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 method for controlling the torque phase of a clutch-to-clutch power downshift in a vehicle includes determining, during a near-sync boost (NSB) state of the power downshift, a synchronization speed. The method includes estimating, via a controller, a feed-forward clutch pressure that holds a speed of the turbine at the synchronous speed, and then ramping a clutch pressure command to the oncoming clutch to the calculated feed-forward clutch pressure. Closed-loop proportional-integral-derivative (PID) control is initiated over the clutch pressure command during the NSB phase in response to a predetermined PID activation event. A vehicle includes an engine, transmission, torque converter, and a controller. The controller has a processor and memory on which instructions embodying the above method are recorded. Execution of the instructions by the processor causes the controller to execute the method.

Abstract: A method of operating a drivetrain of a motor vehicle which comprises a hybrid drive with a combustion engine coupled by a clutch to an electric motor. To start the combustion engine with the electric motor, the clutch is partially engaged to a slipping condition to deliver electric motor torque from a starting value, the torque transmitted by the clutch is increased to a first final value. If during this, the combustion engine begins turning, the break-away torque of the internal combustion engine is determined. If the combustion engine does not begin turning, the clutch is further engaged to a slipping condition starting from a second initial value, such that torque transmitted by the clutch increases linearly until the combustion engine begins turning, and the break-away torque of the internal combustion engine is determined from the clutch torque at which the combustion engine begins turning.

Abstract: A method for controlling a hybrid powertrain system based upon determined inertial effects for a continuously variable operating range state includes monitoring an operator torque request and a rotational speed of the output member, determining an inertial effect on an input speed of the input member for a continuously variable operating range state, and controlling motor torque outputs from the electric machines to meet the operator torque request based upon the inertial effect on the input speed of the input member.

Abstract: A method for activating a clutch of a vehicle drive train. A controller of an electronic control unit generates an electrical desired-value signal corresponding to a desired pressure with which the clutch is to be acted upon. The control unit receives from a sensor an electrical actual-value signal which is to correspond to an actual pressure with which the clutch is acted upon. The sensor measures the pressure at a measurement location which is connected via a transfer link to an action location at which the clutch is acted upon with a clutch pressure. The actual-value signal passes through a transfer element having a delay property before it is delivered to the controller.

Abstract: In a work vehicle, a control unit is configured to control a lock-up hydraulic pressure for controlling switching of a lock-up clutch. The control unit is configured to execute a lock-up slippage control for switching the lock-up clutch into a slippage state when the work vehicle starts moving. The control unit is configured to control the lock-up hydraulic pressure based on work instrument load information, pertaining to a load of a work instrument during execution of the lock-up slippage control.

Abstract: A lock-up control apparatus includes a kick-down instruction detector configured to detect a kick-down shift transmission instruction during application of a lock-up clutch. A first lock-up control amount changer is configured to change the lock-up control amount when the kick-down shift transmission instruction is detected. An intermediate gear speed determinator is configured to determine whether the kick-down shift transmission instruction includes an intermediate gear speed shift transmission instruction to an intermediate shift transmission gear speed. A second lock-up control amount changer is configured to change the lock-up control amount when the kick-down shift transmission instruction includes the intermediate gear speed shift transmission instruction. A target gear speed shift transmission instruction detector is configured to detect a target gear speed shift transmission instruction.

Abstract: A power transmitting apparatus includes a clutch that operates based on pressure of a fed fluid to adjust a mode of power transmission of an engine or/and a motor/generator on a power transmission route, a first driving pump that feeds the fluid to the clutch by being driven in accordance with rotation of the motor/generator, and a second driving pump that feeds the fluid to the clutch by being driven in accordance with electric power, wherein a first engagement unit and a second engagement unit can be caused to engage rapidly or slowly by selecting one of the first driving pump and the second driving pump as a source of the fluid, and when a drive request of the clutch is present and a rotation speed of the motor/generator is lower than a predetermined rotation speed, the first engagement unit and the second engagement unit are caused to engage rapidly by feeding the fluid from the second driving pump.

Abstract: A method of operating the torque converter lock-up clutch in a power transmission of a working machine comprising at least one hydraulically actuated lifting device. The torque converter lock-up clutch is actuated for disengagement when a predefined limit value for the position of the lifting hydraulic mechanism of the at least one lifting device is exceeded. When the position of the lifting hydraulic mechanism falls below a predefined limit value and when the turbine rotational speed exceeds a predefined threshold value, the torque converter lock-up clutch is reengaged.

Abstract: A method for operating a hybrid drive device of a motor vehicle that has at least two different drive aggregates, in particular an electric motor and an internal combustion engine, and having a clutch, the drive aggregates being capable of being operatively connected using the clutch. It is provided that, in a diagnostic and/or adaptation operating mode; the clutch is operated with a slippage. In addition, the present system relates to a hybrid drive device, a control device for a hybrid drive device, and a motor vehicle aggregate that has both the control device and the hybrid drive device.

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 an engine, transmission, and controller. The transmission includes a clutch pack, a clutch piston, and a position sensor. The sensor measures a changing magnetic field with respect to the piston, and encodes the measured magnetic field as a raw position signal. The controller receives the raw position signal and processes the raw position signal through a signal processing module to generate a filtered signal attenuating signal noise in the position signal. The controller determines a commanded position of the piston, and calculates separate proportional (P), derivative (D), and integral (I) control terms using the commanded position and filtered position signal. The controller also calculates a feed-forward control term using the commanded position, and a required flow rate for actuating the clutch pack as a function of the PID terms and the feed-forward commanded position term. The controller actuates the clutch pack using the commanded flow rate.

Abstract: A powertrain includes an engine, a transmission, and a torque converter located between the engine and the transmission. Subsequent to a rapid increase in engine torque commands, torque converter slip is controlled by monitoring a measured torque converter slip after the rapid increase in engine torque commands, determining a maximum measured torque converter slip value resulting from the rapid increase in engine torque commands based upon the measured torque converter slip, determining a target value to which to reduce the torque converter slip, determining a recovery profile to reduce the torque converter slip from the maximum measured torque converter slip to the target value, and utilizing the recovery profile to controllably reduce the torque controller slip. Determining the recovery profile includes commanding reducing slip through the profile at commanded torque converter slip values selected to prevent the torque converter slip from reaching zero.

Abstract: In a controller for a belt-type continuously variable transmission including a hydraulic actuator that changes a groove width of a primary pulley, a hydraulic actuator that changes a groove width of a secondary pulley, and a belt clamping pressure control solenoid that controls the hydraulic pressure supplied to the hydraulic actuator of the secondary pulley, a mechanism calculates a transmission ratio between the primary pulley and the secondary pulley and determines whether or not there is belt slippage based on that calculated transmission ratio, and a mechanism determines normalcy of the belt clamping pressure control solenoid. The input torque when belt slippage has actually occurred, i.e., when a failure has been determined, is used as a condition when performing the normalcy determination.

Abstract: A system and method for controlling a hydraulic transmission uses a clutch fill profile having a hold level that varies as a function of torque. A pressure required for an on-coming clutch to hold the gear of the off-going clutch without a flare or over-speed condition is calculated. This pressure approximates the pressure of the on-coming clutch when a disengage command with respect to the off-going clutch is reached. The pulse and hold phases for the clutch are executed at times that are constant from shift to shift and do not vary as a function of torque or slip.

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 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 actuating a clutch for coupling a manual change-speed transmission of a motor vehicle, in which the clutch can be actuated with the help of a clutch pedal, is provided. The method includes sensing a rotational speed of a motor of the motor vehicle that can be coupled to the change-speed transmission via the clutch and/or sensing a travelling speed of the motor vehicle and actuating the clutch independently of a position of the clutch pedal when the sensed rotational speed undershoots a predefined limit rotational speed and/or the sensed travelling speed undershoots a predefined limit travelling speed.

Abstract: A method for controlling a powertrain includes monitoring engagement status of said selectable one-way clutch, monitoring an upshift command, monitoring a speed of an engine to torque converter shaft, monitoring a speed of a torque converter to transmission shaft, when the monitoring detects engagement of the selectable one-way clutch and the upshift command, then determining a relative rotational speed of the torque converter based upon the speed of said engine to torque converter shaft and the speed of said torque converter to transmission shaft. A locked selectable one-way clutch condition is diagnosed based upon the relative rotational speed. A torque increase is commanded from the engine based upon the locked selectable one-way clutch condition. And disengagement of the selectable one-way clutch is commanded.

Abstract: A method of detecting synchronizer misalignment in a vehicle transmission, includes: applying an engagement force to an input side of a synchronizer or output side of the synchronizer; monitoring a performance characteristic of a power source configured to apply the engagement force; and determining a misalignment based on the performance characteristic exceeding or not achieving a predetermined threshold.

Abstract: Systems and methods for assisted direct start control are provided. An example method varies engine torque, forward clutch engagement pressure, and wheel brake pressure during a vehicle launch responsive to longitudinal vehicle grade to improve launch performance.

Abstract: A method for controlling a damper clutch may include determining whether the damper clutch is in a slip or lock-up state in a driving state of a vehicle, determining whether a condition of the vehicle is within a predetermined resonant range, determining whether a torque of the vehicle is within a predetermined resonant torque range, detecting a subharmonic vibration when the damper clutch is in the slip or lock-up state, the condition of the vehicle is within the predetermined resonant range, and the torque of the vehicle is within the predetermined resonant torque range, and controlling the damper clutch to slip or be open when the subharmonic vibration is larger than a predetermined value.

Abstract: A machine control system including an impeller clutch pedal sensor, a power source sensor, a torque converter output speed sensor, an implement lever sensor and a controller is provided. The impeller clutch pedal sensor is configured to generate a signal indicative of an impeller clutch command. The implement lever sensor is configured to generate a signal indicative of a desired hydraulic flow corresponding to an implement lever command. The controller is configured to determine a desired output torque, at a current torque converter output speed, based on the signals from the impeller clutch pedal sensor and the power source sensor. The controller is configured to modulate at least one of the speed of the power source or an engagement of an impeller clutch based on the desired output torque and the implement lever command.

Abstract: A method for hill start assistance for a motor vehicle and to an associated device that includes a clutch and a transmission between the clutch and driving wheels of the vehicle. The method determines the torque of the clutch for maintaining the vehicle in an immobile position based on a known engine torque, wherein the torque of the clutch is determined by taking into account a portion of the engine torque dedicated to operation of constituent mechanisms of the vehicle other than the clutch.

Abstract: Implementation of a safety function that secures the value of the contact point, which is important for twin clutch systems, against wrong determination. It is part of a safety system that ensures functional safety for twin clutch systems.

Abstract: A process and device for controlling a motor vehicle with an initialization device (43) for startup and a clutch actuated by means of a clutch actuator set (45) between a drive unit and a gear with a control device (41) by means of which at least one control of the clutch actuator set (45) and an acquisition of measurement data of a sensor (47) takes place for the purpose of determining the position of the clutch, characterized in that to verify the state “clutch open” upon startup, a positioning of the clutch actuator set (45) that has been set and stored before or during shutdown is compared to a positioning that was acquired during a predetermined movement course of the clutch actuator set (45) after startup by means of a distance measurement, which takes place at least in a segment of that movement course, whereby the state “clutch open” is recognized, in particular, when the magnitude of the comparison is within a predetermined tolerance range.

Abstract: Disclosed is a system and method for determining when an engine of a hybrid electric vehicle has abnormally stalled. In particular, a control unit is configured to determine whether an entry condition has been satisfied before determining whether the engine stalled. Then once it is determined that the engine has stalled, the control unit increase a stall count and monitors whether the engine enters a normal operation state. If the engine enters a normal state, the control unit decreases the stall count. However, when the stall count is greater than or equal to a predetermined threshold value it is determined that the engine is out of order.

Abstract: When an inertia phase of an upshift of the transmission is started during a lockup clutch engagement operation, a following command oil pressure to be used during a following lockup clutch engagement operation is learned on the basis of a slip rotation speed, which is a rotation speed difference between an input side rotation speed of the torque converter and an output side rotation speed of the torque converter, at or after a start point of the inertia phase.

Abstract: A coasting control device capable of avoiding coasting control during running on road having a small coefficient of friction between a tire and a road surface (“low ? roads”) includes a low ? road running recognition unit which recognizes that a vehicle is running on a low ? road and a unit for prohibiting coasting control during low ? road running when the low ? road running recognition unit recognizes that the vehicle is running on a low ? road.

Abstract: A method for operating a forward-guiding driver assist system, in particular an ACC system, in a motor vehicle having a clutch pedal as a driver-operated actuator for manually operating a clutch and an additional clutch actuator includes the steps of performing with the driver assist system at least one driving intervention for controlling the speed of the motor vehicle, determining a desired clutch slip, when controlling the speed, and controlling the additional clutch actuator for automatically disengaging and engaging the clutch commensurate with the determined clutch slip.

Abstract: In a transmission control device with a control unit, to eliminate a tooth-on-tooth position in a transmission shifting unit, a transmission clutch is adjusted to a nominal clutch value. In at least one operating mode, the control unit is designed to specify a prescribed clutch value, which is independent of any intermediate clutch value setting.

Abstract: A coasting control device that prevents failures due to deterioration of a release bearing. The device includes an cumulative disengagement time measuring unit cumulatively measuring a duration of time that a clutch is being disengaged during coasting control, and an overtime restricting unit prohibiting coasting control when the measured cumulative clutch disengagement time has exceeded a predetermined time giving an indication of fatigue of a member of the clutch, and/or an overtime alarm unit providing an alarm when the measured cumulative clutch disengagement time has exceeded a predetermined time giving an indication of fatigue of the member of the clutch.

Abstract: A drive train control arrangement for a motor vehicle drive train includes a main drive train, a first drive axle permanently driven by the main drive train, an auxiliary drive train and a second drive axle coupleable to the main drive train via the auxiliary drive train, which has a first clutch unit and a second clutch unit connected downstream in the power train of the first clutch unit for connecting the second drive axle to the main drive train, and a control unit, which in at least one operating mode that closes the at least one second clutch unit of the auxiliary drive train to shift into a standby operating mode when a defined operating condition is present, and with the standby operating mode activated, closes the first clutch unit of the auxiliary drive train to connect the coupleable second drive axle depending on at least one parameter.

Abstract: A shift control device includes a clutch for performing a connection/disconnection of power transmitted to a drive wheel from an engine based on an operation input to a shift operator, an actuator for performing a drive control of the clutch, and a controller for controlling the driving of the actuator. The controller includes an operation quantity detector for detecting an operation quantity of a shift operator, a shift starter performing a control toward the disengagement of the clutch by driving the actuator at a stage in which an operation quantity detected by the operation quantity detector exceeds a first threshold value, and a shift starter for performing a disengagement control of the clutch by driving the actuator at a stage wherein an operation quantity detected by the operation quantity detector exceeds a second threshold value which is larger than the first threshold value.

Abstract: A control unit (200) executes fail-safe control that forcibly releases a lockup clutch (15) by activating a fail-safe valve (112), abnormality diagnosis control that determines whether a solenoid valve (DSU) is suffering from a solenoid ON abnormality when the vehicle has started with the fail-safe control executed, and reproduction control that simulatively reproduces, when the vehicle has started without the fail-safe control executed, a condition coinciding with the condition for allowing execution of the abnormality diagnosis control.

Abstract: A method of operating a vehicle powertrain, includes: sensing a vehicle velocity; selecting at least two of a plurality of control strategies; activating the at least two control strategies, said two control strategies including: (i) operating the vehicle in a stationary start-stop mode when the vehicle speed is below a first threshold; and (ii) operating the vehicle in a rolling stationary start-stop mode when the vehicle speed is above a second threshold.

Abstract: A wheel position determination module determines first and second wheel positions based on first and second signals generated using first and second wheel speed sensors. The first and second wheel speed sensors generate the first and second signals based on rotation of driven wheels of the vehicle, respectively. The wheel position determination module determines third and fourth wheel positions based on third and fourth signals generated using third and fourth wheel speed sensors. The third and fourth wheel speed sensors generate the third and fourth signals based on rotation of other wheels of the vehicle, respectively. A first average determination module determines a first average of the first and second wheel positions. A second average determination module determines a second average of the third and fourth wheel positions. An estimation module selectively generates an estimate of torque at the driven wheels based on the first and second averages.

Abstract: A control assist method for a vehicle including a power train connected to drive wheels by a clutch. The method updates a clutch curve which connects a position of a clutch pedal and a maximum torque that can be transmitted by the corresponding clutch, as a function of reliability thereof, the reliability being lower when the vehicle is first used and increasing with use of the vehicle.

Abstract: A method of determining clutch parameters at the initial start of operation of a friction clutch in a motor vehicle comprising the steps of: in a first phase, moving the clutch from an open state into a closed state and into an open state again at a predetermined constant slip of the clutch and determining and storing the position of the clutch during the movement when predetermined clutch torque thresholds are reached; in a second phase, in a first step, determining a touch point, a position hysteresis, and a torque hysteresis from the determined positions; determining a preliminary friction coefficient; determining preliminary form factors; determining a final friction coefficient; and determining final form factors.

Abstract: A method for performing gear shifting by engaging a coupling element with a gear wheel includes moving the coupling element relative to the gear wheel from a disengaged position to an engaged position, in which a particular gear is selected. A speed of the coupling element relative to a speed of the gear wheel is controlled during movement of the coupling element so that a speed difference is maintained until the coupling element reaches the engaged position.

Abstract: Various embodiments of methods, apparatus and systems that calibrate main modulation of an elector-hydraulic control system are presented. Some embodiments calibrate regulator control signals that cause a main regulator valve to develop a main line pressure based upon status of a clutch trim valve that develops a clutch feed pressure for a clutch of a transmission.

Abstract: A dynamic model is stored in memory that defines torque transmitted by the lockup clutch as a function of a plurality of torque converter operating parameters. A lockup clutch command is asserted to control engagement the lockup clutch, and thereafter a number of the plurality of torque converter operating parameters are monitored. A profile is selected of one of the plurality of torque converter operating parameters, and the profile is configured to result in an intersection of rotational speeds of the pump and the turbine over time when inserted into the model along with the monitored values of the number of torque converter operating parameters. The model is continually solved over time using the selected profile and the monitored operating parameters to produce transmitted torque values, and the lockup clutch command is modified based on the transmitted torque values.

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 method for controlling a parallel hybrid drive-train of a vehicle comprising an automatic transmission and a combustion engine which is connected, via a first shifting device, to an electrical machine, which is connected, via a drive shaft, a starting clutch positioned in the transmission. To guarantee safety and high drive comfort of the vehicle during failure of the starting clutch, shifting failures of the starting clutch are monitored. If a shifting failure is recognized, predetermined contingency procedures are initiated and executed in which either continued drive of the vehicle or slowing down of the vehicle to a stop is possible. A device comprises a monitor with a sensor and parts for analyzing and recognizing shifting failures of the starting clutch. Control parts initiate and execute contingency procedures such that a continued drive operation or slowing down of the vehicle to a stop is possible.

Abstract: A vehicle control device for controlling a vehicle drive apparatus, the vehicle control device configured with a phase determining mechanism that determines the end of the torque phase in a shift operation, and a rotary electrical machine control mechanism that controls the torque of the rotary electrical machine using a variation of input torque. The vehicle control device is also configured with an engagement control mechanism that provides feedback controlling supplied oil pressure to an engagement side element as an engagement element on a side to be engaged after switching of shift speeds so that the rotation speed change rate of the input member becomes the target rotation speed change rate.

Abstract: A vehicle behavior control apparatus that generates a gyro moment based on the behavior of the vehicle includes i) a gyro which has a rotating body that is rotatably supported on a rotating shaft and a rotating body rotating portion that rotates the rotating body, ii) a vehicle speed detecting portion that detects the vehicle speed of the vehicle, and iii) a controller that changes the centrifugal force generated in the rotating body based on the detected vehicle speed.

Abstract: A multiple clutch transmission control apparatus performs gear changing smoothly by improving clutch torque control precision, without reducing the speed of gear changing, in a vehicle or the like including a multiple clutch transmission. With this control apparatus, a control unit switches the transmission gear from the previous gear to the next gear by changing the torque transfer path by controlling the first clutch and the second clutch in a clutch changeover period. In the clutch changeover period, the control unit changes the torque transfer path by raising the clutch torque capacity of whichever of the first clutch and the second clutch is the next-gear-side clutch to reach a target value, and then lowering the clutch torque capacity of the previous-gear-side clutch.

Abstract: A system and method of detecting clutch engagement of a manual transmission of a motor vehicle is disclosed. The system and method include a clutch switch for detecting clutch engagement and a backup method for detecting clutch engagement. The backup method includes varying a target speed of an engine drive shaft of the motor vehicle and comparing the speed of the engine drive shaft with the speed of a mainshaft of the motor vehicle.

Abstract: A hill start assistance method for a user of a vehicle having a braking system and an electronic braking control, provided with at least one master cylinder pressure sensor, whereby the pressure on each caliper of the vehicle can be controlled. The method includes: estimating the torque transmitted by the clutch, recording information corresponding to the value of the master cylinder pressure resulting from a user's actuation of the brake pedal, and recording the information recorded corresponding to the value of the master cylinder pressure when the user actuates the brake pedal again by pressing harder on the pedal or partially releasing same. When the user releases the brake pedal fully, the braking system maintains the pressure on the calipers for a predetermined period of time, as a function of a pressure set value equal to the value of the last item of information recorded.

Abstract: A vehicle includes an engine, a first motor, and a second motor, each configured to generate a torque. A gearbox is configured to receive the generated torque. An oncoming clutch is configured to engage during a transition from a present operating mode to a target operating mode. A controller is configured to identify a speed profile associated with a transition to the target operating mode. The speed profile defines a calibrated profile time that represents an amount of time to synchronize the oncoming clutch during the transition from the present operating mode to the target operating mode. The controller is configured to adjust the calibrated profile time in real time to define an adjusted profile time and control the engagement of the oncoming clutch during the transition from the present operating mode to the target operating mode based at least in part on the adjusted profile time.