Abstract: A vehicle launch control technique includes providing a driver interface configured to display information to and input from a driver of the vehicle and a controller in communication with the driver interface, determining a maximum available torque curve for the powertrain based on current conditions, displaying, at the driver interface, the maximum available torque curve, receiving, from the driver via the driver interface, a desired launch speed for the powertrain, receiving, from the driver via the driver interface, a desired torque curve for the powertrain, wherein the desired torque curve changes in response to changes to the desired launch speed, generating, in response to a command via the driver interface, a final desired torque curve for the powertrain, and performing launch control of the vehicle by controlling the powertrain of the vehicle according to the final desired torque curve.

Abstract: A clutch device has at least a multiplicity of clutch discs which are in frictional contact with one another, and a control unit which controls the clutch device. The clutch device is calibrated repeatedly during an operating time of the clutch device. A first calibration is performed at a first point in time. A second calibration is performed at a second point following the first calibration. The first point in time and the second point in time are within a first operating time of the clutch device and occur within a first time interval. At least a third calibration is performed in a subsequent second operating time at a third point in time. At least the second calibration is performed within a second interval of the third point in time. The first and second intervals are determined by the control unit based on a mileage of a vehicle or an energy input into the clutch device. The first interval is shorter than the second interval.

Abstract: A method of determining a coasting area is disclosed, together with methods of providing coasting information to a vehicle driver; coasting being when the vehicle is allowed to decelerate or to roll without being under power. In embodiments, the coasting area is determined by: determining an end point location of a coasting area based upon a location in map data of an expected decrease in speed of a vehicle traversing a road network represented by the map data; determining a start point location of the coasting area based on at least one attribute associated with the map data proximal to the end point location; and generating coasting information indicative of the coasting area having the start point and end point locations.

Abstract: A control device of an automatic transmission to set and control a gear position based on a vehicle speed and an accelerator opening degree, includes a controller determining a high load travel based on a travel resistance during travel control on a gear shift line, which is set such that a region on a higher accelerator opening degree side of a downshift line is a region where a lock-up clutch is to be turned off, and turning off the lock-up clutch before downshifting when determining the high load travel.

Abstract: A lockup control device for a vehicle includes: a torque converter, and a lockup control configured to increase a lockup pressure difference command to an initial pressure difference, when a turbine rotation speed variation amount of the torque converter becomes smaller than a predetermined value during a ramp control in which the lockup pressure difference command is increased by a ramp pressure difference, the lockup control section being configured to switch to a second increase gradient having an increase gradient lower than a first increase gradient of the ramp pressure difference when the turbine rotation speed variation amount is equal to or greater than the predetermined value.

Abstract: A vehicle propulsion system includes a transmission having manually selectable gear ratios, a manually operable clutch for selectively connecting the transmission to an engine for receiving torque from the engine and transmitting that torque through the transmission for propelling the vehicle, a clutch position sensor that generates a clutch position signal and a controller that is programmed to receive the clutch position signal, determine an actual engine output torque, determine an actual clutch torque capacity value based upon the actual engine output torque and the clutch position signal, determine a difference between the actual clutch torque capacity value and a clutch torque capacity from a torque to position table corresponding to the clutch position signal, determine an adjusted clutch torque capacity based upon the determined difference, and control an operation of the engine based upon the adjusted clutch torque capacity.

Abstract: A control method for operating an automated manual transmission system having a fuel-controlled engine, a multiple-speed change-gear transmission and a clutch drivingly interposed between the engine and an input shaft of the transmission is provided. The control method determines a rate of throttle change of a throttle pedal. The clutch is engaged at a first clutch engagement rate based on the rate of throttle change being greater than a threshold. The clutch is engaged at a second clutch engagement rate in a blended pedal mode that is proportional to an amount of throttle percentage engagement based on the rate of throttle change being less than the threshold. The first and second clutch engagement rates are distinct.

Abstract: A system for intelligently disengaging vehicle creep, the system comprising one or more sensors configured to be operatively coupled with a vehicle, one or more processors configured to execute machine-readable instructions to obtain information from one or more of the sensors, compare obtained information with reference information, determine whether a creep disengaging condition has been satisfied based on the obtained information and the reference information, and disengage a creep function of the vehicle if it is determined that a creep disengaging condition has been satisfied. In some embodiments, the system disengages a vehicle's creep functionality when it is determined that the driver has exited the vehicle.

Abstract: A driving force transmission control apparatus includes: a driving force transmission device that includes an electromagnetic clutch mechanism configured to generate a frictional force between clutch plates by energization of an electromagnetic coil and transmits a driving force by actuating the electromagnetic clutch mechanism; and a control device that controls the driving force transmission device.

Abstract: A vehicle controlling device has a frictional engagement element provided between a drive motor and a driving wheel; a shifting unit capable of selecting a travel range or a non-travel range; first obtaining unit configured to, during selection of the travel range, obtain a first parameter including at least a first motor torque value that is a torque value of the drive motor; second obtaining unit configured to, during selection of the non-travel range, obtain a second parameter including at least a second motor torque value that is a torque value of the drive motor; and operating unit configured to, on the basis of the first and second parameters, calculate a zero point hydraulic pressure command value at which the frictional engagement element starts to generate a torque capacity. It is therefore possible to detect a zero point of a clutch between the drive motor and the driving wheel.

Abstract: The present disclosure relates to a technique of suppressing the occurrence of an impact caused by clutch engagement by differently controlling a clutch depending on whether or not a brake is in operation. Disclosed is a method of controlling a clutch for a vehicle, which effectively reduces engagement impact that occurs when the clutch is engaged by performing control such that a rising slope of clutch torque up to a touch point is gentler when the brake is not in operation than when the brake is in operation.

Abstract: A method for controlling gear shifting of a hybrid electric vehicle, which is configured for reducing gear-shifting time, minimizing loss by a drive system, improving fuel efficiency and enhancing drivability and which enables a driver to feel a change in acceleration when the driver manipulates the accelerator pedal during power-on upshift active control operation may include speed control of the driving source of the vehicle based on a change rate of a transmission input speed and feedforward control of the clutch of the engagement element in the transmission, to which a driver requested torque is reflected, which are performed at the same time during power-on upshift active control operation, facilitating the driver to feel a change in acceleration which is produced by his or her driving manipulation.

Abstract: A shift control method for the vehicle with a DCT may include a start determining step of determining, by a TCU, whether the DCT may have entered a power-on down shift inertia phase, a clutch control step of controlling a release-side clutch by determining, by the TCU, a release-side clutch control torque, when the DCT enters the power-on down shift inertia phase, a limit determining step of determining whether the release-side clutch control torque is reduced below a predetermined minimum control torque, while the TCU performs the clutch control step, and an engine-assistance requesting step of requesting an ECU to set an engine-torque rise request amount in proportion to a release-side clutch control torque reduction amount that is additionally required by the TCU, when it is determined in the limit determining step that the release-side clutch control torque is reduced below the minimum control torque.

Abstract: A vehicle control device is provided with a friction clutch for engaging and disengaging a motor/generator and a drive wheel, a mechanical oil pump driven by the motor/generator to supply hydraulic oil pressure to the friction clutch, an electric oil pump driven by an electric motor to supply hydraulic oil pressure to the friction clutch, and a control unit. The control unit stops a motor/generator when a vehicle stops; maintains a release of a friction clutch when slack in the stroke is eliminated by the hydraulic oil pressure from the electric oil pump; raises a rotational speed of the motor/generator toward a target rotational speed upon a request to cancel stoppage of the motor/generator; and restricts the torque to be less than the motor generator torque at which the target rotational rate can be maintained when the rotational rate of the motor/generator is raised toward the target rotational rate.

Abstract: Methods and systems for operating a torque converter clutch of an automatic transmission are presented. In one non-limiting example, the torque converter clutch is closed to provide a threshold torque capacity during a vehicle launch. If an engine torque request is less than the threshold torque capacity, the torque converter clutch remains closed.

Abstract: A method for learning a touch point of a clutch in a Dual Clutch Transmission (DCT) vehicle includes a synchronization determination step, a drive shaft slip inducement step in which the controller induces a clutch of the drive shaft to slip, a non-drive shaft torque application step in which the controller applies torque to a clutch of the non-drive shaft, and a touch point learning step in which, while the speed of the non-drive input shaft follows the engine speed in the non-drive shaft torque application step, the controller searches for a certain point at which the speed of the non-drive input shaft changes and differs from the speed of the drive input shaft, and learns the point as the touch point of the clutch of the non-drive shaft.

Abstract: A touch point correction method includes determining respective temperatures of a first pressure plate, a second pressure plate, and a center plate and measuring an average temperature of the determined temperatures, determining rotational inertia based on the measured average temperature, determining a touch point correction amount based on the rotational inertia and engine speed of a vehicle, and correcting a touch point of a relevant clutch using the determined touch point correction amount.

Abstract: A method for operating a transmission device, which is transferable into different operating states through the actuation of shifting elements, is described. At least one of the shifting elements is designed as a positive-locking shifting element, which is supplied with operating pressure for presenting a defined operating state of the transmission device. Through a sensor device upstream of a valve device, which is connected to a transmission area essentially featuring ambient pressure, a value of a pressure signal corresponding to the operating pressure can be determined. Upon exceeding a threshold value of the pressure signal, currently in the area of the positive-locking shifting element, a change in operating state is determined, and, upon falling short of an additional threshold value of the pressure signal, the reaching of the requested operating state is established.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, torque demand of a driveline after a shift is forecast to determine if it is desirable to start the engine early so that engine torque is available after the shift. The approach may improve vehicle torque response.

Abstract: An engine clutch transfer torque determining apparatus of a vehicle includes: a power source including an engine and a driving motor; an engine clutch that is located between the engine and the driving motor to selectively connect the engine to the driving motor; and a vehicle controller that controls release or engagement of the engine clutch to implement a driving mode, wherein the vehicle controller releases a clutch hydraulic pressure in the engine clutch when a running state of the vehicle satisfies a transfer torque determining advancing condition, controls a speed of the motor and a speed of the engine while maintaining a speed difference between the motor and the engine in a predetermined relative speed range, and determines a transfer torque of the engine clutch based on a clutch hydraulic pressure and a clutch input torque when the engine clutch slips.

Abstract: In a work vehicle, a controller controls an engine based on an engine torque curve for defining a relationship between an engine speed, an engine output torque, and an operation amount of an accelerator operation member. The controller controls the engine based on a first engine torque curve during torque conversion travel. The controller controls the engine based on a second engine torque curve during lockup travel. The engine output torque of the second engine torque curve is less than the engine output torque of the first engine torque curve in at least a portion of a range of the engine speed when at least the operation amount of the accelerator operation member is a predetermined operation amount that is less than a maximum operation amount.

Abstract: Method to control a clutch device within a transmission selectively coupling an internal combustion engine to a driveline includes controlling slip of the clutch device in response to an engine autostart event. Controlling slip includes adjusting a commanded fill pressure to the clutch device to a first predetermined magnitude that exceeds a pressure threshold until the clutch device is filled, decreasing the commanded fill pressure from the first predetermined magnitude to a second predetermined magnitude below the pressure threshold, and adjusting the commanded fill pressure in accordance with a first ramping profile and in accordance with a subsequent second ramping profile when a transmission input speed achieves a desired first transmission input speed.

Abstract: A control apparatus for an automatic transmission including three frictional engagement elements is configured to set engagement pressures of first and second frictional engagement elements at the time when a predetermined shift speed is established such that a torque capacity of a third frictional engagement element becomes smaller than torque capacities of the first and second frictional engagement elements in the case where an engagement pressure is generated in the third frictional engagement element at the time when the predetermined shift speed is established.

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 transmission controller increases an indicated hydraulic pressure to a starting frictional engagement element to a normal hydraulic pressure, causes a hydraulic piston to stroke and executes a learning control of the indicated hydraulic pressure so that a time until the starting frictional engagement element starts generating a transmission capacity after the range is switched from the neutral range to the drive range becomes a target time when a range is switched from a neutral range to a drive range. The transmission controller further detects a driver's starting intention and increases the indicated hydraulic pressure to the starting frictional engagement element to a starting time hydraulic pressure higher than the normal hydraulic pressure and prohibits the learning control if the starting intention is detected before the starting frictional engagement element starts generating the transmission capacity.

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 system and method can control the dry dual clutch transmission (dDCT) of a vehicle. The method includes modifying a recorded torque-to-position (TTP) table based on a calculated clutch torque difference between a calculated clutch torque and a commanded clutch torque. The commanded clutch torque is provided by a transmission control module and is defined as a clutch torque sufficient to move the vehicle without applying the accelerator applier after the brake applier has been released. The calculated clutch torque is a function of the actual engine torque value, the engine inertia, and the engine acceleration.

Abstract: An example method of operation comprises, selectively shutting down engine operation responsive to operating conditions and without receiving an engine shutdown request from the operator, maintaining the automatic transmission in gear during the shutdown, and during an engine restart from the shutdown condition, and with the transmission in gear, transmitting reduced torque to the transmission. For example, slippage of a forward clutch of the transmission may be used to enable the transmission to remain in gear, yet reduce torque transmitted to the vehicle wheels.

Abstract: A control device of a hybrid vehicle includes an engine and an electric motor, a clutch, and an automatic transmission. The motor is the only drive power source when the clutch is released. The control device is configured such that when a request for increasing drive torque while the motor is running is made, if start control of the engine and downshift control of the automatic transmission overlap, clutch engagement completion is a starting point to start a rotational change of an input rotation speed of the transmission toward a synchronous rotation speed after a shift, and a transmission torque capacity during the downshift control in the transmission until engagement completion of the clutch being set equal to or greater than an input torque of the transmission during the motor running and less than an input torque of the transmission at the time of engagement completion of the clutch.

Abstract: A torque converter clutch control system of a vehicle includes a target slip module and a slip control module. The target slip module determines a target torque converter clutch slip based on an average number of activated cylinders of an engine during a predetermined period. The slip control module controls a torque converter clutch based on the target torque converter clutch slip.

Abstract: A method of performing a double swap kickdown shift in a transmission having a main box and a compounder. The compounder is shifted during the hold speed phase of the downshift. The target ratio for the downshift is overshot by an overshoot RPM.

Abstract: A vehicle powertrain includes an engine, transmission, torque converter assembly, and controller. The controller includes recorded lumped inertia models of the powertrain and instructions for executing a clutch-to-clutch shift using these models. The models collectively reduce powertrain dynamics to two or three degrees of freedom. The controller executes a method to estimate clutch torques using the models. The models may include a first primary inertia block describing engine inertia and inertia of a torque converter pump, and a second primary inertia model describing the inertia of the turbine and transmission as reflected to the input member. The second primary inertia model includes bulk inertia models for each fixed gear state and each possible shift maneuver. The controller derives a required output torque value as a closed-loop target value using the lumped inertia models and a requested input torque, and uses the estimated clutch torque to achieve the target value.

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 control device of an FR hybrid vehicle is provided with: a drive source that contains at least an engine (Eng); and a second brake (B2) that is fastened when a D range is selected. In the range of starting of fastening control of the second brake (B2), when the parameters (rate of input rotational frequency change and amount of motor torque change) that change along with the rotational fluctuation of the engine (Eng) become at least a predetermined threshold, it is judged that the second brake (B2) has started fastening. When in a state wherein the rotational fluctuations of the engine (Eng) can be determined to be large, the absolute value of the predetermined threshold is set to a value that is larger than when in a state wherein the rotational fluctuations of the engine (Eng) can be determined to be small.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline gear lash gear tooth to gear tooth impact may be reduced via adjusting operation of an electric machine. For example, gear tooth to gear tooth impact may be reduced by operating the electric machine in a speed control mode to manage torque during driveline torque transition from a negative torque to a positive torque.

Abstract: An engine is provided with an output shaft and a motor generator connection shaft of a crankshaft at ends of a crank case and adapted such that the output shaft can be connected with an external driven apparatus. A motor generator has stators relatively fixed to the crank case and a rotor coupled with the motor generator connection shaft and rotating relative to the stators. An external apparatus connection shaft is connected with the rotor and disposed at an end of the motor generator on the opposite side of the engine. A clutch is disposed between the motor generator connection shaft and the rotor. A power storage unit stores electric power generated by the motor generator and supplies the electric power to the motor generator. A controller switches between an electric power generation function and a motor function, and engages and disengages the clutch.

Abstract: A vehicle includes an internal combustion engine, an engine control module (ECM) programmed to estimate engine torque as a function of throttle request, and a transmission assembly. The transmission assembly includes a plurality of gear sets and clutches, including an offgoing clutch and an oncoming clutch for a power downshift, and a transmission control module (TCM). The TCM includes a processor and memory on which is recorded a shift line for the downshift, and instructions for executing the downshift. The TCM communicates an estimated throttle level at the shift line to the ECM, receives an estimated engine torque for the estimated throttle level at the shift line from the ECM, and decreases offgoing pressure to the offgoing clutch to a threshold pressure level prior to executing the downshift. The TCM then decreases the offgoing clutch pressure to a calibrated pressure at the shift line to execute the downshift.

Abstract: A vehicle transmission includes a plurality of oncoming clutches that are hydraulically-actuated. A controller is operatively connected to the plurality of oncoming clutches. An algorithm stored on and executable by the controller causes the controller to determine if at least one predefined coast condition is met and identify the plurality of oncoming clutches configured to be engageable during a downshift event from an initial gear ratio to respective other gear ratios. The initial gear ratio is greater than each of the respective other gear ratios. The algorithm causes the controller to generate a first pressure command to at least partially pressurize a first one of the oncoming clutches to a first staging pressure (PS1) if the at least one predefined coast condition is met prior to the downshift event. The first staging pressure (PS1) is defined as a first return spring pressure (PR1) minus a first variable correction factor (CF1).

Abstract: A control system for a vehicle transmission includes a controller configured to output a first torque estimate defined in terms of one nonlinear function of a transmission parameter for a particular value of the transmission parameter. The controller also receives a measured torque of the transmission at the particular value of the transmission parameter, and outputs a modified torque estimate for the particular value of the transmission parameter based on the measured torque.

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: A control device for an automatic transmission mounted on a vehicle to establish a plurality of shift speeds by engaging engagement elements that need to be engaged for each shift speed. The control device includes a target shift speed setting device, a during-travel neutral control device and a prediction control device. The prediction control device takes action when a predicted prechange time becomes equal to or less than a predetermined time while the automatic transmission is in the neutral state, the predicted prechange time being a time predicted on the basis of variations in vehicle speed and being a time before implementation of a change of the target shift speed that involves changing the particular engagement element from a disengaged state to an engaged state in order to maintain the neutral state.

Abstract: A start control device and a start control method of a vehicular power transmission system including a lock-up clutch and a start clutch are provided in which start-time lock-up slip control is performed, and neutral control is performed. When the start-time lock-up slip control is additionally executed during cancellation of the neutral control, the gradient of an output rotational speed of the hydraulic power transmission which is changed, through engagement of the start clutch, toward an input rotational speed of the automatic transmission at the time of completion of engagement of the start clutch is controlled, using at least one of a start clutch pressure that is increased so as to engage the start clutch, and a lock-up clutch pressure that is increased so as to bring the lock-up clutch into slip engagement.

Abstract: A transmission includes a transmission output speed (TOS) sensor providing a signal indicative of an output speed of the transmission. A controller estimates an actual torque output of the transmission and determines, in real time, a first TOS acceleration based on the signal provided by the transmission output speed sensor and a second TOS acceleration based on the actual torque estimation. The first and second accelerations are compared and a torque transient trigger is activated when the divergence exceeds a threshold value.

Abstract: An oil pressure control device includes: line pressure adjusting means for adjusting the line pressure; line pressure switching means for switching, in two stages, the line pressure adjusted by the line pressure adjusting means; a linear solenoid valve that adjusts a required oil pressure for engaging frictional engagement elements with one another by engagement force, which is required thereby, by adjusting a pressure of hydraulic oil with the line pressure; and control means for controlling a value of a current supplied to the linear solenoid valve. The control means performs control to differentiate the value of the current, which is supplied to the linear solenoid valve in order to adjust (obtain) the same required oil pressure, in response to the line pressure switched by the line pressure switching means.

Abstract: A control strategy for launching a motor vehicle includes using an electric motor to provide high torque at low speeds during synchronization of launch clutches. An internal combustion engine is started and connected with the electric motor to provide additional torque capacity. Selective engagement and disengagement of an engine disconnect clutch prevents the engine start from interfering with the motor vehicle launch.

Abstract: Methods and systems for controlling a transmission coupled to an engine during an engine start are presented. In one example, a method adjusts a transmission tie-up force in response to an indication of transmission slip. The method may improve vehicle launch for stop/start vehicles.

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 of operating a transmission device (3) having a plurality of frictionally engaging shift elements (B, C, D and E) and at least one form-locking shift element (A, F) for implementing different transmission ratios. Upon a requested change in operating state of the transmission device (3), the at least one form-locking shift element (A) is transferred into an at least nearly load-free state, during which the form-locking shift element (A) is transferred from an engaged to a disengaged operating state by increasing the transfer capability of at least one frictionally engaging shift element (E), which is not engaged in the power flow of the transmission device (3) either to represent the present operating state or to represent the requested operating state.

Abstract: A hybrid drive apparatus includes an input member that is drivingly connected to a rotary electric machine and drivingly connected via an input clutch to an internal combustion engine, an output member that is drivingly connected to the input member and transmits rotation of the input member to wheels, and a control device that controls the rotary electric machine. The control device is capable of performing valve opening/closing phase control that advances or retards opening/closing phases of valve elements provided in the internal combustion engine via a valve opening/closing phase adjusting mechanism and, with the internal combustion engine in a stopped state before starting a vehicle, advances the opening/closing phases of the valve elements to bring the opening/closing phases of the valve elements into an advanced phase state relative to predetermined reference phases, thus starting the vehicle with torque of the rotary electric machine in the advanced phase state.