Abstract: The invention relates to the actuation of a converter lock-up clutch (44) of a hydrodynamic torque converter (4) in a vehicle drive-train by means of a safety function where, in addition to a driving strategy function, the safety function can actuate the converter lock-up clutch (44) by issuing a clutch actuation command. For this purpose, at least one rotation speed at the torque converter (4) is monitored. If the monitored rotation speed is below a rotation speed threshold, the safety function commands an actuation of the converter lock-up clutch (44) in its opening direction.

Abstract: A control apparatus for a vehicle provided with a power source and a fluid transmission device that includes a lockup clutch. The control apparatus includes: (a) a follow-up-running control portion for controlling a follow-up running in which the vehicle automatically runs following a preceding vehicle with a predetermined inter-vehicle distance to the preceding vehicle; and (b) a lockup-clutch control portion for controlling the lockup clutch such that an operation state of the lockup clutch is placed in one of a released state, a slipping state or an engaged state. The lockup-clutch control portion is configured, during the follow-up running, to execute a fluid-temperature increase suppressing control for controlling the operation state of the lockup clutch in a manner that suppresses increase of a temperature of a working fluid which circulates in the fluid transmission device and which is used to switch the operation state of the lockup clutch.

Abstract: The subject matter of this specification can be embodied in, among other things, a method for controlling a turbine engine that includes receiving a predetermined arming threshold signal, receiving a predetermined triggering threshold signal, receiving a periodic signal from a speed sensor, determining a frequency signal based on the periodic signal, the predetermined arming threshold signal, and the predetermined triggering threshold signal, determining a speed value based on the determined frequency signal, and controlling a speed of a turbine based on the determined speed value.

Abstract: A method for operating a drive-train of a motor vehicle. The drive-train having a transmission connected between a drive aggregate and a drive output. A hydrodynamic starting element is connected between the drive aggregate and transmission. The starting element includes a converter and converter lock-up clutch. A Power Take-Off (PTO) can be coupled to the drive aggregate on the drive aggregate side to take up drive torque delivered by the drive aggregate. In order to determine the torque taken up by the PTO, the lock-up clutch is operated in a rotational-speed-regulated manner at least when the PTO is coupled to the drive aggregate in order to set a defined target slip at the lock-up clutch. As a function of the actuation pressure of the lock-up clutch required for setting the target slip when the PTO is coupled, the torque taken up by the PTO is determined.

Abstract: A method for operating an electrohydraulic transmission clutch of a motor vehicle, wherein, for a clutch operation, a hydraulic pressure is set by way of a regulating device of a controller as a function of a clutch signal, and, through the pressure, a disengagement element of the transmission clutch is moved through a soft region into a rigid region via a rigid point, or vice versa. The soft region is to be compensated for. Further, as a function of the clutch signal, the regulating device generates a preliminary target value signal for the pressure and a time derivative of the preliminary target value signal is generated as a movement signal, and a pilot control generates a pilot control signal as a function of the movement signal, and the preliminary target value signal and the pilot control signal are combined to give a final actuating value signal for the pressure.

Abstract: A shift control method can be used for a vehicle with a dual-clutch transmission (DCT). A controller determines whether or not a power-on upshift is initiated in a state in which a high performance mode has been selected. The controller performs a torque phase in which a coupling-side clutch torque is gradually increased and a release-side clutch torque is gradually released. The coupling-side clutch torque is gradually increased to a target coupling-side clutch torque corresponding to a value obtained by adding a push feel torque to a base torque. The controller performs an inertia phase in which the coupling-side clutch torque is gradually increased while tracing an engine torque such that an engine speed is synchronized with a coupling-side clutch speed. The controller completes speed change through gradual decrease of the coupling-side clutch torque.

Abstract: An engine clutch disengagement control method for a hybrid electric vehicle is disclosed to overcome a sense of discontinuous travel caused when an engine clutch is disengaged due to influence of the inaccuracy of model engine torque.

Abstract: A braking force controller includes: a target jerk calculation unit; a first estimation unit configured to estimate an increment of braking force when a prescribed factor that increases braking force to be generated by the first actuator unit currently occurs; a second estimation unit configured to estimate the increment of the braking force when the prescribed factor occurs within a prescribed period; and a control unit configured to determine a negative jerk generated when the second actuator unit generates the braking force such that a sum of the negative jerk and the jerk generated by the first actuator unit without the prescribed factor becomes the target jerk. When the increment of the braking force due to the prescribed factor is larger than a prescribed value, the control unit corrects the determined negative jerk such that an absolute value of the negative jerk becomes smaller.

Abstract: A pump group for a cooling system of an engine of a vehicle, of the dual type is provided. The pump group includes an impeller mounted on a shaft commandable in rotation by an electric drive and a mechanical drive. The mechanical drive includes a rotating member commandable in rotation by mechanical movement devices in the vehicle, a rotary drum operatively connected to the shaft, a centrifugal clutch device including a central body integrally attached to the rotating member and a plurality of engagement elements movably fixed on the central body suitable to translate in a radial direction with respect to the axis (X-X) to engage the rotary drum.

Abstract: A clutch torque estimating method for a transmission of a vehicle may include inputting model engine torque to a powertrain model by a controller; inputting target clutch torque of a first clutch and target clutch torque of a second clutch to the powertrain model by the controller; inputting shifting information related to the vehicle to the powertrain model by the controller; correcting the powertrain model in real time by feeding back an engine angular velocity error, a clutch angular velocity error of the first clutch, a clutch angular velocity error of the second clutch, a wheel angular velocity error to the powertrain model by the controller; and estimating clutch torque of the first clutch and clutch torque of the second clutch by determining the powertrain model by the controller.

Abstract: A driven rotational body rotates relative to a driving rotational body to change a rotational phase therebetween and brings its driven-side stopper wall into contact with a driving-side stopper wall of the driving rotational body in the relative rotational direction. The planetary gear performs a planetary motion while being meshed with the driving rotational body and the driven rotational body to change the rotational phase. The driving rotational body includes a gear member, a cover member, and a fastening member. The gear member has the driving-side stopper wall and is meshed with the planetary gear. The cover member covers an accommodation space, in which the driven rotational body and the planetary gear are accommodated, together with the gear member. The fastening member axially fastens the gear member with the cover member.

Abstract: A method includes reducing automatically a speed of an engine from a first speed value to a second speed value in response to both the first speed value being at or above a first speed threshold value and a rate of change of one or both of (i) engine power and (ii) the engine speed is substantially zero for a designated period.

Abstract: A control apparatus for a vehicle, which is provided with a drive power source, drive wheels and a continuously variable transmission, includes a friction-force control portion configured to control a friction force acting between a belt and pulleys of the continuously variable transmission, based on a belt-slip information received from an external device located outside the vehicle. The belt-slip information represents at least one belt slippy area in which a belt slippage is more likely to occur in the continuously variable transmission. The friction-force control portion controls the friction force such that the friction force is made larger in the at least one belt slippy area than in other areas in which the belt slippage is less likely to occur in the continuously variable transmission.

Abstract: A transmission includes at least one shift element for which both the apply pressure and the release pressure are actively controlled. A controller adjusts the torque capacity of the shift element by varying the apply pressure and the release pressure in a coordinated fashion. During particular events, such as a shift event with the shift element as oncoming element or holding element, both the apply pressure and the release pressure are monotonically increased, mitigating the effect of hysteresis.

Abstract: There is provided a system for monitoring an engine. The system includes a processor. A memory including instructions that, when executed by the processor, cause the processor to perform certain operations. The operations may include receiving a first data set and a second data set. The first data set being sampled at a first rate and the second data set being sampled at a second rate, where the first and second rate are different. The operations further include determining, based on a number of occurrences in either the first data set or the second set, whether an event that has occurred in the engine has occurred a predetermined number of times. The operations further include recording the first data set as an output in response to the number of occurrences exceeding the predetermined number of times, and in the contrary recording the second data set as the output.

Abstract: A vehicle includes an engine, a plurality of drive wheels, a vehicle transmission configured to transmit power from the engine to the plurality of drive wheels, one or more vehicle attitude sensors, and an electronic control unit communicatively coupled to the one or more vehicle attitude sensors and the vehicle transmission. The electronic control unit is configured to receive a signal from the one or more vehicle attitude sensors, determine a degree of vehicle descent based on the signal received from the one or more vehicle attitude sensors, and downshift the vehicle transmission based on the degree of vehicle descent determined based on the signal received from the one or more vehicle attitude sensors.

Abstract: A method of protecting a frictional element of a clutch for an automatic transmission includes calculating an equivalent rotation number X of a frictional element using a trigonometric function equation on the basis of a virtual right triangle, if a rotation number of an engine exceeds a predetermined boundary value during a driving in a constant speed stage over a predetermined shift stage of an automatic transmission, entering a frictional element protection mode, if the equivalent rotation number X of the frictional element exceeds a predetermined critical value in a state in which the control unit enters the frictional element protection mode, reducing the rotation number of the engine by applying a target engine torque limiting value.

Abstract: A vehicle is equipped with a dual clutch transmission controlled by a shifting control method to achieve quick shifting and direct engaging through quick synchronous control of the rotational speed of an engine and cooperative control of engine torque when a driver intends to rapidly accelerate the vehicle while shifting. The method includes: a rapid acceleration determining step in which a controller determines whether the vehicle is rapidly accelerated based on an output value according to a driving state of the vehicle until a torque handover period is entered, when shifting is started; and an interlocking step of controlling the engagement clutch torque over a predetermined desired engagement clutch torque to cause interlocking based on a torque value determined in accordance with a rapid acceleration level determined in the torque handover period, when the controller determines that the vehicle is rapidly accelerated.

Abstract: A vehicle includes a first axle, second axle, first clutch, second clutch, and controller. The first and second axles are coupled by a driveshaft. The first and second clutches are configured to isolate the driveshaft from loads transferred through the first and second axles, respectively, when open. The controller is programmed to, in response to a difference between output speeds of the first and second axles exceeding a first threshold, close the second clutch, reduce the difference such that it is below a second threshold, and close the first clutch.

Abstract: A vehicle launch control method may include judging, by a controller, whether or not a vehicle starts to be launched, determining, by the controller, target clutch torque through a designated first determination method and controlling a clutch based on the determined target clutch torque, upon judging that the vehicle starts to be launched, and determining, by the controller, target clutch torque through a designated second determination method differing from the first determination method and controlling the clutch based on the determined target clutch torque, when an engine speed variation and engine speed jerk respectively satisfy designated variation conditions and jerk conditions during determination of the target clutch torque through the first determination method and control of the clutch based on the determined target clutch torque.

Abstract: A system and method for modifying the engine pull-up (EPU) logic within a hybrid vehicle based on max motor torque that accounts for the drop or change in available motor torque due to the opening/slipping of a torque converter bypass clutch during engine starts is disclosed. An engine pull-up threshold is determined from max available motor torque at a virtual impeller speed, where the virtual impeller speed is the impeller speed that would result if the torque converter bypass clutch was open/slipping and transferring the same amount of torque.

Abstract: An engine torque control method for a vehicle according to the present disclosure includes: sensing an engagement state of a clutch of the vehicle; calculating a slip index according to engine torque, engine revolutions per minute (RPM), clutch torque, and clutch RPM; and filter-controlling the engine torque based on the calculated slip index and the sensed engagement state of the clutch.

Abstract: A braking control method of an eco-friendly vehicle includes calculating, if a braking manipulation performed by a driver is sensed, a motor torque command according to a regenerative braking permissible amount. If it is determined that a motor has been normally driven, a regenerative braking execution amount is calculated from the motor torque command. Motor control for regenerative braking is performed according to the motor torque command. A friction braking amount satisfying the total braking amount is calculated from the regenerative braking execution amount according to the braking manipulation performed by the driver, thereby controlling friction braking to generate braking power corresponding to the friction braking amount.

Abstract: A method and system are provided for controlling the operating temperature of a torque converter during torque converter stall conditions. The torque converter has a pump rotatably driven by an internal combustion engine and a rotatable turbine fluidly coupled to the pump. The system first determines whether the torque converter is currently in a torque converter stall condition, and, if so, determines a slip speed as a difference in rotational speeds between the pump and the turbine, determines an engine output torque limit as a function of the slip speed and a desired slip speed, and controls the operating temperature of the torque converter by limiting output torque produced by the engine based on the engine output torque limit.

Abstract: A hybrid vehicle includes: an engine; a driving motor/generator connected to an output shaft of the engine; a connection unit disposed between the engine and the driving motor/generator to separate the engine from the driving motor/generator when the engine is stopped and to connect the engine to the driving motor/generator when the engine is operated; a manual transmission connected to the driving motor/generator, for directly varying gear ratio without using an engine clutch according to a driving speed and a torque generated by the driving motor/generator and/or the engine; a position sensor for detecting a position of a manual gearshift lever; and a central control unit connected to the engine, the driving motor/generator, the connection unit, and the manual transmission.

Abstract: Disclosed are a method and an apparatus for detecting a touch point of a clutch and the method includes: maintaining a touch point of the clutch; correcting a setting value for determining a lowest value by calculating drag torque using a speed and an acceleration of a input shaft to change a detection range of the touch point; setting the lowest value of the speed of the input shaft within the changed detection range of the touch point to a reference value of the input shaft after actuating the clutch; releasing the clutch when the speed of the input shaft is more than a value acquired by adding the reference value of the input shaft and the corrected setting value for determining the lowest value; and updating the touch point as a clutch position matched to the reference value.

Abstract: A vehicle includes an electric machine, a torque converter and damper, and a controller. The controller is programmed to operate the electric machine to apply a regenerative torque according to a deflection of the damper and a difference between a speed of the electric machine and an output speed of the torque converter.

Abstract: A vehicle powertrain includes a transmission and a clutch. The slip of the clutch is adjusted to a predefined target where a sensed parameter of a shaft of the transmission corresponds to a specified noise, vibration, and harshness (NVH) level in the powertrain. The sensed parameter of the transmission shaft may be one of acceleration, speed, and torque of the transmission shaft. The transmission shaft may be one of the input shaft and output shaft of the transmission.

Abstract: A vehicle driveline torque managing process provides a motor driven actuator that manages clamping forces exerted on a clutch pack and regulates a coupling of power between a driveshaft and one of the axles of a vehicle, based on clutch positions. The process derives coupling torque values by stepping a motor from a maximum clutch separation position through a series of clutch positions while recording a motor driven commanded torque value at each step, up to a maximum clutch compression position having a maximum commanded motor torque value. Then, each motor driven commanded torque value is converted into respective clutch force values as a function of clutch position, thereby relating each clutch torque to a clutch position based on conversion tables stored in a controller that are associated with physical factors that influence clutch torque for each of the respective clutch actuator positions.

Abstract: A hybrid vehicle includes an engine and an electric machine selectively coupled to one another via a clutch. In one mode of operation, the vehicle can be propelled by only the electric machine while the engine is off. When additional torque is required from the engine, at least one controller transmits an engine start request. In order to start the engine, the clutch can be prestroked such that it fills with pressure prior to the engine to start the engine. While the vehicle is on, at least one controller is programmed to prestroke the clutch prior to the engine start request based at least upon the electric machine and the engine generating substantially zero torque. This reduces the overall engine start time.

Abstract: The object of the invention is to impart a suitable target slip amount depending on a state of change in an output from a driving power source to a torque converter, while simplifying control. A controller has a calculation part for calculating an engine torque change rate that is a rate of change in the output, and a target slip addition amount calculation part for calculating a negative value as an addition amount, when the engine torque change rate is less than or equal to a predetermined value that is a positive value, and for calculating a positive value as the addition amount, when the engine torque change rate is greater than the predetermined value. The controller is configured to set the target slip amount of a lockup clutch by arithmetic processing that integrates the addition amount, determined based on the calculated engine torque change rate, every control period.

Abstract: A hybrid vehicle system and control method for enhancing startup flare control includes receiving a start signal for starting an internal combustion engine from a start engine actuator and starting the internal combustion engine, increasing a throttle open angle in response to the start signal to increase engine speed upon starting of the internal combustion engine and, after a desired engine speed is reached, engaging an electric motor with the internal combustion engine to add a drag force on the internal combustion engine thereby rapidly reducing engine speed.

Abstract: A system for improving PCV flow of an engine is presented. The system can reduce engine oil consumption when an engine is exposed to lateral or centripetal force. In one example, the system includes a mechanically operated valve that acts to limit PCV flow in a conduit external to an engine.

Abstract: A device for controlling an automatic transmission including a lock-up clutch control portion and a zero slip control portion for bringing a lock-up clutch into a zero slip state immediately before slippage occurs in accordance with a zero slip request outputted during a non-gear shift, wherein in a case where a target slip amount is equal to or smaller than a slip amount threshold value upon transition to the zero slip state, the zero slip control portion fixes the target slip amount to the slip amount threshold value and retains the fixed target slip amount for a predetermined period of time, and after the predetermined period of time has elapsed, gradually decreases the target slip amount from the slip amount threshold value to a zero slip amount with a predetermined gradient with time.

Abstract: A torque converter (1) connecting an engine (14) and a transmission (15) of a vehicle is provided with a lockup clutch (2), and a controller (5) is programmed to increase an engagement force of a lockup clutch (2) under open loop control before shifting to feedback control of the engaging force using a target slip rotation speed. When an engine output torque rapidly decreases during open loop control (S59, S60), the controller (5) decreases the engaging force according to a variation amount of the engine output torque (S61, S65), thereby preventing an unintentional sudden engagement of the lockup clutch (2) due to decrease in the engine output torque.

Abstract: A method for operating a hybrid vehicle, having at least one first drive unit and one second drive unit, the second drive unit being started by at least one portion of the drive torque provided by the first drive unit in that the clutch situated between the first drive unit and the second drive unit is brought from a disengaged state into a slipping state. To improve the driving comfort of the hybrid vehicle during a start or a stop of the internal combustion engine, at least two clutches are shifted into the slipping state for starting the second drive unit.

Abstract: A vehicle includes torque sources, a transmission, and a controller programmed to execute a method. In executing the associated method, the controller determines whether continuous output torque is required through a torque exchange. When continuous output torque is required, the controller synchronizes and fills the oncoming clutch, estimates capacity of the oncoming clutch, and expands a short-term torque capacity of the oncoming clutch during the torque exchange, doing so in response to a control objective having a threshold priority. Onset of the torque exchange delays until the short-term torque capacity is sufficient for receiving all torque load from the offgoing clutch without affecting output torque.

Abstract: The disclosure describes, in one aspect, a control system for controlling a braking system. The control system includes a parking brake operatively to at least one wheel, a park brake override mechanism operatively associated with the parking brake, an inching pedal operatively coupled to a transmission, a shift lever operatively coupled to the transmission, at least one sensor operatively coupled to the parking brake to detect when the parking brake is engaged, at least one sensor operatively coupled to the inching pedal to detect a depression of the inching pedal, and at least one sensor operatively coupled to the shift lever for detecting at least one of a forward or reverse gear selection. The control system further includes a controller operatively coupled to the at least one sensors to receive corresponding signals and adapted to control the engagement of the parking brake when the inching pedal is depressed and the at least one of the forward or reverse gear selections is desired.

Abstract: A method of controlling shifts in a vehicle transmission, for example a utility vehicle, having a transmission or partial transmission designed as a dual-clutch transmission that shifts as a without traction force interruption. The transmission comprises a dual clutch having a first clutch and a second clutch that are functionally connected to a drive engine, and a transmission or partial transmission comprises a main transmission that shifts with traction force interruption and is connected to a drive-train downstream from the dual-clutch transmission. During shifts in the main transmission that is connected downstream from the dual-clutch transmission, the dual clutch is operated, by pre-loading the two clutches, as a transmission brake and/or an engine brake for adapting the speed of components to be shifted so as to enable short shifting times and ensure comfortable and reliable driving operation.

Abstract: A vehicle powertrain includes a transmission and a clutch. The slip of the clutch is adjusted to a target where a magnitude of a sensed parameter of a shaft of the transmission corresponds to a desired noise, vibration, and harshness (NVH) level in the powertrain. The sensed parameter of the transmission shaft may be one of acceleration, speed, and torque of the transmission shaft. The transmission shaft may be one of the input shaft and output shaft of the transmission.

Abstract: The present invention provides a torque control method for an HEV, the method comprising: detecting an operation failure of an integrated starter-generator (ISG); calculating a driver demand torque based on a current accelerator position sensor (APS); controlling the hydraulic pressure and operation of a clutch so as to increase an engine speed to convert the driving mode of the vehicle from electric vehicle (EV) mode to hybrid electric vehicle (HEV) mode in the event that an operation failure of the ISG is detected and the driver demand torque is out of a predetermined range; and compensating the driver demand torque to a desired level based on a transfer torque from the clutch to a motor. The method can improve driving performance and power performance of HEV, in the event of ISG failure, by performing a hydraulic control for a clutch and calculating a driver request torque and a transfer torque from the clutch to a motor to compensate the drive request torque to a desired level.

Abstract: A control system for an automatic transmission includes a double transition shift detection module and first and second clutch control modules. The double transition shift detection module detects whether a double transition shift operation is requested. The first clutch control module controls two of four transitioning clutches of the transmission during an inertia phase of the double transition shift operation. The second clutch control module controls each of the four transitioning clutches of the transmission during a torque phase of the double transition shift operation.

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 method for controlling a downstream clutch in a vehicle during an upstream torque disturbance includes slipping a downstream clutch by reducing the downstream clutch pressure, varying the downstream clutch pressure to a target threshold to control the slip of the downstream clutch, increasing the downstream clutch pressure to engage the downstream clutch. A vehicle includes a first prime mover, a second prime mover connected to the first prime mover using an upstream clutch, a transmission connected to the second prime mover using a downstream clutch, and a controller connected to the first and second prime movers and the upstream and downstream clutches. The controller is configured to (i) slip the downstream clutch by reducing the pressure, (ii) vary the downstream clutch pressure to a target threshold to control the slip, and (iii) increase the downstream clutch pressure to engage the clutch.

Abstract: In a motor vehicle drive train arrangement with at least one main drive train for driving a main drive axle, and at least one auxiliary drive train which is driven via the main drive train and connected to a secondary drive axle which can be driven via the auxiliary drive train, the secondary drive axle is linked to the auxiliary drive train without an axle differential and the secondary drive axle includes controllable couplers for selectively coupling the secondary drive axle wheels to the auxiliary drive train.

Abstract: A coast stop vehicle which executes coast stop control for stopping an engine during the travel of a vehicle, is provided with a frictional engagement element provided between the engine and a driving wheel, a first deceleration calculating unit which calculates first deceleration, which is rotation deceleration of a rotation shaft on the driving wheel side of the frictional engagement element, and an engagement-state control unit which controls an engagement state of the frictional engagement element so that decrease of the engine rotation speed is suppressed on the basis of the first deceleration while the coast stop control is executed.

Abstract: A system and method for controlling a hybrid vehicle including a transmission having a torque converter with a bypass clutch include controlling the slip between the impeller and the turbine of the torque converter in slip mode operation to regulate the converter torque ratio and maintain substantially constant torque at the turbine. Controlled slip uses the hydrodynamic coupling of the torque converter to balance the desired and delivered torque while damping torque disturbances transmitted through the driveline to manage noise, vibration and harshness (NVH).

Abstract: A clutch in a vehicle with DCT having an ISG function is controlled for an engine speed to be decreased rapidly when the engine enters into the ISG so that a ring gear of an engine and a gear of a starter motor are meshed more rapidly when a vehicle restarts, to thereby prevent a response delay when restarting the vehicle.

Abstract: A method of determining a torque transfer touch point of a clutch within a drive train includes applying a predetermined amount of current to an electric motor such that the electric motor will apply a torque to at least a portion of a clutch. The predetermined amount of current will not rotate a shaft of the motor when the clutch is at least partially engaged. The method also includes initiating disengagement of the clutch, detecting movement of at least a portion of the motor, and recording a clutch parameter that is generally coincident with the detecting movement of a least a portion of the motor.

Abstract: In this work vehicle, a control unit controls a shift in a speed gear of a transmission according to the vehicle velocity. The control unit determines whether or not the acceleration rate of the vehicle is equal to or less than a predetermined threshold when the vehicle velocity is within a predetermined first range. The control unit switches a lock-up clutch from a not-connected state to a connected state when the acceleration rate of the vehicle is equal to or less than the predetermined threshold. The control unit maintains the lock-up clutch in a not-connected state when the acceleration rate of the vehicle is greater than the predetermined threshold.