Abstract: A dynamic model is stored in memory that defines torque transmitted by a lockup clutch in a torque converter as a function of a plurality of torque converter operating parameters. A lockup clutch command to control engagement the lockup clutch is asserted, and thereafter a number of the plurality of torque converter operating parameters are monitored. The model is continually solved using the monitored operating parameters to determine torque transmitted by the lockup clutch over time, and a lockup clutch on-coming capacity signal is produced if the torque transmitted by the lockup clutch exceeds a torque threshold.

Abstract: A device and method for regulating a hydraulically or electromechanically actuated dual-clutch transmission in a motor vehicle. A main computer selects a separate hardware unit in the emergency mode. A monitoring unit monitors the main computer and also selects the separate hardware unit in the emergency mode. At least one clutch is closed by spring force when in a depressurised state. A control unit controls a clutch actuator for actuating the clutch or for controlling a transmission actuator for providing different speeds of the dual-clutch transmission. In case of error, the safe state of an open drivetrain can be achieved by the separate hardware unit by the first control unit selecting the clutch actuator and the clutch actuator opening the at least one normally closed clutch, or by the second control unit selecting the hydraulic transmission actuator and the hydraulic transmission actuator placing the dual-clutch transmission in the neutral position.

Abstract: A method for controlling a vehicle driveline having a power source and a transmission clutch includes using a difference between two spaced locations in the subject vehicle driveline to determine driveline twist speed due to applied torque, using a product of driveline twist speed and a sampling interval to produce an estimated driveline twist from the sum of incremental changes in driveline twist that are between predetermined upper and lower magnitudes, producing, in response to a demanded wheel torque, a first signal that controls torque transmitted from the power source to the clutch during a lash crossing using the estimated driveline twist and the current driveline torque; and producing a second signal that controls clutch torque capacity such that clutch slip is produced during the lash crossing.

Abstract: A method of calibrating a hydraulically operated clutch in a continuously variable transmission of a vehicle, includes steps of filling the clutch as if for a shift, using a control signal value for achieving a test pressure, and determining a resulting change in a pressure condition in a hydrostatic power unit of the transmission. If the change indicates initial engagement, then a value representative of the signal value used is recorded. If greater than initial engagement is indicated, or the vehicle moved, then the clutch is emptied and tested using a lower test pressure. If initial engagement is not indicated, the clutch is emptied and refilled to a greater test pressure. An exemplary pressure condition is a difference in pressure in lines between a pump and motor of the power unit. During the calibration, the vehicle can be held stationary with a parking brake or the like.

Abstract: A clutch control unit includes a clutch motor controller that controls a clutch motor. The clutch motor controller has a target clutch motor current computing unit that computes a target clutch motor current for adjusting torque of the clutch motor to be torque corresponding to an operating state of the vehicle, and a motor driving and braking selection unit that selects a motor driving mode in which the clutch motor is driven by applying feedback control on an output of the clutch motor or a motor braking mode in which the clutch motor is braked by short-circuiting the clutch motor according to a difference between the target clutch motor current and an actually detected clutch motor current. It thus becomes possible to provide a control system of a transmission that engages a clutch by a motor braking force in a manner that suits the running state of the vehicle.

Abstract: A clutch control device is provided for a clutch to connect and disconnect the transmission of a rotational drive force from a power source to a drive wheel in a vehicle. A clutch control unit is configured to control a control amount for said clutch. A drive wheel rotation start detector is configured to detect a start of rotation of said drive wheel. A control correction amount calculator is configured to calculate a control correction amount of said clutch based on a difference between the clutch control amount detected at the start of rotation of said drive wheel and a predetermined reference value. The clutch control unit is further configured to apply said control correction amount to the control amount for said clutch to control said clutch.

Abstract: A vehicle control system includes an internal combustion engine capable of switching an operating state and a non-operating state while a vehicle travels, an engaging device capable of switching an engaged state in which the internal combustion engine is engaged with a driving wheel so that a power can be transmitted therebetween and a release state in which the engagement is released, and a controller configured to control the internal combustion engine and the engaging device based on a vehicle speed parameter as to a traveling speed of the vehicle and a determination parameter different from the vehicle speed parameter, place the engaging device in a release state at the time stop permission conditions of the internal combustion engine as to the determination parameter have been established while the vehicle travels at deceleration.

Abstract: An attitude controller eliminates a skid motion of a banked vehicle when travelling through a curve. The attitude controller includes a lateral acceleration sensor that obtains lateral acceleration, as rightward or leftward accelerations, acting on a vehicle of a motorcycle, a bank angle detector that detects a bank angle of the vehicle, and a longitudinal force controller that decreases, independently of each of the wheels, an absolute value of a longitudinal force as the sum of forward and backward forces acting on front and rear wheels based on the obtained lateral acceleration and the detected bank angle.

Abstract: A coasting control device for reducing uneasiness experienced by a driver when pressing a clutch pedal during coasting control. The device includes a clutch control unit that, when the clutch pedal is pressed during coasting control, controls an actuator to cause an amount of hydraulic oil that depends on the amount of depression of the clutch pedal to be ejected from a clutch-free operating cylinder.

Abstract: A vehicle control system obtains an index indicating a running condition of a vehicle on the basis of a vehicle parameter indicating a motion of the vehicle and then sets a running characteristic of the vehicle in accordance with the index. The vehicle control system includes a noise reduction unit that is configured to obtain the index on the basis of the vehicle parameter of which a fluctuating component that fluctuates because of a driver's driving operation or the influence of a running road surface.

Abstract: A method predicts transfer torque of a dry clutch in a vehicle, in which a characteristic of transfer torque of the dry clutch caused by a stroke of a clutch actuator is accurately detected in a process of detecting a characteristic of a transmission when the vehicle is finished in an assembly line, and is applied to the control of the dry clutch using the clutch actuator, thereby previously preventing a phenomenon in which an excessive slip and an impact occur at the dry clutch and thus improving shift performance, for instance, securing durability of the dry clutch, or obtaining smooth shift feeling.

Abstract: A clutch assembly is provided for an electric 4-wheel drive system. The clutch assembly selectively blocks power delivered from a drive element of a motor to a driven element of a rear wheel and includes a one-way clutch movably installed between the drive element and the driven element, a fork member movably installed in a clutch housing and brought into sliding contact with the external circumference of the one-way clutch, and an actuator installed in the clutch housing and configured to provide forward working force and backward working force to the fork member.

Abstract: A transmission ECU 12 determines whether or not the conditions for executing a neutral control operation are satisfied (step S11), and measures hydraulic oil temperature if it determines that the execution conditions are satisfied (step S12). Then, the transmission ECU 12 sets a target speed ratio for a torque converter 3 corresponding to the measured hydraulic oil temperature (step S13), and performs a neutral control operation to bring the speed ratio of the torque converter 3 equal to the target speed ratio (step S14).

Abstract: A method for opening of an automatically controlled clutch (106) of a vehicle which comprises a combustion engine (101) for generating driving force intended for transmission to at least one powered wheel (113, 114) via the clutch and a gearbox (103). The method includes opening the clutch at an initial rate to at least a first position substantially corresponding to a position at which the clutch can at most transmit the maximum torque which the combustion engine can deliver at idling speed, and from the first position, opening the clutch at a second rate which is lower than the initial rate.

Abstract: A method, apparatus and system for controlling transmission clutch and/or variator system pressures is provided. A transmission control unit and a pressure control device including an electro-hydraulic valve and a pressure switch cooperate to provide self-calibrating clutch and/or variator pressure control systems.

Abstract: A vehicle control device includes an engine and a clutch configured to connect and disconnect a power transmission path between the engine and a drive wheel according to a supplied hydraulic pressure. The vehicle control device is configured to carry out neutral control that controls the hydraulic pressure supplied to the clutch to an N control study value for placing the clutch in a semi-engaged state while a vehicle stops and inertia control (free-run control, deceleration eco-run control, and N inertia control) that carries out an inertia travelling by releasing the clutch while the vehicle travels. At the time that the inertia control is executed, the vehicle control device controls the hydraulic pressure supplied to the clutch to the same value as the N control study value.

Abstract: A method of searching for a sync start in an automated manual transmission, may include a slip preparing step of operating, in a parked position, a sleeve and a clutch restrained so as not to rotate into a slip state, an actuator operating step of moving the sleeve toward a clutch gear from a neutral position, a clutch speed determination step of determining whether or not a speed of rotation of the clutch has decreased by the actuator operating step, a stop determination step of determining whether or not a movement of the sleeve that was driven by the actuator operating step has stopped, and a first position determination step of determining a point where the clutch speed determination step determines that the speed of the rotation of the clutch has decreased and the stop determination step determines that the movement of the sleeve has stopped as the sync start.

Abstract: A control device of a vehicle provided with an engine, and a fluid-operated power transmitting device provided with a lock-up clutch and configured to transmit a drive force of said engine to drive wheels, and an engine connecting/disconnecting clutch configured to selectively place a power transmitting path between said engine and said fluid-operated power transmitting device in a power transmitting state and a power cutoff state, said vehicle being able to run in an engine drive mode in which said engine is operated as a vehicle drive power source while said engine connecting/disconnecting clutch is placed in a fully engaged state, comprising: a lock-up clutch control portion configured to bring said engine connecting/disconnecting clutch from the fully engaged state into a slipping state and temporarily place the engine connecting/disconnecting clutch in the slipping state while said lock-up clutch is placed in a slipping state, when a lock-up slip control is implemented to place said lock-up clutch from a

Abstract: A method of searching for a sync start in an automated manual transmission includes manual transmission mechanism operated using an actuator. This method can accurately search for a sync start that acts as an important reference for the control in a shift operation so that the sync start can be used for the control of the actuator, which improves shifting response and reduces the chance of a shifting impact occurring, thereby obtaining a high quality of shifting in a reliable fashion.

Abstract: A driving force transmission control apparatus includes a multiple disc clutch including a plurality of outer clutch plates, and a plurality of inner clutch plates; a pressing mechanism that presses the multiple disc clutch; and a control portion that controls the pressing mechanism. The outer clutch plates and inner clutch plates are engaged with an intermediate shaft and an inner shaft respectively. The control portion makes a determination as to whether the multiple disc clutch is in a first operating condition in which the multiple disc clutch is pressed with a relative rotation speed between the intermediate and the inner shafts being equal to or higher than a predetermined value, or in a second operating condition in which the multiple disc clutch is pressed with the relative rotation speed being lower than the predetermined value, and the control portion controls the pressing mechanism based on a result of the determination.

Abstract: A shift control method for a vehicle having a double clutch transmission may include determining whether or not a speed change may be between transmission gears which may be allocated to a same input shaft, determining whether or not a gear of the input shaft may be released, when the gear of the input shaft may be released, engaging working parts of a clutch of the input shaft with each other in a range before synchronization of a final target transmission gear starts.

Abstract: A control device for a transmission including a clutch driven by an actuator mechanism, such as a motor, is provided. The control device controls the actuator so that the rider does not perceive generation of a braking force when the clutch is shifted from a disengaged state to an engaged state while traveling, thereby enhancing riding comfort. In performing the control to actuate a clutch from a disengaged state to an engaged state, the control device makes a determination about whether or not to restrict engagement of the clutch based on information about a rotational speed on an upstream side of the clutch and information about a rotational speed on a downstream side of the clutch. If it is determined that engagement of the clutch is to be restricted, the control device delays engagement of the clutch until the engine speed is increased to an acceptable level.

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: A vehicle has an engine having a crankshaft, a hydraulically controlled multi-plate clutch operatively connected to the crankshaft, and an output shaft operatively connected to the clutch. The clutch selectively transmits power from the crankshaft to the output shaft. A propulsion element is operatively connected to the output shaft. A hydraulic fluid supply system is fluidly connected to the clutch for supplying pressurized hydraulic fluid to the clutch. A controller is connected to the hydraulic fluid supply system. The controller receives a torque signal indicative of engine torque and controls the hydraulic fluid supply system based at least in part on the torque signal. A clutch control method and system are also disclosed.

Abstract: A method of determining a torque transfer touch point of a clutch within a drive train includes applying a predetermined amount of current to an electric motor such that the electric motor will apply a torque to at least a portion of a clutch. The predetermined amount of current will not rotate a shaft of the motor when the clutch is at least partially engaged. The method also includes initiating disengagement of the clutch, detecting movement of at least a portion of the motor, and recording a clutch parameter that is generally coincident with the detecting movement of a least a portion of the motor.

Abstract: A hydraulic control system for 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: A method of controlling a damper clutch of a turbocharger mounted automatic transmission vehicle secures stable boost pressure to provide accelerating feeling is disclosed. The method may include detecting driving information from a turbocharger mounted vehicle to determine whether lock up conditions of a damper clutch are satisfied, determining an engine load by a gear shift stage and an engine speed when the lock up conditions of the damper clutch are satisfied, detecting supplied boost pressure to determine whether conditions of the engine load are satisfied, and canceling the lock up of the damper clutch for accelerating feeling when the boost pressure does not satisfy the conditions of the engine load.

Abstract: A mobile machine includes a propulsion system. The propulsion system may include a prime mover, a traction device, and a clutch operable to transmit power produced by the prime mover to the traction device. The propulsion system may also include propulsion-system controls operable to control the clutch. The propulsion-system controls may include at least one information processor configured to estimate a temperature of the clutch based at least in part on an estimated slippage of the clutch and a fluid temperature.

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 method of searching for the touch point of a clutch includes a gear release determination step of determining whether the gear of a non-drive shaft has been released after a change of speed, a clutch operation step of, if the gear has been released, engaging a clutch connected to the non-drive shaft up to a current touch point, and a learning step of determining and learning the propriety of the current touch point depending on changes in the speed of the non-drive shaft after the clutch operation step.

Abstract: A method of controlling an automated friction clutch arranged as a starting and shifting clutch in a vehicle between an engine driveshaft and an input shaft of a transmission. The clutch can be engaged passively by a contact pressure spring and disengaged and engaged by a pneumatic control cylinder. The air inlet and outlet valves are opened in a sustained-pulse operating mode, over a duration ?tV calculated as the quotient of air mass difference ?mK between the nominal mass mK—soll present in the pressure chamber of the control cylinder when the control piston is in its nominal position xK—soll and the actual air mass mK—ist present when the control piston is in its actual position xK—ist (?mK=mK—soll?mK—ist) and air mass flow mv passing through the control valve concerned, which depends on the existing pressure situation and the flow characteristics of the open inlet or air outlet valve (?tV=?mK/mv).

Abstract: A touch point searching method contributes to improving shift feel and durability of a clutch by making it possible to search and set more accurately a touch point in consideration of drag torque of an input shaft connected with the clutch such that the clutch can be more appropriately controlled.

Abstract: A method of searching for a touch point of a clutch may include a reference measurement step of measuring angular acceleration of an input shaft while a gear of a non-drive shaft may be being engaged and disengaged, a clutch operation step of engaging the gear disengaged at the reference measurement step and manipulating a clutch of the input shaft to a currently stored touch point, a target measurement step of measuring angular acceleration of the input shaft while disengaging an engaged gear in a state of maintaining the clutch operated at the clutch operation step, and a learning step of learning and updating the touch point by comparing the angular acceleration of the input shaft measured at the target measurement step with the angular acceleration measured at the reference measurement step.

Abstract: A control apparatus of an automatic transmission including a start intended operation detecting unit detecting a vehicle starting operation; and a clutch control unit engaging the clutch from the clutch disengaged state and the automatic speed change mechanism is placed in a neutral state, when the vehicle starting operation is detected. The clutch control unit includes an initial engagement control unit performing initial engagement control that starts frictional contact of the clutch by supplying hydraulic pressure to a hydraulic servo of the clutch, and a slip start control unit establishing a speed ratio of the automatic speed change mechanism at the start by slip-controlling the clutch after the initial engagement control is terminated, thereby increasing output shaft rotational speed of the automatic speed change mechanism without reducing the input shaft rotational speed of the automatic speed change mechanism to less than the input shaft rotational speed at the end of initial engagement control.

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: In control apparatus and method for a vehicle, the vehicle including a traveling mode (a WSC traveling mode) in which a slip control is performed for a clutch (second clutch CL2) and a revolution speed control is performed for the driving source such that a revolution speed at a driving source side of the clutch becomes higher than that at a driving wheel side of the clutch by a predetermined revolution speed, an actual torque of a driving source of the vehicle is detected, a command hydraulic pressure is reduced from an initial command hydraulic pressure and a post-correction command hydraulic pressure is set on a basis of the command hydraulic pressure when a variation in the actual torque of the driving source along with the reduction of the command hydraulic pressure is determined to end, when a vehicle stopped state is determined to occur during the traveling mode.

Abstract: The hydraulic control apparatus calculates a target engagement hydraulic pressure of a frictional engagement element, controls the frictional engagement element so that a revolution speed at a driving source side of the frictional engagement element is higher than a revolution speed at a driving wheel side of the frictional engagement element, outputs a command current to a solenoid valve on the basis of a map having a relationship between the target engagement hydraulic pressure and the command current, and decreases the engagement hydraulic pressure when a vehicle speed is equal to or less than a predetermined vehicle speed at which the vehicle is judged to be vehicle stop during execution of the slip control. Further, the hydraulic control apparatus corrects the map so that a variation of the command current with respect to a variation of the target engagement hydraulic pressure is small when decreasing the engagement hydraulic pressure.

Abstract: A method and a system of learning an operation of an engine clutch using a hydraulic pressure sensor and a motor of a vehicle. The method includes determining, by a controller, whether power transmission of a transmission that transmits output from the engine and the motor has been interrupted and increasing, by the controller, pressure of the engine clutch to a target pressure with a predetermined ratio when the power transmission has been interrupted. In addition, measuring, by the controller, actual pressure of the engine clutch using a hydraulic pressure sensor when pressure of the engine is increased with the predetermined ratio to the target pressure and calculating, by the controller, a difference value between the measured actual pressure and target pressure. Furthermore, adjusting, by the controller, pressure of the engine clutch to correlate the actual pressure of the engine clutch to the target pressure based on the difference value.

Abstract: A method for adapting a clutch characteristic curve, in particular one that exhibits hysteresis, where at least one characteristic value obtainable from the characteristic curve is compared to an appropriately measured characteristic value, and if the comparison shows that there is a deviation between the two characteristic values which is greater than a predetermined value, an adjustment is made to the clutch characteristic curve.

Abstract: A kinetic energy system incorporates multiple flywheels, each flywheel situated and adapted to develop and store kinetic energy, and to subsequently impart that energy to move a work machine. Each flywheel is controlled by an ECM to operate in a selective sequence with respect to any of the other flywheels. Each flywheel has its own individual external gear and clutch unit adapted to be in communication with a commonly shared continuously variable transmission. The plurality of flywheels may be operated sequentially to develop, store, and dispense kinetic energy equivalently to that of a substantially larger unitary flywheel. In the disclosed embodiment and method of operation, the flywheel system may be employed with a traditional internal combustion engine to produce a hybrid motive source, with capability for effectively meeting transient load demands of an off-road work machine.

Abstract: Slipping of a clutch can be minimized with a method of controlling the clutch different, depending on the current traveling status of the vehicle, when reaccelerating the vehicle with both clutches open before stopping the vehicle with a dual clutch transmission (DCT). The method can improve the sense of shifting by optimizing the inclination of an engine speed.

Abstract: A method of estimating transmission torque of a dry clutch, may include a) slowly releasing a dry clutch until a slip of the dry clutch occurs, b) acquiring and storing stroke of an actuator and torque of an engine at a starting time point at which the slip of the dry clutch occurs at step a), and c) determining the stroke of the actuator and the transmission torque of the dry clutch at the starting time point at which the slip of the dry clutch occurs, by using the stroke of the actuator and the torque of the engine stored at step b).

Abstract: A method for adapting a contact point of a clutch in a drivetrain of a motor vehicle, wherein the clutch is moved by an actuator and the influence of the movement of the clutch on a rotating electric motor is evaluated. A method that is simple and quick to carry out, a clutch torque and/or an actuator path close to the contact point is obtained from a characteristic curve of the clutch representing the relationship of an actuator path to a clutch torque and is set at the clutch. Subsequently the associated actuator path and/or the clutch torque is measured from the clutch influenced by the actively operated electric motor, where the clutch torque read from the characteristic curve and the actuator path measured at the clutch and/or the actuator path obtained from the characteristic curve and the measured clutch torque form the current contact point position of the clutch.

Abstract: A secondary drive device of a mobile working appliance with an electronic control unit for actuating a power take-off shaft clutch arranged between a transmission and a power take-off shaft is disclosed. According to the disclosure, the control unit is designed with a flange-mounting function unit which, when activated, executes a rotary position correction of the power take-off shaft with respect to the drive shaft. Furthermore, a method for coupling and/or uncoupling a working machine to/from the secondary drive device of a mobile working appliance as an energy source is proposed.

Abstract: A technique for controlling coasting of a hybrid vehicle equipped with an Automated Manual Transmission (AMT) is disclosed herein. First, the amount of regenerative braking is varied based on the degree of manipulation of an accelerator pedal within the predetermined control range of a total degree of manipulation of the accelerator pedal from when the accelerator pedal is not being manipulated. The amount of regenerative braking decreases as the degree of manipulation of the accelerator pedal increases. The control range is used to perform control in such a way as to vary the amount of regenerative braking according to the amount of manipulation of the accelerator pedal. Further, the control range is set to within a range of initial 5 to 20% of the total degree of manipulation of the accelerator pedal.

Abstract: A lockup clutch control apparatus controls slippage of a lockup clutch to a desired slippage by manipulating clutch engagement force of the lockup clutch, wherein an engine is provided with a supercharger, and a torque converter is disposed between the engine and an automatic transmission, and provided with the lockup clutch. The lockup clutch control apparatus includes a controller configured to: set the clutch engagement force based on a measured value of torque inputted to the lockup clutch; determine whether the engine is operating in a predetermined supercharger lag region in which the measured value deviates from an actual value of the torque; and perform a first operation of correcting the clutch engagement force by reducing the clutch engagement force in response to determination that the engine is operating in the supercharger lag region.

Abstract: A method for adjusting hydraulic line pressure applied to one or more clutch devices in an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and at least one electric machine includes predicting a first plurality of powertrain parameters for an upcoming event. For each of a plurality of engine torques, a predicted output torque and a predicted clutch load are determined that minimize a total powertrain operating cost based on an operator torque request and the predicted first plurality of powertrain parameters. Hydraulic line pressure is adjusted based on the engine torque having a lowest powertrain operating cost among the plurality of available engine torques.

Abstract: A method for optimizing a shift event in a vehicle includes designating a clutch to be used as an oncoming clutch or an offgoing clutch in the shift event before executing the shift event, and processing a plurality of input values through a state observer to thereby determine, as an output value of the state observer, an estimated slip speed of the designated clutch. The method includes using a proportional-integral control module for the designated clutch (a clutch PI) to close the control loop on the estimated slip speed from the state observer, thereby smoothing a switching between state space equations in the state observer, and executing the shift event. A vehicle includes a transmission, an engine, at least one traction motor, and a control system configured for executing the above method.

Abstract: A method for controlling hydraulic pressure of a damper clutch may include determining a hydraulic pressure control mode of the damper clutch in accordance with vehicle driving conditions and a state of the damper clutch, determining a hydraulic pressure control value according to the hydraulic pressure control mode, determining target waveforms of engine rotation speed and turbine rotation speed according to the hydraulic pressure control mode, detecting a waveform of the engine rotation speed and a waveform of the turbine rotation speed, judging whether detected waveforms of the engine rotation speed and the turbine rotation speed correspond with the target waveforms thereof respectively, and, regulating the hydraulic pressure control value so as to make the detected waveforms of the engine rotation speed and the turbine rotation speed correspond with the target waveforms of the engine rotation speed and the turbine rotation speed respectively.

Abstract: A method and system are provided for controlling the operating temperature of a torque converter during torque converter stall conditions. The torque converter has a pump rotatably driven by an internal combustion engine and a rotatable turbine fluidly coupled to the pump. The system first determines whether the torque converter is currently in a torque converter stall condition, and, if so, determines a slip speed as a difference in rotational speeds between the pump and the turbine, determines an engine output torque limit as a function of the slip speed and a desired slip speed, and controls the operating temperature of the torque converter by limiting output torque produced by the engine based on the engine output torque limit.