Abstract: An HV-ECU performs processing including calculating requested system power, calculating requested engine power when an engine activation request has been issued, setting an operating point on a predetermined operating line, setting an upper limit value of magnitude of an amount of lowering in engine rotation speed to a first value when a vehicle is in a sport running state and when the previous operating point is within a forced induction range, setting the upper limit value to a second value when the vehicle is not in the sport running state or when the previous operating point is not within the forced induction range, correcting the operating point, and outputting an engine operation state command, a first MG torque command, and a second MG torque command.

Abstract: Systems, apparatus, and methods are disclosed that include an internal combustion engine having a plurality of cylinders operable to be deactivated while controlling a variable geometry turbocharger in response to the reduced number of active cylinders.

Abstract: A method for operating a vehicle drive train (1) includes, during a downshift, disengaging at least one shift element (A through F) from a power flow of the transmission (5), guiding a power transmission capacity of a torque converter lockup clutch (4) to a level at which the torque converter lockup clutch (4) is in a non-slip operating condition during a positive engine override when a rotational speed of a prime mover (2) is guided towards a synchronous speed of a demanded desired ratio, and guiding the power transmission capacity of the torque converter lockup clutch (4)—no later than a point in time of the downshift at which the rotational speed of the prime mover (2) is equal to the synchronous speed of the desired ratio—to a level at which the torque converter lockup clutch (4) is transferred into a continuous slip operation due to torque.

Abstract: The invention relates to a method for controlling a turbocharger system (10) fluidly connected to an exhaust manifold (102) of a combustion engine (100) in a vehicle (800). The turbocharger system (10) comprises a turbocharger turbine (22) operable by exhaust gases from the exhaust manifold, and a tank (40) with pressurized gas. The tank is fluidly connectable to the turbocharger turbine. The method comprises the steps of: predicting the coming drive conditions of the vehicle, injecting pressurized gas from the tank to drive the turbocharger turbine such that the turbocharger turbine is at least partly driven by the pressurized gas, in response to the predicted drive conditions, and/or charging the tank with pressurized gas in response to the predicted drive conditions, wherein the predicted drive conditions are indicative of the need for injection of pressurized gas from the tank.

Abstract: In a control device for an internal combustion engine, when a target pre/post compressor pressure ratio calculated by a target pre/post compressor pressure ratio calculation part is more than a turbine-limit-time pre/post compressor pressure ratio calculated by a turbine-limit-time pre/post compressor pressure ratio calculation part, an upper limit of the target pre/post compressor pressure ratio is limited by the turbine-limit-time pre/post compressor pressure ratio, and a change rate of the target pre/post compressor pressure ratio is limited by a change rate limit value during a change rate limitation period after upper limit limitation processing starts, thereby preventing the target pre/post compressor pressure ratio from being suddenly fluctuated by a sudden fluctuation in a compressor passage flow rate, and suppressing the occurrence of the over rotation of the turbine and the control hunting.

Abstract: An overheat preventing method of a clutch for a vehicle may include a first comparing, by a controller, of comparing a temperature of a clutch with a first set temperature, as a result of performing the first comparing, when the temperature of the clutch is higher than the first set temperature, accelerator pedal map increasing, by the controller, of controlling a gain of an accelerator pedal map to be increased, after the accelerator pedal map increasing, a second comparing, by the controller, of comparing the temperature of the clutch with a second set temperature set to be lower than the first set temperature, and as a result of performing the second comparing, when the temperature of the clutch is lower than the second set temperature, an accelerator pedal map recovering, by the controller, of controlling the gain of the accelerator pedal map to be recovered to a reference value.

Abstract: Systems and methods for operating a battery pack supplying power to propel a vehicle are disclosed. One example method comprises, adjusting a battery pack state of charge window in response to vehicle mass. Adjusting the battery pack state of charge window in response to vehicle mass may allow the battery pack to provide an increased amount of energy to a motor so that the motor may provide torque to a driveline for a longer period of time and/or absorb more vehicle generator produced power during vehicle operations.

Abstract: A powertrain comprising an engine, a motor, a disconnect clutch connected between the engine and the motor, and a transmission. The transmission is connected to the motor by a torque converter and lock-up clutch and selectively and indirectly connected to the engine by the disconnect clutch. A controller receives an engine torque output signal and reduces the torque output of the engine to the clutch capacity limit value. A system and a method are also provided for controlling a powertrain for a hybrid vehicle.

Abstract: Emergency shifting is performed in a shift-by-wire (SBW) vehicle during a power failure of a main electrical supply that includes a battery. A shift actuator is configured to mechanically couple to the transmission in order to execute shift events between a plurality of shift positions (including park and neutral) using the main voltage from the main supply during normal conditions. A human-powered generator is provided for converting a manually-imparted motion to an electrical output during the power failure. A storage device (e.g., capacitor) receives the electrical output to store a power reserve to apply to the shift actuator to execute an emergency shift event in the absence of main power in response to a manual command. The generator and storage device are configured such that a maximum power reserve stored from the generator can achieve only one emergency shift event at a time.

Abstract: A speed change ratio controller, which controls a speed change ratio of the continuously variable transmission, normally exercises map control according to a predetermined speed change ratio map so that a V-N characteristic curve prescribed by a vehicle speed (V) and an engine rotational frequency (N) falls in a range of a predetermined region of speed change. When an accelerator opening degree exceeds a predetermined range and a vehicle load exceeds a predetermined range a target speed change ratio is corrected so that the V-N characteristic curve gets out of the predetermined region of speed change. After the V-N characteristic curve gets out of the region of speed change, the necessity of continuation of acceleration or deceleration is determined on the basis of a predetermined condition such as returning of an accelerator grip, and when the continuation is unnecessary, normal map control is automatically restored.

Abstract: A wastegate control system and a method for the wastegate control system is disclosed. The wastegate control system includes an ambient pressure sensor, a throttle angle sensor, an ignition timing sensor, a knock sensor, an intake charge temperature sensor and an intake charge humidity sensor. A wastegate is controlled according to information received from these sensors.

Abstract: The invention relates to a method for controlling the power transmission in a drive train, in particular of a motor vehicle, wherein the drive train comprises: an internal combustion engine which drives an output shaft at an engine speed and generates an exhaust gas stream; an exhaust gas turbine which is arranged in the exhaust gas stream and is engaged in or can be switched to a drive connection with the output shaft in order to transmit the drive power of the exhaust gas turbine to the output shaft; a compressor which is arranged in a fresh air stream supplied to the internal combustion engine and which is engaged in and driven by a drive connection with the exhaust gas turbine in order to charge the internal combustion engine at a predefined charging pressure; a power-controlled hydrodynamic clutch, which is arranged in the drive connection between the exhaust gas turbine and the output shaft and by means of which drive power of the exhaust gas turbine is transmitted to the output shaft depending on the p

Abstract: A control device for controlling an engagement state of a lock-up clutch is provided. A plurality of target slip ratio maps include a normal slip ratio map having a characteristic line of a target slip ratio defined in accordance with an engine load at a normal vehicle running condition and a modified slip ratio map having a characteristic line of the target slip ratio to become a facing calorific value lower than a facing calorific value corresponding to the slip ratio retrieved from the normal slip ratio map. In the case where an estimate value of the facing temperature continues to exceed first threshold temperature for more than predetermined time when to carry out slip control using the normal slip ratio map, control to switch the target slip ratio map from the normal slip ratio map to the modified slip ratio map is carried out.

Abstract: A method is provided for controlling an output torque of an automated transmission coupled to an internal combustion engine and having a transmission controller. The internal combustion engine includes an exhaust gas turbocharger and an injection air device for injecting air into an intake line. The method receives a torque requirement by the transmission controller, generates an injection air signal by the transmission controller based on the torque requirement and current operating parameters of the internal combustion engine and the automated transmission, and controls the output torque by activating the injection air device based on the injection air signal for injecting air into the intake line of the internal combustion engine for a duration to be determined. A corresponding device is provided for carrying out the method.

Abstract: A method and drive train for performing a gearshift from a first gear to a second gear in a vehicle provided with a manual or automated manual transmission is provided. A drivetrain incorporating the automated manual transmission includes an engine, connected via a clutch to an electric motor/generator, which in turn is connected to the manual or automated manual transmission and wherein the electric motor/generator is connected to a battery, other energy storing devices or a heating element. The method includes controlling the motor/generator to absorb a torque equalling the torque provided by the engine, such that the manual or automated manual transmission transfers a only minor, or no, torque, disengaging the first gear, controlling the torques absorbed by the motor/generator and provided by the engine such that an engine speed correlates to the engine speed necessary for propelling the vehicle at the second gear, and engaging the second gear.

Abstract: A vehicle with a modular hybrid transmission that has a combustion engine including a turbocharger and an e-machine use barometric pressure, road grade, and estimated vehicle mass to develop a turbo lag estimate. If it is determined that undesirable turbo lag is likely, the system opens a disconnect clutch between the engine and the e-machine and the engine is started independently of the e-machine. The e-machine is then used to launch the vehicle while the engine is started.

Abstract: A power control device includes: an engine control unit and a transmission control unit provided so as to control power of the engine, and configured such that if an actual operating point, which is an operating point indicating a combination of actual revolution speed and torque of the engine, is located in a non-supercharging region and a final target operating point, which serves as a target operating point during acceleration, is located in a supercharging region, the revolution speed of the engine is increased until the actual operating point is shifted into the supercharging region, and the revolution speed of the engine is decreased after the actual operating point has entered the supercharging region, thereby shifting the actual operating point into the final target operating point when accelerating the vehicle.

Abstract: Methods and systems are provided for controlling a vehicle engine, the engine including a turbocharger and a transmission. One example method comprises, operating the transmission at a first lower gear with a first boost level, increasing the boost from the first boost level before completing a shift from the first lower gear to a second higher gear, and after completing the shift, operating the transmission at the second higher gear with the increased boost.

Abstract: A wastegate control system and a method for the wastegate control system is disclosed. The wastegate control system includes an ambient pressure sensor, a throttle angle sensor, an ignition timing sensor, a knock sensor, an intake charge temperature sensor and an intake charge humidity sensor. A wastegate is controlled according to information received from these sensors.

Abstract: Provided is directed to reduce unnecessary fuel consumption due to unnecessary rapid acceleration when a vehicle drives between intersections, and it is an object to allow for economical driving by reducing the fuel cost, and minimize environmental pollution by minimizing the exhaust gas of vehicle, by providing an economical speed for drivers such that vehicles that have passed through an intersection in accordance with the present traffic light economically drives to the next intersection.

Abstract: A method of operating a vehicle drive train (1) comprising a combustion engine (2), a turbo charger (22) assigned to the combustion engine, a mechanism for the injection of additional compressed air into an air intake system (8) of the combustion engine (2), a start and shift clutch (60), and a transmission (62). To optimally prepare and execute a start procedure of such an equipped vehicle, additional compressed air is only injected into the air intake system (8) of the combustion engine (2) if, depending upon the actual operating situation of the vehicle, the injection of additional compressed air benefits the safety of the driver, fuel consumption, drive comfort and/or the clutch wear.

Abstract: Methods and systems are provided for controlling a vehicle engine, the engine including a turbocharger and a transmission. One example method comprises, operating the transmission at a first lower gear with a first boost level, increasing the boost from the first boost level before completing a shift from the first lower gear to a second higher gear, and after completing the shift, operating the transmission at the second higher gear with the increased boost.

Abstract: A power control device includes: an engine control unit and a transmission control unit provided so as to control power of the engine, and configured such that if an actual operating point, which is an operating point indicating a combination of actual revolution speed and torque of the engine, is located in a non-supercharging region and a final target operating point, which serves as a target operating point during acceleration, is located in a supercharging region, the revolution speed of the engine is increased until the actual operating point is shifted into the supercharging region, and the revolution speed of the engine is decreased after the actual operating point has entered the supercharging region, thereby shifting the actual operating point into the final target operating point when accelerating the vehicle.

Abstract: The present invention is related to a method of controlling a device having a calibration process. The calibration process has a partial calibration routine and a calibration routine. A detector within the control system is capable of receiving one or more input signals and determining whether a partial calibration or calibration should occur. The first step in the process involves starting the control method where the detector receives input signals or generates it own data within the detector. The detector also determines whether a partial calibration routine or a calibration routine will take place based upon the value of the input signals received. A partial calibration routine will be performed if the input signals to the detector do not favor a calibration.

Abstract: The invention relates to a method for controlling the power transmission in a drive train, in particular of a motor vehicle, wherein the drive train comprises: an internal combustion engine which drives an output shaft at an engine speed and generates an exhaust gas stream; an exhaust gas turbine which is arranged in the exhaust gas stream and is engaged in or can be switched to a drive connection with the output shaft in order to transmit the drive power of the exhaust gas turbine to the output shaft; a compressor which is arranged in a fresh air stream supplied to the internal combustion engine and which is engaged in and driven by a drive connection with the exhaust gas turbine in order to charge the internal combustion engine at a predefined charging pressure; a power-controlled hydrodynamic clutch, which is arranged in the drive connection between the exhaust gas turbine and the output shaft and by means of which drive power of the exhaust gas turbine is transmitted to the output shaft depending on the p

Abstract: Turbo lag is a known impediment of a turbocharged, small displacement engine providing the feel of a large displacement engine. A method of spinning up the exhaust turbine during an interval between the time that the operator moves his/her foot from the brake pedal to the accelerator pedal to initiate a launch. A non-exhaustive list of actions that can be taken to increase exhaust enthalpy provided to the turbine include: opening the throttle, retarding the spark, and closing the wastegate. Additionally, a brake can be applied at one of the vehicle wheels to keep the engine from launching forward during this interval.

Abstract: An improved vehicle having a hydrogen generator providing a mixture of hydrogen and/or oxygen to a combustion chamber of a diesel powered engine which is combined with diesel fuel for improving the efficiency of the diesel powered engine and substantially preventing unwanted organic residue produced by the combustion of the diesel fuel, a secondary cooling fan connected to the diesel powered engine; and a control system controlling the operation of at least one of the generator, the primary cooling fan and the secondary cooling fan to enhance the performance of the vehicle.

Abstract: A method is provided for controlling an output torque of an automated transmission coupled to an internal combustion engine and having a transmission controller. The internal combustion engine includes an exhaust gas turbocharger and an injection air device for injecting air into an intake line. The method receives a torque requirement by the transmission controller, generates an injection air signal by the transmission controller based on the torque requirement and current operating parameters of the internal combustion engine and the automated transmission, and controls the output torque by activating the injection air device based on the injection air signal for injecting air into the intake line of the internal combustion engine for a duration to be determined. A corresponding device is provided for carrying out the method.

Abstract: The present invention relates to a system and method for controlling a minimum flow rate of a variable geometry turbocharger that improve the starting performance of a vehicle and prevent the generation of surge noise and smoke remarkably, comprising a stopper to restrict the lever rotation of a flow regulator and determine a minimum flow rate of the turbocharger based on the position that restricts the lever rotation, in a structure where its position can be regulated to control the lever rotation limit position and the minimum flow rate of the turbocharger, and an ECU to calculate a stopper position correction value, with which an actual boost pressure detected by a boost pressure detection unit satisfies a target boost pressure, if meeting predetermined vehicle speed and gear ratio conditions, and then to duty-control a stopper position regulator to correct the current stopper position by the calculated stopper position correction value.

Abstract: In a vehicle mounting an engine equipped with an exhaust turbocharger and a fluid transmission device as the power transmission device, occurrence of surging in the exhaust turbocharger is prevented at the time of connecting a lockup clutch in the fluid transmission device. When a condition for connecting the lockup clutch is held to lock up the fluid transmission device coupled to the engine 1 equipped with the exhaust turbocharger, the operation is executed by lowering a target engine rotational speed for a predetermined period of time prior to the locking up to avoid the occurrence of surging caused by a decrease in the engine rotational speed due to the lockup. A lockup clutch control device 50 includes first timer means 51 for setting a time for executing the operation by decreasing the target engine rotational speed, and second timer means 52 for setting a time for waiting for the start of lockup.

Abstract: A vehicle power transmission device in which an engine 61 equipped with a turbo charger 62 and a fluid coupling 2 with a lockup clutch are combined together, wherein a timing for connecting the lockup clutch 25 is normalized to accomplish a smooth connecting during the low-speed traveling after the start. A lockup clutch control device is equipped with means for detecting the operating condition of the turbo charger 62, and the lockup clutch 25 starts to be connected at a moment before the turbo charger 62 reaches a high output state. The lockup clutch 25 is connected within a short period of time without producing a shock due to connection and the vehicle, thereafter, accelerates smoothly. A rate of change in the revolution of the engine 61 or the pressure in the intake pipe 63 is detected to detect the operating condition of the turbo charger 62.

Abstract: There is provided a supercharger controller module of a supercharger system for use in conjunction with a vehicle computer system of a vehicle engine including a microprocessor in communication with the vehicle computer system. The supercharger controller module may be configured to control a fuel system transducer of the supercharger system. The supercharger controller module may also be configured to control a vacuum system transducer of the supercharger system. The supercharger controller module may be further configured to receive instructions from a user through a remote controller panel. The microprocessor is configured to receive and modify at least one signal from the vehicle computer system, where the at least one signal controls at least one operating parameter of the vehicle engine. The microprocessor may be configured to modify a mass air flow sensor signal. The microprocessor may be further configured to control a pump of the supercharger system.

Abstract: A system for controlling vehicle braking operation includes a mechanism for determining desired service brake force, a mechanism for determining vehicle deceleration, an electronically actuatable engine compression brake unit, an electronically controllable turbocharger boost pressure adjustment device and a transmission including a number of automatically selectable gear ratios, wherein each of these components are coupled to a control computer. The control computer is operable to activate the engine compression brakes whenever service brake action is detected, and to modulate the downshift engine speed points of the transmission as a function of the desired brake force. The boost pressure adjustment device and the engine compression brake may optionally be controlled to maintain a vehicle deceleration rate below a deceleration rate threshold. Alternatively, the downshift engine speed points may be controlled to maintain the vehicle deceleration rate below the deceleration rate threshold.

Abstract: In corrective control system and method for a liquid pressure control apparatus for a control valve unit, fundamental maps are preset on the basis of a hysterisis characteristic, the hysterisis characteristic being exhibited in such a manner that an output liquid pressure actually measured value which takes along a first hysterisis loop when the current value is increased toward a larger value is different from that which takes along a second hysterisis loop when the current value is, in turn, decreased toward a smaller value from the larger value and each fundamental map is a map representing a relationship between the output liquid pressure actually measured value and a current average value, the current average value being an average between the current value in the first hysterisis loop and that in the second hysterisis loop with respect to each of the same output pressure actually measured values.

Abstract: The present invention discloses a method for controlling up-shifting of multiple speed change gear transmission used with a turbocharged internal combustion engine. One or more engine operating parameters are selected for control by the control unit. The control unit establishes that an up-shift is about to occur. The engine is placed in a transient operating mode. The transient operating mode includes the steps of reducing a magnitude of at least one of the engine speed and the engine torque to enable shifting from a first gear, and modulating the selected engine operating parameter to maintain the boost pressure by one of increasing the exhaust energy and maintaining the rotational speed of the turbocharger while the magnitude of the at least one of the engine speed and the engine torque is reduced. The control unit establishes that the shift from the first gear has been completed.

Abstract: Methods for controlling intake air flow to an internal combustion engine having an output shaft driven by the internal combustion engine, an intake air pipe, an exhaust gas pipe, a compressor located in the intake air pipe, a turbine located in the exhaust gas pipe, a transmission system connecting turbine, compressor, and output shaft for energy transfer between the turbine and compressor, between the turbine and output shaft, and between the output shaft and compressor. The transmission system includes a variable transmission between the output shaft and compressor and a control means for controlling the gear ratio in the variable transmission.

Abstract: An engine brake control system for a vehicle drive train including an internal combustion engine with an exhaust system and a turbocharger includes a variable inlet turbine in the exhaust system as part of the turbocharger which has a nozzle inlet control, a turbine wheel inlet and variable inlet nozzle vanes in the turbine wheel inlet of the variable inlet turbine and coupled with the nozzle inlet control. Further, a controller controls the variable inlet nozzle vanes through a number of positions from fully open to fully closed. Inputs to the controller affecting its operation include a speed sensor, a drive coupling sensor, a gear selection sensor, an overdrive gear sensor, an engine speed sensor, a throttle sensor, a pressure sensor and a warm-up sensor. A user interface both receives and sends information from and to the controller. The engine brake control system not only includes modulation of the engine brake, but also provides for control of a torque converter, automatic transmission and overdrive.

Abstract: A system for controlling downhill vehicle operation includes an electronically actuatable engine compression brake unit associated with an internal combustion engine, an electronically controllable turbocharger boost pressure adjustment device, electronically actuatable service brakes and a transmission including a number of automatically selectable gear ratios, wherein each of these components are coupled to a control computer. In accordance with one aspect of the present invention, the control computer is operable to detect a potential runaway vehicle condition and control any one or combination of engine compression brake activity, turbocharger boost pressure, service brake activity and automatic transmission shifting to thereby provide for a controlled descent down a negative grade and thereby prevent a runaway vehicle condition.

Abstract: An apparatus for controlling a lock-up clutch disposed in a drive system of an automotive vehicle which includes a lean-burn engine provided with a turbocharger. The apparatus is arranged to place the lock-up clutch in a fully engaged state and/or a slip control state while a running condition of the automotive vehicle is in a predetermined engaging area or slip control area of the lock-up clutch. The apparatus includes an engaging-area changing device operable to change the engaging area of the lock-up clutch, on the basis of a turbocharging pressure established by the turbocharger, and/or slip-control-area changing means for changing the slip control area, on the basis of the turbocharging pressure.

Abstract: A method for shifting a powershift transmission of a vehicle in accordance with the load being experienced by the engine as estimated from certain engine operating parameters. A turbocharger associated with an engine operating at a given engine speed generates a turbo boost pressure. The turbo boost pressure is monitored by a sensor and a turbo boost signal is generated therefrom. Similarly, the engine speed is monitored by a sensor and an engine speed signal is generated therefrom. The turbo boost and engine speed signals are used to estimate the engine load based on empirical data stored in the transmission controller's memory, and a percentage load is computed therefrom. The percentage load is then used to generate an appropriate duty cycle and time value for a pulse-width-modulated shift signal which controls the modulation of an on-coming directional clutch into engagement at a desired rate of engagement dependent upon the load being experienced by the vehicle.

Abstract: A method for controlling shifting of a powershift transmission of an agricultural vehicle in accordance with a boost pressure developed by a turbocharger of an engine associated with said vehicle. The turbocharger generates a turbo boost pressure which is indicative of the engine torque being produced by the engine at a given time. The turbo boost pressure is monitored by a sensor which generates a boost pressure signal in accordance with the sensed boost pressure. This signal is then modified in accordance with the sensed engine speed of the vehicle to produce a compensated turbo boost signal. The compensated turbo boost signal is compared against predetermined full-load and no-load turbo boost values to determine the percentage value of full-load boost pressure, and thus the load on the engine, at a given time.