Abstract: Methods and system are described for changing a gear ratio of an axle gearbox that does not include friction clutches and that may or may not include synchronizers. The axle gearbox may receive propulsive force via an electric machine. The methods and systems permit the axle gearbox to be shifted from a high gear range to a low gear range while a vehicle that includes the axle gearbox is moving.

Abstract: Systems and methods for improving operation of a vehicle that includes an engine that may be automatically stopped and started are presented. In one example, vehicle launch control parameters are adjusted responsive to a learned driving style. The approach may provide vehicle launches that are closer to driver expectations than vehicle launches that are based solely on accelerator pedal position.

Abstract: An engine health monitoring system includes an engine component having a sensor system configured to monitor at least one parameter of the component. An autonomous monitoring system is coupled to the sensor system and is configured to receive and store the at least one monitored parameter while an engine controller is unpowered. The engine controller is communicatively coupled to the autonomous monitoring system.

Abstract: An exemplary transmission system includes a first sensor configured to measure a quantity and output a first signal representative of the quantity measured. A second sensor is configured to separately measure the quantity measured by the first sensor and output a second signal representative of the quantity measured. A transmission control module in communication with the first sensor and the second sensor is configured to process the first signal along a primary processing path, process the second signal along a secondary processing path, compare the processed first signal to the processed second signal to determine if the primary processing path is reliable, and compare the processed first signal to the processed second signal to determine if the first sensor is reliable.

Abstract: Provided is a control device for a vehicle including an engine, a manual transmission, a clutch disposed between the engine and the manual transmission, and a clutch manipulation unit with which a driver controls the state of the clutch. In the control device for the vehicle, an engine revolution increasing control to increase an engine revolution is started at a predetermined start timing when the clutch is switched from a disengaged state to an engaged state by manipulation of the clutch manipulation unit at the time of starting the vehicle in an accelerator-off state, and in a case where the engine revolution is largely degrading in a predetermined period around start of the engine revolution increasing control, the start timing of the engine revolution increasing control is advanced for a next starting of the vehicle in the accelerator-off state.

Abstract: A control method for a parking release apparatus of a shift-by-wire shifting device can improve the commercial value of a vehicle by improving safety of the vehicle and preventing robbery, by interfering with or preventing an attempt of abnormally and manually releasing a parking state of the vehicle when there is no problem in the electric system of the vehicle, using a part provided to be manually operated in the parking release apparatus such that a P-stage state and an N-stage state can be manually switched when a problem, such as discharge, occurs in the electric system, in the vehicle equipped with a shift by wire apparatus.

Abstract: A transmission control device (6) for an automatic or automated transmission (2). A shifting strategy of the transmission control device (6) controls and/or regulates the operation of the transmission (2) based on driving condition data such as vehicle mass, driving resistance, vehicle inclination, vehicle velocity, vehicle acceleration, engine rotational speed and/or engine torque, and based on data about the driver's wishes. The transmission control device (6) continuously calculates the driving condition data of the vehicle mass, driving resistance and/or vehicle inclination based on topographic data of a current position of the motor vehicle, and/or the shifting strategy determines a gear change from an actual gear into a target gear based on topographic data of a defined distance ahead of a motor vehicle. The defined distance ahead of the motor vehicle depends on the currently velocity of the vehicle.

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: A transmission control device (6) for an automatic or automated transmission (2). A shifting strategy of the transmission control device (6) controls and/or regulates the operation of the transmission (2) based on driving condition data such as vehicle mass, driving resistance, vehicle inclination, vehicle velocity, vehicle acceleration, engine rotational speed and/or engine torque, and based on data about the driver's wishes. The transmission control device (6) continuously calculates the driving condition data of the vehicle mass, driving resistance and/or vehicle inclination based on topographic data of a current position of the motor vehicle, and/or the shifting strategy determines a gear change from an actual gear into a target gear based on topographic data of a defined distance ahead of a motor vehicle. The defined distance ahead of the motor vehicle depends on the currently velocity of the vehicle.

Abstract: A method for determining an angle between a first shaft section and a second shaft section is provided. The 0° position of the first shaft section is determined by a first shaft signal, and the 0° position of the second shaft section is determined by a second shaft signal. The first shaft signal and the second shaft signal are subsequently each decomposed using Fourier analysis into frequency components of harmonic oscillations, wherein frequencies are calculated for the first shaft signal, and frequencies are calculated for the second shaft signal. The frequencies are each calculated as complex pointers from absolute value and phase of the order thereof wherein each pointer describes the angular velocity of the particular frequency. For each frequency, the particular angle of the complex number is then divided by the order, wherein standardized complex pointers are calculated. The standardized complex pointers are added complexly.

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: A method for controlling a vehicles drivetrain including an engine and automatic transmission, such that transmission ratios are shifted within a range of transmission ratios in a continuous and/or stepped manner as function of preset target speeds that are adjustable via a vehicle speed control and actual vehicle inclinations in relation to the vehicles longitudinal axis. When the actual speed of the vehicle differs from a preset threshold speed, a request to change an actual ratio of the transmission is generated, if it has been determined that the output torque is smaller than a threshold value or an output torque required to adjust the preset threshold speed of the vehicle. The ratio of the transmission is shifted so the torque applied to the output is modified toward the output torque required to adjust the threshold speed.

Abstract: A process for assisting the driving of a vehicle provided with a braking system including brake calipers able to be activated as a function of a target braking force, including the steps of: determining an instantaneous state of the vehicle defined by state variables measured by sensors with which the vehicle is provided; testing a logical entry condition verified when the velocity of the vehicle is zero and when the slope is greater than a pre-defined slope; when the logical entry condition is verified, testing a logical exit condition; automatically operating the braking system to keep the vehicle static on the slope while the logical exit condition is not verified; and automatically releasing the activation of the braking system when the logical exit condition is verified.

Abstract: A method is disclosed for optimizing the gear-shifting sequence in a step-variable transmission fitted in a motor vehicle, in particular in an automated shift transmission, which has a plurality of gears, which can be engaged and disengaged by means of respective clutches, the method comprising the following steps: registering at least one of a tolerance-dependent and a wear-dependent parameter of a clutch of the step-variable transmission; and adjustment of a set-point displacement value of a gear-shifting member of the clutch, which corresponds to the parameter and which is approached in the course of a gear shift, as a function of the value of the parameter registered.

Abstract: A system is provided for controlling the speed of a vehicle having a powertrain including a power plant operably coupled to a transmission. The system includes a control unit configured to receive a signal indicative of vehicle speed, receive a signal indicative of power plant output speed, and determine a desired power plant output speed based on the signal indicative of vehicle speed and the signal indicative of power plant output speed. The control unit is further configured to send a signal to the power plant such that the power plant operates at the desired power plant output speed, and maintain a desired vehicle speed in a manner substantially independent of a magnitude of load on the powertrain.

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 speed control system is for a vehicle having an engine including a carburetor with a throttle plate moveable between a minimum open position and a maximum open position. The speed control system includes a ground speed limiter mechanism operatively coupled with the throttle plate and configured to displace the plate toward the minimum position as ground speed of the vehicle approaches a predetermined maximum value. An engine speed limiter mechanism is operatively coupled with the throttle plate and is configured to displace the plate toward the minimum position as a speed of the engine approaches a predetermined maximum value. Preferably, a control linkage is connected with the throttle plate and is moveable between a first configuration, at which the throttle plate is disposed at the minimum position, and a second configuration at which the throttle plate is disposed at the maximum position, the two limiter mechanisms displacing the linkage.

Abstract: In a method for operating a drive train having a drive motor and an automated variable speed transmission, in selected situations, such as when there is a change in the gear speed of the variable speed transmission, it is advantageous to calculate the profile of the rotational speed of the drive motor in advance. For this purpose, pre-stored profile parameters (for example in the form of gradient values when changes in rotational speed are requested) are corrected as a function of a requested difference in rotational speed. Alternatively, in addition to a corrected gradient it is possible to calculate a corrected reaction times, and to carry out the calculation in advance by means of these variables. The reaction time is obtained as a time difference between actuation of a significant change in a state variable (for example a rotational speed) of the drive train.

Abstract: A drivetrain including a primary clutch and a secondary clutch is well-suited for use in a single-speed vehicle. The primary clutch may be automatically-engaging or manually-engaging. The secondary clutch, preferably, is normally engaged and is configured to disengage, or slip, at a threshold torque level. Desirably, the slip torque level of the secondary clutch is configured to be greater than the peak engine torque of the vehicle such that disengagement of the secondary clutch due to engine-supplied torque does not occur.

Abstract: A method of controlling a motor vehicle with an automated clutch is provided and includes the steps of: (a) detecting the vehicle speed, (b) detecting if the brake and/or the gas pedal is actuated, (c) detecting whether or not the engine is running, (d) disengaging the clutch if the engine is found to be running while the vehicle is found to be moving faster than a threshold speed, and if at the same time neither the brake nor the gas pedal is found to be actuated, and (e) subsequently re-engaging the clutch if the brake and/or gas pedal is found to be actuated. Prior to re-engaging the clutch, a transmission input rpm-rate is determined, and an engine rpm-rate is controlled in such a manner that that the respective rpm-rates of the engine and the transmission are brought towards a closer agreement.

Abstract: A method and an arrangement automatically restarts a drive unit (1) when there is an unintended stalling of the drive unit (1). In the case of stalling, checks are made as to whether the drive unit (1) was already in a steady-state condition directly before the stalling, as to whether the stalling took place because of an operator input, especially at an input unit (5) and as to whether a force-tight connection between the drive unit (1) and a transmission (25 or 80) is present. A restart of the drive unit (1) is automatically initiated when: the drive unit (1) was already in a steady-state condition directly before the stalling; when the stalling took place in a departure from the operator input; and, when the force-tight connection between the transmission (25 or 80) and the drive unit (1) is interrupted.

Abstract: A vehicle driven by an internal combustion engine incorporating a power supply unit and including a power transmission on/off determination device that gradually opens a throttle valve of the engine to gradually increase a rotational speed of the engine, detects, as a determination value that reflects a load applied on the internal combustion engine when the speed of the engine increases to a power transmission start rotational speed, and then the throttle valve is further opened by a set angle, determines that the power transmission device is in a state of cutting the power transmission when it is determined from the determination value that the engine load is less than a preset magnitude, and determines that the power transmission device is in a state of performing the power transmission when it is determined from the determination value that the engine load is equal to or more than the preset magnitude.

Abstract: A method and apparatus for operating an automatic transmission as a function of the engine rotational speed of a variable speed internal combustion engine. Upon a failure of the electronic control system, a return home of a motor vehicle under its own power is enabled. A delivery system delivers a working medium with which a transmission ratio adjusting device is actuated by a first control device that, in turn, is controlled by a pilot pressure that can be accurately changed by a second control device to actuate the transmission ratio adjusting device. The pilot pressure for controlling the first control device is changed by a third control device as a function of the rotational speed of the internal combustion engine when an adjusting device is switched out of a normal operation position into an emergency operation position.

Abstract: With a drive arrangement of a motor vehicle with a drive motor (2) actuated by means of E-gas and a manual gear shift (10), which is operationally connectable electively with the output shaft (4) of the drive motor (2) by a disconnection-type clutch, which can be manually activated by the driver, the rotational speed of the output shaft (4) of the drive motor (2) is adjusted to a desired rotational speed which depends upon the rotational number of the input shaft (8) of the gear shift (10) as long as the clutch is open.

Abstract: A control apparatus of an automatic transmission capable of achieving a smooth change of output shaft torque to torque which can be generated by a friction clutch, thus enabling a smooth gear change even if the output shaft torque is high at the gear change. If the output shaft torque exceeds limit transmission output shaft torque obtained by multiplying a torque capacity of the friction clutch by a gear ratio provided for the friction clutch when a gear change command is issued in the automatic transmission, engine torque is controlled so as to make the output shaft torque decreased to the limit transmission output shaft torque, and then the engine torque control is switched when the output shaft torque decreased to the limit transmission output shaft torque to start the gear change operation.

Abstract: A vehicle clutch control system that can prevent an engine (222) from racing when a friction clutch (304) is disengaged and engaged. When a driver stamps an accelerator pedal (206) over a predetermined depth at the time of completion of transmission gear speed change, clutch engagement is prohibited if a clutch rotation speed is slower than a prescribed speed, or an accelerator is maintained to a 0% opening position.

Abstract: A coupling assembly 10 which selectively causes a primary mass or flywheel 20 be engaged or be coupled to a crankshaft 18 as a transmission gear assembly 23 moves from a first gear position to a second gear position and which further selectively causes the primary mass or flywheel 20 to be disengaged or disconnected from the crankshaft 18 as the vehicle is accelerated from an idle state, effective to decrease or substantially eliminate acceleration lag.

Abstract: A control apparatus of an automatic transmission capable of achieving a smooth change of output shaft torque to torque which can be generated by a friction clutch, thus enabling a smooth gear change even if the output shaft torque is high at the gear change. If the output shaft torque exceeds limit transmission output shaft torque obtained by multiplying a torque capacity of the friction clutch by a gear ratio provided for the friction clutch when a gear change command is issued in the automatic transmission, engine torque is controlled so as to make the output shaft torque decreased to the limit transmission output shaft torque, and then the engine torque control is switched when the output shaft torque decreased to the limit transmission output shaft torque to start the gear change operation.

Abstract: An arrangement and a method for a drive unit of a vehicle. The drive unit incorporates an engine, a mechanical stepped gearbox and a connecting device which is designed to transmit rotary motion from the engine to the stepped gearbox. An electric rotor machine acts upon the connecting device such that substantially no torque is transmitted from the engine to the gearbox during gear changing. A control unit connected to the rotor machine may be responsive to the output shaft from the gearbox or to the speed of the engine.

Abstract: A method/system for controlling an automated mechanical transmission system (10) utilized on a vehicle and having a manually operated master friction clutch operator (48). To protect from driveline damage due to dynamic clutch “popping,” upon sensing dynamic vehicle conditions (OS >REFVSPEED) and clutch (16) not engaged, transmission (14) engaged and THL>REFTHL, a controller (28) causes engine speed (ES) to be limited to a target value (EST) substantially equal to input shaft speed (IS).

Abstract: A transmission includes a transmission input speed sensor which generates transmission input speed signals indicative of an input speed to the transmission and a transmission output speed sensor which generates transmission output speed signals indicative of an output speed of the transmission. The transmission further includes a controller operable to receive the transmission input speed signal and the transmission output speed signal and determine a transmission ratio based on the transmission input speed signal and the transmission output speed signal. The controller is further operable to calculate a rate of change of the transmission ratio and initiate a transmission range shift based on the transmission ratio, the rate, and a shift completion ratio such that the transmission range shift is completed when the transmission is at the predetermined shift completion ratio.

Abstract: A speed-change pattern switching control system for an automatic transmission of a motor vehicle which can ensure enhanced comfort when driving the motor vehicle. The system decides the running state of the motor vehicle on the basis of driving/operation information (Te, Tm, T&agr;, &agr;f, &agr;s), performs a first filter processing on the running state information and the driving/operation information (Vs, &thgr;, &agr;f, Ws, Ps), stores the manipulated information (Jm) for the motor vehicle in the manual speed change mode, performs a second filter processing on the manipulation information (Jm) in the manual speed change mode, outputs of the running state and the driving/operation information, and corrects speed-change patterns for the automatic transmission on the basis of output signals of the first and second filter processing.

Abstract: Fluctuations in rotating speed or in toque at the time of switching between series drive and parallel drive operations are prevented. When switching from series drive mode to parallel drive mode, the rotating speed Nb of a motor B is detected and a rotating speed command is transmitted to match the rotating speed Na of a motor A with the rotating speed Nb of the motor B. When the actual rotating speed Na of the motor A has become equal to the rotating speed Nb of the motor B, a torque command which causes torque Teg of an engine to become zero is transmitted and, then, a command for engaging a lock-up clutch is transmitted. When switching from the parallel drive mode to the series drive mode, the engine torque is gradually reduced and the motor B is controlled to output a torque corresponding to the amount of reduction in the engine torque. The rotating speed Na of the motor A is matched with the rotating speed Nb of the motor B and the lock-up clutch is disengaged when the engine torque has become zero.

Abstract: Device for controlling a starting process, which comprises an engine equipped with a power regulating element. The position of the power regulating element, which is equipped with an actuator, can be controlled by a control device, to which signals are sent indicating the activation position of an accelerator pedal as well as the speed of a crankshaft of the engine. The crankshaft can be connected via a clutch to a gear input shaft. When a predetermined speed limit value of the crankshaft is reached, the actuator of the power regulating element can be activated by the control device for the purpose of limiting the crankshaft speed. A clutch pedal is provided, by means of whose activation the starting process can be controlled.

Abstract: A method/system for controlling an automated mechanical transmission system (10) utilized on a vehicle. To protect from driveline damage due to clutch "popping," upon sensing vehicle launch conditions (clutch (16) not engaged, transmission (14) engaged (THL>REF.sub.THL and OS<REF.sub.SPEED)), engine speed is limited to idle speed plus a preset value (ES<(ES.sub.IDLE +RPM)).

Abstract: An apparatus is provided for controlling a compression brake on an internal combustion engine. the apparatus includes means for automatically disabling the compression brake once the vehicle speed falls below a predetermined value.

Abstract: A clutch control system for the automatic control of a motor vehicle clutch which connects an engine with a gearbox under the control of a driver-operated gear ratio selector lever. The control system controls both initial clutch take-up on starting of the vehicle, clutch re-engagment following each ratio change, clutch disengagment on movement of the gear selector lever to change the operative ratio of the gearbox, and clutch disengagment on coming to rest, etc. of the vehicle. Additionally the clutch control system includes an anti-baulking routine which is enabled if the gear selector lever is in its neutral position and which when enabled allows engagement of the clutch by increasing the engine speed above an idle level.

Abstract: An ignition timing control method for a vehicle which provides an engine torque output waveform for canceling vibrational disturbances caused by sudden throttle plate movement resulting in engine accelerations and decelerations. The ignition timing is variably advanced and retarded in accordance with a phase-shifted derivative of engine speed to produce an appropriate engine torque output waveform for optimally canceling the vehicle vibrational disturbances. The phase shift is accomplished by applying a time delay to the engine speed derivative. A negative bias is added to the ignition timing for retarding ignition timing by a predetermined amount to permit a full sinusoidal canceling waveform. A blend multiplier is utilized to gradually remove the effects of the canceling waveform and bias, thereby gradually returning the ignition timing to its original setting.

Abstract: A control system/method for controlling a vehicular, at least partially automated system (110) separate from the vehicular transmission system (10), such as a CTIS or ABS, is provided. The at least partially automated system is controlled as a function of a value (GCW) approximating vehicle gross combined weight and determined as a function of information on the vehicle electronic data link (DL).

Abstract: A control method/system for controlling upshifting in an automated mechanical transmission system (10) provided with an engine compression brake (50) is provided. A control unit (54) is effective to operate the engine compression brake during a transmission upshift such that at initiation of an upshift the engine compression brake applies a minimum retarding torque to the engine, the retarding torque is then gradually increased to a maximum retarding torque value and, upon sensing that engine speed (ES) is within a predetermined value (REF.sub.1) of the synchronous value thereof, the retarding torque applied by the engine brake is caused to gradually decrease until such time as engine speed reaches the synchronous window therefor.

Abstract: An engine compression brake control device is disclosed. The control device is electronic and prevents activation of the engine compression brakes during operating states wherein undesirable conditions will result if the engine brakes are active. The electronic control device monitors various conditions and activates the engine brakes only if all of the following conditions are simultaneously detected: a valid gear ratio is detected; the driver has requested or enabled engine compression brake operation; the clutch pedal is out; the throttle is at a minimum engine speed position; and the electronic controller is not presently attempting to execute an electronically controlled final drive gear shift.

Abstract: An engine compression brake control device is disclosed. The control device is electronic and prevents activation of the engine compression brakes during operating states wherein undesirable conditions will result if the engine brakes are active. The electronic control device monitors various conditions and activates the engine brakes only if all of the following conditions are simultaneously detected: a valid gear ratio is detected; the driver has requested or enabled engine compression brake operation; the clutch pedal is out; the throttle is at a minimum engine speed position; and the electronic controller is not presently attempting to execute an electronically controlled final drive gear shift.