Abstract: A method and apparatus are provided for controlling actuation of a clutch device for a torque converter operative to transmit torque between an engine and a transmission. The method comprises controlling actuation of the clutch device effective to maintain an engine speed within a predetermined speed range when a transmission input speed is less than a threshold; and, controlling actuation of the clutch device effective to maintain slippage across the torque converter substantially at a predetermined slippage level when the transmission input speed is greater than the threshold.

Abstract: A method for controlling a vehicle torque converter lockup clutch during a deceleration coasting event includes producing slip across the clutch by reducing the clutch's torque capacity, decreasing said slip by increasing said torque capacity, and maintaining slip across the clutch.

Abstract: A torque converter clutch slip rate monitoring system includes a slip rate calculation module that receives a raw slip speed of a torque converter clutch and that calculates torque converter clutch slip acceleration based on the raw slip speed. A torque converter clutch slip rate monitoring module detects deviation of the slip acceleration from a predetermined range during a pulldown of the torque converter clutch.

Abstract: A first rotary member rotates with a crankshaft and has a first gear. A second rotary member rotates with a camshaft and has a second gear that is axially shifted from the first gear. A planetary rotary member has third and fourth gears, which are eccentrically meshed respectively with the first and second gears to perform a planetary motion. A biasing member is interposed between the planetary rotary member and a planetary carrier, which supports the planetary rotary member. The planetary rotary member is in contact with the biasing member at a contact portion having an axial center. The axial center is located on a radially inner side of a meshed portion between the second and fourth gears, which has a backlash larger than that of a meshed portion between the first and third gears.

Abstract: A slip detection system for a vehicle comprises an engine speed detector configured to detect an engine speed of an engine mounted in the vehicle, an engine speed increase rate detector configured to detect an increase rate in a predetermined time of the engine speed detected by the engine speed detector, and a slip determiner configured to integrate values of increase rates in respective predetermined times, from when the increase rate detected by the engine speed increase rate detector becomes larger than a first threshold until the increase rate becomes smaller than the first threshold, and to determine that a drive wheel of the vehicle is in a slip-state when an integrated value resulting from integration of the values of the increase rates becomes larger than a second threshold.

Abstract: A control device for an automatic transmission having a torque converter with a lock-up clutch provided between an engine and the automatic transmission, and a lock-up control device for controlling an engaged condition of the lock-up clutch.

Abstract: A system and method for setting the slip of a torque converter for a plurality of selected engine speeds and transmission gears. The method includes populating a table off-line, typically using a dynamometer, with torque converter slips for a plurality of selected engine speeds and transmission gears. A speed sensor is used to measure vibrations transmitted through the torque converter to the driveline of the vehicle. The sensor signal is sent to an analyzing system where it is converted to the frequency domain. A separate minimum slip value for each selected engine speed and transmission gear is stored in a table so that during vehicle operation, a controller will instruct the torque converter clutch to set the desired converter slip for the current engine speed and transmission gear provided for a particular throttle position and/or engine torque.

Abstract: A method is proposed for triggering the clutch moment of a clutch of an automated gear in the power train of a vehicle with the creep function activated, where the clutch moment is triggered as a function of the slippage on the clutch and/or as a function of the speed of the vehicle. Furthermore, a device is proposed for triggering the clutch moment of a clutch of an automated gear, in particular, to implement the abovementioned method where at least one control device is provided which triggers the clutch moment as a function of the slippage on the clutch and/or as a function of the speed of the vehicle.

Abstract: A torque distribution system for a vehicle permits the transfer of torque between vehicle wheels using a selectively engagable clutch that is hydraulically engaged using hydraulic pressure provided by a hydraulic transmission pump driven by the engine, allowing for enhanced system functionality and reduced part content in comparison with known torque distribution systems. The system may include an “active-on-demand” clutch that is selectively engagable to transfer torque between a front differential and a rear differential (thereby transferring torque from the front wheels to the rear wheels) as well as an electronically-limited slip differential clutch selectively engagable to transfer torque from one front wheel to the other front wheel through the front differential. Utilization of the transmission hydraulic pump allows pressure to be provided to engage the clutch even when the wheels are stationary, i.e., to launch the vehicle.

Abstract: Riding comfort of a vehicle is improved by reducing deceleration and acceleration exceeding the expectation of a rider due to gear changes. A gear change control device calculates current torque being transmitted from a drive-side member of a clutch to a driven-side member of the clutch, and calculates post-completion torque estimated to be transmitted from the drive-side member to the driven-side member after the completion of engagement of the clutch. The gear change control device then controls the degree of engagement of the clutch according to the difference between the current torque and the post-completion torque, and receives a next gear change command according to the difference between the current torque and the post-completion torque.

Abstract: A clutch controller that transmits appropriate torque during engaging operation of a clutch and prevents excessive increase or decrease in engine speed. The clutch controller performs request follow-up control under which a clutch actuator is actuated based on a difference between actual transmission torque that is transmitted from a drive-side member to a driven-side member of a clutch, and request transmission torque that is determined based on a rider's accelerator operation, such that the actual transmission torque approximates the request transmission torque. If an engine operates in a predetermined operation condition, rotational speed maintaining control is performed under which the clutch actuator is actuated such that the actual transmission torque approximates the engine torque, in place of the request follow-up control.

Abstract: A system for controlling a torque converter clutch in a vehicle powertrain includes a controller having an input for receiving powertrain operating parameter information. The controller is configured to determine a torque converter speed ratio based on the powertrain operating parameter information and to compare the speed ratio to a specified speed ratio limit. The controller is further configured to determine a target torque converter slip when the speed ratio exceeds or meets or exceeds the specified speed ratio limit; to compare the target slip with a desired slip value based on an vehicle noise, vibration or harshness (NVH) limit; and to control torque transmission of the torque converter clutch based on comparison of the target slip and the desired slip value. A method for controlling a torque converter clutch is also provided.

Abstract: A creep control device for a vehicle having an automatic transmission including a torque converter with a lock-up clutch. The creep control device includes a throttle angle sensor for detecting a throttle angle, a vehicle speed sensor for detecting a running speed of the vehicle, a slope sensor for detecting a road surface slope, and a lock-up clutch engagement control unit for controlling the degree of engagement of the lock-up clutch. When the throttle angle is detected to be nearly zero by the throttle angle sensor and the running speed is detected to be vary small or zero by the vehicle speed sensor in the condition where the shift position is in a running range, the degree of engagement of the lock-up clutch is controlled to decrease with an increase in the road surface slope by the lock-up clutch control unit.

Abstract: A method for controlling a gear shift of a dual clutch transmission having an offgoing clutch and an oncoming clutch, includes using torque transmitted by the oncoming clutch to control torque at a transmission output, using a speed of a power source to control a transfer of torque between the offgoing clutch and the oncoming clutch, and varying said torque capacity to produce a target slip across the oncoming clutch when the shift is completed.

Abstract: A slippage detection system for a continuously variable transmission capable of continuously changing a ratio between a speed of rotation of an input member and a speed of rotation of an output member is provided. The slippage detection system calculates a correlation coefficient relating to the input rotation speed and the output rotation speed, based on a plurality of measurement values of the input rotation speed and a plurality of measurement values of the output rotation speed, and determines slippage of the torque transmitting member in the continuously variable transmission based on the calculated correlation coefficient.

Abstract: A vehicle drive system for adjusting vehicle fuel economy is described. In one example, the vehicle drive system includes an operator interface for adjusting vehicle operation so as to increase or decrease fuel consumption according to a driver preference.

Abstract: Provided is a device for performing speed change not leading to engine stall in a working vehicle such as a wheel loader while sustaining a required tractive force and reducing fuel consumption. When a speed (“forward”, “second speed”) suitable for a work is selected by a speed change operator, control means makes a modulation clutch engaged in response to the vehicle speed drop and makes a lock-up state where a lock-up clutch is engaged transit to a lock-up and modulation clutch slip state where the lock-up clutch is engaged while the modulation clutch slips. Subsequently, the control means performs a clutch control for causing a transition to both clutch slip state where the lock-up clutch and the modulation clutch slip in response to the vehicle speed drop, thence causing the transition to a torque converter operation state where the modulation clutch is engaged and the lock-up clutch is released.

Abstract: A lock-up clutch control apparatus for controlling a lock-up clutch (6) provided in a torque converter (5) installed between an engine (3) and a transmission (4), is disclosed. The lock-up clutch control apparatus has a differential pressure generator (7,8) which engages, causes a slip of or disengages the lock-up clutch by adjusting the differential pressure supplied to the lock-up clutch (6); a sensor (11/15) for detecting a rotational speed of the engine; a sensor (16) for detecting an input rotational speed to the transmission; and a controller (1). The controller (1) conducts proportional integration control by using a command signal to the differential pressure generator (7,8), so that an actual slip rotational speed, which is the difference between the engine rotational speed (Np) and input rotational speed (Ni) to the transmission, becomes a target slip rotational speed (Nt).

Abstract: A control device of a lock-up clutch of a torque converter interposed between a transmission and engine used with a vehicle, is disclosed. The control device has a sensor which detects an input rotation speed to the torque converter, a sensor which detects an output rotation speed from the torque converter, a differential pressure control device which controls the differential pressure applied to the lock-up clutch, and a controller which sets a target slip rotation speed of the torque converter; calculates a real slip rotation speed which is a difference between the detected input rotation speed and the detected output rotation speed; and performs feedback control to determine the differential pressure applied to the lock-up clutch so that the real slip rotation speed coincides with the target slip rotation speed.

Abstract: A clutch control apparatus is provided for a hybrid vehicle having at least two different power sources and a clutch disposed between the power sources and the drive wheels arranged to vary a transmission torque capacity. A separate clutch input and output speed sensing device senses the actual clutch input and output speeds respectively. A controller is configured to calculate a target vehicle driving torque according to a driver's operation and the vehicle running condition.

Abstract: A clutch controller that transmits appropriate torque during engaging operation of a clutch and prevents excessive increase or decrease in engine speed. The clutch controller performs request follow-up control under which a clutch actuator is actuated based on a difference between actual transmission torque that is transmitted from a drive-side member to a driven-side member of a clutch, and request transmission torque that is determined based on a rider's accelerator operation, such that the actual transmission torque approximates the request transmission torque. In an operation range in which engine torque increases as engine speed increases, the clutch controller performs rotational speed induction control, in place of request follow-up control, under which the clutch actuator is actuated such that engine speed increases or decreases to a predetermined engine speed.

Abstract: An engine power transmission device for improving the acceleration performance of an engine connected to a torque converter of construction machinery in accelerating from standstill, wherein a clutch (10) capable of controlling a transmission torque and a controller (15) controlling the torque transmissibility of the clutch (10) according to the rotational speed of the engine are installed between the engine (1) and the torque converter (2). In a low speed rotation area where the engine rotational speed is, for example, 1000 rpm or below, the transmission torque is variably controlled to increase according to a rise in engine rotational speed within the range of 100% or less. In a high speed rotation area where the engine rotational speed exceeds 1000 rpm, the transmission torque is maintained at 100%.

Abstract: A method and system for executing a shift from a first fixed gear to a second fixed gear in a powertrain system comprising a two-mode, compound-split, electro-mechanical transmission operative to receive a speed input from an engine is described. It includes deactivating an off-going clutch, and generating a time-based profile for rotational speed of an oncoming clutch. The input speed is controlled based upon the rotational speed of the oncoming clutch and an output of the transmission. The oncoming clutch is actuated, preferably when the input speed is synchronized with a rotational speed of an output shaft of the transmission multiplied by a gear ratio of the second fixed gear, preferably after a predetermined elapsed period of time in the range of 500 milliseconds.

Abstract: A method is provided for controlling a vehicle, including receiving an operator input indicative of a desired power for at least one predetermined function, and variably controlling at least one pressure-actuated friction slip clutch in a vehicle powertrain in response to the received operator input in order to control a torque transmitted via the friction slip clutch.

Abstract: When a traveling state is in an engagement range of a lock-up clutch, an ECU executes a program including a step of executing slip control if preconditions are satisfied and learning start conditions are satisfied, a step of updating a learning value if an output value is not greater than an FF control value+? or not smaller than the FF control value+?, and a step of engaging the lock-up clutch.

Abstract: An automatic transmission for a vehicle includes a main box controlled using a series of clutches, and an underdrive assembly controlled using a series of clutches and at least one overrunning clutch. In achieving a double-swap downshift from a first transmission “gear” employing a first main box clutch and a first underdrive assembly clutch, to a second transmission “gear” employing a second main box clutch and a second underdrive assembly clutch, a controller delays release of the first main box clutch until after the second underdrive assembly clutch has been prefilled, and fully applies the second underdrive assembly clutch only after slip has been detected in both the main box and the underdrive assembly. Additionally, the controller fully applies the second main box clutch only after the second underdrive assembly clutch has itself been fully applied.

Abstract: A method for maintaining a fuel cut function in a vehicle wherein, depending on the rate of vehicle deceleration, the pressure upon the lock-up and shift clutches associated with the vehicle's automatic transmission is changed accordingly. This is unlike prior practice, where a fixed pressure was applied to the lock-up and shift clutches at all deceleration rates. In the present invention, if the rate of deceleration is small, the pressure applied to the shift and lock-up clutches is low; there is no increase of the applied pressures. If the rate of deceleration is moderate, the pressure on the lock-up and shift clutches is moderately increased. If the rate of deceleration is high, there is no increase of the applied pressures. Further, if the rate of deceleration is high, the lock-up clutch is completely disengaged.

Abstract: The present invention provides a clutch torque control system of a hybrid electric vehicle, which performs an engine rotational speed control in a power generation system including an engine, a motor-generator, and a clutch for controlling connection and disconnection between the engine and the motor-generator.

Abstract: A torque converter clutch slip rate monitoring system includes a slip rate calculation module that receives a raw slip speed of a torque converter clutch and that calculates torque converter clutch slip acceleration based on the raw slip speed. A torque converter clutch slip rate monitoring module detects deviation of the slip acceleration from a predetermined range during a pulldown of the torque converter clutch.

Abstract: A method for controlling the drivetrain of a motor vehicle which has a dual-clutch transmission with a first partial transmission and a first clutch and with a second partial transmission and a second clutch. The drivetrain is operated with a gear being engaged in the first partial transmission and a gear engaged in the second partial transmission at the same time and with the first clutch and the second clutch being operated with slip at the same time. The first clutch and the second clutch are activated in a manner coordinated with one another in such a way that a rotational speed of the internal combustion engine assumes or maintains a predetermined value. A control unit is set up for carrying out the method.

Abstract: A transmission having a plurality of gear ratios, a selector assembly for selectively engaging the gear ratios, a clutch device for selectively transmitting drive from a drive source to the transmission, and a control system for controlling a clutch torque limit, in which the control system automatically adjusts the clutch torque limit value before the selector assembly selects an unengaged gear ratio, to allow relative rotational movement between input and output sides of the clutch if the torque exceeds the predetermined value when the unengaged gear ratio is engaged by the selector assembly.

Abstract: A method for operating a torque-converter lockup clutch (20) for a hydrodynamic converter (1), where the slip (s) of the torque converter (1) is adjusted using a setpoint value (sw), while the torque-converter lockup clutch (20) is being closed. The method is also designed with the intention of providing an especially high degree of ride comfort while the torque-converter lockup clutch (20) is being closed. In addition, the present invention provides for the setpoint value (sw) being continuously selected as a function of time, inside a closing interval, taking into consideration the input torque (E) currently being applied to the torque converter (1). A control device (24) particularly suitable for implementing the method includes a control unit (26), which selects a setpoint value (sw) for the slip (s) of the converter (1) as a function of time, and taking into consideration the input torque (E) currently being applied to the torque converter (1).

Abstract: This invention is a lock-up clutch control device for an automatic transmission, comprising lock-up clutch control means for controlling a slip amount of the lock-up clutch to a target slip amount. When a variation rate in a required load of an engine reaches or exceeds a predetermined threshold, the target slip amount is increased at a predetermined increase rate, whereupon the target slip amount, having been increased by target slip amount increasing means, is reduced at a predetermined reduction rate. At this time, the predetermined reduction rate is set to decrease as an operating condition when the variation rate of the required load reaches or exceeds the predetermined threshold approaches an operating condition in which an increase rate of a rotation speed on the automatic transmission side of a torque converter relative to an increase in the required load is low.

Abstract: A system and method for setting the slip of a torque converter for a plurality of selected engine speeds and transmission gears. The method includes populating a table off-line, typically using a dynamometer, with torque converter slips for a plurality of selected engine speeds and transmission gears. A speed sensor is used to measure vibrations transmitted through the torque converter to the driveline of the vehicle. The sensor signal is sent to an analyzing system where it is converted to the frequency domain. A separate minimum slip value for each selected engine speed and transmission gear is stored in a table so that during vehicle operation, a controller will instruct the torque converter clutch to set the desired converter slip for the current engine speed and transmission gear provided for a particular throttle position and/or engine torque.

Abstract: Disclosed is a method for detecting a clutch bite-point of a clutch that is connected to a driving motor. A rotational speed of the driving motor and the wheel rotational speed values of the wheels driven by the driving motor are determined. The invention further relates to a device for implementing the method. As the exact clutch bite-point is required as a release criterion for an automatic release operation of an electric parking brake in a motor vehicle, a transmission ratio (f) is determined, which is produced from a quotient of the wheel rotational speed values (vwheel) and the rotational speed (n) of the driving motor, and that the clutch bite-point is established when the transmission ratio (f) and the rotational speed (n) of the driving motor have a local minimum.

Abstract: A method of using a torque converter bypass clutch to launch a vehicle, mitigate transient vibration, and mitigate vehicle natural frequency harshness. The method uses the torque converter when the bypass clutch power capacity is approaching its limit, when the vehicle load is high, or the vehicle is on a grade, where normally the bypass clutch would launch the vehicle.

Abstract: A method for operating a powertrain, including an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine, includes monitoring slip across a selectively applied clutch within the transmission to indicate a clutch slip event, and if the monitoring indicates the clutch slip event decreasing a load across the selectively applied clutch by reducing torque of at least one of the engine and the electric machine, in order to reduce the slip, thereby ending the clutch slip event.

Abstract: A method and system for regulating engagement of a torque converter clutch (TCC) in a vehicle incorporating a transmission that is driven by an engine through a torque converter includes determining a non-linear slip profile based on vehicle operating parameters, calculating an actual TCC slip, calculating a TCC ramp pressure based on the non-linear slip profile and the actual TCC slip and regulating a TCC engagement pressure based on the TCC ramp pressure.

Abstract: A clutch controller that transmits appropriate torque during engaging operation of a clutch. An actual torque obtaining section obtains torque transmitted from a drive-side member of the clutch to a downstream mechanism in a torque transmission path as actual transmission torque, the downstream mechanism including a driven-side member of the clutch. A target torque obtaining section obtains torque that is supposed to be transmitted from the drive-side member to the downstream mechanism in the torque transmission path as target transmission torque. A clutch actuator control section actuates an actuator by an actuation amount according to a difference between the actual transmission torque and the target transmission torque.

Abstract: A hydraulic pressure controlling device for an automatic transmission controlling a plurality of friction engaging elements to be engaged and disengaged by controlling a hydraulic pressure comprises a shift lever operation detecting means, an input rotation detecting means for monitoring an input shaft rotation number, a shift start time period calculating means for judging that an engagement of each friction engaging element is started when the input shaft rotation number is decreased at a predetermined rotation number and calculating a shift start time period, an input rotation change rate detecting means for calculating an input shaft rotation change rate when the input shaft rotation number is decreased by a predetermined rotation number, and a correcting and leaning-setting means for correcting a pre-charge time and a standby pressure based on the shift start time period and the input rotation change rate, and leaning-setting the pre-charge time in preference to the standby pressure.

Abstract: A device for a motor vehicle is provided. The device may comprise an input shaft for supplying torque, a clutch configured for selectively transferring the torque, a first gear configured for connection to the clutch, and a second gear connected to the first gear. The second gear may be fixed to the device so that the second gear is not free to rotate. The device may further comprise an output shaft for receiving the torque. The device may be configured to control the amount of torque transferred to the output shaft.

Abstract: In a motor vehicle including a power source, an accelerator pedal, a powershift transmission for producing a selected gear, first and second input shafts, a first input clutch for connecting the selected gear and the first input shaft to the power source, a second input clutch for connecting an alternate gear and the second input shaft to the power source, a method for controlling the transmission while the vehicle is coasting. Displacement of the accelerator pedal is monitored to identify a tip-out and a tip-in, and clutch slip is monitored. The first clutch is maintained in a stroked state following a tip-out and while clutch slip is less than a reference magnitude of clutch slip. When clutch slip exceeds the reference magnitude, the torque capacity of the first clutch is controlled in response to a driver demand torque. Engine torque is used to control clutch slip to the desired clutch slip and to produce a desired engine speed corresponding to the desired clutch slip.

Abstract: The present disclosure provides systems and methods to detect and reduce any high driveline torsional levels, such as due to the cylinder deactivation in variable displacement system engines or aggressive lock-up strategies for fuel efficiency, in automobile transmissions. The present disclosure utilizes a controller in an automobile to operate a computationally thrifty method for quickly detecting noise and vibration disturbances in the transmission. This quick detection enables fuel economic calibrations that aggressively reduce the disturbances by controlling slip in a launch device of the transmission. As problem disturbances arise, they are detected before occupants notice objectionable behavior. Once detected, the disturbances are reduced, such as by increasing launch device slip, which effectively intercepts the objectionable disturbances before they are transferred through the entire drivetrain.

Abstract: A vehicle drive system comprising of a variable displacement engine including a plurality of cylinders, where at least one of the plurality of cylinders selectively deactivates to decrease engine displacement; a torque converter operatively coupled to the variable displacement engine configured to operate with variable slip; a driver interface for receiving a preference setting from a driver; a control system for receiving the driver preference setting, and adjusting torque converter slip based on the driver preference setting.

Abstract: A method for the control of an actuator of a starting clutch of a motor vehicle. The actuator is so regulated by a control apparatus that the starting clutch is closed upon the presence of a desire for starting, as well as closed by an adjusted, transmission ratio, and the clutch is opened upon the termination of the starting procedure. For the freeing of a vehicle from a roadway obstruction by way of a rocking process of the vehicle, it is proposed that the starting clutch, during a starting procedure and by way of control of the actuation actuator, is operated in a fully automatic manner in such a way, that the torque (M_K) periodically varies.

Abstract: A clutch controller that transmits appropriate torque during engaging operation of a clutch and prevents excessive increase or decrease in engine speed. The clutch controller performs request follow-up control under which a clutch actuator is actuated based on a difference between actual transmission torque that is transmitted from a drive-side member to a driven-side member of a clutch, and request transmission torque that is determined based on a rider's accelerator operation, such that the actual transmission torque approximates the request transmission torque. If an engine operates in a predetermined operation condition, rotational speed maintaining control is performed under which the clutch actuator is actuated such that the actual transmission torque approximates the engine torque, in place of the request follow-up control.

Abstract: A method of operating a machine having a lockable differential includes monitoring a first operating parameter indicative of wheel slip, and monitoring a second operating parameter different from the first parameter, the method further including controlling locking and unlocking of the differential responsive to the second operating parameter. A machine is provided having an electronic controller including software control logic for controlling locking and unlocking of a differential, the electronic controller being configured to lock the differential where the machine is in an operating mode where wheel slip is likely, such as a digging/dozing mode. Satisfaction of criteria for locking may be recognition by the controller of a predetermined pattern of sensor inputs corresponding with a likely wheel slip condition, or actual slip detection.

Abstract: A method for controlling a drive train of a motor vehicle, to a method for controlling a clutch device, and to a drive train of a motor vehicle, the drive train being operated in a normal load operation, in which the internal combustion engine moves the motor vehicle against the resistances opposing the movement of a motor vehicle, the play in the load direction pre-determined by the rotary direction of the motor output shaft being closed. The drive train (40) operating outside normal load operation is operated under pre-determined conditions in a second operating mode in which a first load is introduced into a drive train section, causing the play at the drive-end of the load introduction point to be closed or to remain closed, the first load being such that it would not be sufficient to overcome the resistances opposing the movement of the motor vehicle in the plane.

Abstract: An engine control system for controlling a displacement on demand engine having a plurality of cylinders includes a torque converter with a torque converter clutch. A control module determines a slip speed of said torque converter clutch, estimates a temperature state of said torque converter clutch based on said slip speed, and selectively activates at least one of said cylinders based on said temperature state.

Abstract: The invention concerns a method of controlling a twin-clutch transmission (10). When the torque transmitted in a first transmission path (C1, E2, Z8, Z9, S2, Z3, Z4) reaches an upper limit given by the torque transmission capacity of that path further additional torque produced by an engine at the drive shaft (I) is transmitted by closure of the second clutch (C2) to the output shaft (O) in parallel relationship by way of a second transmission path (C2, E1, Z1, Z2, S1, Z3, Z4). That permits the output of the engine to be better utilised and makes it possible to achieve better travel characteristics.