Abstract: In a vehicle control system of this invention, a CVT ECU does not executes the calculations such as a gear ratio, etc., but simply controls the gear ratio of a CVT on the basis of the target gear ratio and a CVT input torque transmitted from a manager ECU by way of a communication line. Accordingly, when mounting a CVT unit constructed with the CVT and the CVT ECU in a vehicle, the vehicle control does not need to tune the CVT ECU one by one, even though the types and engines of vehicles are varied. Therefore, it is possible to configure the CVT unit independently of the types of vehicles, which achieves standardization or generalization of the CVT unit in terms of both the hardware and the software.

Abstract: An improved table look-up method for dynamic control applications, wherein a previous index value is used as a starting point for quickly and efficiently identifying the independent variable values that bracket the input value. At each table look-up request, the input is compared to the independent variable value associated with the last index value from the previous look-up request, and the index is then incremented or decremented from that point to identify the pair of independent variable data points that bracket the input value. In most dynamic control applications, the table is used to update the dependent variable at a fast rate relative to the rate of change of the input value, and the subject look-up method provides a significant speed improvement.

Abstract: An automatic start controlling apparatus for automatically starting an internal combustion engine. A transmission is coupled to the engine. The transmission has a clutch, which is actuated by an oil pump other than the engine when the engine stops. The transmission has an input shaft and an output shaft. The input shaft is connected to the engine. The automatic start controlling apparatus has a controller. When the engine is automatically started, the controller detects whether the clutch is completely engaged. When the controller judges that the clutch is partially engaged, the controller reduces the output torque of the engine or limits an increase of the output torque.

Abstract: The driving force control system calculates a target driving force Tt* and then calculates a target engine torque Te* from a target driving force Tt* and a target calculated engine torque gear ratio. When the transmission is not shifting, the driving force control system uses a gear ratio determined by the gear position as the target calculated engine torque gear ratio. When the transmission is shifting, the driving force control system uses an actual gear ratio calculated from the input and output rotational speeds. This gear ratio switching control makes it possible to vary the target engine torque Te* gradually in response to the change of the actual gear ratio during shifting. Thus, a dip in the output torque is eliminated, and the shifting shock is mitigated to a satisfactory level.

Abstract: A line pressure control device for a continuously variable transmission comprises: a target line pressure setting part that sets a target value of a line pressure, which is able to adjust a clamping force applied to a transmission member of the continuously variable transmission; and an engine torque suppressing part that suppresses an engine torque to prevent the transmission member from slipping. When it is impossible to suppress the engine torque and thus a torque non-suppressible flag is set, the target value of the line pressure is corrected to a greater value to prevent the transmission member from slipping. Otherwise, the target value of the line pressure is set to a smaller value. This makes it possible to surely prevent the transmission member from slipping.

Abstract: A vehicle and engine control system controls engine torque to maintain positive torque at a transmission input to minimize the transmission gears from separating. By maintaining a positive engine torque, operation of the transmission in or through the zero torque, or lash, zone, is minimized. This minimizes poor vehicle driveability that would otherwise result from operation in the lash zone. The control systems uses closed loop control based on a desired and actual turbine speed ratio, or slip ratio, to provide positive torque to the transmission.

Abstract: A minimum needed power is computed by adding a reserve drive power to a target drive power, a best fuel cost-performance rotation speed is computed based on the target drive power and the best fuel cost-performance power characteristics of an engine (1), and a minimum needed rotation speed is computed based on the minimum needed power and the maximum power characteristics of the engine (1). The best fuel cost-performance rotation speed is compared with the minimum needed rotation speed, the larger is selected as a target input rotation speed of a continuously variable transmission (2), the speed ratio of the transmission (2) is controlled based on the driving axe rotation speed and target input rotation speed, and the torque of the engine (2) is controlled based on the engine rotation speed and target drive power.

Abstract: A control system for a vehicle including a continuously variable is constructed: such that a target output of a prime mover for achieving a target driving force is determined on the basis of the target driving force; such that a target output speed is determined on the basis of the target output; such that a gear ratio of the continuously variable transmission is controlled so that an output speed of the prime mover may be the target output speed; such that a target output torque of the prime mover for achieving the target driving force is determined on the basis of the target driving force; and such that a load of the prime mover is controlled on the basis of the target output torque. The control system further comprises a corrector for correcting a control quantity to control the load of the prime mover so that the output torque of the prime mover may have the sum of the target output torque and an output torque for keeping the idle run of the prime mover.

Abstract: In a monitoring device for a vehicle including a drive engine, the monitoring device monitors the power train of the vehicle. The monitoring device includes an arrangement configured to generate a first signal which indicates a setpoint drive torque, a sensor system which measures an actual drive torque and generates a second signal which indicates the actual drive torque, and an analyzer which receives the first signal and the second signal in order to identify possible fault conditions in the power train of the vehicle. Furthermore, a method is for monitoring the power train of a vehicle, and a device is for performing the method.

Abstract: Providing a control apparatus for a variable-cylinder engine or a vehicle control apparatus, which permits a further improvement in the fuel economy of the vehicle

Abstract: A method of operating a motor vehicle that is equipped with sensors to detect the rpm-rates of the driven wheels includes the steps of:

Abstract: A method for controlling/regulating a process in a motor vehicle, in particular a combustion process, gear-shifting process, or braking process, with the help of a characteristics grid map, which is defined by a plurality of performance quantities of the process and represented by data points that have corresponding characteristics-map values. At least one characteristics-map value is determined from the characteristics grid map in a control cycle for an operating point by first determining adjacent data points, which define an interpolation range in which the operating point lies, and by then interpolating between the adjacent data points. To reduce the computational time for interpolation, the at least one characteristics-map value is determined for the operating range within the framework of a linear interpolation based on a minimum number of data points.

Abstract: A system and method for controlling a powertrain including an automatic transmission include determining a desired wheel torque, determining engine speed, determining turbine speed, determining a selected gear and associated selected gear ratio, determining a transmission spin loss based on a first function of the turbine speed and the selected gear, determining a transmission torque proportional loss based on a second function of the turbine speed and the selected gear, determining a desired engine torque based on the transmission spin loss, the transmission torque proportional loss, and the selected gear ratio, and controlling the powertrain using the desired engine torque such that actual wheel torque approaches the desired wheel torque. A transmission pump loss may also be determined based on line pressure and engine speed.

Abstract: A method is described for controlling a powertrain of a vehicle. In particular, the method attempts to minimize transmission gear separation, or “clunk”. Under some circumstances, it is determined whether torque converter output speed has become greater than torque converter input speed while the torque converter was unlocked. Such a situation represents a change from positive powertrain output to negative powertrain output. If such a situation has occurred, under certain circumstances, the torque converter is then locked.

Abstract: The controller for a drive train, with engine and transmission controllers has: a detection circuit with which respective driving situations of the motor vehicle and driver's characteristics are determined, and a control device for the clutch which, when the motor vehicle starts, is adapted to the driving situation which is determined and/or the driver's characteristics. When the motor vehicle starts (accelerates from standstill), the control device transfers, to the engine controller, signals with which the engine speed is stored according to stored characteristic curves.

Abstract: A vehicle and engine control system controls engine torque to maintain positive torque at a transmission input to minimize the transmission gears from separating. By maintaining a positive engine torque, operation of the transmission in or through the zero torque, or lash, zone, is minimized. This minimizes poor vehicle driveability that would otherwise result from operation in the lash zone. The control systems uses closed loop control based on a desired and actual turbine speed ratio, or slip ratio, to provide positive torque to the transmission.

Abstract: An improved method for estimating an input torque to the continuously variable transmission (CVT) is presented. The method includes calculating torque adaptation coefficients when the torque converter clutch is unlocked, and an accurate torque value can be obtained based on the torque converter characteristics. The adaptation coefficients are then used to correct the transmission torque estimate, which is then used to determine proper CVT clamping forces. This method improves fuel economy, transmission durability, and customer satisfaction.

Abstract: In a vehicle in which a torque generated in an engine is transmitted to driven wheels through a torque converter and an automatic transmission, when a speed ratio e in the torque converter is equal to or larger than a predetermined value (e.g., 0.85), and the accuracy of estimating a capacity &tgr; of the torque converter is low, an estimated engine torque Ti is multiplied by a torque ratio k of the torque converter to estimate a drive torque Td. When the speed ratio e in the torque converter is smaller than the predetermined value, and a response lag is produced in the transmission of the engine torque, a drive torque Td is estimated from an engine rotational sped Ne and the speed ratio e in the torque converter. During shifting of the automatic transmission, a drive torque Td is estimated from a wheel speed V. Thus, a correct drive torque can be estimated.

Abstract: An apparatus for controlling a continuously variable transmission includes an input shaft driven by an engine, an output shaft, an operator input for generating speed commands and a controller operable to receive the speed commands and generate transmission ratio commands which control a ratio of a speed of the output shaft to a speed of the input shaft. Torque of the output shaft is limited in a torque limited region near zero speed of the output shaft and the transmission ratio command is modified in the torque limited region.

Abstract: A method and system adjusts powertrain controls to avoid significant deviations from set speed during speed control operation. Low vacuum conditions of a reservoir vacuum resulting from high load conditions are detected and eliminated through the initiation of downshifts. Detection is based on the determination that speed control mode has been initialized, the throttle is extended, vehicle acceleration is low, and there has been a significant deviation from set speed. The downshift creates an increase in engine rpm and a reduction in throttle angle to increase the manifold vacuum and thereby recharge the reservoir vacuum and eliminate the low vacuum condition. The transmission can be returned to normal operation and the pre-adjustment gear upon elimination of the low vacuum condition or the occurrence of a driver override condition.

Abstract: The invention is directed to a method and an arrangement for detecting a changing quantity for a motor vehicle. The changing quantity is the position of an operator-controlled element. At least one stop value is determined for the operator-controlled element when released. Outside of the operation of the motor vehicle, this stop value is dependent upon the operation of a test apparatus connected to the control unit of the motor and/or when a defined state of the control unit and/or when there is a defined sequence of specific actuations of operator-controlled elements.

Abstract: A torque adaptation device is provided having a computation unit which determines an engine moment with the help of an engine moment model from performance characteristics and/or sensor input parameters, such as engine temperature, load, or engine speed. In order to improve the accuracy of the engine moment determination, a sensor for capturing a moment in a drive shaft located between the combustion engine and the driven wheels is been provided. The sensor generates a signal for the computation unit which corresponds to the moment. The computation unit is constructed such that the resulting engine moment from the model can be corrected as a function of the acquired moment.

Abstract: In a vehicle safety running apparatus, when a route guidance by a navigation system is not in operation, a determination on passableness is carried out as a target on a branch road of a plurality of branch roads branched from an intersection ahead of the subject vehicle which has lowest with respect to the degree of difficulty in running or a branch road having a smallest intersection angle formed by a road on which the subject vehicle is advancing and the branch road and a curve on the branch road, whereby an automatic deceleration control can be performed or an alarm can be given to the driver even when the route guidance is not in operation, and moreover the automatic deceleration control and/or alarming the driver is prevented from being performed unnecessarily, thereby making it possible to suppress to a minimum level the physical disorder that the driver may feel.

Abstract: A device and method for determining values and/or generating signals, which can be used for closed-loop or open-loop controlling of the driving behavior of a vehicle equipped with a sensor system that detects wheel contact forces, includes determining the vehicle mass via the wheel contact forces that are detected, and further includes at least one of determining shifts in the wheel contact forces, and determining the required drive torque.

Abstract: The invention proceeds from a system for adjusting a motor vehicle transmission, which is changeable in its transmission gear ratio, the transmission having an efficiency characteristic which is dependent on the transmission gear ratio. A first quantity is detected which represents the actual transmission output rpm and a second quantity is determined which represents a desired value for the drive torque. Then, a desired rpm of the vehicle engine is determined at least in dependence upon the detected first quantity and the determined second quantity and in dependence upon the efficiency characteristic of the transmission. The adjustment of the transmission gear ratio takes place in dependence upon the desired rpm of the vehicle engine which is so determined. With the invention, transmission influences are considered in the determination of the optimal transmission gear ratio within a system for the coordinated drive train control.

Abstract: A control system for an engine-CVT powertrain controls the target driving force during traveling on a ramp to meet operator power demand and/or the target input speed of the CVT to accomplish the ramp target window during traveling on the ramp to meet operator deceleration command.

Abstract: A controller 10 calculates a target drive force based on an accelerator pedal operation amount and a vehicle speed. A delay speed ratio which varies with a delay with respect to the actual speed ratio is calculated by applying a delay process on the actual speed ratio of the transmission 2. While the actual speed ratio is undergoing variation, a target engine torque is calculated by dividing the target drive force by the delay speed ratio. The torque of the engine 1 is controlled so that the torque of the engine 1 coincides with the target engine torque. In this manner, it is possible to suppress shift shocks by eliminating sharp variation of the target engine torque during actual speed change.

Abstract: A driving force control apparatus is configured to prevent degradation of acceleration performance and the occurrence of large torque shock when shifting from the non-execution to the execution of a driving force control operation. A first target driving force is selected when the driving force control operation is being executed and a second target driving force is selected when the driving force control operation is not being executed. When shifting from the execution to the non-execution, the shifting target driving force is calculated such that the driving force shifts slowly. When accelerating from rest or a slow speed, the speed at which the driving force control operation shifts into the execution mode is increased as the accelerator position becomes larger.

Abstract: A method is presented for improved interaction between driver demand, cruise control system and traction control system in an internal combustion vehicle. Desired engine output torque is adjusted based on the above inputs and vehicle operating conditions. This method improves drive feel and customer satisfaction with vehicle performance.

Abstract: A shift control system for a continuously variable transmission, in which a road load on a vehicle is detected, the lower limit speed is set according to the detected road load, in which a target input speed, as set according to the running state of a vehicle, is restricted with the set lower limit speed, and in which the gear ratio of the continuously variable transmission is controlled so that the actual input speed may be equal to the target input speed restricted. The target input speed is restricted after the actual input speed is more than the lower limit value, when the road load is light, and said target input speed is restricted irrespective of the actual input speed when the road load is heavy.

Abstract: A vehicle control apparatus which improves drivability by appropriately supplying oil pressure in accordance with road conditions to obtain sufficient drive force at an appropriate timing. Engine stop permission is determined, and when the engine stop permission has been given, the need for immediate start of the vehicle is determined in accordance with data related to the road, and when it has been determined that immediate start is required, the operation of the oil pressure generation apparatus is maintained.

Abstract: A vehicle drive power control apparatus and method control the speed ratio of a transmission based on a speed shift line that is set so that, within a practical region, the speed shift line is in a low revolution speed side of an optimal fuel consumption line determined based on the efficiency of the engine and the efficiency of the transmission. Therefore, the width of increase in revolution speed from the speed occurring at the beginning of the practical region is curbed. Hence, the fuel consumption resulting from inertia torques caused by fluctuations in engine revolution speed, that is, fluctuations in the revolution speed of the input shaft of the transmission and a fluidic power transfer mechanism, is reduced, so that the efficiency as a whole increases and the fuel economy improves in comparison with the case where the optimal fuel consumption line is used as a control basis.

Abstract: An automatic transmission (5) converts the output torque of an engine (4) into a drive torque for the vehicle. The automatic transmission (5) is provided with a first gear and a second gear which has a smaller speed reduction ratio than the first gear. The gears are selectively applied according to the vehicle speed and the accelerator pedal depression amount. A controller (3) stores a first map (11, 12) which prescribes the transmission target output torque with the first gear according to the vehicle speed and the depression amount, and a second map (12, 13) which prescribes the transmission target output torque with the second gear according to the vehicle speed and the depression amount. The first map applies a larger transmission target output torque than the second map at a given vehicle speed and depression amount. The transmission target output torque is calculated by looking up either of these maps corresponding to the gear applied by the automatic transmission (5).

Abstract: The upshift and downshift timing of an automatic transmission (5) is set with a predetermined hysteresis in response to the vehicle speed and the depression amount of the accelerator pedal (25). When the accelerator pedal (25) is depressed in a hysteresis region before a downshift, the output torque of the automatic transmission (5) is saturated before the depression amount takes a maximum value. As a result, even when depressing the accelerator pedal (25) further, increases do not result in the output torque of the automatic transmission (5). When the depression amount is less than a predetermined value, this invention sets the rate of increase in the target output torque of the automatic transmission (5) to a value which is smaller than the rate of increase when the depression amount is greater than the predetermined value.

Abstract: A decision is made as to whether a vehicle is traveling in an uphill traveling mode or in a downhill traveling mode with reference to an incremental running resistance &Dgr;R determined on the basis of a running resistance that will act on the vehicle while the vehicle is traveling in a flat road traveling mode. A desired traction Fd for a full-open throttle state in which a throttle valve is fully open is set if the vehicle is in the uphill traveling mode by using the incremental running resistance &Dgr;R, and a desired traction Fd for a full-closed throttle state in which the throttle valve is fully closed is set if the vehicle is in the downhill traveling mode by using the incremental running resistance &Dgr;R. The desired traction Fd and an achieved traction F(t) in the full-open throttle state at a present traveling speed V are compared if the vehicle is in the uphill traveling mode.

Abstract: A powertrain controller and a method for calculating feed-forward torque for use by the controller, including a powertrain control module that calculates current and leading indicators of engine torque. The leading indicator of engine torque is used by a multiple-ratio transmission in the powertrain to control transmission line pressure for actuating pressure-operated clutches and brakes for the gearing. The same information that is used for establishing transmission line pressure control is used for commanding an electronic throttle actuator for the engine. The electronic throttle actuator responds to an engine torque request generated by the powertrain controller to achieve a relatively instantaneous response of the engine throttle to a driver command for engine torque.

Abstract: A target output shaft torque tTo is computed based on an accelerator pedal depression amount APS and a vehicle speed VSP, a torque ratio T is computed based on an input shaft rotation speed and a speed ratio factor E of a IVT (100), a target torque tTe of an engine (101) is computed from the target out shaft torque tTo and torque ratio T, and control is performed so that the torque generated by the engine (101) is the target torque tTe. At the same time, the target input shaft rotation speed tNin of the IVT (100) is calculated based on a vehicle running state, and control is performed so that the input shaft rotation speed Nin and target input shaft rotation speed tNin of the IVT coincide.

Abstract: A target driving force is calculated by an ECU on the basis of an accelerator opening and a vehicle speed, and a rounded target driving force value (or a corrected target driving force), as gradually changed from the driving force, is determined in the course to reach the target driving force. On the other hand, a rounded target power value (or a corrected target power) is determined on the basis of the rounded target driving force value. Moreover, the gear ratio of a CVT is controlled according to a target power calculated on the basis of the target driving force, and the load on an engine is controlled on the basis of the rounded target power value, so that the reduction in the power characteristics or the physical discomfort, as might otherwise be caused by the difference in the response between the engine and the CVT, is loosened.

Abstract: A driving force control system is provided for an automotive vehicle powertrain. In the driving force control system, an ordinary (or base) target driving force (tTd#n) is determined in response to operator depression of an accelerator (APO) and vehicle speed (VSP). A driving force correction (ADDFCE) is determined in response to a running resistance increment. The driving force correction is added to the ordinary target driving force to provide a first corrected target driving force (tTde) to an engine torque control The driving force correction is multiplied with a correction coefficient (&agr;) to provide a corrected driving force correction. The corrected driving force correction is add to the ordinary target driving force to provide a second corrected target driving force (tTdr) to a CVT ratio control.

Abstract: A method is presented for correcting estimates of engine output torque and accessory load torque. Engine output torque estimates are corrected when the accessory is disengaged from the engine. Accessory load torque is learned, or corrected, when the accessory is engaged to the engine. In one example, these corrections are made when engine output torque is known to be substantially zero from torque converter speed ratio or from the timing of the overrunning clutch engagement. This information is then used to control engine output torque to improve drive feel and vehicle performance.

Abstract: A method and a device are described for controlling a drive train of a vehicle having a gas pedal activated by a driver of the vehicle. A setpoint value is formed for a drive torque or a setpoint value for a drive power as a function of the position of a gas pedal. The drive train is then controlled in a such a way that the drive torque or the drive power is set as a function of the setpoint value formed. An interval with pre-definable interval limits is determined. The interval limits represent maximum and minimum values for the drive torque or the drive power to be set. The setpoint values are formed as a function of the determined interval. The basis for an optimal adaptation of the drive torque or the drive power to be set to the driver's preference and to the prevailing driving condition is made possible.

Abstract: A control apparatus for a vehicle that has a power source and a continuously variable transmission. If a backlash-reducing control execution flag is on, a central control section utilizes an inertia torque produced during a backlash-reducing control as a part of a transient surge-reducing control that follows the backlash-reducing control, by setting at least one of a control duration and a control torque of the transient surge-reducing control to a value that is less than the control duration or torque set for an ordinary transient surge-reducing control. Therefore, the vehicle control apparatus is able to effectively perform the transient surge-reducing control and therefore further reduce vibrations of the vehicle.

Abstract: The invention concerns a process and a device for engine and transmission control in a motor vehicle with an internal combustion engine controlled by an engine control and a stepped automatic transmission controlled by a transmission control.

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: A shift control method for an automatic transmission which includes converting to a lean-burn mode from a normal mode if throttle voltage is less than a first predetermined value; determining if tip-in has occurred in the lean-burn mode using accelerator pedal signals; increasing the throttle valve opening if it is determined that the throttle voltage has increased by a second predetermined value such that engine rpm is increased; determining if the difference between engine rpm and turbine rpm is greater than a predetermined number of rpm; and converting from the lean-burn mode to the normal mode if the engine rpm are greater than the turbine rpm by the predetermined number of rpm.

Abstract: An automatic start controlling apparatus for automatically starting an internal combustion engine. A transmission is coupled to the engine. The transmission has a clutch, which is actuated by an oil pump other than the engine when the engine stops. The transmission has an input shaft and an output shaft. The input shaft is connected to the engine. The automatic start controlling apparatus has a controller. When the engine is automatically started, the controller detects whether the clutch is completely engaged. When the controller judges that the clutch is partially engaged, the controller reduces the output torque of the engine or limits an increase of the output torque.

Abstract: A programmable electronic ignition system is provided including a hand-held programmer, or in the alternative a computer, for controlling engine control parameters including revolutions per minutes limiters, ignition timing retards, gear shift controls, revolutions per minute switching, and fuel addition. The hand-held programmer or computer provides a menu driven interface which directs the user through the engine control parameters using easy to recognize terms. The programmable electronic ignition system can employ a cylinder location sensor to identify a predetermined cylinder for controlling individual cylinder ignition timing retards.

Abstract: A transmission assembly includes a variable displacement hydraulic pump, a hydraulic motor operatively connected to the pump, a speed sensor operable to sense the speed of an output shaft of the motor, a first actuator for setting displacement of the pump in a positive displacement range in response to a first actuator command and a second actuator for setting displacement of the pump in a negative displacement range in response to a second actuator command. A controller is operable to transmit first actuator commands to the first actuator and transmit second actuator commands to the second actuator in response to operator inputs. The operator inputs require that the displacement of the pump to move from the positive displacement range to the negative displacement range. The controller generates first actuator commands which cause the first actuator to set the displacement to zero.

Abstract: A work vehicle such as an agricultural tractor includes means for the operator to select between manual or automatic engine speed control and to select among multiple automatic modes each having a different amount by which the engine speed is reduced when the load is reduced and the transmission is up-shifted to maintain the vehicle ground speed. This enables the operator to match the degree of engine speed reduction to the particular task at hand for improved performance and productivity. Preferably, the transmission is an infinitely variable transmission whereby the engine speed and the transmission can both be varied infinitely.

Abstract: During high-load running of a vehicle, first control is performed wherein fuel injection is carried out in an intake stroke of an engine so as to evenly distribute mixture gas into combustion chambers of the engine. During low-load running of the vehicle, second control is performed wherein fuel injection is carried out in a compression stroke of the engine so as to bias mixture gas toward a zone in the vicinity of an ignition plug of the engine. The first control and the second control are switched over from one to the other in accordance with a loaded condition of the engine. Even if the engine has reached a loaded condition suited for a transition to the first control due to sudden acceleration during performance of the second control, while transient surge damping control based on an opening degree of a throttle valve is being performed, the transition to the first control is not made.