Abstract: In a four-wheel-drive vehicle having auxiliary drive wheels to which power of a drive power source is transmitted via a transmission member, in which connecting/disconnecting devices are provided between the drive power source and the transmission member and between the transmission member and the auxiliary drive wheels such that one of the connecting/disconnecting devices is a friction engagement clutch while the other is a dog clutch, when switching from two-wheel-drive running mode in which both the clutches are disconnected to four-wheel-drive running mode, an acceleration/deceleration adaptive synchronization portion sets an allowable deceleration based on a vehicle acceleration/deceleration and controls an engagement torque of the friction engagement clutch to make the deceleration of the vehicle equal to the allowable deceleration when the rotation speed of the transmission member is increased.

Abstract: In a construction machine with a hydraulic pilot type hydraulic control device, occurrence of jerking is prevented. A hydraulic excavator 1 having hydraulic pumps 51L and 51R, travel motors 22L and 22R, traveling operating levers 34L and 34R, a pilot pump 54, hydraulic pilot valves 55La, 55Lb, 55Ra, and 55Rb, and directional control valves 53L and 53R includes: changeover switches 35L and 35R which change the operating mode of the traveling operating levers 34L and 34R; pilot pressure adjusting devices 5L and 5R which adjust the pilot pressure applied to the directional control valves 53L and 53R; and pilot pressure sensors 56La, 56Lb, 56Ra, and 56Rb. The pilot pressure adjusting devices apply the pilot pressure at the time when the operating mode of the traveling operating levers 34L and 34R is changed to a control mode, to the directional control valves 53L and 53R.

Abstract: Methods and systems are provided for enhancing reverse driving torque in a powersplit hybrid electric vehicle powertrain. In one example, a method may include accelerating an engine via a generator functioning as a motor, any number of times, to provide an engine braking torque that may increase a reverse driving torque to enable the vehicle to be propelled in reverse at a vehicle speed above a threshold vehicle speed. In this way, reverse gradability may be improved and customer satisfaction increased.

Abstract: Methods and controllers for coordinating firing fraction transitions that occur in conjunction with transmission shifts are described. In some embodiments, when a transmission shift to a target gear is expected, a target firing fraction is determined that is desired for use after the shift has completed. In selected circumstances, the change to the target firing fraction is initiated prior to the shift to the target gear. The transition to the target firing fraction preferably completes before an inertia/speed phase of the shift. In other embodiments, the engine transitions to all cylinder operation or other suitable transitional firing fraction in response to an expected transmission shift. After the shift completes, a transition is made to a target firing fraction. The described approaches are well suited for use during skip fire or other cylinder output level modulation operation of the engine and are particularly beneficial during up-shifts.

Abstract: Methods and systems are provided for adjusting powertrain torque in a vehicle based on driver intent. Driver intent is inferred based on foot motion inside a foot well monitored via a foot well region sensor and changes in clearance outside the vehicle monitored via a range sensor. By adjusting powertrain torque based on operator foot motion and traffic movements outside the vehicle, frequency of lash transitions can be reduced and lash transition initiation can be adjusted based on expected changes in torque demand.

Abstract: An engagement operation of a dog clutch is carried out while an engagement operation of a second clutch is being carried out, that is, during a situation that an uplock is hard to occur because of a phase shift generated between meshing counterpart members of the dog clutch. Thus, the dog clutch is easily engaged, and it is possible to facilitate preparation for transmission of power through a first power transmission path. If the dog clutch is not engaged, the second clutch is engaged and a second power transmission path is established, so it is possible to start moving a vehicle by transmitting power through the second power transmission path. Thus, when the dog clutch is in a non-engaged state at the time of an N-to-D shift during a stop of the vehicle, it is possible to ensure the startability of the vehicle.

Abstract: A friction loss management system for an engine, comprises a combustion engine comprising a crankshaft and a plurality of cylinders, a reciprocating piston assembly connected to the crankshaft, a fuel injector connected to an injection controller, an intake valve connected to an intake valve controller, and an exhaust valve connected to an exhaust valve controller. A control unit comprises at least one set of control algorithms configured to receive engine power demand data, and determine a number of cylinders of the plurality of cylinders for deactivation based on the received engine power demand data and further based on sensed or stored friction values for the plurality of cylinders. Determining the number of cylinders of for deactivation minimizes friction between the plurality of cylinders and their respective reciprocating piston assembly by selecting a cylinder combination of active cylinders and deactivated cylinders with the lowest total friction while meeting engine power demand.

Abstract: An apparatus and method of controlling a vehicle including a drive motor are provided. The apparatus includes a data detector that detects a driving information including a vehicle speed, a position value of a brake pedal and a drive motor speed and a drive motor that generates a driving torque for driving the vehicle and selectively operates as a generator. A controller then determines a braking mode based on the driving information and adjusts a shift completion timing in accordance with the braking mode.

Abstract: A speed control system for automatically controlling the speed of a vehicle. The system operates according to a method that includes: causing automatically a vehicle to travel at a predetermined speed value at least in part by controlling an amount of torque applied to one or more wheels of a vehicle; determining a recommended transmission gear ratio for a transmission of the powertrain at a given moment in time; providing an indication of the recommended transmission gear ratio to a user; and receiving a clutch actuation signal indicative of an actuation state of a clutch that is configured to connect the transmission to a torque drive source. The system is configured automatically to control a speed of the torque drive source to achieve a speed determined in dependence at least in part on at least one predetermined parameter when a predetermined one or more conditions are met.

Abstract: A control device for a vehicle controlling the vehicle including a driving source and an automatic transmission coupled to the driving source and includes a power transmission mechanism including a forward engaging element. The control device for the vehicle includes a first control unit configured to execute a driving-source-stop-while-traveling control that stops the driving source and brings the automatic transmission into a neutral state when a driving-source-stop-while-traveling condition for stopping the driving source while traveling is satisfied and a second control unit configured to engage the forward engaging element on the basis of input and output rotation speeds of the power transmission mechanism after a driving-source-stop-while-traveling cancellation condition is satisfied.

Abstract: Methods and systems are provided for operating a driveline of a hybrid vehicle that includes an internal combustion engine, an electric machine, and a transmission are described. In one example, values of an engine spark to engine torque relationship are adjusted to improve engine torque control. The engine is subsequently operated responsive to adjusted values of the engine spark to engine torque relationship.

Abstract: An electronic control unit controls a motor so that a torque applied to an input shaft does not exceed an upper limit torque. The electronic control unit sets so as to restrict the upper limit torque from a first torque to a second torque smaller than the first torque, and then return the upper limit torque to the first torque more gradually when a first condition that a driver is assumed to have felt a decrease in driving force output to driving wheels is met before the upper limit torque is returned than when the first condition is not met.

Abstract: A method for controlling an automatic gearbox for a motor vehicle having at least two different drive train states. The method includes: determining minimum deceleration force requirement that needs to be achieved by the drive train state depending on speed of the vehicle, longitudinal acceleration, and resistive forces experienced by the vehicle, then taking a decision to authorize or prohibit the drive train state for which the minimum deceleration force requirement has been calculated depending on the deceleration force setpoint, the current drive chain state, and the minimum force achievable by the drive train state in question.

Abstract: A vehicle includes a powertrain and a controller. The powertrain includes a powerplant. The controller is programmed to, responsive to a tip-in resulting in a powertrain torque direction reversal and upon obtaining a base value of a desired powertrain lash angle, adjust a powerplant torque schedule. The controller is then subsequently programmed to adjust the desired powertrain lash angle from the base to an adjusted value based on an observed powertrain lash angle that corresponds to a maximum powertrain acceleration during the tip-in.

Abstract: A vehicle control apparatus includes: a transmission shifting control portion configured to implement a shifting action of a step-variable transmission, by controlling a releasing action of a releasing coupling device and an engaging action of an engaging coupling device; a torque control portion configured, during the shifting action of the step-variable transmission, to implement a feedback control to control an input torque inputted to the step-variable transmission, such that a value representing a state of a rotary motion of an input rotary member of the step-variable transmission coincides with a target value dependent on a degree of progress of the shifting action; and a backup control portion configured, when it is determined that the drive wheels are slipped, to inhibit the feedback control, and to compensate a transmitted torque to be transmitted through an initiative coupling device, such that the shifting action is facilitated by compensation of the transmitted torque.

Abstract: An apparatus and method for accurately estimating the transfer torque of an engine clutch provided between an engine and a motor in a hybrid electric vehicle, may include a forward estimation device configured for determining a first estimate of engine clutch transfer torque using engine torque information, a reverse estimation device configured for determining a second estimate of the engine clutch transfer torque using a drive system model including wheels, a transmission, and a motor and using wheel speed information, a weight determination device configured for determining a weight based on brake input by a driver and whether predetermined devices in the vehicle are operated, and an estimate combination determination device configured for determining a final estimate of the engine clutch transfer torque as a value combined by applying a weight to the determined first estimate and the determined second estimate.

Abstract: A method and a system are provided for identifying one or more locations for placement of one or more replenishment stations for one or more vehicles. The method comprises receiving a historical demand data at a plurality of existing replenishment stations within a pre-defined area. The method identifies one or more point of interest locations within the pre-defined area based on a map data. Further, the method receives traffic information between a plurality of road intersections within the pre-defined area. Based on an aggregation of a first demand prediction, a second demand prediction, and a third demand prediction, the method predicts a replenishment demand at a plurality of locations. The method further identifies the one or more locations from the plurality of locations for placement of the one or more replenishment stations based on the predicted replenishment demand at the plurality of locations and a pre-defined threshold.

Abstract: A method for controlling gear shifting of a working machine includes determining a representation of a first total tractive force of the working machine for the entire set of drive units; initiating a procedure for redistributing the tractive force while maintaining the first total tractive force, including decreasing, at least partly towards a level suitable for shifting gear, the torque and tractive force of at least the first drive unit down, and increasing, in a compensational manner, the torque and tractive force of at least one of the other drive units not subject to gear shifting; monitoring, during the redistribution procedure, a representation of a second total tractive force of the working machine for the other drive units not subject to gear shifting, and, provided that the second total tractive force exceeds a threshold limit that forms a function of the first total tractive force: decreasing the torque and tractive force of at least the first drive unit down to the level suitable for shifting gea

Abstract: A control device for a vehicle includes: an engine (10); an engine torque adjustment mechanism; and a PCM (50) configured, upon satisfaction of a condition that the vehicle is traveling and a steering angle-related value is increasing, to control the engine torque adjustment mechanism to reduce the engine torque to thereby execute a vehicle attitude control for generating deceleration of the vehicle, and, upon satisfaction of a given terminating condition for terminating the vehicle attitude control, to restore the reduced engine output torque to an original state before the execution of the vehicle attitude control. The PCM (50) sets a time period from the satisfaction of the terminating condition through until start of restoration of the engine torque, such that it becomes longer as the number of times of combustion per unit time becomes larger, and starts to restore the engine torque when the set time period has elapsed.

Abstract: A control device for an internal combustion engine for a vehicle having: an internal combustion engine; and an electric motor connected to an output shaft of the internal combustion engine and applying torque to the output shaft by use of electric power supplied from storage batteries. The control device automatically stops the internal combustion engine when an automatic stop condition is satisfied. The control device disables automatic stop from being carried out when an automatic stop disabling condition is satisfied. And the control device decreases an output of the internal combustion engine and increases an output of the electric motor when the automatic stop condition of the internal combustion engine is disabled and when the automatic stop condition is satisfied but the automatic stop disabling condition is not satisfied.

Abstract: Methods and systems are provided for controlling an air conditioning compressor clutch. In one example, a method includes monitoring a clutch of an air conditioning system in a vehicle when the air conditioning system is activated, and responsive to determining that the clutch is not engaged, increasing a current flow to the clutch. In this way, engagement of the compressor clutch may be dynamically maintained with a reduced usage of electrical power.

Abstract: In some embodiments, a rapid-response active suspension system controls suspension force and position for improving vehicle safety and drivability. The system may interface with various sensors that detect safety critical vehicle states and adjust the suspension of each wheel to improve safety. Pre-crash and collision sensors may notify the active suspension controller of a collision and the stance may be adjusted to improve occupant safety during an impact while maintaining active control of the wheels. Wheel forces may also be controlled to improve the effectiveness of vehicle safety systems such as ABS and ESP in order to improve traction. Also, bi-directional information may be communicated between the active suspension system and other vehicle safety systems such that each system may respond to information provided to the other.

Abstract: A vehicle includes a powertrain, an electric machine, a battery, and a controller. The powertrain is configured to transfer motive power to the electric machine to charge the battery during regenerative braking. The controller programmed to, in response to a decreasing demanded powertrain output torque, adjust a regenerative braking torque limit based on an anti-jerk torque schedule, generate an actual regenerative braking torque based on system constraints, and limit the actual regenerative braking torque to the regenerative braking torque limit.

Abstract: A method controls a hybrid transmission for a motor vehicle that can operate according to at least two kinematic modes involving various connections of at least one internal combustion engine, at least one electric motor, and at least two drive wheels. The method includes controlling the transition between kinematic modes in accordance with the current kinematic mode during the start of the transition and a kinematic mode setting, if it is determined that the current kinematic mode is not equal to the kinematic mode of the transition and that the kinematic mode setting is not equal to the final kinematic mode, making a decision regarding the suitability of a transition interruption, during a change of request of the driver during which it is determined whether an interruption of the action is underway, and then continuing the transition or undertaking a new transition according to the result.

Abstract: A system and method for electric oil pump control of hybrid electric vehicle are provided. The system includes a driving information detector that is configured to detect driving information according to driving of the hybrid vehicle and an operation type transmission of an electric oil pump (EOP) that receives and supplies transmission oil for operating a clutch. A controller analyzes the driving information, and detects an oil skew phenomenon and enters the EOP speed increasing mode when the hybrid vehicle stops by rapid braking, and increases the EOP speed to increase temporary oil absorption power during rapid starting in a predetermined reference period of time.

Abstract: A method is provided for controlling a drivetrain of a vehicle, wherein the drive train includes a combustion engine in drive connection with a dual clutch transmission, wherein the dual clutch transmission is provided with a normally closed input clutch, a normally open input clutch, wherein the normally closed input clutch connecting the combustion engine with a first input shaft and the normally open input clutch connecting the combustion engine with a second input shaft and the first input shaft is in operative connection with a connection sleeve, wherein the connection sleeve can be arranged in an engaged and a disengaged position, whereby in the engaged position the connection sleeve enables an operative connection between the first input shaft to a gearwheel and in the disengaged position gearwheel is disconnected from the first input shaft and the connection sleeve is in a disengaged position when the drivetrain is turned off, wherein the method is automatically initiated at start of the drivetrain, a

Abstract: Power machines, control systems and methods that adjust engine speed based upon actuation of user input controls that control other power machine functions such as travel functions and lift arm functions. By controlling engine speed at least partially in response to the user input devices controlling other machine functions, more optimal engine speeds can be achieved.

Abstract: When an engagement-side clutch taking charge of rotation control in a downshift is the same as a rotation control clutch in the previous gear shift or a clutch of which the engagement has been switched in the previous gear shift, there is a likelihood that clutch hydraulic controllability will decrease and the clutch hydraulic controllability is secured by delaying start of the gear shift. It is possible to execute a gear shift which is a downshift without unnecessary waiting by setting a delay time by which the start of the gear shift is delayed depending on an accelerator depression amount such that the delay time is shorter when the accelerator depression amount is small than when the accelerator depression amount is large.

Abstract: A system for risk reduction is provided. The system includes a processing device and a memory device. The memory device stores instructions that when executed by the processing device may result in receiving a first input corresponding to an asset of a user and deriving as a second input a benchmark from system data stored on a database. The instructions that when executed by the processing device may further result in calculating a difference between the first input and the second input, wherein a difference exceeding a predetermined amount indicates existence of the degradation condition, in which substantial damage to or failure of the asset or a component of the asset is imminent.

Abstract: Methods and systems are provided for performing a multiple gear downshift of a transmission gear by transiently operating in an intermediate gear. In response to ambient humidity and a condensate level in a charge air cooler, the transmission gear may be downshifted from a higher gear to an intermediate gear, and then to a requested lower gear. Downshifting through an intermediate gear may also be controlled based on the gear shift request.

Abstract: When a hybrid vehicle travels in CS mode in EV single-drive mode, when a required torque is larger than a torque threshold or when a required power is larger than a power threshold, and when a predetermined high response request is not being issued, a drive mode is caused to shift into HV drive mode. When the predetermined high response request is being issued, the drive mode is caused to shift into EV double-drive mode.

Abstract: A system and method for minimizing shift cycling for low speed engine operation with a vehicle cruise control. A vehicle control system operating in a cruise control mode determines a deficiency in vehicle speed between a measured vehicle speed and a cruise set speed. The deficiency is determined by comparing the vehicle speed to the cruise set speed, and includes using the compared value to find a cruise speed margin, which is continuously updated. While the cruise control system is active, the control system logic determines the time at which a transmission upshift occurs based on the cruise speed margin. The vehicle speed, at which the upshift is made, is determined as a function of the updated cruise speed margin. An upshift is not made, if a likely drop in vehicle speed would result in the event a downshift would occur once the upshift is made.

Abstract: Provided is a control apparatus of a vehicle, which includes a transmission mode switching control program for controlling the automatic transmission to switch between an automatic transmission mode and a manual transmission mode, a coast idle stop control program for performing a coast idle stop control in which the engine is stopped automatically and the automatic transmission is changed into a neutral position while the vehicle is traveling, and a coast idle control program for performing a coast idle control in which the engine is made running idle and the automatic transmission is changed into the neutral position while the vehicle is traveling.

Abstract: A control system of a power transmission system of a vehicle is provided. The power transmission system includes an electric motor for running the vehicle, and a mechanical speed change mechanism. The control system includes an electronic control unit. The electronic control unit is configured to: perform regeneration control of the electric motor for running the vehicle during coasting of the vehicle, such that regenerative torque of the electric motor for running the vehicle provides regenerative torque produced according to braking operation; perform shift control of the mechanical speed change mechanism according to a predetermined relationship; determine whether a rate of change of the regenerative torque is within a predetermined range; and when a downshift of the mechanical speed change mechanism is determined during coasting, execute the downshift under a condition that the rate of change of the regenerative torque is within the predetermined range.

Abstract: A method for controlling an actuator system of a motor vehicle includes utilizing a model predictive control (MPC) module with an MPC solver to determine optimal positions of a plurality of actuators subject to constraints, optimizing a cost function for a set of actuator duty cycles for controlling positions of the plurality of actuators, determining if the MPC solver has determined optimal actuator positions for the plurality of actuators, and applying a linear quadratic regulator (LQR) solution if the MPC solver fails to determine optimal actuator positions for the plurality of actuators.

Abstract: A method for controlling a shift speed of a continuous variable transmission includes: a first calculating step for calculating a surplus oil pump RPM based on a transmission oil temperature, an engine RPM, and a turbine torque; a second calculating step to calculate a surplus oil amount based on the surplus oil pump RPM, the transmission oil temperature, the engine RPM, and a line pressure; a third calculating step to calculate an allowable shift speed based on the surplus oil amount and a current gear ratio; a shift speed comparing step to compare the shift speed of a vehicle with the allowable shift speed; and a shift speed controlling step in which the controller varies the shift speed or the allowable shift speed to control the shift speed to be equal to or less than the allowable shift speed when the shift speed exceeds the allowable shift speed.

Abstract: The present invention relates to a method and apparatus for controlling a transmission of a vehicle and, more particularly, to a method and apparatus for controlling synchronization of a synchronizer included in a transmission. The method includes determining a speed change mode of a vehicle and a target time corresponding to the speed change mode; calculating a difference in speed between an input shaft and an output shaft with respect to a current time; calculating a speed increment or decrement of the output shaft from the current time to the target time; calculating a synchronization torque using the difference in speed and the speed increment or decrement; determining a target displacement of a synchronizer using the synchronization torque; and controlling the synchronizer according to the target displacement and recognizing a sleeve with a clutch gear.

Abstract: A control device for a continuously variable transmission, which sets a target input rotational speed, or a target value of an input rotational speed of the continuously variable transmission mounted on a vehicle, such that a speed ratio is changed in a stepped manner and which controls the continuously variable transmission such that the input rotational speed becomes equal to the target input rotational speed.

Abstract: A structure of a powertrain for a vehicle according to the present invention includes: a first clutch connecting or disconnecting power from an engine; a driving motor disposed between the first clutch and a transmission, including a stator and a rotor, and having a recess, such that a center of a side of the rotor that faces the first clutch concaves toward the transmission; and an actuator at least partially inserted in the recess to operate the first clutch.

Abstract: A method for operating an internal combustion engine, such as a marine diesel engine, that is operative for rotating an output shaft of the engine in a normal operating mode for generating a desired output power based on an operating fuel quantity introduced into the engine. The engine is operated in a calibration mode at a defined rotational speed of the output shaft, and a calibrating fuel quantity introduced into the engine to maintain the defined rotational speed in the calibration mode is determined. In the normal operating mode of the engine, the engine output power is determined based on the operating fuel quantity being introduced into the engine in the normal operating mode and the calibrating fuel quantity determined in the calibration mode.

Abstract: A system comprising: a first controller operable to assume one of a plurality of respective states, in a first state the first controller being configured to generate a first controller powertrain signal in order to cause a powertrain to develop drive torque and cause a vehicle to operate in accordance with a target speed value; and a second controller configured to receive from the first controller a state signal responsive to the state assumed by the first controller and the first controller powertrain signal. The second controller is configured to cause a powertrain to deliver an amount of drive torque according to the first controller powertrain signal in dependence on the state signal.

Abstract: A plurality of segments of a predetermined route are identified based on a plurality of transition points. A setting of at least one of a plurality of vehicle subsystems is adjusted according to an assigned operating mode when a vehicle enters one of the segments. The vehicle subsystems are actuated according to the assigned operating mode. The assigned operating mode is one of a plurality of operating modes. Each operating mode includes at least one predetermined setting for each one of the vehicle subsystems. The predetermined settings are defined according to data collected from operation of the vehicle in the route by a user.

Abstract: A method and a system for control of a torque Tqdemand requested from an engine in a vehicle, wherein the engine provides a dynamic torque Tqfw in response to the torque Tqdemand. Control of the requested torque Tqdemand is performed such that the control provides a desired value Tqfw_req for the dynamic torque and/or a desired derivative Tqfw_req for the dynamic torque. This is achieved by basing the control on at least one current value Tqfw_pres for the dynamic torque, on one or several of the desired value Tqfw_req and the desired derivative Tqfw_req for the dynamic torque, and on a total delay time tdelay-total elapsing from determination of at least one parameter value, to when a change of the dynamic torque Tqfw based on the determined at least one parameter value, has been effected.

Abstract: A system for a vehicle includes a powertrain system including an engine, a transmission, a drive shaft, and a final drive. The system also includes a controller communicably coupled to the powertrain system. The controller is structured to: receive vehicle operation data during operation of a vehicle; receive route data for a route of the vehicle, wherein the route data is received in advance of the vehicle traveling the route; determine a cylinder deactivation event has occurred based on the vehicle operation data; determine an adjustment to a shift schedule for the transmission based on at least one of the cylinder deactivation event and the route data; and provide a command to implement the adjustment with the transmission.

Abstract: An air-fuel ratio control device includes an air-fuel ratio sensor configured such that an output current value thereof varies linearly in accordance with an oxygen concentration, and air-fuel ratio feedback control means capable of executing air-fuel ratio feedback control for feedback-controlling a fuel injection amount on the basis of a detection value from the air-fuel ratio sensor so that exhaust gas of an internal combustion engine reaches a predetermined air-fuel ratio. The air-fuel ratio control device further includes prohibiting means for prohibiting the feedback control when the air-fuel ratio reaches or exceeds a predetermined rich air-fuel ratio. The air-fuel ratio control device permits the feedback control for a predetermined period after the air-fuel ratio reaches or exceeds the predetermined rich air-fuel ratio.

Abstract: A continuously variable transmission (100), wherein pressure equalization control is performed to make line pressure (PL) equal to secondary pressure (Psec) when prescribed start conditions are satisfied. During pressure equalization control, a secondary pressure indicated value (Psec_co) is raised by a prescribed amount (S10), then a line pressure indicated value (PL_co) is gradually decreased (S30). If determination is made that line pressure is the same as the secondary pressure after secondary actual pressure (Psec) is lowered (S40), then the line pressure is controlled so that the secondary actual pressure (Psec) becomes the secondary pressure indicated value (Psec_co) (S50). At the start of pressure equalization control, if the difference (?Psec) found by subtracting the secondary pressure indicated value from the secondary actual value is negative (S120), then a primary pressure indicated value is corrected on the basis of the difference (S130).

Abstract: An engine control device to be mounted on a vehicle is provided. The control device includes a transmission state determining module for determining a connection between a stepped transmission and an engine, determining that a gear shift has started if the connection is disengaged from a connected state, and determining that the gear shift has finished if the connection is resumed, a gear position estimating module for estimating a gear position when the gear shift is determined to have started, a target engine speed specifying module for specifying a target engine speed based on the estimated gear position, and a speed control module for controlling an engine speed to the target engine speed when the gear shift is determined to have started.

Abstract: On simultaneous shifts in which shift control of virtual gear positions overlaps shift control of mechanical gear positions, an electronic control unit is configured to delay output of a shift command on the virtual gear position such that shifts of the virtual gear position and the mechanical gear position are performed in synchronization. Therefore, the virtual gear position and the mechanical gear position are shifted in synchronization, irrespective of a difference between the shift response times, and the feeling of strangeness given to the driver due to shift shock, or the like, is suppressed.

Abstract: The invention relates to a method for controlling an engine braking device for a combustion engine in motor vehicles, wherein the engine braking device has an intake system, an exhaust system, gas exchange valves associated with the combustion engine, exhaust turbo-charging by at least one exhaust turbocharger integrated into the exhaust system and the intake system, and an engine braking unit, wherein the engine braking unit has a decompression brake, which influences at least one outlet valve of the gas exchange valves and is dependent on the exhaust gas backpressure, and a brake flap, which is arranged in the exhaust system. To achieve a precisely controllable engine braking power in the engine braking mode, the demanded braking torque is controlled in accordance with the boost pressure of the exhaust turbocharger and with the exhaust gas backpressure upstream of the brake flap, which is arranged directly upstream of an exhaust turbine of the exhaust turbocharger.

Abstract: A method for setting a clutch torque between an engine and a drive of a vehicle during a starting process of the vehicle includes increasing the clutch torque during a first phase, limiting the clutch torque to a first torque value during the first phase, and further increasing the clutch torque in a second phase after an engine rotational speed reaches a rotational speed limit.