa. A transmission controller sends an electrical signal having a current between the range of 0 and 1 amp to one of the first and second variable flow solenoids. The pressure output of each of the first and second variable force solenoids is a function of, within their respective first and second pressure ranges, the amplitude of the current of the electrical signal to provide two distinct power gains to the single clutch.

Abstract: A motor transmission apparatus is provided between a transmission output shaft coupled to a drive wheel and a motor shaft coupled to a motor/generator. The motor transmission apparatus includes a first power transmission path that is switched to a power transmission condition by a high clutch having a clutch oil chamber, and a second power transmission path that is switched to a power transmission condition by a low brake having a brake oil chamber. Working oil discharged from an oil pump is guided to an oil passage switching valve via an output control valve. The working oil is distributed to one of the clutch oil chamber and the brake oil chamber by the oil passage switching valve, and therefore interlocking, in which the high clutch and the low brake are engaged simultaneously, can be avoided.

Abstract: A method of controlling a dual-clutch transmission in a motor vehicle, including two partial drivetrains, each having a plurality of gears, which each can be connected to a crankshaft of an internal combustion engine by a friction clutch, the method having the following steps: the first friction clutch transmits a torque to the first partial drivetrain assigned to it; the second friction clutch transmits at most a negligible torque to the second partial drivetrain; and the two partial drivetrains have a common differential, where when there are changes in torque and the amount of torque to be transmitted is low, and there is downshifting into a gear with a high transmission ratio in the first partial drivetrain, downshifting occurs into a gear with a low transmission ratio in the second partial drivetrain, and preliminary torque is applied to the differential by this gear.

Abstract: A fail-to-neutral diagnostic technique for a transmission that includes a variator may include monitoring a state of a pressure differential valve fluidly coupled to a high side pressure applied to at least one actuator coupled to at least one corresponding roller of the variator and also fluidly coupled to a low side pressure applied to the at least one actuator, determining from the state of the pressure differential valve a variator torque sign corresponding to whether torque transferred by the at least one roller is positive or negative, determining an expected variator torque sign based on current operating conditions of the transmission, and commanding the transmission to a true neutral condition if the determined variator torque sign is different from the expected variator torque sign.

Abstract: A method for controlling a coast down downshift that is produced in an automatic transmission by disengaging an off-going control element and engaging an oncoming control element, including the steps of determining a first desired pressure magnitude of the off-going control element and a first desired pressure magnitude of the oncoming control element, executing the current downshift using said first desired pressure magnitudes, determining during execution of the current downshift corrections of said first desired pressure magnitudes that occur during the current downshift, determining a second desired pressure magnitude of the off-going control element and a second desired pressure magnitude of the oncoming control element, using said corrections and the second desired pressure magnitude to determine a subsequent desired pressure magnitude of the off-going control element and a subsequent desired pressure magnitude of the oncoming control element, and executing a downshift using said subsequent desired pres

Abstract: A method for controlling a twin clutch transmission including at least two partial drive trains, each of which is coupleable to a combustion engine using a clutch.

Abstract: A hydraulic control system for a dual clutch transmission includes a plurality of solenoids and valves in fluid communication with a plurality of clutch actuators and with a plurality of synchronizer actuators. The clutch actuators are operable to actuate a plurality of torque transmitting devices and the synchronizer actuators are operable to actuate a plurality of synchronizer assemblies. Selective activation of combinations of the solenoids allows for a pressurized fluid to activate at least one of the clutch actuators and synchronizer actuators in order to shift the transmission into a desired gear ratio.

Abstract: A clutch control device for vehicle equipped with a clutch actuator driven by a working fluid, wherein secular change in the flow rate control valve for controlling the working fluid is compensated, and the rate of connection of the clutch is correctly controlled by a simple means. To control the stroke of a clutch actuator 110, the clutch control device is provided with a single flow rate control valve 1 that controls the feed and discharge of the working fluid by using an electromagnetic solenoid. A flow rate control valve control device 9 is provided with a learning device 91 that learns the neutral position of the flow rate control valve 1 which shuts off the flow of the working fluid, separately detects the amounts of electric current to a coil 8 of when the rate of change in the stroke becomes zero depending upon the directions in which the valve body of the flow control valve 1 moves, and learns the central point at the neutral position by averaging the detected values.

Abstract: A motor-generator system for a vehicle, in which power transmission between a crankshaft of an engine and a motor-generator is performed by a V-belt wound around pulleys thereof, includes a speed controller controlling the rotational speed of the V-belt within a predetermined range and provided on a crankshaft pulley mounted on the crankshaft. The motor-generator system, among others, can maintain the power transmission force of the V-belt at a high level.

Abstract: A method for actuating a clutch in the drive train of a motor vehicle, including: generating a respective position setpoint for each predetermined target interval to actuate the clutch; in each predetermined target interval, actuating the clutch in a plurality of predetermined controller sampling intervals; discretizing a respective position setpoint change into a plurality of intermediate position setpoints; determining a number of intermediate position setpoints in the plurality of intermediate position setpoint depending on the ratio of the target interval to the controller sampling interval; and specifying the respective position setpoint changes in steps to actuate the clutch.

Abstract: A system and method for upshift delay for fuel cut acquisition is disclosed. Decel lockup control may be activated if a lift foot upshift is prevented after sudden pedal release. Fuel economy may be increased by cutting fuel to the engine when decel lockup control is engaged. When the throttle is reapplied, the regular shift map resumes control and performs an upshift if necessary.

Abstract: A vehicle control system for an engine-powered vehicle equipped with an engine and an automatic transmission with a clutch. When a given engine stop requirement is met during running of the engine, the system stops the engine automatically. When a given engine restart requirement is met after stop of the engine, the system restarts the engine and enters a clutch control mode to bring the clutch in the automatic transmission into a slippable state in which the clutch is permitted to slip based on the speed of the vehicle, thereby absorbing the acceleration shock which usually occurs upon engagement of the clutch to transmit engine torque to wheels of the vehicle when the engine is restarted, and the speed of the vehicle is relatively low.

Abstract: When an upshift is performed while a traveling condition of a vehicle corresponds to a driving condition or a downshift is performed while the traveling condition of the vehicle corresponds to a coasting condition, a second target slip amount is set as a target slip amount for a period extending from the start of gear ratio variation following issuance of a gear position change start command to completion of the gear ratio change, and when a downshift is performed in the driving condition or an upshift is performed in the coasting condition, a first target slip amount is set as the target slip amount for a period extending from issuance of the shift command to completion of the shift.

Abstract: A method and control module for controlling a transmission of a vehicle includes a clutch torque load predictor module generating a predicted clutch torque load signal for the shift command and a minimum clutch pressure module generating a minimum clutch pressure signal corresponding to a minimum clutch pressure. The control module includes a pressure command module generating a commanded clutch pressure signal for the predicted clutch torque load signal based on the minimum clutch pressure signal and commanding operation of a clutch with a commanded clutch pressure signal. The control module also includes a transmission control module generating the shift command after the clutch torque load predictor module generates the predicted clutch signal, the minimum clutch pressure module generates the minimum clutch pressure signal and the pressure command module generates the commanded clutch pressure signal.

Abstract: A method of controlling an automobile clutch in an automated transmission system with a CMPC control is disclosed having application to vehicle clutch control in an AMT system. The driver's request is translated in terms of sliding velocity ?sl. Constraints on the engine and clutch actuators are defined to respect their operating limits, and driving quality constraints are defined to guarantee comfort during the clutch engagement phase. In order to meet these quality constraints, a reference trajectory is defined for ?sl as a function of the clutch engagement time. An analytical expression allowing real-time calculation of a set of control trajectories with a CMPC control law is then defined from the expression of this reference trajectory. The trajectory respecting the constraints on the actuators is selected from among all these control trajectories. Finally, the clutch is controlled with the selected control trajectory.

Abstract: An apparatus comprises a changeover mechanism which is able to change a connection state of an electric motor output shaft to any one of states including, “an IN-Connection State” in which a power transmission path is provided between a transmission input shaft and the electric motor output shaft, “an OUT-Connection State” in which a power transmission path is provided between the transmission output shaft and the electric motor output shaft, and “a neutral connection state” in which no transmission path therebetween is provided. The changeover is carried out based on a combination (area) of a vehicle speed V and a required driving torque T. As for the changeover, an IN-connection area, in which an electric-motor-driving-wheels-maximum-torque is larger than in an OUT-Connection State and in a neutral connection area, is enlarged.

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 method is provided for calibrating an automatic transmission with a torque converter clutch. In order to avoid that the torque converter clutch still has capacity even if the pressure is commanded to be zero without modifying the behavior of the torque converter clutch behavior of all the production, the torque converter clutch minimum offset transmissions are detected and only on these transmissions the torque converter minimum clamp pressure is decreased by a pressure step and the torque converter clutch coast adapt reference cell is increased.

Abstract: Methods and systems for managing acceleration of a motor vehicle having an automatic transmission by controlling transmission turbine acceleration are provided. A desired transmission turbine acceleration is determined based on vehicle speed, turbine speed, and other information obtained from the vehicle transmission. One or more torque limits are determined as a function of the turbine acceleration. The torque limits are applied to manage acceleration of the vehicle.

Abstract: A clutch control device for vehicle is equipped with a clutch actuator driven by a working fluid, and works to correctly control the rate of connection of the clutch by a simple means compensating secular change of a flow rate control valve that controls the working fluid. The clutch control device has a single flow rate control valve 1 for controlling the feed and discharge of the working fluid to change the stroke of the clutch actuator 110. The flow rate control valve 1 has a neutral position at where feed and discharge of the working fluid is stopped. A flow rate control valve control device 9 is provided with a learning device 91 for learning the neutral position. To control the stroke, the flow rate control valve control device 9 corrects the amount of electric current to a coil 8 of an electromagnetic solenoid based on a value learned by the learning device 91 and compensates a change in the flow rate characteristics caused by secular change.

Abstract: A power transmission device includes a friction clutch operable to selectively transfer torque between an input member and an output member. An actuator is operable to provide an actuating force to the friction clutch. The actuator includes an electric motor having an output shaft drivingly coupled to a pump. The pump is operable to provide pressurized fluid to a piston acting on the friction clutch. A controller that is switched on and off in response to an ignition signal estimates the temperature of the friction clutch at the time of being switched on based on a time the controller has been off. A method of estimating a temperature of the friction clutch is also disclosed.

Abstract: A control system for a dual clutch transmission (DCT) of a vehicle comprises a difference module, a summer module, and a position control module. The difference module determines a difference between a desired position for a gear actuator and a measurement of a current position of the gear actuator. The summer module determines a sum of a derivative of the difference and a product of the difference and a predetermined gain. The position control module controls the current position of the gear actuator based on the sum. The current position of the gear actuator controls a position of a gear synchronizer that slides along an output shaft of the DCT. The position of the gear synchronizer controls coupling of a gear ratio with the output shaft.

Abstract: A clutch system for producing and interrupting a force flow between the engine and transmission of a motor vehicle, with a clutch, which is disengaged unless actuated, and one or more valves, which regulate the flow of pressure medium and which are electrically actuated by a control and regulation unit. If there is electrical failure while driving and when a gear is engaged or when the vehicle is stationary, the engine is running and a transmission gear is engaged, unintended clutch engagement is prevented. The valves are designed such that if there is a failure of the voltage supply and consequently also of the actuation of the valves by the electronic control and regulation system, the operating condition of the clutch existing at the time of failure, namely the disengaged or engaged operating condition, remains as it is.

Abstract: A method for the operation of a drivetrain comprising an automatic transmission, a motor and at least five shift elements in which two shift elements are engaged and three shift elements are disengaged. When carrying out an upshift or downshift, a first shift element is either disengaged or engaged, and a second shift element is engaged or disengaged. While the first upshift or downshift is being carried out, a second shift element is prepared for disengaging or engaging and a third shift element is prepared for engaging or disengaging. Actuation of the second shift element occurs by virtue of a minimum selection of a first alternative or a maximum selection a second alternative. While the first upshift or downshift is being carried out and while the second upshift or downshift is being carried out, at least one fourth shift element is kept engaged or nearly engaged.

Abstract: During control of a shift of a first friction engagement element from an engaged state into a disengaged state and a shift of a second friction engagement element from a disengaged state into an engaged state for a gear shift to a first target gear from a second target gear, a desired torque capacity of the first friction engagement element is set based on an actual transmission gear ratio by interpolation from values of the desired torque capacity corresponding to at least first and second reference transmission gear ratios, wherein the first reference transmission gear ratio is a transmission gear ratio at start of an inertia phase of the shift control. When the first reference transmission gear ratio is between the actual transmission gear ratio and the second reference transmission gear ratio, the desired torque capacity is set to the value corresponding to the first reference transmission gear ratio.

Abstract: Methods and systems for controlling a transmission coupled to an engine during an engine start are presented. In one example, a method adjusts a transmission tie-up force in response to an indication of transmission slip. The method may improve vehicle launch for stop/start vehicles.

Abstract: A control system for a powertrain of a vehicle includes a torque module and a damping control module. The torque module determines a first output torque and a second output torque of the engine. The second output torque is determined after the first output torque. The torque module also determines a torque difference based on the first output torque and the second output torque. The damping control module generates a damping torque in a transmission based on the torque difference.

Abstract: A process for controlling a twin clutch transmission with two partial drive trains with respectively a friction clutch interposed between an internal combustion engine and the partial drive train is provided. If the transmission capacity of a friction clutch falls below the engine torque, engine intervention takes place. If the clutch temperature rises further above a default value, an emergency operation is initiated, in which the affected partial drive train is deactivated by opening the affected friction clutch, a preselection strategy used in the other partial drive train is changed and the other partial drive train is activated.

Abstract: A control method of the torque of a road vehicle having a powertrain system provided with an engine and a driveline which transmits the torque generated by the engine to the road surface; the method contemplates the steps of: determining a target torque; modeling the powertrain system as a single physical component which presents a characteristic mechanical inertia and a characteristic torsional elasticity; determining a current load torque of the vehicle; determining a target torsion of the powertrain system according to the target torque and the current load torque; determining a current torsion of the powertrain system and a current torsion speed of the powertrain system; determining a requested torque on the basis of the energy balance according to the target torsion, the current torsion, the current torsion speed, and the current load torque; and using the requested torque on the basis of the energy balance to control the torque generation of the engine.