Abstract: A coast stop vehicle includes power transmission means provided between a drive source and drive wheels, drive source automatic stop means configured to stop the drive source during vehicle running when a value indicating a driving state of the vehicle is in a drive source stop permission region, slip determination means configured to determine whether or not there is slip in the power transmission means while the drive source is stopped by the drive source automatic stop means, and a changer means configured to narrow the drive source stop permission region when the occurrence of the slip in the power transmission means was determined by the slip determination means.

Abstract: A vehicle control device for controlling a vehicle including a first power transmission mechanism arranged between a drive source and a drive wheel, and a second power transmission mechanism which is arranged in series with the first power transmission mechanism and which changes a speed ratio between an input shaft and an output shaft, includes slip detection means configured to detect whether or not a slip occurs in the first power transmission mechanism, and shift means configured to reduce the slip by shifting the second power transmission mechanism in a case where occurrence of the slip is detected by the slip detection means.

Abstract: A method of operating a vehicle drive-train with an engine and a transmission during a gearshift in which an interlocking shift element is disengaged and a frictional shift element is engaged. Upon a shift command, the shifting time and a transmission input speed are monitored. If the input speed deviates from a synchronous speed equivalent to the gear ratio being disengaged, recognizing disengagement of the interlocking shifting element. If an engaged operating condition of the interlocking shifting element to be disengaged is detected, after the lapse of a time interval beginning with the shift command, a current drive torque of the drive machine is brought by motor actuation to a level that corresponds to a difference between the current transmission input torque and a torque that can be transmitted by the frictional shifting element to be engaged, operating with slip, plus a torque offset value.

Abstract: A system and method for shifting a hybrid vehicle is provided which utilizes one or more controllers to release one or more clutches and brakes when a transmission is shifted into neutral or park and then prevents a rotational element from being rotated by controlling an engine and a motor/generator when the transmission is in neutral or park. Accordingly, shift shock or slip is minimized when a transmission is shifted from a park or a neutral to a drive or a reverse, thus improving a shifting feeling and safety of the vehicle.

Abstract: A powertrain system includes an internal combustion engine, a multi-mode transmission, torque machines, and a driveline. A method for operating the powertrain system to transfer torque among the engine, torque machine, and driveline includes controlling operation of the powertrain system in a pseudo-gear range in response to an output torque request including operating the transmission in a variable mode transmission range and controlling a magnitude of torque output to the driveline in response to an output torque request and in proportion to a magnitude of input torque from the engine.

Abstract: Predetermined torque characteristics are obtained by multiplying by a predetermined ratio that is less than 100%, the upper value of engine output torque from the engine output torque line, for at least part of the range of engine rotation speed. Torque upper value information defines the upper value of engine output torque that changes in conformance with vehicle speed and tractive farce. When predetermined conditions for determination are satisfied, an engine output torque control part controls engine output torque based on torque upper value information. The predetermined conditions for determination at the least include that a travel condition is forward travel, that a work condition is laden condition and that a raise operation is being performed by the working machine. When the predetermined conditions for determination are not satisfied the engine output torque control part controls engine output torque based on predetermined torque characteristics.

Abstract: A torque sharing rate is set as a constraint of a motion equation of an automatic transmission by using a gear shift model in which gear shift target values are set by two values of a torque on a rotating member on an output shaft side and a rotation speed variation of a rotating member on an input shaft side. In addition, a first gear shift according to the gear shift control and a second gear shift that uses a gear shift model in which the gear shift target value is set using only the velocity variation of the rotating member on the input shaft side to enable a speedier gear shift than the first gear shift are selectively executed.

Abstract: A system for simulated shifting for a hybrid vehicle, the system includes a plurality of wheels, an engine, a sensor, a transmission, a memory for storing target engine speeds and deceleration torques for a plurality of simulated gears, and a processor. The engine provides a torque to the plurality of wheels. The sensor detects a requested deceleration torque. The transmission simulates a current simulated gear by delivering an applied torque, which corresponds to the requested deceleration torque, to the plurality of wheels and an engine speed corresponding to the simulated gear. The processor simulates a downshift by increasing an engine speed of the engine without changing the applied torque to the plurality of wheels when the requested deceleration torque exceeds a deceleration torque of a lower simulated gear.

Abstract: An open cockpit off-road vehicle has an engine, four wheels, side-by-side driver and passenger seats, and at least one safety belt which include a seat belt, first and second connecting portions selectively connected to each other, and one of a safety belt sensor and a safety belt switch sensing a state of this connection. A continuously variable transmission (CVT) operatively connects the engine to the wheels. A control unit is connected to the engine. A vehicle speed sensor senses a forward speed of the vehicle. The control unit controls the engine in a vehicle speed limit mode when the first and second connecting portions are disconnected. When in this mode, the control unit controls the engine to limit the forward speed of the vehicle to a predetermined forward speed and to permit the engine to reach a torque necessary to operate the vehicle at the predetermined forward speed.

Abstract: A powertrain includes an engine, a transmission having a first input connected to an engine output shaft, and a variator. The variator includes a pump connected to the engine output shaft and a motor connected to a second input of the transmission. The pump has a variable setting that is determinable by a position of a pump actuator in response to a command signal. A controller associated is disposed to control operation of the variator, at least in part, by providing the command signal to the pump actuator. The command signal is determined based on an operator command and on a compensation term, which depends on a correlation function of a parameter related to the speed ratio between a pump speed and a motor speed and a flow characteristic of the pump actuator.

Abstract: A system for a vehicle includes a constraint module that generates a plurality of constraints. An output torque module generates a commanded output torque based on a torque request and the plurality of constraints. A split torque module determines a first torque and a second torque to be applied to a transmission of the vehicle based on the plurality of constraints and the commanded output torque. A first one of the plurality of constraints corresponding to a first clutch is adjusted from a first range of values to a second range of values that is different from the first range of values in response to a command to offload the first clutch.

Abstract: A system and method of compensating for torque converter slip in a motor vehicle include measuring rotational speeds of an engine crankshaft and mainshaft, as well as measuring operating temperatures of a fluid associated with the motor vehicle. Engine output torque is adjusted as required by controlling some combination of ignition timing, intake air flow, fuel injection, and accessory load. A system and method for deactivating a torque compensation system retrieves a number of times the torque compensation system has been activated over a set period. If the number exceeds a predetermined number of activations, the torque compensation system is deactivated.

Abstract: A vehicle includes an engine, an engine control module (ECM), and a dual clutch transmission (DCT) assembly. The DCT assembly has first and second input clutches, first and second gear sets selectively connected to the engine via the respective first and second input clutches, and a transmission control module (TCM). In executing a launch control method, the TCM receives a launch request, receives an actual engine torque, and determines the inertia and acceleration of the engine. The TCM then calculates a clutch torque for the particular input clutch used for vehicle launch as a function of the actual engine torque and the product of the inertia and the acceleration, compares the calculated clutch torque to the commanded clutch torque, modifies a torque-to-position (TTP) table depending on the comparison result, and transmits a clutch position signal to the designated input clutch to command an apply position extracted from the TTP table.

Abstract: A travel controller which controls the travel of a vehicle includes a road information acquisition unit which acquires road information of a scheduled travel route, a temporary target travel control pattern generation unit which generates a temporary target travel control pattern of the scheduled travel route on the basis of the road information, an engine state transition section estimation unit which estimates an engine state transition section where the state of an engine transits when the vehicle travels using the temporary target travel control pattern, a speed difference calculation unit which calculates a speed difference resulting from variation in engine output in the engine state transition section, a target travel control pattern generation unit which corrects the temporary target travel control pattern on the basis of the speed difference to generate a target travel control pattern, and a travel control unit which performs travel control on the basis of the target travel control pattern.

Abstract: A method for operating a powertrain system includes selecting a plurality of candidate transmission ranges associated with a present powertrain operating point and deselecting candidate transmission ranges not associated with the present powertrain operating point. A high resolution engine speed/torque search is executed for each of the selected candidate transmission ranges. A low resolution engine speed/torque search is executed for each of the deselected candidate transmission ranges. Each search is executed to determine a respective minimum power cost for operating the powertrain system in one of the candidate transmission ranges in response to an output torque request and output speed. A preferred transmission range is determined from the candidate transmission ranges. A preferred engine operating point is determined corresponding to the minimum power cost for the preferred transmission range.

Abstract: A method for operating a powertrain system including a multi-mode transmission configured to transfer torque among an engine, torque machines, and a driveline, includes executing a first search to determine a first engine operating point within an all-cylinder state and a corresponding operating cost for operating the powertrain system in response to an output torque request. A second search is executed to determine a second engine operating point within a cylinder deactivation state and a corresponding operating cost for operating the powertrain system in response to the output torque request. One of the first and second engine operating points is selected as a preferred engine operating point based upon the operating costs and the engine is controlled at the preferred engine operating point in the corresponding one of the all-cylinder state and the cylinder deactivation state.

Abstract: The present invention provides a method of selecting an economy mode shift schedule for a transmission coupled to a motor vehicle. The method includes calculating vehicle acceleration and determining a change in accelerator pedal position. Also, a net tractive effort force of the vehicle is determined for a current gear range of the transmission. Also, the method includes comparing the net tractive effort force for the current gear range to a maximum tractive effort force for a desired gear range and selecting the economy mode shift schedule for the transmission based on the comparison. The method further includes controlling shifting between one or more gear ranges of the transmission according to the economy mode shift schedule.

Abstract: Systems, methods and controllers for facilitating or providing a more efficient operation of a vehicle are disclosed. An accelerator input is detected from an accelerator sensor and it is determined whether the accelerator input is within a first range of values or within a second range of values. If it is determined that the accelerator input is within the first range of values, an engine is controlled to provide limited or no power to a transmission. If it is determined that the accelerator input is within the second range of values, the engine is controlled to provide a substantially constant power to the transmission.

Abstract: The present invention protects a high voltage battery in a hybrid electric vehicle. More particularly, it makes it possible to prevent a battery from being overcharged when a motor or an inverter system breaks, with the hybrid vehicle traveling. The technique for protecting a high voltage battery in a hybrid electric vehicle illustratively comprises: checking whether a motor functions properly; setting a virtual acceleration pedal value and keeping a present desired shifting map, when the motor breaks; determining a desired shifting stage according to the present desired shifting map based on the virtual acceleration pedal value; and, in certain embodiments, switching or keeping the engine control mode by comparing a value of a predetermined maximum engine speed region with the present engine speed in order to prevent high-speed rotation of the motor.

Abstract: A vehicle is configured to perform shuttle-shifting and comprises an engine and a power shift transmission operably connected with the engine comprising forward and reverse mechanical gears, the power shift transmission having more forward mechanical gears than reverse mechanical gears. The vehicle comprises a processor operably connected to the power shift transmission and to the engine, and is configured to receive a command from a user to establish a relationship between a last forward gear used and a desired reverse performance. The processor is configured to determine a desired reverse ratio based upon the last forward gear used and the established relationship and to select a reverse mechanical gear having a reverse gear ratio which is the same or less than the desired reverse ratio.

Abstract: A method for operating a powertrain system to transfer torque among an engine, torque machines, and a driveline includes executing a search to determine a preferred engine operating point for operating the powertrain system in a transmission range in response to an output torque request. The search includes employing a candidate torque normalization ratio to determine a candidate engine torque from a normalized torque search space, and determining a candidate power cost associated with operating the powertrain system at the candidate engine torque for each of a plurality of candidate engine speeds within an input speed range and a plurality of candidate torque normalization ratios. A preferred engine speed is determined, and includes the candidate engine speed corresponding to the one of the candidate engine torques associated with a minimum of the candidate power costs. Engine operation is controlled responsive to the preferred engine speed.

Abstract: A vehicle with a transmission having a crankshaft and an output shaft. A clutch located between the output shaft and a drive wheel is engaged and disengaged according to a rotational speed of the output shaft. An idle speed control device performs idle speed control to adjust an idle rotational speed of an engine. An electronic control unit (ECU) suppresses or stops the idle speed control when the clutch is engaged, or when an abnormality in the transmission is detected.

Abstract: The drive mode of a hybrid drive is controlled by: detecting a drive mode change signal characterizing a planned drive mode change, and determining a torque shortfall, which would occur due to the drive mode change. Furthermore, the method provides for comparing the torque shortfall with a threshold value, and blocking a drive mode change, if the comparison step reveals that the torque shortfall is above the threshold value. Otherwise, the method provides for: automatically performing a drive mode change according to the drive mode change signal, if the comparison step reveals that the torque shortfall is not above the threshold value.

Abstract: If a vehicle speed VSP during EV travel is lower than a predetermined speed VSP_s and hence is in a low vehicle speed range available for motor travel by a motor/generator, engine start control using a first engine start system with the motor/generator is executed. If the vehicle speed VSP during the EV travel is the predetermined speed VSP_s or higher and hence is in a vehicle speed range unavailable for the motor travel with the motor/generator, engine start control using a second engine start system with a starter motor is executed instead of the first engine start system with the motor/generator. Accordingly, the motor/generator does not have to cover an engine start torque when VSP?VSP_s. A vehicle speed range available for the motor travel expands by the amount corresponding to the engine start torque, and fuel efficiency can be improved.

Abstract: A shift control method and system for a hybrid vehicle that may shorten shift-speed time and solve a problem in demand torque during shifting by performing pressure control, to perform connection synchronization control to a target shift-speed using speed control of a motor and to make at least one transmission clutch generate a driver's demand torque, while performing shift-control. The shift control method for a hybrid vehicle using power of an engine and/or power of a motor includes: controlling a pressure of at least one transmission clutch to shift to a target shift-speed; and controlling a speed of the motor for speeds at both ends of the at least one transmission clutch to be synchronized while being shifted to the target shift-speed.

Abstract: An engine control strategy for a marine vessel propulsion system receives a request for a gear from among plural transmission gears, determines an engine speed for the requested transmission gear shift, adjusts the engine to the determined speed for a predetermined amount of time, and prevents the requested transmission gear shift from occurring for the predetermined amount of time while maintaining the engine at the predetermined speed. After the predetermined amount of time elapses, the requested shift is allowed to occur.

Abstract: A system and method for hybrid vehicle system loss learning. A hybrid vehicle includes an engine, a motor-generator, a battery, a battery module configured to measure a battery power of the battery, a memory configured to store system loss data including engine speed adjustments corresponding to vehicle speeds and power requests, and a processor configured to determine a system loss for a vehicle speed and a power request, apply an engine speed adjustment based on the system loss data, and store the engine speed adjustment and a post-adjustment system loss in the system loss data when the engine speed adjustment improves the system loss. The hybrid vehicle stores data on system losses and relevant conditions such as vehicle speed and power requests. The hybrid vehicle can improve the engine speed adjustment from successive adjustments for those conditions based on the stored data.

Abstract: A system includes: a shift mechanism; and a position detecting device detecting an operating position of the shift mechanism on the basis of an output signal of a sensor attached to the shift mechanism. An execution mode of a driving force limiting process that limits driving force is set on the basis of the operating position that is detected by the position detecting device. The driving force limiting process is executed on the basis of the execution mode of the driving force limiting process and a vehicle operation state. When it is determined that there is an abnormality in the position detecting device in a state that the driving force limiting process is not executed, setting the execution mode on the basis of the operating position of the shift mechanism is prohibited, and execution of the driving force limiting process is allowed on the basis of the vehicle operation state.

Abstract: An engine control system includes a mode selection module that is configured to select an operating mode from one of an open loop control mode, a torque control mode, and a speed control mode based on an engine speed and a driver input. An axle torque arbitration (ABA) module generates ABA predicted and immediate torque requests based on the driver input. A speed control (SC) module generates a first set of SC predicted and immediate torque requests based on engine speed. A propulsion torque arbitration (PTA) module generates PTA predicted and immediate torque requests based on one of the ABA predicted and immediate torque requests and the first set of SC predicted and immediate torque requests based on the operating mode. A torque output control module controls output torque of an engine based on the PTA predicted and immediate torque requests.

Abstract: A control device for controlling a front wheel drive force and a rear wheel drive force of a vehicle that includes a transmission comprises: a first controller for controlling a drive force of a main drive wheel and a drive force of an auxiliary drive wheel, the drive force of the main drive wheel being one of the front-wheel drive force and the rear-wheel drive force, and the drive force of the auxiliary drive wheel being another of the front-wheel drive force and the rear-wheel drive force; and a second controller for detecting whether a speed-change ratio of the transmission has changed. In a case that the second controller has detected that the speed-change ratio has changed, the first controller increases the drive force of the auxiliary drive wheel and reduces the drive force of the main drive wheel.

Abstract: A control apparatus for controlling a transmission apparatus that includes: an input member that is drivably connected to a rotating electrical machine being capable of generating regenerative torque based on an engine and a deceleration request of a vehicle; an output member that is drivably connected to wheels; and a speed change mechanism that has a plurality of friction engagement elements that are controlled to be engaged and released so as to switch a plurality of shift speeds, and that shifts a rotation speed of the input member at one of gear ratios set for the shift speeds and outputs the shifted speed to the output member.

Abstract: An engine powered wheeled machine having improved engine over speed and under speed protection includes a parallel path transmission having a gear train with first and second transmission inputs and a transmission output, and including a hydraulic variator having a variator output driving the first transmission input, the hydraulic variator having a variator pump and a variator motor, the displacement of the variator pump being controlled by a variator actuator.

Abstract: A method is provided to control a drivetrain of a vehicle, especially a utility vehicle, wherein the drivetrain includes an engine with a cooling system. The cooling system includes a fan. The cooling system and the drivetrain are controlled by an electronic control unit (ECU). The ECU has access to a navigation system with topographic data. The method includes determining a topology of an upcoming route of the vehicle, estimating the load of the engine dependent of the topology of the upcoming route, estimating a temperature variation of the cooling system during the upcoming route, and controlling the drivetrain dependent on the estimated temperature variation, such that an actual temperature of the cooling system is kept below a temperature threshold value during the upcoming route of the vehicle. The temperature threshold value is dependent on a temperature at which said fan is activated.

Abstract: A method and system are provided for controlling overspeeding of a vehicle carrying an internal combustion engine having one or more exhaust brake devices controllable to apply braking torque to the engine. The system may be operable determine a desired speed of the vehicle, to determine a road speed of the vehicle, and if the road speed of the vehicle exceeds the desired speed of the vehicle by more than a threshold speed, to determine a target brake torque required to reduce the road speed of the vehicle speed to the desired speed of the vehicle, and to then control the one or more exhaust brake devices to apply the target brake torque to the engine to thereby control the road speed of the vehicle to the desired speed of the vehicle.

Abstract: Methods and systems for controlling a power source of a mobile machine having a continuously variable transmission (CVT) are disclosed. In one embodiment, the method includes receiving, from an operator of the mobile machine, input selecting of one of a plurality of target travel speeds of the mobile machine and input indicative of a requested output speed of the power source. The method further includes calculating a difference between the selected target travel speed and an actual travel speed of the mobile machine. Finally, the method includes adjusting the requested output speed of the power source based on the calculated travel speed difference, and commanding the power source based on the adjusted requested output speed of the power source.

Abstract: A synchronous automatic transmission up-shift control utilizes input torque measurements. The input torque is measured during an up-shift having preparatory, torque, and inertia phases. Target input torque profiles for the torque and inertia phases are determined based on the input torque during the preparatory phase. During the torque phase, an engine torque is controlled to cause the input torque to achieve the target profile for the torque phase. During the inertia phase, an on-coming clutch is controlled to cause the input torque to achieve the target profile for the inertia phase.

Abstract: A control system is provided for starting electrically powered implements on a vehicle such as a grass mowing machine with electrically powered cutting reels. The electric motors are started at intervals, rather than simultaneously. The intervals between starting each electric motor may be based on pre-defined criteria such as a fixed time constant, voltage, current or speed input from a motor controller for each implement.

Abstract: A machine control system including an impeller clutch pedal sensor, a power source sensor, a torque converter output speed sensor, an implement lever sensor and a controller is provided. The impeller clutch pedal sensor is configured to generate a signal indicative of an impeller clutch command. The implement lever sensor is configured to generate a signal indicative of a desired hydraulic flow corresponding to an implement lever command. The controller is configured to determine a desired output torque, at a current torque converter output speed, based on the signals from the impeller clutch pedal sensor and the power source sensor. The controller is configured to modulate at least one of the speed of the power source or an engagement of an impeller clutch based on the desired output torque and the implement lever command.

Abstract: A method for driving a vehicle in which a gearbox connected to a combustion engine can be set to various different transmission ratios including a low transmission ratio in which the engine speed is below that at which a torque plateau for the low ratio is reached. The vehicle may drive in a first mode or a second mode both at the low ratio, such that in the first mode, the vehicle is driven without fuel supply to the engine and in the second mode, the engine is provided with fuel supply in order to deliver motive force for propulsion of the vehicle. In the method one determines whether the vehicle should be driven according to the first mode or the second mode, based on a need for motive force.

Abstract: A powertrain system includes an internal combustion engine, a multi-mode transmission, torque machines, and a driveline. A method for operating the powertrain system to transfer torque among the engine, torque machine, and driveline includes controlling operation of the powertrain system in a pseudo-gear range in response to an output torque request including operating the transmission in a variable mode transmission range and controlling a magnitude of torque output to the driveline in response to an output torque request and in proportion to a magnitude of input torque from the engine.

Abstract: A control system includes a shift detection module, a request generation module, and a request setting module. The shift detection module detects when a transmission is executing a shift. The request generation module generates a transmission torque request to cause an engine to increase a transmission input shaft speed to a desired speed at a desired gear ratio when the transmission is executing the shift. The request setting module selectively sets the transmission torque request equal to a default torque request when the transmission torque request is greater than a first torque and the engine is coupled to a drive wheel.

Abstract: A vehicle control apparatus includes state measurement means for measuring states of the vehicle; required power estimation means for calculating an estimated required power indicating a motor power required to operate the vehicle based on the states of the vehicle measured by the state measurement means; critical power estimation means for calculating a critical power when the motor power saturates based on the states of the vehicle measured by the state measurement means; modified reference input means for modifying a reference input so that the estimated required power falls within the estimated critical power when it is determined that the estimated required power estimated by the required power estimation means exceeds the estimated critical power estimated by the critical power estimation means; and control means for controlling a motor of the vehicle based on the reference input modified by the modified reference input means.

Abstract: A hybrid controller for controlling a hybrid vehicle is set forth. The hybrid vehicle has an engine, an electric motor and an engine controller determining a crankshaft torque. The hybrid controller includes an optimization module determining an electric motor torque, determining an engine torque and communicating the engine torque from the hybrid controller to the engine controller. The hybrid controller also includes a motor control module controlling the electric motor based on the electric motor torque.

Abstract: Various systems and method are provided for heating transmission fluid by directing the transmission fluid through a cylinder block of an engine. In one example, the transmission fluid is directed to flow through the cylinder block of the engine while engine coolant is directed to flow through the cylinder head of the engine. Further, the transmission fluid may be directed through one or more heat exchangers to cool the transmission fluid.

Abstract: When an internal combustion engine is cranked up from a stopped position of a piston in a restart-time first ignition cylinder which is scheduled to start a combustion at the time of an automatic restart of the engine under an automatic stop of the engine during an idling-stop control, a restart-time ignition time interval between a time point when the cranking of the engine is started and a time point when the restart-time first ignition cylinder is initially ignited is calculated. A drive-start timing of a starter motor is delayed according to this restart-time ignition time interval. Thereby, the cranking of the engine is carried out by the starter motor under a state where the hydraulic pressure supplied from the electric oil pump has increased. Thus, the slip in the clutch of the CVT can be suppressed when the gas mixture in the restart-time first ignition cylinder is initially ignited.

Abstract: A powertrain control system is disclosed. The powertrain control system may have a power source and a CVT coupled to an output of the power source. The powertrain control system may further have a controller in communication with the power source and the CVT. The controller may have a map with a plurality of speed modes, and, for at least one of the plurality of speed modes, the controller may be configured to vary an actual power source speed based on at least one of a CVT output speed or a ground speed.

Abstract: A vehicle control apparatus including: a bad-road control-mode switch configured to be manipulated by a driver; and a bad-road control section configured to perform a bad-road control when a bad-road control mode is selected by the bad-road control-mode switch, the bad-road control section including a shift changeover function configured to automatically change a shift state of vehicle between a forward running and a reverse running, and a driving-force applying section configured to reduce a driving force acting on a road-wheel when the shift state of vehicle is changed by the shift changeover function, and configured to apply a predetermined driving force to the road-wheel when a predetermined time has elapsed after the change of shift state, as the bad-road control.

Abstract: A control device controls a hydrostatic transmission vehicle having a hydrostatic transmission including a variable displacement pump and a variable displacement hydraulic motor. The control device is configured to set a set vehicle speed based on a forward/rearward travel command and a gear stage command instructed by an operator, to set a torque limit usable for the hydrostatic transmission based on an engine speed, to set a vehicle speed limit based on a pressure in the hydraulic circuit and the torque limit, to select a lower one of the set vehicle speed and the vehicle speed limit, and to control respective displacements of the variable displacement pump and the variable displacement hydraulic motor based on the selected vehicle speed.

Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.

Abstract: The invention relates to a method for controlling the driving dynamics of a vehicle, especially of a single-track or dual-track and vehicle. The driving dynamics of the vehicle are controlled by way of brake and/or engine intervention, notably depending on a change of the movement of the vehicle in the three-dimensional space and relative to the earth coordinate system and depending on the effective direction of gravity or the earth's gravitational pull. According to said method, the attitude or orientation and the position of the vehicle in three-dimensional space and relative to the earth coordinate system is determined by means of a satellite navigation system (GNSS) which comprises a receiver, mounted on/in the vehicle, having at least three antennas for reception of satellite navigation signals and an inertial measuring system (INS), mounted on/in the vehicle, for measuring all changes in the movement, position and/or attitude of the vehicle.