Abstract: A method for controlling a start of a vehicle using a controller includes: determining whether revolutions per minute (RPM) of an engine is within a reference range when start of the vehicle is requested; determining whether state data for controlling the vehicle satisfies a control condition for controlling a start of the vehicle when RPM of the engine is within the reference range; determining whether a position value of an accelerator pedal is less than or equal to a reference position value when the state data satisfies the control condition; determining whether a speed of the vehicle is greater than or equal to a reference speed when the position value of the accelerator pedal is less than or equal to the reference position value; and controlling a brake device when speed of the vehicle is greater than or equal to the reference speed.

Abstract: Methods and systems are provided for estimating a maximum available torque reserve prior to a gear upshift and then during the upshift, generating the torque reserve to fill a torque hole. In one example, a method may include estimating a maximum torque reserve based on each of a driver torque demand, an auxiliary system demand, and a maximum generable engine torque and then opportunistically generating the torque reserve.

Abstract: Torque reduction control is executed for temporarily reducing a torque capacity of a reaction engagement device during a transition of a shift. The reaction engagement device is maintained in an engaged state from before the shift to after the shift such that a predetermined rotating element in an automatic transmission bears a reaction caused by progress of the shift resulting from a change of an engaging-side engagement device into an engaged state. Therefore, without delaying a change of the engaging-side engagement device into the engaged state, transmission of torque that is generated as a result of rattling during a transition of a shift is reduced. Thus, in shift control over the automatic transmission, shock at the time of rattling is reduced while a stop of a shift due to a delay in change of the engaging-side engagement device into the engaged state is prevented.

Abstract: The present invention relates to a method for disconnecting a valve unit (302) from a pneumatically controlled actuator arrangement (208, 210) of a vehicle transmission (100), said transmission comprising at least one clutch arrangement (202, 204), a pneumatically controlled actuator arrangement (208, 210) arranged to controllably position the at least one clutch arrangement between a closed position and an opened position, and a valve unit (302) mechanically connected to the pneumatically controlled actuator arrangement (208, 210), the method comprising the steps of positioning (S1) the valve unit (302) in an opened state for providing compressed air to the pneumatically controlled actuator arrangement (208, 210); and subsequently disconnecting (S4) the valve unit (304) from the pneumatically controlled actuator arrangement (208, 210).

Abstract: A method for controlling a transmission of a marine propulsion device powered by an engine is carried out by a control module and includes monitoring a requested gear state of the transmission and a requested throttle position of a throttle valve on the engine. In response to the requested gear state being a neutral state or in response to the requested throttle position decreasing by more than a predetermined amount within a predetermined period of time, the control module controlling at least one of a pressure in a forward clutch of the transmission and a pressure in a reverse clutch of the transmission in a manner that is contraindicated by the requested gear state.

Abstract: A stop-start system and method for a motor vehicle include a controller configured to shut down an engine of the motor vehicle automatically when the motor vehicle is moving and a predetermined engine shut down condition is achieved, to perform a rolling stop-start operation; and a mechanically driven auxiliary vacuum pump coupled to a transmission gear or output shaft and configured to provide vacuum pressure to a brake booster of the motor vehicle, wherein the controller is configured to operate the auxiliary vacuum pump during the rolling stop-start operation.

Abstract: A method for operating a drive-train (1) of a motor vehicle having an internal combustion engine, a transmission connected between the internal combustion engine and a drive output, and a brake assembly. While the motor vehicle is traveling, if a manual command is given or if defined operating conditions exist, the drive-train (1) is operated in a coasting mode, in which the drive-train (1) is disengaged and the internal combustion engine is turned off. If the internal combustion engine, turned off for the coasting mode, fails to restart despite the existence of a signal to restart the internal combustion engine, a braking process is initiated automatically.

Abstract: A method to control a powertrain in a vehicle during an acceleration is provided, the powertrain including a propulsion unit, a multi-clutch transmission drivingly connected to the propulsion unit, and a control unit for controlling at least the powertrain components, which control unit is provided with a prediction model including at least one simulated shift sequence for the multi-clutch transmission. The method involves monitoring at least one operating parameter of the powertrain; estimating the time (tE) between initiation of a first power upshift and initiation of a sequential second power upshift using the prediction model; and, if the estimated time is shorter than a predetermined time limit (tLIM), controlling the propulsion unit to limit the vehicle acceleration so that the time between the first and second power upshifts is increased to be at least equal to the predetermined time limit (tLIM).

Abstract: A control device of a vehicle including a motor and a multi-speed type automatic transmission including a plurality of engagement devices, the control device engaging the engagement device to be engaged and releasing the engagement device to be released when the shift is determined, and controlling an engagement pressure of an engagement device to be released during an upshift in a driven state and a downshift in a driving state and controlling an engagement pressure of an engagement device to be engaged during an upshift in the driving state and a downshift in the driven state so as to control a rotation speed of a rotating element of the automatic transmission, the control device increasing an instruction pressure of the engagement device to a target surge pressure for a target surge time when switching is performed during the upshift and the downshift in the driven state, to the driving state.

Abstract: In a case where an operation to a non-parking operation position is performed at the time when an engine stops at a parking position, an electronic control unit executes two controls, i.e., a change to a non-parking position and starting of the engine, simultaneously. At this time, in a case where the operation to the non-parking operation position is performed at the time when the engine is stopped at the parking position by stop-start system, a deceleration start timing of an electric actuator is made earlier in comparison with a case where the operation is performed at a time different from the above. Accordingly, even in a state where a voltage of the electric actuator is decreased, a motor rotation position can be easily stopped at a non-p target rotation position.

Abstract: Described herein are various embodiments for a coasting timer for predictive acceleration. In an embodiment, a system for predictive acceleration of a vehicle is described. The system may comprise an accelerator pedal; a sensor coupled to the accelerator pedal, the sensor configured to measure depression of the accelerator pedal; and an electronic control unit (ECU). The ECU may be configured to: determine a current coasting map; determine a coasting interval duration based, at least in part, on the current coasting map; determine the coasting interval duration has started based, at least in part, upon a measurement received from the sensor; and activate one or more subsystems of the vehicle prior to the end of the coasting interval duration, the one or more subsystems determined based, at least in part, on a predicted acceleration type.

Abstract: A control apparatus for a vehicle includes: a stop-restart unit that stops an engine if an engine stop condition is satisfied and restarts the engine if a restart condition is satisfied; a first braking force control unit and a second braking force control unit that maintain a braking force for stopping the vehicle; and an engine start unit that starts the engine in the case where a vehicle stop state achieved by the first braking force control unit is switched to a vehicle stop state achieved by the second braking force control unit while the engine is stopped by the stop-restart unit.

Abstract: A method for propulsion of a vehicle (100): The vehicle (100) includes a combustion engine (101), and a gearbox (103) that can be adjusted to a number of gear ratios for transfer of force between the combustion engine (101) and at least one driving wheel (113, 114), at least one combustion chamber with at least one inlet for the supply of combustion gas and at least one outlet for the evacuation of an exhaust gas flow that has resulted from combustion in the combustion chambers and a turbocharger unit (203) for pressurizing the combustion gas.

Abstract: The invention relates to a method for controlling a drivetrain having an internal combustion engine controlled dependent on a load demand on a target engine torque and having a dual-clutch transmission with two sub-transmissions, each having a friction clutch positioned operatively between the internal combustion engine and a sub-transmission with a changing maximum transferable clutch torque, wherein a specified clutch torque is set along an actuation travel path by means of a clutch actuator, a clutch characteristic of the transferable clutch torque is continuously adapted over the actuation travel path, and a maximum engine torque for a sub-transmission, which is reduced in comparison to the target engine torque, is limited to the maximum clutch torque transferable by means of the friction clutch of that sub-transmission.

Abstract: A system and method for controlling a hybrid electric vehicle using a driving tendency are provided. The method includes determining a driving tendency level based on data to determine a driving tendency of a driver and determining a target engine torque using an engine torque map based on a vehicle speed and a required torque. Whether the driving tendency level corresponds to a predetermined level is determined as well as whether the required torque is equal to or greater than a torque that corresponds to an optimal operating point of an engine when the driving tendency level corresponds to the predetermined level. The target engine torque is then adjusted when the required torque is equal to or greater than the torque that corresponds to the optimal operating point of the engine.

Abstract: A vehicle control system is provided to prevent an occurrence of an engine misfire which may be caused by an execution of ignition retard during lean-burn operation of an engine. The vehicle control system is configured to determine a starting point of an inertia phase when a shifting operation is demanded in the lean-burn mode. The vehicle control system is further configured to switch from the lean-burn mode to the stoichiometric mode before the starting point of the inertia phase, and to execute an ignition retard of the engine in the stoichiometric mode.

Abstract: A system and method for controlling a vehicle powertrain includes a controller that is operative to automatically control at least one powertrain function other than engine torque based on a measured torque and a predetermined torque range. The predetermined torque range is based on a first engine torque estimate. The measured torque is related to actual engine torque, and can be measured directly at the engine crankshaft, or in another location in the powertrain and then transferred to the engine space.

Abstract: A speed change control system for a hybrid vehicle comprised of a first motor-generator, a differential mechanism that distributes a power of an engine to the first motor-generator and to an output member and that changes an engine speed in accordance with a speed of the first motor-generator, and a second motor-generator that exchanges a torque with any of wheels.

Abstract: The driving force controller for an electric vehicle that controls driving force of a motor in the drive system of an electric vehicle includes: a target driving force setting unit for setting the target driving force based on a request from a driver; a dividing unit for computing a first motor torque command value by dividing the target driving force by a reduction ratio; a target acceleration computing unit for computing target acceleration by dividing the target driving force by inertia of the drive system; an actual acceleration computing unit for computing actual acceleration by differentiating actual rotational speed of the motor; a correction amount computing unit for computing a correction amount for reducing deviation between the target acceleration and the actual acceleration; and a command value computing unit for computing a second motor torque command value by adding the correction amount to the first motor torque command value.

Abstract: A controller for a continuously variable transmission includes an electronic control unit. The electronic control unit reduces a change in a target speed ratio of the continuously variable transmission when a sensitivity coefficient is large as compared to when the sensitivity coefficient is small. When the sensitivity coefficient is large, a change in speed ratio is suppressed, so the stability of the speed ratio is improved. When the sensitivity coefficient is small, the response of a shift is improved. The controller changes a degree of suppressing a shift of the continuously variable transmission in response to the sensitivity coefficient, so it is possible to suppress a shift where necessary. Thus, it is possible to achieve both improvement in the stability of the speed ratio and improvement in the response of a shift in automatic vehicle speed control. This suppresses a feeling of strangeness experienced by a driver.

Abstract: A transmission control module comprises an actuation module and a flare control module. The actuation module controls actuation of a friction device used in shifting from a first transmission ratio to a second transmission ratio. The transmission ratio is based on an input speed of a transmission divided by an output speed of the transmission. The first transmission ratio is greater than the second transmission ratio. The flare control module selectively generates an engine torque reduction request when a measured transmission ratio is greater than a threshold during a shift from the first transmission ratio to the second transmission ratio.

Abstract: A control system for a vehicle performs torque down control to reduce torque of an engine by cutting off supply of fuel to at least one of the cylinders of the engine during an inertia phase of a power-on upshift. During the torque down control, the throttle opening is reduced to smaller than a throttle opening including an amount by which the throttle opening is increased so as to compensate for a part of the amount of torque reduction, by means of one or more cylinders to which the fuel continues to be supplied.

Abstract: There are provided an operational member and a body portion supporting the operational member rotatably, clockwise or counterclockwise, from a home position and movably in a vehicle longitudinal direction from its rotated position. The body portion is configured to allow the rotated or moved operational member to return to the home position automatically. A shift range is changed to a neutral range when the operational member is rotated from the home position, and the shift range is changed to a traveling range (a drive range or a reverse range) when the operational member is moved in the vehicle longitudinal direction from the rotated position after the operational member is rotated from the home position. Herein, changing of the shift range to the drive range or the reverse range depends on the direction of the rotation of the dial from the home position.

Abstract: A starting system of an engine mounted in a vehicle capable of running using torque output from an electric motor includes a estimation portion that estimates engine speed and output torque of the engine when the engine is driven to realize the power requested by the driver, a comparing portion that compares a time for which the engine continues to be stopped with a first time and a second time that is longer than the first time, a first starting portion that starts the engine when estimated engine speed is greater than first speed and less than second speed, and the estimated output torque is greater than first value and less than second value, and a second starting portion that starts the engine when the time for which the engine continues to be stopped is longer than the second time.

Abstract: A method for prioritizing potential threats identified by vehicle active safety systems. The method includes providing context information including map information, vehicle position information, traffic assessment information, road condition information, weather condition information, and vehicle state information. The method calculates a system context value for each active safety system using the context information. Each active safety system provides a system threat level value, a system braking value, a system steering value, and a system throttle value. The method calculates an overall threat level value using all of the system context values and all of the system threat level values. The method then provides a braking request value to vehicle brakes based on all of the system braking values, a throttle request value to a vehicle throttle based on all of the system throttle values, and a steering request value to vehicle steering based on all of the system steering values.

Abstract: Methods and systems are provided for controlling an engine system with a variable cam timing device. In one example, the variable cam timing device is operated to adjust engine valve timing differently at engine stop based on whether the engine stop is in response to an operator request or in response to an automatic controller initiated engine stop without an operator request.

Abstract: Provided is a control apparatus for an internal combustion engine, which quietly restarts the engine with a reduced torque shock when a re-acceleration request is made by a driver.

Abstract: A hybrid vehicle is provided with an electric transmission operatively connected to a first axle and an electric drive module operatively connected to a second axle. A transmission ratio of a differential gear set and a final drive of the electric transmission are selected so that a torque ratio of torque of the first axle over the torque of the engine is that at which any working chamber of the engine that is operated to expand the working fluid can operate without throttling, without torque of the engine torque exceeding a torque necessary to propel the vehicle at a steady vehicle speed, and with the second electric machine freewheeling.

Abstract: A system for controlling power downshifts of a transmission includes a flare generation module, a flare control module, and a shift control module. The flare generation module generates turbine speed flare by decreasing pressure applied to an off-going clutch of the transmission. The flare control module decreases the turbine speed flare by increasing the pressure applied to the off-going clutch of the transmission. The shift control module increases a pressure applied to an on-coming clutch of the transmission when the turbine speed flare is less than a predetermined amount from a desired turbine speed flare.

Abstract: A vehicle includes a slip detection section arranged to detect a slip of a driving wheel based on the rotation speed of the driving wheel and the vehicle speed, and an engine control section arranged and programmed to perform control to decrease the output of an engine when the slip of the driving wheel is detected by the slip detection section. When the automatic clutch is in a half clutch state and the slip of the driving wheel is detected, the engine control section executes neither ignition retarding control on an ignition device nor a fuel injection amount decreasing control on a fuel injection valve, and executes control to decrease an opening of a throttle valve.

Abstract: A method for shifting an automatic or an automated transmission of a motor vehicle to a “neutral” position such that the shift position of the transmission and a parking lock, provided for keeping the motor vehicle stationary, are engaged as a function of a shift position selected with a driver operated selector device and as a function of other operating parameters of the motor vehicle. A holding phase, in which the transmission is in the neutral position, free from friction force locking, can be activated by a separate operating device which is provided, in addition to the selector device, but only when the motor vehicle is simultaneously at least approximately stationary, an ignition current circuit that acts on a drive engine of the motor vehicle is electrically interrupted, and the “neutral” (N) shift position is specified by a selector device.

Abstract: A control system for use with an engine and a transmission in a vehicle is provided that includes at least one controller having a processor with at least one stored algorithm that determines different crankshaft torque capacities associated with different respective torque actuators including a relatively slow torque actuator, such as an airflow actuator, and at least one relatively fast torque actuator, such as a spark actuator or a fuel actuator. The algorithm determines a torque actuation range over which to modify engine torque during an oncoming shift of the transmission. The torque actuation range may be based at least partially on a target gear of the upshift, desired shift duration, and a vehicle operating condition indicative of an operator intent regarding shift duration. Requests for torque modification by use of the torque actuators are then made to provide the torque actuation range.

Abstract: A method of controlling engine crankshaft torque on a vehicle requests crankshaft torque modification using multiple types of torque actuators prior to and during a single commanded shift, such as an upshift. Appropriate levels of torque modification for the request, as well as appropriate times to make determinations regarding actuator type and make crankshaft torque reduction requests are determined in light of timing of key events during the shift.

Abstract: An acceleration shock reduction control system for a vehicle which can reduce a shock at a transition to an accelerating state without deteriorating an acceleration response. An acceleration shock reduction control system for vehicle includes a control unit which determines a transition from a decelerating state to an accelerating state, and which thus controls the ignition of an internal combustion engine to adjust the output of the engine. In the acceleration shock reduction control system, upon detecting the transition from the decelerating state to the accelerating state, the control unit gives an instruction for an ignition cut which is executed over a predetermined time period Tr after a predetermined waiting time period Tw elapses.

Abstract: A belt continuously-variable transmission control apparatus includes: a belt continuously-variable transmission including; a primary pulley arranged to receive a torque from a driving source; a secondary pulley arranged to output the torque to driving wheels; a belt wound around the primary pulley and the secondary pulley; a hydraulic pressure control section configured to control a hydraulic pressure of one of the primary pulley and the secondary pulley which is a capacity side, and thereby to bring the belt, the primary pulley and the secondary pulley to a slip state; and a torque control section configured to control the torque of the driving source, and thereby to bring the slip state to a predetermined slip state.

Abstract: A method for restarting an engine of a vehicle includes stopping the vehicle and holding the vehicle stationary, reducing engine speed, increasing a rate of reduction of engine speed, if engine speed is less than a reference speed when a desired restart of the engine is indicated, and initiating an engine restart when engine speed is substantially zero.

Abstract: A method for operating an engine and transmission in a vehicle is described. The method comprises up-shifting the transmission based on whether engine knock limits spark advance at engine conditions after the up-shift. Further, the method may include accounting for differences in fuel types, and their effects on engine knock in future gears.

Abstract: A method for operating an engine and transmission in a vehicle is described. The method comprises up-shifting the transmission based on whether engine knock limits spark advance at engine conditions after the up-shift. Further, the method may include accounting for differences in fuel types, and their effects on engine knock in future gears.

Abstract: A control system and method for an internal combustion engine includes an intake manifold for directing airflow to a plurality of cylinders of the engine and an electronically controlled throttle valve disposed within the intake manifold for regulating airflow into the engine. An engine retard control determination module determines whether retard control of the engine is disabled. A throttle control module communicates with the electronically controlled throttle valve and modifies a throttle return trigger point during a transmission upshift when the retard control determination module determines that retard control of the engine is disabled.

Abstract: A method for operating an engine and transmission in a vehicle is described. The method comprises up-shifting the transmission based on whether engine knock limits spark advance at engine conditions after the up-shift. Further, the method may include accounting for differences in fuel types, and their effects on engine knock in future gears.

Abstract: A shift control device of a vehicular automatic transmission, if during a first shift in a power-off state, a second shift judgment for a second shift that is a power-on downshift is made, performs a second shift control of lowering an input shaft rotation speed to a synchronous rotation speed of a post-second shift gear step through an engagement control of the friction engagement devices, and when the second shift is performed, performs a control of reducing a throttle valve opening degree of the engine to a predetermined degree that causes the engine to output a torque that is able to bring the input shaft rotation speed to a rotation speed that is higher than the synchronous rotation speed of the post-second shift gear step. The control device also executes a retardation control of retarding an ignition timing of the engine when the input shaft rotation speed is dropped through the second shift control.

Abstract: Disclosed is a method for controlling a skip down shift of an automatic transmission including a clutch to one-way clutch mechanism, a primary shift portion and a secondary shift portion by synchronizing the secondary shift portion to a target shift-speed through an engine torque reduction control.

Abstract: A vehicle control method for transitioning through transmission lash regions is described using a variety of information, such as, for example, gear ratio, clutch slippage, etc. Further, different adjustment of spark and throttle angle is used to provide a rapid torque response while still reducing effects of the lash. Finally, transitions taking into account both slipping and non-slipping transmissions are described.

Abstract: An engine control apparatus which performs torque-down control during shifting is structured so as to determine a retard rate from an MBT ignition timing which will achieve a target torque-down rate, and determine a target ignition timing based on that retard rate. The retard rate that achieves a given torque-down rate changes substantially linearly with respect to the MBT ignition timing, so that change is easy to predict. Accordingly, the structure and configuring and the like of the engine control apparatus are simplified.

Abstract: A powertrain includes an electromechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member through selective application of a plurality of clutches. A method for controlling the powertrain includes commanding a shift from a fixed gear operating range state to a second operating range state, commanding decreased reactive torque through an off-going clutch during a torque phase of said commanded shift, and decreasing said reactive torque through said off-going clutch through control of engine input torque.

Abstract: An engine is coupled to an input member of a hybrid transmission and the hybrid transmission is operative to transfer torque between the input member and a torque machine and an output member to generate an output torque in response to an operator torque request. The torque machine is connected to an energy storage device. A method for controlling the engine includes determining a preferred input torque from the engine to the hybrid transmission based upon operator inputs to an accelerator pedal and a brake pedal, determining maximum and minimum allowable input torques from the engine to the hybrid transmission, controlling the engine at the preferred input torque when the preferred input torque is within the maximum and minimum allowable input torques, and controlling the engine based upon the maximum and minimum allowable input torques when the preferred input torque is outside one of the maximum and minimum allowable input torques.

Abstract: In a control method and control device for an engine, in order to prevent torque control precision from deteriorating while performing an ignition retard control in a variable valve engine, when a torque down control is carried out by using the ignition retard, combustion duration is calculated in consideration of valve timing or an engine rpm for each driving state, and a characteristic of a reference ignition timing efficiency curve is corrected on the basis of a difference between the combustion duration and a combustion duration reference value which is set in advance.

Abstract: In one example, a method for controlling powertrain operation in a vehicle is provided, the powertrain having an engine and an automatic transmission, the engine having at least an electrically actuated cylinder valve. The method includes changing gears from a first discreet gear ratio to a second discreet gear ratio of the transmission; and increasing engine torque during a torque phase of said gear change by changing operation of the electrically actuated cylinder valve, and decreasing engine torque during an inertia phase of said gear change.

Abstract: An engine control apparatus which performs torque-down control during shifting is structured so as to determine a retard rate from an MBT ignition timing which will achieve a target torque-down rate, and determine a target ignition timing based on that retard rate. The retard rate that achieves a given torque-down rate changes substantially linearly with respect to the MBT ignition timing, so that change is easy to predict. Accordingly, the structure and configuring and the like of the engine control apparatus are simplified.

Abstract: An engine's power may be gradually reduced during a torque phase of a clutch-to-clutch up-shift within an automatic transmission and then reduced fully during a subsequent inertia phase.