Abstract: A method for controlling a twin clutch transmission including at least two partial drive trains, each of which is coupleable to a combustion engine using a clutch.

Abstract: A control device for an automatic transmission having a torque converter includes: a determining means for determining whether to set a friction element in an engaged condition or a disengaged condition on the basis of an operating condition of a vehicle; a control means for outputting an engagement command or a disengagement command on the basis of a determination result of the determining means; and an oil pressure control means for performing control to engage the friction element upon reception of the engagement command by performing a precharge control for the friction element and then controlling the supplied oil pressure to a predetermined oil pressure and to disengage the friction element upon reception of the disengagement command by draining the oil pressure supplied to the friction element, wherein the control means comprises a prohibiting means for prohibiting output of the disengagement command in relation to the friction element following control of the friction element from the disengaged condi

Abstract: A system for regulating the maximum speed of a vehicle (10) having wheels (11, 12) fitted with tyres and driven from an engine (13) via a driveline (14, 15, 16) with a total overall gear ratio, the system including a means such as a GPS or radar based system for determining the actual vehicle speed of the vehicle without using a calculation based on engine speed. A control unit (18) is also provided which adjusts the engine speed and/or overall driveline gear ratio so that the maximum speed which the vehicle can attain remains substantially constant at a predetermined value irrespective of the diameter of the tyres fitted to the wheels.

Abstract: A subtransmission mechanism 30 comprises a Ravigneaux planetary gear mechanism 31, a Low brake 32 and a High clutch 33, shifts between a first speed gear position in which the Low brake 32 is engaged whereas the High clutch 33 is disengaged and a second speed gear position in which the Low brake 32 is disengaged and the High clutch 33 is engaged. A minute slip is caused at the Low brake 32 and then terminated by engaging the High clutch 33. A value representing the engaging state variation such as an engaging time period and/or an engaging speed of the High clutch 33 is learned and the pressure of oil supplied during the engaging operation of the High clutch 33 is corrected based upon the learned value, thereby assuring a smooth shift operation by compensating for any inconsistency in the torque transmission characteristics of the High clutch 33.

Abstract: A control system for shifting an automatic transmission for a motor vehicle is provided. The control system is connected to a drive engine and a drive train. The control system includes a speed sensor configured for sensing a vehicle speed, an angular sensor configured for sensing an angle of an accelerator pedal of the motor vehicle, an acceleration sensor configured to sense an acceleration of the accelerator pedal, and a control electronic device configured for selecting a predetermined shifting curve for shifting the automatic transmission. The control electronic device also is configured to select from different shifting modes by measurement data of the speed sensor, angular sensor, and acceleration sensor.

Abstract: The invention relates to a method for controlling a hydrostatic drive having at least one first hydraulic consumer and one second hydraulic consumer. The two hydraulic consumers are driven by a common drive machine. First of all, a first power requirement of the first hydraulic consumer is determined (20). Proceeding from the determined first power requirement, the free power which is available as a result of the common drive machine is determined (21). This available free power of the common drive machine is scaled onto a possible actuating path of a control transmitter for the working hydraulics (22). A position of the control transmitter for actuating the second hydraulic consumer is determined (23) and a power requirement is assigned on the basis of the scaled available free power. An operating point of the common drive machine is fixed from the first power requirement and the second power requirement (24).

Abstract: A control system for a machine is disclosed. The control system may have a power source, an operator input device configured to generate a first signal indicative of a desired mode of power source operation, and a work implement driven by the power source. The control system may also have a controller in communication with the power source and the operator input device. The controller may be configured to classify a currently performed work implement task and select an output map based on the classification of the currently performed work implement task and the first signal. The controller may further be configured to control the power source operation using the output map.

Abstract: Apparatus and method for efficiently controlling an automatic transmission in an electric vehicle. The method may be implemented by selection of one of at least two belt clutches having different ratios. The timing for disengagement and engagement of each clutch and the proper sequencing of the disengagement and engagement of the clutches is determined to optimize the efficiency of the transmission. A direct drive motor is directly coupled to the transmission's output shaft to provide momentary power to maintain a nearly constant rate of acceleration during shifting. The method may further be applied for shifting an electric vehicle with a first motor coupled to an output shaft through a single belt clutch and a direct drive motor.

Abstract: A gear control system includes a pulse modulating circuit, a motor, and a central processing unit operatively coupled to the pulse modulating circuit and configured to control rotation of the motor from an original gear position to a desired gear position via the pulse modulating circuit. A motor position detecting device is operatively coupled to the central processing unit and detects the motor rotation position and transmits the motor position information corresponding to the motor rotation position to the central processing unit. The central processing unit determines whether the motor has reached the desired gear position based on the motor position information, and actuates the pulse modulating circuit to transmit pulses to actuate the motor to reach the desired gear position when the motor has not reached the desired gear position.

Abstract: A method of controlling an automated multi-step change-speed transmission of a vehicle having an electronic control unit connected to sensors for detecting operating parameters and to gear and/or clutch control elements for carrying out shift operations. The control comprises a data memory such that the multi-step change-speed transmission can be operated automatically to initiate gearshifts in an automatic mode, manually initiated by a driver in a manual mode to provide gearshifts, and manually actuated in a learning mode in which gearshifts and operating parameters can be recorded automatically. When necessary to assist technicians in the application of the transmission, a configuration-learning mode that can be activated in which, during a test drive with manual gearshift initiation, operating parameters are automatically detected in an event-dependent manner, processed to produce control data for the transmission, and the control data stored in the data memory for the future control of the transmission.

Abstract: A method for controlling a clutch assembly includes controlling an actual clutch fill pressure using open-loop pressure controls when an active fill phase is detected, and using closed-loop pressure controls when the active fill phase is complete or when an overfill condition is detected. The method supplies the actual clutch pressure according to a second set of open-loop pressure controls when a step in commanded clutch pressure is detected. The method monitors a fill pressure and time during the step, and applies the clutch pressure according to the closed-loop pressure controls when either value equals a corresponding threshold value. A clutch assembly has a piston for compressing clutch disks to initiate a shift event, an algorithm for controlling the shift event, and a sensor for determining an actual clutch pressure during the shift phases. The algorithm switches between closed-loop and open-loop pressure controls in response to different shift phases.

Abstract: The first setting value showing holding pressure for a metal belt is set for each of a plurality of control modes A to H. The second setting value changing lagging behind the first setting value is calculated based on the first setting value for each of the plurality of control modes A to H. A target value is set to be equal to or more than the greatest second setting value among a plurality of second setting values. A continuously variable transmission is controlled such that the holding pressure for the metal belt is equal to the set target value.

Abstract: A method and a device for controlling the slip of a tractor vehicle or the like, in which the drive wheel slip is determined and, if the actual slip is different from a specified nominal slip, the gear ratio of a controllable transmission in the drivetrain is adjusted in the direction of slip optimization. The transmission is a geared-neutral transmission whose output speed, at full drive power, can be adjusted to an extremely small value close to zero.

Abstract: When an upshift is performed while a traveling condition of a vehicle corresponds to a driving condition or a downshift is performed while the traveling condition of the vehicle corresponds to a coasting condition, a second target slip amount is set as a target slip amount for a period extending from the start of gear ratio variation following issuance of a gear position change start command to completion of the gear ratio change, and when a downshift is performed in the driving condition or an upshift is performed in the coasting condition, a first target slip amount is set as the target slip amount for a period extending from issuance of the shift command to completion of the shift.

Abstract: A control system provides an aggregate driven quantity demand signal for controlling an actuatable component. The system has a summing junction which generates the aggregate driven quantity demand signal by summing a first output signal, which converges on a steady state driven quantity requirement value, and a change in driven quantity demand signal. The system further has a feedback loop which generates the first output signal in response to the aggregate driven quantity demand signal. The system also has a first variable gain which tunes the change in driven quantity demand signal in response to a reference demand signal. The feedback loop includes a second variable gain which tunes the rate at which the first output signal converges on the steady state driven quantity requirement value. Typically, the reference demand signal corresponds to a desired value or desired change in value of a parameter which is itself varied or controlled by actuation of the actuatable component.

Abstract: When an accelerator pedal opening angle is large, a target vehicle speed is calculated using a read-ahead vehicle speed and, when the accelerator pedal opening angle is small, the target gear shift ratio is calculated using an actual vehicle speed.

Abstract: In a transmission control system for a vehicle, in a torque return period at the time of up-shifting of a transmission, an engine torque and a clutch torque are increased in parallel. A target engine torque value and a target clutch torque value are set such that the clutch torque changes at a value higher than the engine torque. The target clutch torque value is set such that a difference between an amount of energy generated in a clutch and an amount of energy generated in an engine substantially coincides with an amount of energy required to reduce the rotation speed of the engine to a target rotation speed.

Abstract: A method of operating of a drivetrain, having at least a drive motor and an automatic transmission with at least five shift elements, to improve a shift speed such that during a first upshift or a first downshift, at least one required shift element is prepared such that, when a synchronization point is reached, the successive upshift or the successive downshift can be immediately carried out. The method comprises the steps of requiring, at most, two of the at least five shift elements be disengaged and a remainder of the shift elements be disengaged for each gear for transferring one of torque and force; and one of increasing and decreasing a torque of the drive motor, relative to a torque of the drive motor derived from a driver's wish, during one of the first upshift or downshift and the successive upshift or downshift to assist with an overlapped implementation of the successive upshifts or the successive downshifts.

Abstract: A method for monitoring frictional engagement in an automatic or automated motor vehicle transmission having a hydrodynamic starter element when the transmission is in a preset neutral or parking position and the automatic or automated motor vehicle transmission controlled by this method. When the motor vehicle is at or close to a standstill in a preset neutral or parking position, the current transmission rotational input speed and a current engine rotational speed of the drive motor are determined and based on the speed ratio between the current transmission rotational input speed and the current engine rotational speed an error is found to be present if the speed ratio is less than a predefined threshold value, which is less than/equal to 1.

Abstract: A system and method of dithering speed and/or torque for shifting a transmission of a vehicle having an engine, a reversible, variable displacement hydraulic motor/pump which can be driven by the engine, a hydraulic accumulator supplied by said motor/pump, and at least one reversible hydraulic driving motor for propelling the vehicle supplied with fluid by the hydraulic accumulator and/or by said motor/pump operating as a pump. A transmission unit connects the engine with the variable displacement hydraulic motor/pump during a first mode of operation (city mode) and connects the engine to a vehicle drive wheel during a second mode of operation. The system utilizes stored hydraulic energy to dither the output of the driving motor in order to achieve quick and smooth shifts between city and highway mode, or between various ranges within the city mode.

Abstract: A method to predict a driveline lash condition includes monitoring an axle torque request signal, determining a predicted axle torque request value at a lead time based upon the monitored axle torque request signal, and predicting the driveline lash condition at the lead time based upon the predicted axle torque request value indicating an upcoming zero torque condition.

Abstract: A control method and system for a vehicle transmission that incorporates gradient road resistance in selecting an appropriate gear ratio for an automatic manual transmission or an automatic transmission are disclosed. The traction resistance of a vehicle is calculated in order to determine the traction force required for maintaining, increasing, or decreasing vehicle speed in response to operator input. Traction resistance may be a function of rolling resistance, air resistance, and the component of the gravitational force acting parallel to the road surface. The change in traction resistance is also determined. The calculated traction resistance and change in traction resistance may advantageously be used to calculate an offset to a shift point motor speed in order to delay or advance a transmission upshift when climbing a grade.

Abstract: In vehicular control method and apparatus for a shift-by-wire device, a selected shift position is modified to at least one of a vehicular parking position, a neutral position, and a traveling position, the selected shift position is modified to the vehicular parking position when a power switch is switched to an OFF position, and the modification of the shift position to the vehicular parking position is inhibited when an operation pattern of an operation input section while the power switch is in the ON position is made coincident with the operation pattern prescribed as a cipher code which inhibits the shift position modification to the vehicular parking position, the operation patterns being constituted by a combination of operation patterns which would not be carried out in the operation section during an ordinary traveling.

Abstract: A torque vectoring device directs different torques at will to the two wheels of a drive axle on a road vehicle. It has two hydraulically controlled disc clutches, connected to a drive shaft, extending through the device, and in engaged condition intended for connecting the drive shaft to either of two gear sleeves, each in splines engagement with an eccentric tube eccentrically journaled in relation to the drive shaft, and a torque transmitting mechanism with a gear ratio of 1:1 between the eccentric tube and a differential case sleeve, coaxial with the drive shaft and forming part of a differential case of a differential on the drive axle, to which differential the torque vectoring device is connected.

Abstract: A control apparatus includes a shift-pressure learning correction controlling section configured to perform a shift-pressure learning correction in which a physical quantity representing a progress of shift is measured at a time of a current downshift, and in which an engagement command pressure for a friction element is corrected at a time of a next downshift on the basis of a divergence between the measured physical quantity and a target physical quantity; a shift-torque increase controlling section configured to perform a torque increase control in which a command for temporarily increasing torque of a drive source starts to be outputted when a start estimation timing of torque phase has just come during a transition period given between start and end of the downshift; and a learning convergence judging section configured to judge whether the shift-pressure learning correction has converged.

Abstract: A clutch control device includes: a plurality of hydraulic clutches built into a transmission; a clutch switching pattern storage device in which a plurality of clutch switching patterns, each defining engage/release changeover timing with which the plurality of hydraulic clutches are engaged/released are stored in correspondence to individual speed change patterns adopted by the transmission; a clutch switching pattern selection device that selects a clutch switching pattern stored in the clutch switching pattern storage device in correspondence to a speed change pattern for the transmission at a time of speed change; and a hydraulic control device that executes hydraulic control for the plurality of hydraulic clutches in correspondence to the clutch switching pattern selected by the clutch switching pattern selection device.

Abstract: A method for the operation of a traveling power take-off shaft clutch connected to a drive motor, in a case of known wheel or vehicle speed, the speed of rotation of the power take-off shaft, electronically evaluated through the speed of rotation of the motor, can be made to agree in ratio with the wheel speed.

Abstract: Surplus pressure is obtained from a difference between a hydraulic pressure value detected by a hydraulic pressure sensor and a target supplied hydraulic pressure. A determination is made about whether or not a possible hydraulic pressure in a prescribed time will become lower than a minimum required hydraulic pressure based on a current surplus pressure and a changing rate of the surplus pressure. If the possible hydraulic pressure is lower than the minimum required hydraulic pressure, correction is conducted to increase supplied hydraulic pressure. Accordingly, control is conducted so that the regularly required surplus pressure can be reduced to a minimum required amount.

Abstract: A differential limiting control device for a vehicle calculates a yaw rate correspondence control amount according to deviation between actual yaw rate and target yaw rate when a vehicle turns, and also judges the vehicle's steering characteristic of the moment and magnitude relation between wheel speeds of right and left front wheels. The differential limiting control device then applies compensation toward an increase or decrease side based on a yaw rate correspondence control amount to a base control amount according to a combination of the steering characteristic and the magnitude relation between the wheel speeds, and controls a differential limiting force between the right and left front wheels based upon a final control amount obtained after the compensation.

Abstract: A method for driving a vehicle which has a gearbox connected to a combustion engine and the gearbox is capable of being set to a number of different transmission ratios in order to deliver motive force to a driveshaft for propulsion of the vehicle. The vehicle is arranged for driving in at least a first mode and a second mode, such that in the first mode the gearbox is switched to a low transmission ratio and in the second mode the combustion engine is disconnected from the at least one driveshaft. When the vehicle is being driven in a situation where there is or will within a specific time be a reduced need for motive force for the vehicle, the method determines whether the vehicle should be driven according to the first mode or the second mode, on the basis of an ambient parameter.

Abstract: A transmission system that includes a transmission, a pressure sensor, a pressure booster, and a controller. The pressure booster being capable of raising the pressure of transmission fluid inside a closed-loop transmission by lowering the sensed pressure coming from the pressures sensor and being sent to the controller, thereby initiating a response from the controller that results in higher fluid pressures. The pressure booster does not lower the sensed pressure when the vehicle, and therefore, the transmission, is not in operation. Additionally, the pressure booster also does not increase the electric current through the electrical components of the fluid control system. The result is a transmission with a “firmer” feel between shifts and the correction of weak shifting problems such as gear slip.

Abstract: An ECU executes a program that outputs a shift command when a determination has been made to perform a power-on downshift (i.e., YES in S100); controls the hydraulic pressure supplied to a friction engagement element to perform the power-on downshift; allows the correction of the hydraulic pressure supplied to the friction engagement element during the power-on downshift when the difference between a target input torque and an estimated input torque is equal to or less than a threshold value ?TT (1) (i.e., YES in S130); and correcting the hydraulic pressure supplied to the friction engagement element during the power-on downshift.

Abstract: A machine has a power train including a prime mover connected to a transmission having two or more selectable gear settings. The machine includes an electronic controller configured to receive and transmit signals indicative of machine parameters. The electronic controller contains computer executable instructions for determining a current value for at least one efficiency metric of the machine at a current gear setting of the transmission. Instructions for determining a first expected value for the efficiency metric at a first alternative gear setting, instructions for comparing the current value with the first expected value to determine an optimal gear setting as between the current gear setting and the first alternative gear setting at least partially based on engine speed, and instructions for indicating a gear shift recommendation and/or performing a gear shift to select the optimal gear setting are executed during operation.

Abstract: An automatic steering system for a work vehicle comprises a position sensor for detecting a position of the vehicle, a memory for storing information about a nominal path of the vehicle and a control unit coupled to the position sensor, to the memory and to a steering actuator for steering the vehicle. The control submits control signals to the steering actuator that depend upon a feedback gain and a lateral offset between the actual position and the nominal path. The feedback gain depends upon a sensed payload of the vehicle.

Abstract: To perform updating of maximum values and minimum values of measurement data with a simple procedure without incurring an increase in the computational load of an arithmetic processing element such as a microcomputer. When processing is started, a most recent maximum value stored in a nonvolatile storage element is written to a maximum value-use variable Xmax and a positive maximum value is written to a minimum value-use variable Xmin. Each time temperature data is acquired, a value of acquired data Xk and a most recent minimum value Xmin are compared and the smaller value is set as a new minimum value Xmin. Each time updating of this minimum value is repeated a predetermined number of times of processing Ns, the minimum value Xmin at that point in time and the maximum value Xmax are compared and the larger value is set as a new maximum value Xmax.

Abstract: This disclosure provides a system and method for determining cylinder deactivation in a vehicle engine to optimize fuel consumption while providing the desired or demanded power. In one aspect, data indicative of terrain variation is utilized in determining a vehicle target operating state. An optimal active cylinder distribution and corresponding fueling is determined from a recommendation from a supervisory agent monitoring the operating state of the vehicle of a subset of the total number of cylinders, and a determination as to which number of cylinders provides the optimal fuel consumption. Once the optimal cylinder number is determined, a transmission gear shift recommendation is provided in view of the determined active cylinder distribution and target operating state.

Abstract: An adaptive cruise control system for a vehicle includes a deceleration module, a downshift trigger module, and a shift module. The deceleration module determines a deceleration rate based on a speed of at least one of the vehicle and an engine of the vehicle. The downshift trigger module generates a threshold signal based on the deceleration rate. The shift module generates a downshift signal when the speed is less than the threshold signal and while the vehicle is operating in a manual transmission mode.

Abstract: A vehicle drive control apparatus is capable of setting characteristics of a target drive torque so as to provide a vehicle operation that is extremely smooth and comfortable for an operator. The control apparatus individually determines individual critical torque values of a plurality of drive sources and determines a total critical torque on the basis of the total of the individual critical torque values, whereby a combined critical torque capable of being output by the drive sources as a whole is determined. A ratio of the target drive torque to the combined critical torque is set by a target drive torque setting part, thereby setting the target drive torque as a whole for the vehicle corresponding to an action of the operator and behavior of the vehicle.

Abstract: A method and an apparatus for controlling the hybrid drive of a motor vehicle having the following components: internal combustion engine (VKM), manual transmission (SG), at least one electrical machine (Emi), at least one clutch (Kj) and an energy storage device (ES), and at least one driven axle (HA; VA) are intended to provide maximum efficiency and service life of the components. To this end, a decision is made about which operating modes (AMK) are possible on the basis of a driver input (FW) and operating state, a division is made about which gears (Gj) are available for the possible operating modes (AMK), so that a larger number of modes (AMGK) are available for selection, operating points which correspond to the driver input are determined for all these modes (AMGK), taking into account the operating state and system state (SZA), the modes (AMGK) are assessed and the mode (AMGK*) which is assessed as being most expedient is selected.

Abstract: A method and device for actuating a shifting arrangement with electric actuators of a transmission control of a motor vehicle. The method includes determining a total current of the shifting arrangement available at a point in time, detecting shift requests of shift elements and compared these with the total available current. Shift requests are then tested according to preset priorities and the sequentially performed according to the priority test. The method avoids exceeding a preset allowed current load, when the requested shifts would exceed the total available current. If the total available current would not be exceeded by the requested shifts, the requests are carried out. A device is also provided in the shifting arrangement which has control and detection mechanisms that monitor current and control the current flow.

Abstract: An automatic transmission control device for improving shift feel includes a pressure regulating device that regulates a friction engagement element, and transmits power to an output shaft, which is input to an input shaft through a change of a shift speed by controlling the pressure regulating device to switch an engagement state. When changing shift speed while applying torque to the input shaft, the transmission changes the shift speed via (1) a torque phase where torque is changed according to shift speed after shifting, and (2) an inertia phase where an input shaft rotation speed is changed according to the shift speed after shifting.

Abstract: A control system includes first and second clutches of a transmission and a control module. Each of the first and second clutches includes an on state and an off state. The control module cycles the first clutch between the on state and the off state using a stepped command signal while the second clutch is maintained in the on state. The control module monitors an output parameter of the transmission that is based on the stepped command signal. The control module controls the transmission based on the output parameter.

Abstract: A vehicle control method for a vehicle having powertrain with an internal combustion engine and a transmission having a clutch, the method comprising of transitioning through a lash region of the transmission during clutch slipping conditions in response to a driver tip-in; and during the transition, first retarding ignition timing past maximum torque timing while increasing engine airflow, and then second, advancing ignition timing from the retarded timing while continuing to increase engine airflow.

Abstract: A method for operating a vehicle drive train comprising a drive unit, a transmission, and an all-wheel splitter having a clutch. The all-wheel splitter is positioned between the transmission and the output and splits a transmission output torque to vary the torque distribution to driven axles of the output. The split of the output torque to the driven axles is performed by a control unit in such a way that the transmission output torque, less a predetermined nominal torque set by the all-wheel drive strategy, is transferred to a first axle while the nominal torque is transferred to a second axle. When defined operating conditions are met, a clutch monitoring function is activated and the nominal torque is replaced by a torque definition of the clutch monitoring function so that the torque which is transferred by clutch to the second driven axle, is increased, then kept constant, and thereafter reduced.

Abstract: A method of controlling an automatic transmission of a motor vehicle that is situated in the force flow between a drive motor and an axle drive of a drive axle or a transfer box in which the current road inclination (?FB) is determined. To improve the shifting behavior of the transmission, during a transition between driving on a downhill stretch (2) and on level ground (4), after driving on the downhill stretch (2) and/or after the transition to a thrust operation, a recognition function for determining a downhill run-out (3) is initiated and, when the downhill run-out (3) is recognized, a shift to a higher gear during a thrust operation, i.e., a thrust upshift, is carried out before driving onto level ground (4) and/or before the transition to the traction operation.

Abstract: A shift position detecting device comprises a shift position sensor that continuously issues an output data that represents a shift position of the gear selection mechanism; and a control unit.

Abstract: A system and method for controlling a powertrain of a vehicle having an engine configured to output a variable torque, can include a transmission with a plurality of gear ratios and selectively driven by the variable torque, and a pair of wheels selectively driven by the transmission. The system can include a longitudinal acceleration sensor and a controller. The controller can be in electrical communication with the longitudinal acceleration sensor. The controller can be configured to determine an inertial value of the vehicle based on data from the longitudinal acceleration sensor prior to a shift from one of the plurality of gear ratios to another of the plurality of gear ratios.

Abstract: A hydraulic control system and method for controlling a dual clutch transmission includes a plurality of pressure and flow control devices and logic valve assemblies in fluid communication with a plurality of clutch actuators and with a plurality of synchronizer actuators. The clutch actuators are operable to actuate a plurality of torque transmitting devices and the synchronizer actuators are operable to actuate a plurality of synchronizer assemblies. Selective activation of combinations of the pressure control solenoids and the flow control solenoids allows for a pressurized fluid to activate at least one of the clutch actuators and synchronizer actuators in order to shift the transmission into a desired gear ratio.

Abstract: The present invention provides a technique for controlling creep torque to prevent a vehicle from rolling backward on an upward slope. In particular, a gradient of a road is calculated in real time from a detection value of a sensor and vehicle acceleration. A maximum creep torque for preventing roll-back caused by gravity according to the gradient is calculated using the gradient and vehicle information. A first creep torque reference is calculated based on the maximum creep torque and the vehicle speed. A second creep torque reference is calculated based on the maximum creep torque and the vehicle acceleration. A torque command value according to an operation state of a brake is calculated based on the first creep torque reference value and the second creep torque reference value and the gradient. In response, a torque output of a driving motor is controlled according to the calculated torque command value.

Abstract: The method for generating an integrated guidance law for aerodynamic missiles uses a strength Pareto evolutionary algorithm (SPEA)-based approach for generating an integrated fuzzy guidance law, which includes three separate fuzzy controllers. Each of these fuzzy controllers is activated in a unique region of missile interception. The distribution of membership functions and the associated rules are obtained by solving a nonlinear constrained multi-objective optimization problem in which final time, energy consumption, and miss distance are treated as competing objectives. A Tabu search is utilized to build a library of initial feasible solutions for the multi-objective optimization algorithm. Additionally, a hierarchical clustering technique is utilized to provide the decision maker with a representative and manageable Pareto-optimal set without destroying the characteristics of the trade-off front. A fuzzy-based system is employed to extract the best compromise solution over the trade-off curve.