Abstract: In control of a vehicle that is provided with a steering torque supply device that supplies a steering torque to a steering device coupled to a steered wheel and a steering transmission ratio variation device that changes a steering transmission ratio, the control includes: setting a target state quantity for keeping the vehicle in a target lane; controlling the steering transmission ratio variation device so that a state quantity of the vehicle becomes the set target state quantity; controlling the steering torque supply device so that a steering reaction restriction torque that restricts a steering reaction torque generated in the steering device is supplied with the steering device as the steering torque when the vehicle is kept within the target lane; and correcting the steering reaction restriction torque on the basis of a steering input when the steering input from a driver of the vehicle is produced.

Abstract: In an apparatus for controlling a CVT that transmits power of an engine to driven wheels with hydraulic clamping pressure supplied from a hydraulic mechanism to clamp the belt from laterally-sided pulleys, it is determined whether the ABS operation of the ABS mechanism (to reduce braking force to be applied to the driven wheels when the driven wheels are locked) is delayed, and set hydraulic clamping pressure is increased when the ABS operation is determined to be delayed, while the set clamping pressure is maintained as it is when the operation of the ABS mechanism is determined to be not delayed.

Abstract: A hybrid vehicle and method of control are disclosed. An internal combustion engine and at least one traction motor are operated such that the combined output torque corresponds to one of a plurality of output torque functions, each output torque function having a distinct output torque at a maximum value of accelerator pedal position for an associated vehicle speed. The output torque function is selected based on a virtual gear number. The virtual gear number varies in response to driver activation of shift selectors or automatically in response to changes in vehicle speed.

Abstract: A hybrid powertrain includes an engine, an electric machine, and a transmission. A method to control the powertrain includes monitoring operation of the powertrain, determining whether conditions necessary for growl to occur excluding motor torque and engine torque are present, and if the conditions are present controlling the powertrain based upon avoiding a powertrain operating region wherein the growl is enabled.

Abstract: In a method for setting a wheel torque in a vehicle, a setpoint value for a slip-adhesion coefficient gradient for one wheel of one vehicle axle is ascertained, and the wheel torque is set in such a way that the actual value of the gradient is approximated to the setpoint value.

Abstract: A turning control device for a vehicle which generates a yaw moment in the body of a vehicle includes: a steering wheel turning amount detection device which detects a steering wheel turning amount of the vehicle; a vehicle speed detection device which detects a vehicle speed of the vehicle; a feedforward control amount calculation unit which calculates a feedforward control amount based on at least the steering wheel turning amount; a braking force control amount calculation unit which determines a braking force control amount based on the feedforward control amount; a braking control device which controls the braking force based on the braking force control amount; and a steering direction determination device which determines whether a steering direction is an incremental steering direction or a returning-steering direction. The feedforward control amount calculation unit includes a feedforward control amount correction unit which corrects the feedforward control amount.

Abstract: A method for controlling a backing vehicle includes if a back-up sensor indicates that an obstacle is present behind the vehicle and a gear selector is moved to a reverse position, delaying reverse gear engagement and producing a warning signal, and producing a transmission tie-up if brakes are applied insufficiently to stop the vehicle.

Abstract: A slip control apparatus includes a driving torque calculating means calculating driving torque, a driving torque applying means applying the calculated driving torque to driving wheels, and a slip restraining means restraining slippage at each driving wheel when the slippage occurs at each driving wheel, wherein when the slippage occurs at each driving wheel, the driving torque calculating means calculates demanded torque and adds consumed driving torque, which corresponds to the driving torque consumed for restraining the slippage at each driving wheel by the slip restraining means, to the calculated demanded torque to calculate the driving torque.

Abstract: A system and a method are provided for controlling a foundation brake of a vehicle having at least one foundation brake device, wherein the usability of the foundation brake is limited to a predetermined total application-time of the foundation brake within a predetermined time interval.

Abstract: A torque based power limit cueing system is provided and includes an engine computer to compile data relating to torque and additional information of each of one or more engines, an active stick by which tactile cueing are provided to a pilot and by which the pilot inputs control commands, a multi-function display (MFD) by which visible cues are provided to the pilot and a flight control computer (FCC) operably coupled to the engine computer, the active stick and the multi-function display, the FCC being configured to receive the data from the engine computer and to output tactile cue commands and visible commands in accordance with the torque and the additional information of each of the one or more engines to the active stick and the MFD, respectively.

Abstract: A control device configured with an external input estimator that reduces a vibration component of a rotational speed of the power transfer system at a rotational speed of the rotary electric machine and estimates transfer system input torque on the basis of the rotational speed of the rotary electric machine, and that estimates external input torque by subtracting at least output torque of the rotary electric machine from the transfer system input torque. A low-vibration speed calculator calculates a low-vibration rotational speed on the basis of the external input torque and vehicle required torque. A rotational speed controller calculates feedback command torque that matches the rotational speed of the rotary electric machine with the low-vibration rotational speed. A torque command value calculator calculates an output torque command value on the basis of the vehicle required torque and the feedback command torque.

Abstract: A vehicle includes a support member and at least one wheel attached to the support member. The support member is capable of oscillating in a front-back direction of the vehicle. The vehicle further includes a torque control unit applying torque to the wheel, and a control loop controlling the torque control unit to adjust the torque applied to the wheel to allow the vehicle to travel while keeping an inverted state of the support member. The control loop controls the torque control unit to apply normal torque and additional torque to the wheel, the normal torque determined according to a deviation between a target value and a controlled variable including at least one of an inclination angular velocity and an inclination angle of the support member in the front-back direction, the additional torque determined according to a power of a velocity parameter of the vehicle.

Abstract: In a control apparatus for a continuously variable transmission, when the difference between a target transmission gear ratio calculated immediately after switching the control mode from a manual shift mode to an automatic shift mode and a current transmission gear ratio (that is, a fixed transmission gear ratio of the transmission gear stage selected in the manual shift mode immediately before the switching) is greater than or equal to a set value, a shift control unit sets a temporary target transmission gear ratio between the target transmission gear ratio and the current transmission gear ratio. If a temporary target transmission gear ratio is set, the shift control unit causes the transmission gear ratio obtained during transition of mode from the manual shift mode to the automatic shift mode to match the target transmission gear ratio stepwise via the temporary target transmission gear ratio.

Abstract: An exemplary control device includes an input torque detection unit that detects an input torque input to the input shaft; and a controller that: determines torque distribution of two of the friction engagement elements that form the shift speeds; and calculates a transmission torque of the two friction engagement elements based on the input torque and the torque distribution and sets the engagement pressure to obtain a torque capacity that can transmit the transmission torque, wherein the controller sets the engagement pressure such that slippage does not occur in the two friction engagement elements in a state where engagement of the two friction engagement elements forms the shift speeds and such that, even if an additional friction engagement element engages based on the line pressure while the two friction engagement elements are engaged, one of the three friction engagement elements is caused to slip.

Abstract: A method and system for managing accumulator effects during engagement of a lockup clutch of a torque converter includes selecting a pump speed profile that reduces a rotational speed of a pump of the torque converter from an initial value to a rotation speed of a turbine of the torque converter. A pump acceleration profile is determined based on the pump speed profile. Engagement of the lockup clutch is controlled as a function of an inertia of an engine associated with the torque converter, a torque applied by the engine to the pump, the rotational speed of the turbine, the pump speed profile, and the pump acceleration profile.

Abstract: A driving force control apparatus includes a driver model which is a functional block adjusting characteristics relevant to human senses and a powertrain manger which is a functional block adjusting vehicle's hardware characteristics. The driver model includes a target base driving force calculation unit (static characteristics) calculating a target driving force from an accelerator pedal position using a base driving force map or the like, and a target transient characteristics addition unit calculating a final target driving force from the target driving force using transient characteristics represented by a transfer function. The powertrain manager includes a target engine torque and AT gear calculation unit and a characteristics compensator compensating for response of the vehicle.

Abstract: A braking/driving control apparatus for a vehicle includes a basic control unit which calculates and outputs a target axle torque based on a target acceleration and a driving resistance of the vehicle and which determines an axle torque for a power train of the vehicle and an axle torque for a braking apparatus of the vehicle based on the calculated target axle torque, a sliding-down prediction determining unit which determines whether there is a possibility that the vehicle slides down rearwards on an uphill road, and a sliding-down preventing process executing unit which performs a process for reducing a possibility that the vehicle slides down, based on a determination result of the sliding-down prediction determining unit.

Abstract: A method for controlling an automated friction clutch that is located between a drive motor and a transmission in a motor vehicle that is equipped with fraction control and driving condition recognition for detecting current driving conditions.

Abstract: A method of operating a drivetrain of a motor vehicle which comprises a hybrid drive with a combustion engine coupled by a clutch to an electric motor. To start the combustion engine with the electric motor, the clutch is partially engaged to a slipping condition to deliver electric motor torque from a starting value, the torque transmitted by the clutch is increased to a first final value. If during this, the combustion engine begins turning, the break-away torque of the internal combustion engine is determined. If the combustion engine does not begin turning, the clutch is further engaged to a slipping condition starting from a second initial value, such that torque transmitted by the clutch increases linearly until the combustion engine begins turning, and the break-away torque of the internal combustion engine is determined from the clutch torque at which the combustion engine begins turning.

Abstract: A method for controlling a hybrid powertrain system based upon determined inertial effects for a continuously variable operating range state includes monitoring an operator torque request and a rotational speed of the output member, determining an inertial effect on an input speed of the input member for a continuously variable operating range state, and controlling motor torque outputs from the electric machines to meet the operator torque request based upon the inertial effect on the input speed of the input member.

Abstract: A control system includes an engine control module and a transmission control module. The transmission control module communicates with the engine control module via a network. The engine control module generates a mean engine speed signal and a minimum engine speed signal. The engine control module transmits the mean engine speed signal and the minimum engine speed signal to the transmission control module via the network. The transmission control module controls operation of at least one of a torque converter and a transmission based on the mean engine speed signal and the minimum engine speed signal. The torque converter is connected between an engine and the transmission.

Abstract: A method is disclosed for obtaining a signal representing motor vehicle acceleration. The method involves obtaining a high pass filtered vehicle acceleration signal and a low pass filtered vehicle acceleration signal. One of these signals (preferably the high pass filtered signal) is obtained based upon the net driving force applied to the vehicle, which can be used to obtain an estimate of acceleration by means of an adoptive vehicle model (28). The other signal is obtained by measurement, for example by differentiating a measured vehicle speed signal with respect to time. Adding the two filtered signals together gives a vehicle acceleration signal of potentially good quality.

Abstract: A drivetrain system for a mobile machine is disclosed. The drivetrain system may have an engine, a generator driven by the engine to generate electric power, and a traction motor driven by the electric power from the generator. The drivetrain system may also have a controller in communication with the engine, the generator, and the traction motor. The controller may be configured to determine a change in loading on the traction motor, and determine a change in fueling of the engine that will be required to accommodate the change in loading on the traction motor. The controller may also be configured to selectively rate-limit the change in fueling, and implement the rate-limited change in fueling prior to transmission of the change in loading on the traction motor to the engine.

Abstract: A hybrid vehicle driving apparatus includes a clutch control device and an automatic transmission control device that are connected to mutually communicate. The clutch control device sends a request to wait gear shift to the automatic transmission control device while front clutch operation is in preparation. The automatic transmission control device that receives the request to wait gear shift determines whether priority is given to engaging or disengaging the front clutch or to shifting gears of the automatic transmission. The automatic transmission control device that is determined to give priority to the front clutch operation sends out a gear shift in stand-by state signal to the clutch control device while maintaining the automatic transmission in a gear shift prepared state. The clutch control device that receives the gear shift in progress signal restrains the front clutch from engaging or disengaging while maintaining the front clutch in an operation prepared state.

Abstract: A method and control system for an actuator of a clutch of a motor vehicle includes a main control unit determining a desired value for a torque to be transmitted in dependence on predetermined first parameters. A setting signal for the actuator corresponding to the desired value is generated by an additional control unit on the basis of the determined desired value. A desired value tolerance range for the determined desired value of the torque is determined by the main control unit in dependence on predetermined second parameters. The additional control unit determines an actual value of the torque transmissible by the clutch unit and generates a new setting signal for the actuator when the actual value is outside the desired value tolerance range.

Abstract: An apparatus on an integrated circuit provides a real-time flexible interface between inputs from a vehicle components and outputs to the vehicle control components. The functions comprises of a programmable interconnection matrix, engine sensors and a control interface. Both engine sensors and control functions comprise of fixed hardwired functions and a customization hardware area. The apparatus therefore provides means for flexible powertrain events control target for the next generation of low-polluting power trains of vehicles.

Abstract: A torque sensor system for a transmission and other powertrain components in a motor vehicle includes a receiver and a transmitter. The receiver is operable to induce and detect a signal from the transmitter that is indicative of a torque load on the transmitter. The receiver is cylindrical and has an outer surface with a maximum, constant diameter. The outer surface defines one or more fluid transfer grooves and a docking port for an electrical connection. The fluid transfer groove and the docking port do not extend beyond the maximum outer diameter of the outer surface. Therefore, the receiver is capable of being press-fit within a component and is capable of routing fluid flow.

Abstract: A method of controlling torque on a vehicle wheel axle includes comparing a torque intervention request to a predetermined minimum axle torque for a current vehicle speed and a current direction of motion of the vehicle. The predetermined minimum axle torque decreases as vehicle speed in an operator-selected direction of motion increases. An arbitrated axle torque is calculated based on an operator-requested torque, the current vehicle speed, the current direction of motion, and the greater of the torque intervention request and the predetermined minimum torque. Axle torque is applied to the vehicle's wheel axle based at least partially on the arbitrated axle torque.

Abstract: A torque sensor system for a transmission and other powertrain components in a motor vehicle includes a receiver and a transmitter. The receiver is operable to induce and detect a signal from the transmitter that is indicative of a torque load on the transmitter. The receiver is cylindrical and has an outer surface with a maximum, constant diameter. The outer surface defines one or more fluid transfer grooves and a docking port for an electrical connection. The fluid transfer groove and the docking port do not extend beyond the maximum outer diameter of the outer surface. Therefore, the receiver is capable of being press-fit within a component and is capable of routing fluid flow. An electrical connector is fed through an access hole and connects with the receiver.

Abstract: A control system may include a polarity determination module, a torque variation module, and a torque sensor diagnostic module. The polarity determination module determines a first polarity of a torque signal that indicates a transmission torque. The torque sensor diagnostic module diagnoses an error of a torque sensor when an detected polarity of the torque signal is opposite from the first polarity. A control system may include a torque variation module and a torque sensor diagnostic module. The torque variation module determines a maximum torque variation during a predetermined diagnostic period based on the torque signal. The torque sensor diagnostic module diagnoses an error of a torque sensor when the maximum torque variation is outside of a torque variation range. The torque variation range is defined by a minimum torque variation threshold and a maximum torque variation threshold.

Abstract: A controller for detecting abnormality of a motor control ECU of an electric vehicle 50 has a travel control unit 1 for calculating a target driving torque for an electric motor 3, and a motor control unit 2 for calculating a final indication torque obtained by correcting the target driving torque from the travel control unit 1, and supplying electric power according to the final indication torque to the motor 3. The travel control unit 1 includes a target driving torque calculating unit 21 for calculating the target driving torque, a final indication torque confirmation value calculating unit 23 for calculating a final indication torque confirmation value based on the calculated target driving torque, and an abnormality determining unit 24 for determining the abnormality of the motor control unit 2 based on a result of comparison between the final indication torque and the final indication torque confirmation value.

Abstract: A linear solenoid is configured with an electromagnetic coil and a label resistor that are integrated with each other; the label resistor has a resistance value corresponding to a correction coefficient based on the difference between the actual characteristic of the supply current vs. adjusted hydraulic pressure output of the electromagnetic coil and a standard characteristic; and data for correcting a characteristic variation in the command current vs. output current characteristic of an electromagnetic coil is preliminarily stored in a control module by use of an adjustment tool. When the operation is started, the resistance value of the label resistor is read and an output current corresponding to a utilized linear solenoid is supplied, so that a target adjusted hydraulic pressure is obtained.

Abstract: When a vehicle is started on an uphill road, slip may easily occur between vehicle wheels and a sloping road surface. When vehicle condition is changed from its stopping condition to its traveling condition on the uphill road, vehicle acceleration is controlled in a feed-back operation in such a manner that a target acceleration is made smaller as road gradient becomes larger or coefficient of friction becomes smaller.

Abstract: A method for assisting with hill maneuvers for a vehicle, including a propulsion unit connected to the drive wheels by a gearbox and a clutch or torque converter, and an assisted parking brake. In the method a threshold breakaway torque is determined as a function of longitudinal forces between the wheels of the vehicles and the ground. During a degraded operation, when a signal corresponding to a characteristic of the slope is received that cannot be used and/or when a computer does not have available a signal characteristic of an engaged gear ratio, a threshold value for the breakaway torque is determined without taking account of an actual value of the characteristic of the slope and/or of the characteristic of the gear ratio.

Abstract: A hybrid electronic control unit sets a target vehicle speed for constant-speed driving based on setting operation of an auto cruise switch by a driver. When the target vehicle speed is set, the required torque is set such that the vehicle speed detected by a vehicle speed sensor becomes the target vehicle speed. When the required torque is set, a constant-speed driving torque map, indicating the required torque with respect to a torque command value by accelerator operation or brake operation by the driver using the required torque, and a positive maximum torque and a negative maximum torque, which the vehicle can output, is set. Further, the required torque changes using the constant-speed driving torque map according to the torque command value. In the hybrid electronic control unit, by increasing followability of torque change when changing the vehicle speed from the constant-speed driving, controllability is improved and drivability is improved.

Abstract: Problems of work efficiency reduction by tire slip; durability reduction by tire damage; and large tire-changing costs for users are solved by preventing repeated tire slip occurrence in situations where tire slip likely occurs such as during excavation. A working vehicle of this invention has a work equipment, and an engine power is transmitted as driving force to the tires via a driving force transmission path. Driving force variation means for freely varying the driving force transmitted to the tires is provided in the transmission path of the working vehicle. Tire slip detection means detects tire slip occurrence. When the tire slip detection means detects tire slip, driving force measurement means measures the driving force at the time of tire slip detection. Driving force control means controls the driving force variation means such that the driving force becomes smaller than that at the time of tire slip detection.

Abstract: A method for actuating a clutch in the drive train of a motor vehicle, including: generating a respective position setpoint for each predetermined target interval to actuate the clutch; in each predetermined target interval, actuating the clutch in a plurality of predetermined controller sampling intervals; discretizing a respective position setpoint change into a plurality of intermediate position setpoints; determining a number of intermediate position setpoints in the plurality of intermediate position setpoint depending on the ratio of the target interval to the controller sampling interval; and specifying the respective position setpoint changes in steps to actuate the clutch.

Abstract: A method is described for operating an engine of a vehicle, the engine having a combustion chamber. The method may include controlling a stability of the vehicle in response to a vehicle acceleration; and adjusting spark timing in the combustion chamber of the engine in response to a knock indication, and further adjusting spark timing in response to the vehicle acceleration to reduce surge.

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: A method and apparatus for rapidly causing a slip of a driving wheel to converge regardless of the change in vehicle conditions when the driving wheel is in a slip state. When a slip occurs on a driving wheel, a second driving force command value is calculated from a driving force control value controlled by driving force control means and an angular acceleration. The second driving force command value is calculated so that torque capable of being transmitted to a road surface by the driving wheel takes the maximum value. Therefore, even if the friction coefficient of road surface or the wheel load changes, the driving torque of driving wheel can be commanded properly, so that the slip can be converged rapidly. The occurrence of slip at the time of re-acceleration after slip convergence can be avoided.

Abstract: A working vehicle of the present invention achieves more stabilized constant speed traveling. A vehicle speed control section 20A of a controller 2 calculates a target drive force required for constant speed traveling on the basis of a preset standard traveling resistance (S1). And, on the basis of an output rotational speed (S2) and the target drive force (S1) of a torque converter 14, the vehicle speed control section 20A determines a target input rotational speed (S3) to be inputted to the torque converter 14, and sets a clutch pressure (S5) so as to eliminate a difference between the target input rotational speed and an actual input rotational speed (S4). A standard traveling resistance correction section 20B corrects a standard traveling resistance according to state of a road surface, long term change of components, and so on. Due to this, it is possible to perform stabilized constant speed traveling.

Abstract: A powertrain system includes a hybrid transmission device operative to transfer power between an input member and torque machines and an output member in one of a plurality of operating range states. The torque machines are connected to an energy storage device. A method for operating the powertrain system includes determining a permissible range of input operating points to the input member, determining ranges of motor torques for the torque machines, determining an available power range from the energy storage device, selecting a candidate input operating point within the permissible range of input operating points, and determining maximum and minimum achievable output torques transferable to the output member for the candidate engine operating point within the ranges of motor torques for the torque machines and within the available power range from the energy storage device in a candidate operating range state.

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: An in-gear oil pressure correcting section corrects engagement control oil pressure set up by an oil pressure supply control section over the entire range to be reduced by first predetermined pressure. An engagement determining section determines, on the basis of a torque converter slip ratio calculated by a calculating section, whether a frictional engagement element of a destination gear starts to engage or not. An addition correcting control section corrects the corrected engagement control oil pressure to add second predetermined pressure thereto in the case where engagement of the frictional engagement element has not been started yet when a timer measures first predetermined time. The addition correcting control section further corrects the corrected engagement control oil pressure to add third predetermined pressure thereto in the case where the engagement of the frictional engagement element has not been started yet when the timer measures second predetermined time.

Abstract: The described system and method allow a controller to calibrate a transmission variator of a continuously variable transmission for torque control by obtaining static and dynamic qualities and parameters of the variator through an automated calibration procedure. The system and method employ a pair of transmission mode configurations and operational configurations in combination to obtain system-specific information. In this way, the system is able to calibrate out the system variations to provide effective feed forward torque control of the continuously variable transmission. In an embodiment, a first calibration operation is performed while the transmission is neutralized and a second calibration operation is performed while the transmission is engaged in a mode providing a fixed variator output speed.

Abstract: A method adaptively learns torque converter (TC) slip in a transmission having a hydrodynamic torque converter assembly by setting a baseline TC slip profile, determining an actual TC slip value at different temperatures, generating an adapted TC slip profile by adapting the baseline TC slip profile in response to the actual TC slip values, and controlling the amount of TC slip during a neutral idle (NI) state of the transmission using the adapted TC slip profile. A vehicle includes a torque converter and a controller. The controller calibrates the TC slip during a first transmission state, and controls the amount of TC slip during a second transmission state. The controller measures actual TC slip data points, and adapts a TC slip profile to more closely approximate a natural slip curve of the vehicle in response to the actual slip TC slip value data points.

Abstract: A drive system of an electrically driven dump truck is capable of achieving an operational feeling in which the operation amount of the accelerator pedal is well balanced with the output horsepower of the electric motors, particularly at the time of slow traveling. To achieve this, the target motor output horsepower Pm0 corresponding to the operation amount of an accelerator pedal 1 is calculated. The target motor torque Tr1R, Tr1L is calculated on the basis of the target motor output horsepower Pm0 and the rotational speed ?R, ?L of electric motors 12R, 12L respectively. The acceleration torque limit values of the electric motors 12R, 12L corresponding to the operation amount of the accelerator pedal 1 are calculated, respectively. Then, smaller values are selected, as motor torque instruction values TrR, TrL, between the acceleration torque limit value and the target motor torque Tr1R, Tr1L to control inverters 73R, 73L, respectively.

Abstract: A method of controlling output torque in a hybrid or electric vehicle transmissions includes calculating a first long-term output torque constraint and a first short-term output torque constraint. A first effective output torque constraint is determined from at least one of the first long-term and short-term output torque constraints. The first effective output torque constraint is bounded by both of the first long-term and short-term output torque constraints. The method may further include calculating a rate limit, such that determining the first effective output torque constraint includes restricting the magnitude of changes in the first long-term output torque constraint to the calculated rate limit. A spread between the first short-term output torque constraint and the first effective output torque constraint may be measured, and the rate limit calculated as a function of that spread. The rate limit may also be calculated with an inversely-proportional relationship to the spread.

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 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.