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: Methods for operating a vehicle as the vehicle approaches an intersection with a traffic control device are provided herein. One example method includes detecting a traffic control device at an intersection the vehicle is approaching, and releasing and applying a disconnect clutch arranged in a driveline of the vehicle intermediate an engine and a starter/generator based on a type of the detected traffic control device. Because releasing the disconnect clutch disconnects the engine from the vehicle driveline, the engine may be turned off to increase fuel efficiency while the disconnect clutch is released.

Abstract: A clutch pressure control device includes a request filter unit that calculates a target clutch pressure value from a requested clutch pressure value input in the request filter unit. A feedforward clutch pressure control model unit calculates, from the target clutch pressure value input by the request filter unit, a feedforward current value. A PID control unit calculates a feedback current value from a valve pressure target value for a hydraulic proportional valve controlling the clutch pressure and a feedback actual pressure value. A first calculation unit calculates a hydraulic proportional valve target current value from the input feedforward current value and the feedback current value. The device utilizes measurement methods to find values for a kisspoint pressure of the clutch, a preload pressure of the clutch, and a fill volume of the clutch.

Abstract: A method of adapting control of clutches of a double clutch transmission, including: during a shifting process, controlling torque transmittable by an opening clutch and torque transmittable by a closing clutch according to nominal curves; during a shifting process, determining a difference between a nominal value and an actual value; and adapting a nominal curve of at least one of the clutches for a following shifting process by reducing a difference between the nominal value and the actual value.

Abstract: A touch point calibration method for a motor vehicle is disclosed. The method includes steps for determining if the touch point can be calibrated. The method also includes steps for determining the touch point when the system can be calibrated.

Abstract: The construction vehicle is provided with an engine, a clutch, a travel device, a work equipment, a drive force setting dial, and a controller that includes: a theoretical value determination unit that determines a theoretical value, for the degree of engagement to make the upper limit value of the drive force equal to a set drive force; an operational state determination unit that determines whether the work equipment is outputting the drive force in a predetermined travel direction; a drive force determination unit that determines whether the drive force is greater than the set drive force; and a degree of engagement reduction unit that, if of operational state determination and of drive force determination are both affirmative, causes the degree of engagement to approach the theoretical value.

Abstract: Disclosed herein is a gear selection method and device for an automatic transmission for a traction phase (Z2) after a coasting phase (S) of a motor vehicle. According to the method, in a traction phase (Z1) before the coasting phase (S), a sliding average value of the rotational speed level (n) and/or of the traction force level (Fx) is formed depending on the particular velocity (v) and particular gradient (ST) and is taken into consideration for defining at least one gear choice of the automatic transmission for the traction phase (Z2) after the particular coasting phase (S).

Abstract: The method comprises the steps of: storing a curve or characteristic of torque transmitted by the friction clutch as a function of the position of the clutch, calculating a desired value of the torque to be transmitted by means of the clutch, and modifying the position of the clutch so as to bring it to the position to which the desired transmitted torque value corresponds according to the stored curve or characteristic, upon the occurrence of predetermined operative conditions, estimating the value of the torque transmitted by the clutch, by means of an algorithm, as a function of the detected instantaneous values of the torque delivered and of the angular velocity of the shaft of the engine, and detecting the corresponding instantaneous position or estimate position of the clutch, and then modifying the previously stored curve or characteristic in accordance with predetermined procedures in dependence on the difference between the estimated value of the torque transmitted and that value of the torque tra

Abstract: The invention relates to a smart actuator for actuating a clutch having a communication interface for connecting to a higher-level control unit, and at least one data line for connecting to the higher-level control unit, where the smart actuator is configured to identify errors in the higher-level control unit and/or an assigned second smart actuator, and where the smart actuator has controlling means that are suitable for converting the controlled system into a safe system state in the case of a recognized error. Furthermore, the invention relates to a corresponding control method and a control system in which the smart actuators and the method are used.

Abstract: One disclosed embodiment relates to a propulsion system for a machine. The propulsion system may include a prime mover operatively connected through a continuously variable transmission to a propulsion device. The propulsion system may also include propulsion-system controls that control an operating parameter of the continuously variable transmission, which may include adjusting the operating parameter based on operator input. Controlling the operating parameter may also include determining an adjustment limit for the operating parameter based on one or more operating conditions and applying the adjustment limit to the operating parameter to modify at least one of acceleration and jerk of the machine based on the one or more operating conditions.

Abstract: A method is provided for the load-free opening of a separating clutch. The method includes the following steps: receiving a signal for disengaging the clutch; applying a negative torque at the separating clutch using a drive machine; applying a positive, predefined torque at the separating clutch using the drive machine; and opening the separating clutch as soon as the amount of the torque applied at the separating clutch lies within predefined limit values. In other words, a torque in the known range of the system is set via a drive-side deceleration. Then, a drive-side acceleration takes place, so that the torque is increased on the drive side, starting from the known range of the system, until it generally matches the torque on the output side. This enables a load-free opening of the clutch.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) paired with an engine in a vehicle includes assessing whether the vehicle is being accelerated and ascertaining whether a position of a vehicle accelerator during the acceleration is maintained within a predetermined range. The method also includes identifying a DCT clutch that is being slipped during the acceleration, determining an amount of time remaining until the clutch stops slipping, and comparing a first preset time span indicative of the time remaining until the clutch reaches a threshold temperature with the amount of time remaining until the clutch stops slipping. The method additionally includes setting a time delay for activating an indicator if the amount of time remaining until the clutchs stops slipping is greater than the first preset time span. Furthermore, the method includes activating the indicator after the time delay.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) that is paired with an engine in a vehicle. The method includes assessing whether the vehicle is being accelerated and identifying a DCT clutch slipping during the acceleration. The method also includes determining vehicle parameters, determining an amount of time remaining for the clutch to stop slipping using the determined vehicle parameters, and determining an amount of time remaining until the clutch reaches a threshold temperature. The method additionally includes comparing the determined amount of time remaining for the clutch to stop slipping with the determined amount of time remaining until the clutch reaches the threshold temperature. Furthermore, the method includes activating an indicator if the determined amount of time remaining until the clutch reaches the threshold temperature is less than the determined amount of time remaining for the clutch to stop slipping.

Abstract: A method of adjusting the characteristics of a clutch in a hybrid electric vehicle, more particularly to a method of adjusting characteristic of a clutch for a hybrid electric vehicle, which is capable of maintaining the characteristic of the clutch at an appropriate level while suppressing the frequency of the adjustment as possible, thereby a driver or passengers of the vehicle hardly feel annoyance caused by frequent adjustment of characteristic of a clutch.

Abstract: A vehicle includes a motor/generator, a starter motor, a disconnect clutch disposed between the engine and the motor/generator, and at least one clutch disposed between the motor/generator and the vehicle drive wheels. When an engine start is requested, various parameters are controlled to ensure a smooth engine start wherein driveline torque disturbances are minimized. The starter motor is used to crank the engine upon an engine start request, thereby eliminating the need to transfer torque from the motor/generator to the engine. This helps to further reduce torque disturbances in the driveline when the engine is started.

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: A hill start assistance method for a vehicle held in a stationary position by a braking system supplying a braking pressure, the braking system connected to a master cylinder controlled by a pressure transmitted by a user via a brake pedal. The method includes, upon detection of the release of pressure from the brake pedal by a pressure sensor: triggering a time-out; calculating a minimum pressure for holding the vehicle in a stationary position; and adjusting the braking pressure using the braking system such as to reduce the braking pressure in the braking system progressively. The system acts as a pressure regulator, and at the end of the time-out at the latest, the braking pressure is equal to a target pressure that is at least equal to the minimum pressure for holding the vehicle stationary.

Abstract: A vehicle includes a powertrain having first and second rotatable members, speed sensors, and a controller. The speed sensors generate output signals encoding the speeds of the respective first and second rotatable members. The controller calculates a rotation angle of the members using the output signals and estimates a torque value in the powertrain as a function of the rotation angles. The sensors may count the teeth of respective first and second toothed gear elements and encode the count as the output signals. The controller may estimate the torque value as a function of a linear coefficient and the present gear ratio of the sensors. The controller may also detect a commanded upshift of the transmission and detect a fill event of an oncoming clutch of the transmission as a function of the corresponding rotation angles for the rotatable members. The members may be input, output, or intermediate members.

Abstract: Provided herein is a vehicle drive force control. When a driver requests to start the vehicle with the brake OFF and depresses the accelerator pedal, a target drive torque exceeds a gradient load. To avoid excess current being supplied to the motor, the upper limit of motor speed, which is the input speed of a second clutch, is set to a value less than a slip detectable limit value at which it becomes possible to detect slip rotation, i.e. the difference over the output side rotation speed. When the target drive torque exceeds the gradient load, the lower limit of the input speed of the second clutch (the motor speed) is set to a value equal to or greater than the slip detectable limit value so that the required driving force can be achieved by the gradient load corresponding driving force control.

Abstract: A method for controlling an input clutch of a vehicle transmission during a tip-in includes using a current gear and rate of change of transmission input speed to determine a first torque modifier, if a peak or trough occurred in input speed, using the current gear and a difference between measured input speed and expected input speed to determine a second torque modifier, and changing a torque capacity of the clutch using said modifiers.

Abstract: A power transfer mechanism control device that controls a power transfer mechanism which is mounted on a vehicle including an automatically stoppable and automatically startable motor and which transfers power from the motor to an axle side via a friction engagement element actuated by a fluid pressure from a fluid pressure actuator, wherein during neutral control performed while the motor is in operation, a neutral control amount, which is a control amount for causing the friction engagement element to stand by in a neutral state with pressure lower than a complete engagement pressure, is set on the basis of a power transfer state of the power transfer mechanism to control the fluid pressure actuator, and learned, and while the motor is automatically stopped, the fluid pressure actuator is controlled using the learned neutral control amount such that the friction engagement element stands by in the neutral state.

Abstract: An apparatus for driving shaft rotation is provided and includes a shaft, which is rotatable about an axis thereof, a machine operably coupled to the shaft to be rotatable with the shaft and configured to be responsive to a load applied thereto and a driving element, which is configured to engage with the shaft at a first predefined speed and a second speed greater than the first predefined speed to drive shaft rotation.

Abstract: A method for the fail-safe operation of a hybrid vehicle having an internal combustion engine, an electric motor, and additional vehicle assemblies. A substitute measure that then still allows the vehicle to be operated under emergency running conditions is initiated if a vehicle assembly fails. A performance quantity that is characteristic of the driving-dynamics situation in which the vehicle finds itself is recorded prior to initiating the substitute measure, and is compared to at least one limit value. The substitute measure is initiated if the limit value is exceeded or not attained. A device which includes a device for implementing such a method is also provided.

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: A method for controlling an automated clutch or an automated transmission or a drive unit in a vehicle, where protective measures for the clutch and/or for the transmission and/or for a drive unit are provided by the control system.

Abstract: A method wherein the first and second threshold values of the characteristic are a threshold value of the clutch temperature, or of the speed of rotation at the particular input shaft of the clutch, or of the speed of the engine, or of the slip speed at the clutch, or of the clutch torque hysteresis, or of the oil volume flow in a wet clutch, or of the actuator speed or of the actuator position.

Abstract: Disclosed is a method for hydraulically filling a clutch without using a calibration routine. The clutch comprises a spring and a clutch cavity, and the spring and the clutch cavity are positioned inside of the clutch. A valve is associated with the clutch and is configured for allowing a fluid to flow to and from the clutch cavity. The method comprises the step of sending a wakeup current to a valve. The wakeup current is sent to the valve for allowing the fluid to substantially fill the clutch cavity. Still further, the method comprises the step of determining whether the spring is compressed and, also, determining whether a speed ratio of the powertrain is unknown. Further yet, the method comprises the step of sending a ramped hold current that rises relatively gradually to the valve if the spring is compressed and if the speed ratio is unknown.

Abstract: A machine is described that includes an engine, a multi-clutch transmission and a controller. The controller is configured with computer-executable instructions for managing operation of the multi-clutch transmission to avoid autoengagement of a disengaged clutch. The computer-executable instructions configure the controller to receive sensor signals indicative of current operating status of the machine; determine, based upon the sensor signals, a configured minimum engine speed needed to avoid autoengagement of the disengaged clutch; and conditionally increase an engine speed based upon a comparison of the configured minimum engine speed and a sensed current engine speed.

Abstract: Disclosed is a method for suppressing a speed ripple occurring during an operation of an AC motor by using a torque compensator based on an activation function. The method includes the steps of calculating a speed error ?err based on a reference speed ?ref and an actual speed ?act; calculating a controller output Trm by using the speed error ?err as an input of a PI control and an operation of a compensated torque Tcom; and determining a torque variation based on the controller output Trm and a reference torque Tref and operating the torque variation in relation to an anti-windup gain Ka to use torque variation as an input of an integral (I) control. The method suppresses the speed ripple by compensating for the torque ripple through a controller which calculates the compensated torque by taking the signs of the speed error and the differential speed error into consideration.

Abstract: A method for operating a drive device for adjusting an automated clutch in a motor vehicle. The motor vehicle has a control device by which at least one control of the drive device and one capture of measurement data of a clutch travel sensor takes place for determining the setting of the automated clutch. The drive device has a drive motor with a drive connection to a displaceable element to be positioned. A travel range of the displaceable element is monitored and a referencing procedure is performed cyclically after a prescribed time and is followed by a plausibility check if referencing is permitted at the point in time.

Abstract: A clutch control device of a hybrid vehicle includes a clutch driven by a motor and connected with a drive shaft. A hydraulic unit controls the clutch by oil pressure. An oil temperature detecting unit detects temperature of the oil and a unit which detects vehicle velocity. A control unit which operates through the hydraulic unit switches between an engine driving mode in which the motor shaft and the engine shaft are engaged with each other and a motor driving mode in which the motor shaft and the engine shaft are released and the hybrid vehicle is driven by the motor.

Abstract: An active damping system provides a torque adjustment command that is combined with the raw motor torque command of a vehicle to compensate for oscillations and vibrations in the driveline of a hybrid vehicle. Active damping may be provided by a derivative controller or by a lead-lag compensation between initiation of clutch engagement and full clutch engagement. Active damping is terminated upon full clutch engagement.

Abstract: A method and system for managing accumulator effects during engagement of a lockup clutch of a torque converter includes selecting a pump speed profile that reduces a rotational speed of a pump of the torque converter from an initial value to a rotation speed of a turbine of the torque converter. A pump acceleration profile is determined based on the pump speed profile. Engagement of the lockup clutch is controlled as a function of an inertia of an engine associated with the torque converter, a torque applied by the engine to the pump, the rotational speed of the turbine, the pump speed profile, and the pump acceleration profile.

Abstract: A range determination apparatus for preventing a shift range from being undefined during speed change states of an automatic transmission with no manual valve. The range determination apparatus includes a gear speed change mechanism and a plurality of friction engagement elements operative to have respective operation states changed between an engagement and a disengagement state. The range determination apparatus is used for automatic transmissions subject to speed changes via a torque transmission path of the gear speed change mechanism changed by the operation states of the friction engagement elements. A real shift range determination is carried out on the basis of the operation states of the friction engagement elements, where a T-ECU is operative to determine a current shift range based on detection results obtained by oil pressure sensors and operation patterns preliminarily memorized when the operation states of the friction engagement elements are not being changed.

Abstract: An assist device for a vehicle including a power train connected to drive wheels by a clutch, a bus, and a power-assist parking brake. The device includes sensors that transmit signals to the bus and a mechanism for learning-based estimation of a clutch curve on the basis of the signals, the curve connecting the position of the clutch pedal and a maximum torque range that can be transmitted by the corresponding clutch and a mechanism phasing the delivered signals to reduce an influence of noise on the sensors associated with the signals.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) that is paired with an internal combustion engine in a vehicle is provided. The method includes assessing operation of the DCT and ascertaining a mode of operation of a clutch in the DCT. The method also includes predicting, in response to the ascertained mode of operation of the clutch, an amount of time remaining until the clutch reaches a threshold temperature. The method additionally includes ascertaining whether the predicted amount of time remaining until the clutch reaches the threshold temperature is within a predetermined range of time. Furthermore, the method includes activating an indicator configured to signal that the predicted amount of time remaining is within the predetermined range of time. A vehicle having a DCT, an internal combustion engine, and a controller configured to predict thermal loading on a clutch in the DCT is also disclosed.

Abstract: An apparatus and method of controlling a torque transmitting apparatus having multiple selectively engageable couplers is provided. The multiple couplers may be selectively engaged and disengaged to provide a mechanical, friction or fluid coupling between portions of the torque transmitting apparatus and other components of a vehicle powertrain during various operational stages. The control apparatus includes a fluid pressure control device and a fluid flow control device.

Abstract: A method of operating a double clutch that is actuated by a hydrostatic actuating system having two clutch actuators assigned to two individual clutches and each clutch actuator including a pressure sensor for sensing the operating pressure of the respective clutch actuator, the method having the step of limiting a total actuating force of the double clutch in the event of a fault using the pressure values sensed by the pressure sensors.

Abstract: The present disclosure describes systems and methods for controlling the speed of a vehicle comprising: during a pulse phase of cruise control, applying engine torque to raise speed, the amount and duration of which being responsive to engine speed; and during a glide phase of cruise control, discontinuing engine combustion. In this way cruise control may maintain a mean speed equivalent to a desired, threshold speed while reducing fuel consumption, and NVH effects felt by the end user compared to traditional cruise control methods.

Abstract: A four-wheel-drive vehicle includes: a drive source which generates torque forming a driving force of the vehicle; a driving force transmission system which transmits the torque of the drive source to main driven wheels and auxiliary driven wheels; and a dog clutch provided in the driving force transmission system and capable of transmitting the torque to an auxiliary driven wheel side by engagement of a recess portion and a protruding portion. The vehicle further includes: a determination unit which determines whether a friction coefficient of a road surface is lower than a predetermined value based on an index value relating to the friction coefficient of the road surface; and a control unit which generates a control signal which causes engagement of the dog clutch before the vehicle starts when the determination unit determines that the friction coefficient of the road surface is lower than the predetermined value.

Abstract: A kinetic energy system incorporates multiple flywheels, each flywheel situated and adapted to develop and store kinetic energy, and to subsequently impart that energy to move a work machine. Each flywheel is controlled by an ECM to operate in a selective sequence with respect to any of the other flywheels. Each flywheel has its own individual external gear and clutch unit adapted to be in communication with a commonly shared continuously variable transmission. The plurality of flywheels may be operated sequentially to develop store, and dispense kinetic energy equivalently to that of a substantially larger unitary flywheel. In the disclosed embodiment and method of operation, the flywheel system may be employed with a traditional internal combustion engine to produce a hybrid motive source, with capability for effectively meeting transient load demands of an off-road work machine.

Abstract: A transmission control device (7) of a transmission (3) for a drivetrain which includes, in addition to the transmission (3), a hybrid drive with an internal combustion engine (1) and an electric motor (2). The transmission control device (7) stores parameters which form the basis of the manner with which gearshifts are controlled or regulated. At least some parameters are stored in duplicate, firstly, for operating the transmission (3) under purely electric-motor power using only the electric motor (2), and secondly for operating the transmission (3) during hybrid driving using both the internal combustion engine (1) and the electric motor (2).

Abstract: A method for controlling an automated friction clutch that is located between a drive motor and a transmission in a motor vehicle that is equipped with fraction control and driving condition recognition for detecting current driving conditions.

Abstract: Systems and methods for enabling eco-driving are herein provided. Systems and methods in accordance with the present disclosure allow for real-time monitoring of greenhouse gas emissions and other variables that influence the environmental friendliness of vehicle operation. Systems and methods in accordance with the present disclosure also provide analytical tools for quantifying the environmental friendliness of vehicle operation and driving patterns.

Abstract: An internal combustion engine is provided with a ratchet one-way clutch between an output shaft of a starting motor and a crankshaft. The one-way clutch includes a claw piece which rotates integrally with the crankshaft, and an engagement part which rotates integrally with the starting motor and with which the claw piece engages. An electronic control device performs control for driving the starting motor when the engine is stopped to reduce the difference between the rotation speed of the engine and the rotation speed of the starting motor, that is, the difference between the rotation speed of the claw piece and the rotation speed of the engagement part.

Abstract: A dynamic model is stored in memory that defines torque transmitted by a lockup clutch in a torque converter as a function of a plurality of torque converter operating parameters. A lockup clutch command to control engagement the lockup clutch is asserted, and thereafter a number of the plurality of torque converter operating parameters are monitored. The model is continually solved using the monitored operating parameters to determine torque transmitted by the lockup clutch over time, and a lockup clutch on-coming capacity signal is produced if the torque transmitted by the lockup clutch exceeds a torque threshold.

Abstract: A motor torque management method of hybrid vehicles. The method includes torque synthesis and limitation in electric driving mode, torque synthesis and limitation in electricity generating mode, and torque arbitrating management. Wherein, the torque arbitrating management arbitrates torque according to its priority, and sends the torque request with the highest priority to a motor controller (5).

Abstract: A dual clutch automated manual transmission includes a first clutch and a second clutch, and a clutch torque capacity command value for a plurality of clutch actuators arranged to drive the first clutch and second clutch based on operation of a by-wire type of clutch lever, wherein the clutch torque capacity of the plurality of clutches is controlled. An operator can adjust a driving force by manually operating the clutch in the transmission in which a clutch operation is controlled automatically, such as an automatic transmission system, automated manual transmission system, or dual clutch automated manual transmission system, thereby improving drivability.

Abstract: The embodiments herein provide an automatic clutch system for automobiles. The system comprises a mechanical section and an electronic section. The mechanical section comprises a rail support base with a rail-shaped ridge installed, dynamic parts installed on the rail-shaped ridge, supporting arms, an elevator mechanism connected to the clutch pedal and a clutch pedal lever. The electronic section comprises an input section for placing the elevator mechanism in due place and a keyboard for regulation, a sensor circuit, a command circuit including microcontroller, an exit section for changing a position of the elevator mechanism, a feedback circuit including a rotary encoder and monitors. The command circuit processes an instruction data from the input resources based on the regulations set by the user and transmits a command to the output section to position the elevator mechanism.