Abstract: A control unit of a control system for wheel-specific braking torque control is provided for a vehicle having an electronically controlled transmission. The control unit records the speeds of all wheels of the vehicle for the purpose of recognizing wheel slippage. The control unit records at least one vehicle dynamics operating parameter of the vehicle as an input signal, which can be recognized by a yawing of the vehicle. In the case of slippage on at least one wheel of an axle and when yawing of the vehicle takes place, the control unit initiates an up-shifting process in the transmission in order to reduce the engine torque by a certain torque amount. At the same time, the control unit initiates a braking intervention on both wheels of the other axle, i.e. the axle without the wheel slippage, in order to increase the braking torque by the same torque amount.

Abstract: The invention concerns a process and a device for engine and transmission control in a motor vehicle with an internal combustion engine controlled by an engine control and a stepped automatic transmission controlled by a transmission control.

Abstract: To recreate the familiar vehicle behavior of vehicles with internal combustion engines, a simulated engine drag torque is provided through controlled braking of the electric engine after release of the accelerator pedal or the brake pedal. To increase the driving comfort and, in addition, to save energy carried on board in the vehicle's energy storage device, the simulated engine drag torque sets in only upon reaching a minimum threshold value of a speed increase after the accelerator pedal or the brake pedal is released.

Abstract: Requested brake torque and requested throttle torque are assigned opposite algebraic signs in both rollback and non-rollback states. In the non-rollback state, requested motor torque development includes a process step (206) in which requested brake torque and requested throttle torque are algebraically summed. In the rollback state, requested motor torque development includes a process step (218) in which requested throttle torque is substituted for the regeneration torque limit. In the rollback state, the difference between the requested throttle torque and the requested brake torque is compared with a zero vehicle speed regeneration torque limit (228) when the result of comparing the difference between requested throttle torque and the requested brake torque with the regeneration torque limit (222) discloses that the latter difference does not exceed the regeneration torque limit. The result is used to determine respective amounts of motor torque and friction brake torque (230, 232, 234, 236).

Abstract: A control system for adjusting a throttle progression curve to compensate for traction slip calculates a maximum vehicle acceleration value based on wheel torque and vehicle speed conditions, then compares the actual vehicle acceleration to determine if it is greater than the maximum acceleration to determine if slip is detected, and adjust a throttle progression curve based on the results of the comparing step to enable the vehicle to learn the current road conditions and reduce the throttle progression for a given pedal position during slippery conditions to reduce the amount of slip that occurs during future accelerations.

Abstract: A method of controlling a friction-based torque-transmitting system in the drive train of a motor vehicle has the following steps: a) monitoring the respective rates of rotation of an input element and an output element of the torque-transmitting system, b) establishing and analyzing a correlation between said rates of rotation; and c) initiating a change in the operating mode of the torque-transmitting system if the correlation is found to have changed in excess of a given threshold limit.

Abstract: A driving force control system for an automotive vehicle using driving torque produced by at least one of an internal combustion engine and an electric motor for propulsion, and including a battery and a power-transmission mechanism having a continuously variable transmission, comprises sensors detecting vehicle speed, engine speed, an accelerator operating amount, a state of charge of the battery.

Abstract: An apparatus and a method for controlling an automotive vehicle are disclosed, in which a control amount for securing safety of the vehicle and the control amount for achieving a state intended for by the driver of the vehicle are switched in such a manner as to reduce the shock due to the change in the torque generated from the power train, thereby accomplishing both safety and maneuverability at the same time. A first target value is set for controlling at least selected one of the driving torque, the driving force and the acceleration/deceleration rate. A second target value is calculated in accordance with the drive mode intended for by the driver or the driving environment ahead of the vehicle. In the case where a deviation exceeding a predetermined value develops between the first target value and the second target value, the fluctuations of at least one of the driving torque, the driving force and the acceleration/deceleration rate are suppressed.

Abstract: A deviation between a target value of a quantity of state and an actual value of the quantity of state that is caused to follow the target value or a time-integral of the deviation is filtered. Based on the filtered value, a switching surface &sgr; is calculated. Based on a value of the switching surface &sgr;, a control input value u is outputted. The filter is set through comparison in Bode diagrams between a design model of a control system based on an ordinary sliding mode control method and a characteristic variation model of the control system, and by performing compensation in such a direction as to cancel out the variation. The filtering process makes it possible to properly control the control system having a dead time by the sliding mode control method.

Abstract: A method for detecting slippery ground in a vehicle with automatic transmission includes detecting the instantaneous running conditions, with the aid of at least one parameter that represents the existence of slippery ground; on the basis of this detection, generating, by counting, a value that represents the change in running conditions as a function of time; comparing the value with reference conditions; as a function of the result of the said comparison, deciding whether or not the instantaneous running conditions correspond to slippery ground.

Abstract: An internal combustion engine control apparatus is capable of changing between a stratified charge combustion operation and a uniform combustion operation in accordance with the operating condition of an internal combustion engine. If a request for a reduction in the torque of the engine is issued in order to reduce the behavior change of the vehicle or the like, the torque of the engine can be reduced with high responsiveness and high precision by immediately changing the operation of the engine to the stratified charge combustion operation, and then controlling at least one of the amount of fuel to be injected and the fuel injection timing.

Abstract: An auto-cruise controller to control the throttle angle of an engine so that the actual vehicle speed is equal to the target vehicle speed. In the controller, the pressure control of a lock-up clutch of an automatic transmission is conducted based on an amount of control of the lock-up pressure calculated corresponding to the traveling conditions of the vehicle when the throttle is fully closed, and when the vehicle is descending a slope during the auto-cruise control.

Abstract: Vehicle control apparatus including a running stability controller for performing a predetermined operation for improving stability of running of the vehicle by reducing engine output, braking the vehicle, holding automatic transmission in a predetermined position or shifting up the transmission, for example, and a device for preventing an interference between the operation of the running stability controller and an operation of a device, such as the automatic transmission, a torque converter lock-up clutch and a differential limiting clutch, which device is provided in a power transmitting system and which is controlled by an appropriate controller.

Abstract: Drive system, especially for a motor vehicle, with a drive assembly, especially an internal combustion engine (1), an electric machine (4) and an antislip control, in which the (one) electric machine (4) is designed such that it can produce a reduction of drive slip, in particular by braking action and/or—when the electric machine (4) is acting as a coupling—by clutch slip action.

Abstract: A slip of drive wheels of a vehicle driven via a continuously variable transmission is suppressed due to fuel cut of a multi-cylinder engine. The speed change response characteristics of the transmission are made to vary according to the engine rotation speed when fuel cut is performed. A speed change ratio command value is calculated from a target speed change ratio based on a first-order delay due to a predetermined time-constant. The response of the transmission is thus delayed for low engine rotation speed than for high rotation speed, and undesirable fluctuation of the speed change ratio when the drive wheels slip is prevented.

Abstract: In a vehicle having a continuously variable transmission, a road surface gradient estimation block for calculating a road surface gradient and a target vehicle speed value decision block for deciding a vehicle speed according to the road surface gradient are provided. During a vehicle running, when the road surface gradient becomes larger than a stored judgment value, a target vehicle speed is prepared in accordance with a vehicle speed at a time a road gradient value exceeds over an establishment value, a transmission ratio is controlled to have the target speed. Accordingly, a drive force in response to the road surface gradient can be carried out without a change-over of a transmission mode by a driver himself.

Abstract: The invention proceeds from a control of the drive train of a motor vehicle having at least a drive unit and an automatic transmission. During driving operation, a desired value for the drive torque of the vehicle or for the transmission output torque is pregiven by the driver. The different operating points of the drive train are characterized by at least different output torques of the drive unit and rpm ratios and/or different output rpms of the drive unit. The essence of the invention is that, during driving operation, a set of evaluation quantities is determined for each possible operating point. One of the possible operating points is then selected as an optimal operating point via an optimization method based on the determined evaluation quantities. The transmission ratio, which belongs to this selected optimal operating point, is then adjusted on the transmission.

Abstract: A vehicle traction control system is controlled in part by a signal value indicative of estimated wheel torque. The estimated wheel torque value is produced within the vehicle's electronic engine control (EEC) module by summing a first value which indicated the estimated torque attributable to engine combustion and a second value which is proportional to engine acceleration/deceleration which indicates the amount of torque attributable to the inertial movement of engine and drive train masses. The second value is modified by a third value based on the speed ratio across the transmission. Before summing the two signal components, the signal which indicates combustion torque is preferably delayed with respect to the signal indicating inertial torque by a delay interval whose duration varies with engine speed to take into account the delay between intake fuel rate changes and combustion forces as well as delays attributable to the timing of the calculations themselves.

Abstract: In one aspect of this invention, a fluid actuated clutch is disclosed. The fluid actuated clutch is operatively connected to a control valve that is actuated by an electronic controller that receives a signal from an input mechanism, including a value for speed of an engine drive and a value of output speed for a torque converter. The method includes detecting a torque converter ratio which is the output speed of the torque converter divided by the engine drive speed, and detecting if there is at least one torque converter decrease exceeding a predetermined level and preferably detecting if there are at least two consecutive decreases in the torque converter ratio with at least one of the torque converter decreases exceeding a predetermined minimum level. This condition represents the end-of-fill point for the fluid actuated clutch.

Abstract: In a four-wheel drive vehicle, a rear differential includes an input shaft to which a driving force is transmitted from front wheels through a propeller shaft, a driven bevel gear mounted on the input shaft, a follower bevel gear mounted on a clutch drive shaft and meshed with the driven bevel gear, left and right electromagnetic clutches disposed between opposite ends of the clutch drive shaft and left and right output shafts. The maximum transmitted torque transmitted through the left and right electromagnetic clutches is controlled, so that it is decreased with an increase in vehicle speed detected by vehicle speed detecting means. Thus, the vehicle can avoid the maximum horsepower transmitted by the bevel gears and the electromagnetic clutches being increased with an increase in vehicle speed. Therefore, it is possible to ensure the durability of the bevel gears and the clutches, while providing a reduction in size of the bevel gears and the clutches.

Abstract: A vehicle speed control system comprises a section for calculating a command driving force-required to make a sensed vehicle speed equal to a preset command vehicle speed, a section for calculating a command engine output in accordance with the command driving force and the command vehicle speed, a section for calculating a command engine speed corresponding to the command engine output from a predetermined engine torque-versus-speed characteristic relationship in an engine constraint state of minimum throttle setting and fuel cutoff inhibition when the command driving. force is negative, and a section for calculating a command transmission ratio in accordance with the command engine speed. When the driving force command is negative, the control system put the engine in the constraint state and controls a continuously variable transmission in response to the command transmission ratio so as to prevent undesired vehicle speed hunting.

Abstract: An apparatus for controlling an automatic transmission of a motor vehicle, wherein a shift-down action of the automatic transmission is achieved with a releasing action of a hydraulically operated frictional coupling device, the apparatus including a rapid pressure reduction device operated upon determination that the shift-down action should be effected, for rapidly reducing a pressure of the frictional coupling device to a predetermined pressure level higher than a critical level at which the frictional coupling device starts slipping, an input torque determining device for determining an input torque of the automatic transmission, or a rate of increase of the input torque, and a rapid pressure reduction amount determining device for determining the predetermined pressure level to which the pressure of the frictional coupling device is reduced, on the basis of the input torque or the rate of increase thereof of the automatic transmission determined by the input torque determining device.

Abstract: A transmission torque of a friction part during a shift is requested in accordance with an input rotation speed and an input torque of the friction part of an automatic transmission and a target torque during the shift determines. An output torque of an engine is reduced in accordance with a difference between the transmission torque and the target torque. A control transmission torque supplied to the friction part is determined in accordance with the torque difference and the transmission torque, thereby an operation force to the friction part is determined and the operation force is supplied to the friction part. A control apparatus and method for the automatic transmission is provided wherein a stable shift time can obtain and a shift shock can be suppressed.

Abstract: An electronic management system for an automatically adjustable clutch in a power train between a combustion engine and a manually shiftable transmission of a motor vehicle employs a microcontroller which regulates the transmission of torque by the clutch to initially effect a change from a disengaged condition to a condition of initial engagement with a maximal slip whenever the synchronization of the transmission following a manual shifting of the transmission into a different gear ratio takes place at that RPM of an input and/or an output component of the transmission which exceeds a predetermined threshold value, such as that corresponding to the maximum permisible RPM of the engine. The microcontroller varies the slip of the clutch until the RPM of the input and/or output component of the transmission decreases at least to the predetermined threshold value.

Abstract: Slip across a torque converter of an automotive powertrain is estimated using powertrain operating parameters throughout a powertrain operating cycle for use in powertrain control and diagnostic operations. Slip across the torque converter is estimated and is periodically updated in accordance with an adaptive control procedure to maintain model accuracy over time. The slip is estimated for both torque converter coupling and torque multiplication scenarios, with the greater of the estimates identified as indicating current slip. Current slip is applied to generate actual transmission gear ratio which is compared to commanded gear ratio when a transmission shift maneuver is not in process to identify transmission solenoid fault conditions, and which is applied for precise transmission shift enhancement control during a transmission shift maneuver.

Abstract: A control system/method for controlling engine (12) flywheel (T.sub.FW) torque in a vehicular powertrain system (10) including an electronically controlled engine and a torque load limited drivetrain system (11) is provided. The control will sense values of a control parameter (GR, OS) indicative of potential overloading of the drivetrain at maximum engine flywheel torque and will cause engine flywheel torque to be limited to a value less than the maximum value thereof. Flywheel torque is determined as a function of torque values available on the vehicle electronic data link (DL).

Abstract: An apparatus and method control an automatic transmission of an automobile. When a feedback control is executed by the automatic transmission while the speed is being changed, the control operation may often lose stability due to a large deviation between a target value and a practical value at the start of the feedback control operation being caused by a change in the opening degree of the throttle and a change in the oil temperature in the automatic transmission. To solve such a technical problem, the control apparatus which detects that the automatic transmission is changing the speed, operates the output shaft torque of the automatic transmission, recognizes a point of inflection of the output shaft torque while the speed is being changed, sets a target output shaft torque of the automatic transmission, and sets an initial target value at a moment of the point.

Abstract: A compact-sized position detecting switch-combined electronic control unit disposed on the main body of an automatic transmission and used for detecting range positions chosen by a driver during a shifting operation. The control unit has a base board on which a plurality of elements are arranged, including a microcomputer containing an automatic transmission control program, and a position detecting switch whose detecting portion is connected to the microcomputer. The base board and the position detecting switch are disposed in a single case. The position detecting switch has a rotor and a plurality of non-contact sensors disposed on the base board. The microcomputer contains a learning control program for calculating and correcting any positional deviation in the rotational angle of the rotor with respect to each sensor on the basis of signals from the sensors corresponding to rotation of the rotor. Some of the elements on the base board are arranged outside the range of rotation of the rotor.

Abstract: An apparatus for actuating a torque transmitting system and/or a transmission in the power train of a motor vehicle has a control unit which is used to monitor and/or calculate operational parameters and conditions of the motor vehicle. The control unit remains active after the motor vehicle ignition is turned off, and also stores in memory operational parameters and conditions for subsequent use when the motor vehicle is again activated.

Abstract: A method for the control of shifting processes in a vehicle transmission from an initial gear to the next higher target gear includes the steps of continuously determining the vehicle acceleration (a) and the driven rpm (n.sub.2) behind the vehicle transmission. A shifting process is triggered when the acceleration value (a) and the essentially simultaneously recorded driven rpm value (n.sub.2) fall on a shifting point which lies on a shifting characteristic (n.sub.2 (a)) in an acceleration-driven rpm diagram, where the shifting characteristic (n.sub.2 (a)) has a stepped course with at least two break points (a.sub.-- max; a.sub.-- min) and the slope of the shifting characteristic for acceleration values a.sub.-- min<a<a.sub.-- max is always smaller than or equal to the slope of the shifting characteristic for acceleration values a.ltoreq.a.sub.-- min or a.gtoreq.a.sub.-- max. In other words, the following applies:.linevert split.n.sub.2 (a.sub.1).linevert split..ltoreq..linevert split.n.sub.2 (a.sub.

Abstract: In apparatus and method for controlling a driving force for an automotive vehicle having an internal combustion engine, a slip condition of a driven road wheel is detected, an opening angle of an engine throttle valve so as to control the slip condition of the driven road wheel to a predetermined condition is adjusted, a target opening angle of the throttle valve according to the detected slip condition is derived, the opening angle of the throttle valve is determined, a steady state deviation of an output of the engine developed between the target opening angle of the throttle valve and the actually detected opening angle thereof is derived, and the derived steady state deviation is compensated using another driving force reducing control unit such as an engine control unit used for, for example, cutting off a fuel supply to a determined number of engine cylinders.

Abstract: A method for influencing the drive torque in a drive train comprising at least one electric motor at least indirectly driving one driven wheel, an internal combustion engine, and an electric machine allowing mechanical coupling to said engine operating a generator and a motor. Each selected motor allows electric coupling to the generator.The system creates a device for presetting a driver's desire for movement of the vehicle, coupled at least indirectly to an actuator of the internal combustion engine. According to the invention, the electric motors are operated as generators, at least upon release of the system for presetting a driver's desire. Drawn from the driven wheels by the electric motors is a first output portion that is generated in generator mode and fed to the electric machine for driving the internal combustion engine.

Abstract: A method of controlling automatic transmissions during traction control for reducing engine output upon occurrence of a skid of a driving wheel comprises moving in a high throttle valve opening area a predetermined shift line on the low vehicular speed side, and moving the predetermined shift line on the high vehicular speed side in a low throttle valve opening area.

Abstract: A power train controller and control method are provided for a passenger car driven by a combustion engine and an automatic gear changing transmission. Control sensors detect a current operating state of the passenger car. Three different modes of operation, including sports mode, economy mode, and comfortable mode are selected by the driver. Depending on the selected mode, the automobile transmission is controlled in different shifting patterns as a function of the sensed vehicle operating conditions.

Abstract: An acceleration slip control system for a motor vehicle operates so that a request for the upshift of the transmission of the motor vehicle is not output to upshift device in accordance with a road surface condition detected by road-surface condition detection device, on the basis of the detection results of engine revolution-speed detection device and driving-wheel slip detection device, whereby the inferior acceleration of the motor vehicle attributed to the upshift is prevented in order to perform the optimum gear-shift control conforming to the road surface condition.

Abstract: There is disclosed a motor vehicle having a set of front wheels, a set of rear wheels, an engine, and a transmission driven by the engine and having a transmission output shaft. The motor vehicle further has a transfer including a variable torque trasmitting (VTT) clutch for varying a distribution of torque between the set of front wheels and the set of rear wheels depending upon degree of engagement thereof. A clutch activating pressure is generated and transmitted to the VTT clutch under the control of a mode selector valve.

Abstract: A wheel tachometer minimizes variances in the rate of revolution detected by the wheel velocity sensors of the tachometer due to assembling errors and improves the accuracy of the operation of driving force allocation. Sinusoidal wheel velocity signals vF and vR representing the rates of revolution of the front and rear wheels are produced respectively by front and rear wheel revolution sensors are subjected to wave shaping to obtain the rate of revolution of the front wheels nF and that of the rear wheels nR. When the rate of revolution of the front wheels nF and that of the rear wheels nR exceeds an initial threshold value V.sub.THMIN, the greater one of the rates of revolution nF and nR is used to update the threshold value V.sub.TH. Thereafter, the detected rates of revolution nF and nR are used for the wheel velocities of the front and rear wheels V.sub.F and V.sub.R when they exceed the threshold value V.sub.TH and zero is used for the wheel velocities of the front and rear wheels V.sub.F and V.sub.

Abstract: A control system/method for controlling engine (12) output torque in a vehicular powertrain system (10) including an electronically controlled engine and a torque load limited drivetrain system (11) is provided. The control will sense values of a control parameter (GR, OS) indicative of potential overloading of the drivetrain at maximum engine output torque and will cause engine output torque to be limited to a value less than the maximum value thereof.

Abstract: In a driving force transfer apparatus for a part-time four-wheel drive vehicle with a fail safe structure, a high-speed gear range shift position and a low-speed gear range shift position in a high-speed and low-speed gear range position switching mechanism in a sub transmission are determined without special position sensors. In a case where the special position sensors are installed in the transfer apparatus, a shift position sensor diagnosis operation is effected so that a failure in either of a high-speed gear range position or low-speed gear range position sensor can easily be detected. If the failure in either of the position sensor occurs, a hydraulic (oil) pressure supply for providing a clutch pressure for a frictional clutch is made effective. Furthermore, a failure of either of revolution speed sensor detecting a first output axle revolution speed or detecting a second output axle revolution speed can also be detected. The first output axle is connected to mainly driven road wheels.

Abstract: A low-cost torque detection apparatus is obtained using wheel revolution sensors which are generally provided in a conventional ABS and an engine revolution sensor which is generally provided in a conventional engine fuel jet controller. The apparatus can be used, for example, in a vehicle having a drive source, such as an engine or a motor, for driving wheels which is coupled to the right and left wheels by respective shafts having torsional stiffness for transmitting a drive torque through a differential gear. The apparatus includes a drive source revolution angle detection device for the drive source and wheel revolution angle detection means for the right and left wheels, and calculates torques of shafts such as drive shafts for coupling the differential gear to the wheels using a torque calculator.

Abstract: In a powertrain including an internal combustion engine coupled to a transmission, engine ignition timing is controlled to minimize the impact of severe mechanical load disturbances, such as resulting from transmission shifts into or out of park or neutral positions, wherein the ignition timing is gradually varied to match the characteristic of the load disturbance being compensated, and variation in ignition timing is delayed in accord with transmission responsiveness, such as indicated by transmission temperature, until the disturbance is actually impacting powertrain mechanical load. Control stability is improved by temporarily suspending potentially duplicate control operations until the mechanical load disturbance has been compensated.