Abstract: A method and controller are provided for controlling a power train of a vehicle having a number of modes of operation. A first controller is provided for controlling of a first function of the vehicle. At least one second controller is provided for controlling of a second function of the vehicle. The first controller and the at least one second controller are combined in a joint controller having a state observer and a number of controlling entities. The joint controller is operated by a set of formal controlling parameters assigned to the controlling entities. Actual parameters of the set of formal controlling parameters are switched according to a current mode of the number of modes of operation.

Abstract: A method for controlling a hydraulic flow within a powertrain comprising an electromechanical transmission mechanically-operatively coupled to an engine adapted to selectively transmit power to an output, wherein the transmission utilizes a hydraulic control system serving a number of hydraulic oil consuming functions includes monitoring minimum hydraulic pressure requirements for each of the functions, determining a requested hydraulic pressure based upon the monitoring minimum hydraulic pressure requirements and physical limits of the hydraulic control system including a maximum pressure, determining a desired flow utilizing a hydraulic control system flow model based upon the requested hydraulic pressure, and utilizing the desired flow to control an auxiliary hydraulic pump.

Abstract: A method and device are provided for controlling a vehicle cruise control in a vehicle, the method including registering a starting point and an end destination for a possible traveling route of the vehicle, registering a desired traveling time for the traveling route, calculating and setting limits for parameters of the cruise control in order to arrive at the end destination on the desired traveling time with as low fuel consumption as possible.

Abstract: A method for controlling a vehicles drivetrain including an engine and automatic transmission, such that transmission ratios are shifted within a range of transmission ratios in a continuous and/or stepped manner as function of preset target speeds that are adjustable via a vehicle speed control and actual vehicle inclinations in relation to the vehicles longitudinal axis. When the actual speed of the vehicle differs from a preset threshold speed, a request to change an actual ratio of the transmission is generated, if it has been determined that the output torque is smaller than a threshold value or an output torque required to adjust the preset threshold speed of the vehicle. The ratio of the transmission is shifted so the torque applied to the output is modified toward the output torque required to adjust the threshold speed.

Abstract: A shift-by-wire system includes an incremental shift interface that generates an incremental shift signal. A rock control module enables a rocking mode and generates a rock control signal based on status of a vehicle parameter. The rocking mode includes shifting between a first mode and a second mode and back to the first mode. The first mode is one of a reverse mode and a drive mode and the second mode is the other one of the reverse mode and the drive mode. A shift interface module generates a shift control signal to shift a transmission of a vehicle between the first mode and the second mode based on the incremental shift signal and the rock control signal.

Abstract: An apparatus for generating autonomic control mode commands to an autonomic control system in a vehicle to execute an autonomic vehicle maneuver in response to an operator command includes a control module signally connected to the autonomic control system and an input device. The input device is manipulated by an operator to transition among operator command positions and configured to generate signal outputs monitored by the control module indicating the operator command positions including a neutral position, a detent position and an extended detent position. The input device further includes a reset state corresponding to the neutral position and monitored by the control module, an initiation state corresponding to the extended detent position and monitored by the control module, and a command state corresponding to the detent position and monitored by the control module.

Abstract: A method for controlling driveline stability in a vehicle includes generating an activation signal indicative of a predetermined vehicle maneuver, which may include a hard braking maneuver on a low coefficient of friction surface. A quick automatic shift to a neutral gear state is executed with a rapid dumping or bleeding off of clutch pressure in a designated output clutch of the vehicle. An activated state of an antilock braking system (ABS) may be used as part of the activation signal. The shift to the neutral gear state may occur only when a current transmission operating state is associated with the high level of driveline inertia. A vehicle includes a transmission and a control system configured to execute the above method.

Abstract: A method for controlling a transmission includes using actuation of a button of a shift module to produce a signal representing a desired gear, using the signal and a second signal commanding a park range to determining a priority range, using a shift mechanism to attempt engagement of the transmission in the priority range, and if the priority range is park and park is not engaged, engaging a park brake.

Abstract: When initial drive control for an actuator driving a shift switch mechanism is completed, a P-ECU determines whether an IG signal is received. In the case where the P-ECU has not received the IG signal at the time when the initial drive control is completed, the P-ECU temporarily keeps the actuator in a state where the initial drive control is completed. In the case where the P-ECU receives the IG signal in the period from completion of the initial drive control to the time when a predetermined time T2 has elapsed since completion of the initial drive control, the P-ECU executes P wall press control when the P-ECU receives the IG signal.

Abstract: A shift map switching control unit includes a fuel level sensor 72, plural shift maps for deriving the shift timing of an automatic transmission 1b, and a controller 101 that selects one shift map out of the plural shift maps and controls the shift of the automatic transmission 1b according to the selected shift map. The controller 101 switches a standard shift map 103 to a high fuel economy shift map 104 in which fuel consumption is reduced when it is sensed that the residual quantity of fuel is equal to or below a predetermined value. An operational mode display lamp 99 displays the selected shift map. As the residual quantity of fuel is sensed, based upon a mean value of output signals from the fuel level sensor 72 in predetermined time, the shift maps can be prevented from being frequently switched.

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

Abstract: An engine driving force is calculated. A first-lag process is executed based upon the engine driving force to calculate an engaging torque between front and rear shafts. The resultant is output to a transfer clutch drive unit. A braking force according to a change of a driving force, which is decreased with the lapse of time based upon a temporal change of the engine driving force, is calculated by executing a first-order lead process. An acceleration sensitive target yaw moment based upon the braking force according to the change of the driving force is calculated, and a steering sensitive target yaw moment based upon a steering angle velocity is calculated by executing the first-order lead process. A braking force to be added to an inner wheel on a turn is calculated based upon these target yaw moment. The resultant is output to a brake drive unit.

Abstract: A control device is disclosed which can obtain increased fuel economy performance depending on a kind of fuel in a vehicle having an internal combustion engine and an electric motor when the kind of fuel supplied to the internal combustion engine is altered. A determining vehicle speed (V1) and determining output torque (T1), representing a boundary value with which a step-variable control region and a continuously variable control region of a shifting mechanism (10) are demarcated, are altered such that the higher the mixing ratio of ethanol, the lower will be the determining vehicle speed (V1) and determining output torque (T1). Therefore, the determination is made whether to operate a first electric motor (M1) depending on the mixing ratio of ethanol, making it possible to obtain increased fuel economy performance in line with the mixing ratio of ethanol.

Abstract: Methods and systems are provided for vehicle control during braking for vehicles having a transmission gear movable between at least a drive position and a neutral position. A wheel speed sensor measures a wheel speed of the wheel. A controller is coupled to the wheel speed sensor. The controller calculates a parameter using the wheel speed, and shifts the transmission gear from the drive position to the neutral position if the parameter exceeds a predetermined threshold. The parameter is indicative of a load on a component of the vehicle.

Abstract: A method of operating a vehicle in a freewheel mode or a rolling mode, in which the vehicle has a drive train comprising a controllable drive engine, an automatic or automated transmission, and a controllable shifter for interrupting a flow of power in the drive train. To enable fuel-efficient and low-emission, as well as safe and comfortable driving, it is intended that the freewheel mode or the rolling mode is prognostically activated, deactivated or retained by performing a plausibility check of a currently active, automatic driving speed control function or a driving speed and a distance control function and/or other current driving operation or driving state data. The method includes coordinating and adapting relevant marginal conditions of the active driving speed control function or the driving speed and the distance control function, and of the freewheel mode or the rolling mode, according to the driving situation, and initiating control measures by a transmission control.

Abstract: An electronic control module for a machine may include instructions for performing a method. The method may include obtaining a total torque load limit for one or more hydrostatic transmission loops in the machine. The method may also include allocating the total torque load limit between the one or more hydrostatic transmission loops in the form of one or more lower level torque load limits.

Abstract: A method (42) for preventing incorrect gear shifts in automatic transmissions (14) of motor vehicles comprising the following steps: determining a current output torque (Mis) of a source gear (GSOURCE); generating a history of output torques by storing the current output torque in the source gear (GSOURCE) for a time interval having a predetermined duration; determining an absolute value of a minimal output torque (Mmin) and an absolute value of a maximum output torque (Mmax) from the history (60) of output torques, comparing the two values and determining the greater absolute value; determining (S3) an absolute value of a target torque (MTARGET) of a target gear (GTARGET), if an instruction for a gear change exists; comparing (S4) the absolute value of the target torque (MTARGET) with the greater absolute value; and shifting (S5) the transmission (14) from the source gear (GSOURCE) to the target gear (GTARGET), if the absolute value of the target torque (MTARGET) is less than or equal to the greater absolute

Abstract: Method for determining the performance of a motor vehicle consumable, including engine lubricant, fuel and tires in a motor vehicle having an engine with at least one fuel injection valve, a lubricating system and a CANbus network having at least three network nodes, each operably connected to a computer. The method includes operating the vehicle while supplying the engine with fuel through a fuel injection valve and lubricating the engine with the engine lubricant. A first CANbus network node transmits to the computer a signal indicative of the engine fuelling rate based upon the opening time of a fuel injection valve. One or more second CANbus network nodes transmit signals to the computer indicative of one or more variables indicative of the power output of the engine, and one or more third CANbus network nodes transmit signals to the computer indicative of the vehicle operating conditions.

Abstract: The present invention provides a method of reducing the output speed of a transmission in a vehicle, whereby the transmission includes a speed sensor and a controller and the vehicle includes a proximity sensor. The method includes measuring the output speed with the speed sensor and comparing the measured output speed to an output speed threshold. The controller receives throttle percentage and compares the throttle percentage to a throttle threshold. The method further includes receiving an input signal from the proximity sensor and comparing the input signal to a signal threshold. The output speed of the transmission can be controlled based on the values of the measured output speed, throttle percentage, and input signal.

Abstract: A method for controlling a vehicle's automated transmission, which is arranged in a drive train in the force flow between a engine and a drive axle or a transfer box, depending on certain operating parameters and control actions of an adaptive cruise control system (ACC) that can be operated using engine and brake mechanisms to regulate speed and distance from a car in front. The method controls the transmission when an engine torque demand differs from the torque demand of the ACC. The operating mode of the ACC, which is active at the time, and the load direction of the torque demand of the ACC are determined, and the torque demand, used for controlling the transmission when speed or distance regulation is activated, is determined depending on the ACC operating mode and the load direction of the torque demand.

Abstract: In order to prevent an automobile from keeping running in an unsafe state when communication via an in-vehicle network becomes impossible, the present invention provides an in-vehicle network in which a synchronization execution node is selected from electronic control units which perform electronic control on the running or power of the automobile, among respective electronic control units.

Abstract: System and method for behavior based control of an autonomous vehicle. Actuators (e.g., linkages) manipulate input devices (e.g., articulation controls and drive controls, such as a throttle lever, steering gear, tie rods, throttle, brake, accelerator, or transmission shifter) to direct the operation of the vehicle. Behaviors that characterize the operational mode of the vehicle are associated with the actuators. The behaviors include action sets ranked by priority, and the action sets include alternative actions that the vehicle can take to accomplish its task. The alternative actions are ranked by preference, and an arbiter selects the action to be performed and, optionally, modified.

Abstract: An automatic transmission control method in which at least one of a starting clutch, a clutch coupling and transmission elements, for selection as well as engagement and disengagement of a gear step, are determined as a function of respectively existing variables representing the driving situation as well as the driver's wishes can be activated by actuators which are controlled by a control and regulation device. The method comprising the steps of collecting and normalizing the input variable into standard input variables; weighting with weighting factors and summarizing; converting the weighted input variables into intermediate variables; selecting a specific range of values which represents a specific shifting sequence; and implementing the shifting operation.

Abstract: To eliminate the need for additional operating elements for fine tuning the management of the engine and transmission of a mobile agricultural vehicle, the electronic transmission-control unit is connected via an ISO bus to the ISO bus terminal, such that current transmission data can be displayed in the cabin of the vehicle and adjustments can be made via the ISO bus terminal to modify this transmission data.

Abstract: The invention essentially relates to a method for blocking wheels of a vehicle when stopped in which a transmission device (1) is placed between an output (2) of a heat engine (3) and a wheel (5) axle shaft (4). This device (1) comprises an input shaft (13) connected to the output (2) of the engine (3), an output shaft (31) connected to the wheel axle shaft (4), and at least one electrical machine (6, 7). The device also comprises a mechanical assembly (12) interconnecting the input shaft (13), the output shaft (31) and the shaft (8, 9) of the machine. This assembly (12) is connected to a bridge (15) that, in turn, is connected to the wheel (5) axle shaft (4). The invention provides that, in order to block the wheels when the vehicle is stopped and to limit an observable torque on the elements of the assembly (12), the wheel axle shaft is blocked by the mechanical assembly.

Abstract: A vehicle and a method for controlling a vehicle transmission is provided. The vehicle has at least one wheel and a positionable acceleration device. The vehicle includes an engine being responsive to the position of the acceleration device, wherein the engine provides torque to the wheel. In one embodiment, a transmission is coupled to the engine and the wheel, wherein the transmission provides multiple speed ratios and is configured to operate in a continuously variable mode. The vehicle also includes a controller that communicates with the engine and the transmission. The controller senses the position of the acceleration device, determine a shift schedule based on the position of the acceleration device, and set an engine speed limit for the engine. The controller also generates signals for the transmission to provide the speed ratio based on the engine speed limit while the transmission operates in the continuously variable mode.

Abstract: A dual clutch transmission (DCT) control module includes a pressure determination module that determines a measured pre-charge pressure of an accumulator. A motor control module determines an actual pre-charge pressure based on the measured pre-charge pressure, stored previous pre-charge pressures, and ambient temperature, and controls a pump motor based on the actual pre-charge pressure.

Abstract: A method for controlling a drive train with at least one drive unit, in particular for a vehicle is disclosed. A setpoint value for a torque of the at least one drive unit can be predefined. The actual value of this torque is detected and a first signal is generated which ensures reliable operation of the drive train if the deviation of the actual value from the setpoint value is greater than a predefinable absolute value of the deviation value and/or the deviation of the actual value from the setpoint value lasts for longer than a predefinable absolute value of the deviation time period.

Abstract: Provided is an automatic transmission for a vehicle, and more particularly, an automatic transmission for a vehicle which controls a clutch actuator to operate a clutch for forward and reverse operations of the vehicle and for changing running speeds so as to interrupt engine power transmission, thereby automating inconvenient clutch manipulations.

Abstract: An exemplary embodiment includes a method of operating a drivetrain. The drivetrain includes a PTO and a transmission having multiple speed ratios. The PTO includes a PTO output member and a PTO input member. The method includes monitoring a speed value representative of a rotational speed of a PTO component, comparing the speed value to a preselected PTO overspeed value, reducing the rotational speed of the PTO component, and overriding a manual command to increase the rotational speed of the PTO component above the preselected PTO overspeed value.

Abstract: An automatic gear shifting control device of a vehicle can execute an automatic gear shifting control in response to a larger rotational speed. The automatic gear shifting control device includes a gear shifting control instruction part that executes an automatic gear shifting operation of an AMT in response to at least vehicle-speed information. First and second sensors detect rotational speed of front and rear wheels. A rotational-speed-difference detector detects the difference in rotational speed between the front and rear wheels based on information from the first and second sensors. The control part is configured to execute an automatic gear shifting control in response to the vehicle-speed information calculated based on the larger rotational speed out of the rotational speed of the front wheel and the rotational speed of the rear wheel when the difference in rotational speed is detected by the rotational-speed-difference detector.

Abstract: A control module including a traffic determination module that determines when a vehicle is in traffic and that selectively generates a traffic signal. The control module also having a creep enable module that generates a creep enable signal based on the traffic signal. The control module further including a power control module that selectively generates an internal combustion engine (ICE) disable signal. The power control module also commands a motor generator unit to produce power based on the creep enable signal as a driver reduces brake pedal pressure.

Abstract: A driver assistance system has braking devices at the wheels of a driven vehicle axle as well as an active locking differential. In a regulation or control unit, braking or locking torques are determined, a distribution module being connected downstream from the regulation or control unit, in which module actuating signals can be produced in order to control the braking devices and the locking differential.

Abstract: A protocol adapter for transferring diagnostic messages between networks within a vehicle and a host computer. The protocol adapter operates as a voltage translator to support J1708 software. The protocol adapter also recognizes when the protocol adapter is connected to a host computer running the J1939 and/or J1708 protocols and automatically switches to that protocol.

Abstract: A control device for controlling a vehicle drive unit including an input member drivingly connected to an engine; an output member drivingly connected to a wheel; and a transmission device that includes engagement elements, that switches between shift speeds by control of engagement and disengagement of engagement elements, and that transmits a rotational driving force of the input member to the output member at a speed changed at a speed ratio of each of the shift speeds. The control device includes a control unit that controls the transmission device to achieve a one-way transmission speed in a running idle state in which a vehicle is running while the rotational driving force of the input member is not transmitted to the output member and a rotational speed of the engine is controlled to a predetermined idle speed.

Abstract: There is provided a method to monitor a sensing system adapted to monitor an output of an electro-mechanical transmission. This includes monitoring rotational speed of a wheel operatively connected to a driveline operatively connected to the output of the electro-mechanical transmission. A first expected output of the transmission is determined based upon the output of the first sensor. A second expected output of the transmission is determined based upon a rotational speed of a torque-generative device operatively connected to the transmission. The first and second expected outputs and an output of the sensing system adapted to monitor the output of the electro-mechanical transmission are compared.

Abstract: A powertrain of a vehicle includes, but is not limited to a prime drive coupleable to a multi-speed transmission by actuation of one or more clutches and a system for operating the powertrain for clutch protection. The system includes, but is not limited to an estimator for estimating the thermal load on the clutch from drive resistance of the vehicle and the torque deliverable by the prime drive at a sensed position of the throttle and an apparatus for increasing the torque delivered by the prime drive to above the estimated torque at the sensed position of the throttle to reduce the thermal load on the clutch if the estimated thermal load on the clutch is higher than the predetermined threshold.

Abstract: A control apparatus for an automatic transmission includes an operational condition detecting unit for detecting a vehicle operational condition, a slope detecting unit for detecting a road surface slope, and a shift characteristic selecting unit for selecting one of a plurality of shift maps preliminarily set according to the road surface slope. The control apparatus further includes an acceleration/deceleration calculating unit for calculating an acceleration or deceleration from the degree of increase or decrease in vehicle speed per unit time, a deceleration shift characteristic for deciding a gear position according to the deceleration and the vehicle speed, and a brake detecting unit for detecting a brake operation. When the road surface slope is determined to be a downhill slope and the brake operation is detected, the selected shift map is changed to the deceleration shift characteristic and the gear position is decided according to the deceleration shift characteristic.

Abstract: A method controls a friction clutch disposed between an internal combustion engine and a change speed transmission. The friction clutch is controlled in such a way that it transmits an average coupling torque of the internal combustion engine and does not transmit periodically occurring peak values of the coupling torque. In addition, a control unit is programmed to carry out the method.

Abstract: An automatic transmission controller system and method are disclosed. In particular, disclosed is a system and method for controlling solenoid pressure control valves associated with an automatic transmission. The automatic transmission controller system comprises a controller which is configured to receive one or more electrical signal inputs for attributing each solenoid pressure control valve with one of a set of I-P calibration curves.

Abstract: The keyless power system has an ignition system including an ignition switch having an “OFF” position and one or more electrical components associated with a work machine. The keyless power system also has one or more alternate power sources configured to provide electrical power to the one or more electrical components. The keyless power system also has a controller configured to determine a power-level requirement of the one or more electrical components and activate at least one of the one or more alternate power sources to at least partially satisfy the power-level requirement based on whether the ignition switch is in the “OFF” position.

Abstract: A torque distribution system is provided for a vehicle that uses a planetary gear set, an electric motor, and a torque-transmitting mechanism to control a torque difference between two axially-aligned wheels on a vehicle. The torque distribution system includes a planetary gear set having a first, a second, and a third member. The torque-transmitting mechanism is selectively engagable to connect the first and second members of the planetary gear set for common rotation. The second and third members of the planetary gear set are continuously operatively connected with the first and second rotatable connecting elements, respectively. The motor is continuously connected with the first member of the planetary gear set such that the motor adds or subtracts torque to the first member when the motor is energized and also adds or subtracts torque to the second member when the motor is energized and the torque-transmitting mechanism is engaged.

Abstract: The invention relates to a vehicle integrated-control apparatus and method that sets a final control target by coordinating a control target primarily set based on an input of a driver with instruction values from the control systems; and that causes a drive control system to control a drive source and a stepped automatic transmission to achieve the final control target. With this apparatus and method, at least one of the control systems, which provide instruction values to be coordinated with the primarily set control target, is notified of a range of control targets that can be achieved at a current shift speed; a range of control targets that can be achieved by changing the current shift speed to a currently achievable shift speed; and a range of control targets that can be achieved without changing the current shift speed to another shift speed.

Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.

Abstract: In an apparatus for controlling a CVT that transmits power of an engine to driven wheels with hydraulic clamping pressure supplied from a hydraulic mechanism to clamp the belt from laterally-sided pulleys, it is determined whether the ABS operation of the ABS mechanism (to reduce braking force to be applied to the driven wheels when the driven wheels are locked) is delayed, and set hydraulic clamping pressure is increased when the ABS operation is determined to be delayed, while the set clamping pressure is maintained as it is when the operation of the ABS mechanism is determined to be not delayed.

Abstract: Various systems and methods are described for operating an engine in a vehicle in response to fuel having varying amounts of alcohol. One example method comprises delivering fuel to the engine, limiting engine speed during vehicle operation to a maximum permitted engine speed, the maximum permitted engine speed responsive to the amount of alcohol in the fuel.

Abstract: The adjustment method includes an estimation step in which valve characteristics of the linear solenoid valves fitted to the hydraulic control circuit are measured, and estimated linear valve characteristics of the linear solenoid valves in isolation state are estimated based on the measured valve characteristics using predetermined correlations; and a correction value output step in which estimated linear piston-end pressures of the hydraulically-driven friction engagement elements immediately before the hydraulically-driven friction engagement elements are engaged are calculated based on the estimated linear valve characteristics, and the correction values that are applied to the control command values to adjust the drive currents supplied from the valve control unit to the linear solenoid valves are calculated based on differences between the estimated linear piston-end pressures and nominal piston-end pressures, and then output.

Abstract: A vehicle control method for a vehicle having an internal combustion engine coupled to a torque converter is described. In one embodiment, the engine air flow and spark are adjusted to control torque converter operation. The method can improve vehicle response to driver accelerator commands.

Abstract: The power train (1) includes a controlled drive source (3), a clutch (6), an automatically shifting transmission (7) and a data transmission device (2). The power train contains an additional drive source (12) and is fitted with a control system by means of which a correction value (K pid) for the drive source torque is generated on the basis of the comparison of the actual behavior of the drive train with a modeled behavior of a drive train fitted with a hydrodynamic torque converter. The behavior of a torque converter is simulated by a regulating circuit (21-27).

Abstract: A method and system for determining right of way for a plurality of mobile units at an intersection. The method and system include collecting position and movement information about the plurality of mobile units approaching the intersection; storing a plurality of rules about right of way at the intersection; accessing information about geometry of the intersection; calculating which one or more of the plurality of the mobile units have right of way to enter the intersection, responsive to the position and movement information, the stored rules and the information about geometry of the intersection; and wirelessly transmitting right of way indication signals to one or more of the plurality of the mobile units.