СПОСОБ КОНТРОЛЯ ПРОЦЕССА ТРОГАНИЯ С МЕСТА ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к способу контроля процесса трогания с места транспортного средства. Способ заключается в том, что распознают необходимость трогания с места и выполнения трогания с места после однозначного желания трогания с места. Если трогания с места не происходит, то обеспечивают создание более высокого момента, в нормальном режиме. Повторяют вышеуказанную операцию, если трогания с места не происходит. Принудительно закрывают систему передачи крутящего момента после задаваемого времени, если посредством принятых мер не происходит трогания с места. Момент двигателя после задаваемого интервала времени и/или превышения порогового значения для зарегистрированной энергии сцепления снижается посредством воздействия на двигатель. Осуществляют возможность повторных попыток трогания с места. Технический результат заключается в надежном определении ситуации движения. 1 ил.

СПОСОБ ОДНОВРЕМЕННОГО УПРАВЛЕНИЯ КРУТЯЩИМ МОМЕНТОМ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ И ЭЛЕКТРИЧЕСКОЙ МАШИНЫ В ГИБРИДНОМ ТРАНСПОРТНОМ СРЕДСТВЕ

Изобретение относится к приведению транспортного средства в движение. Способ, осуществляемый при движении транспортного средства, с двигателем внутреннего сгорания, коробкой передач и электрической машиной, включает в себя этапы, на которых принимают решение о том, что блокирующее средство следует перевести в положение расцепления. Затем управляют электрической машиной для приложения первого крутящего момента, соответствующего произведению требуемого крутящего момента движительной системы и передаточного отношения планетарной передачи. При этом управляют двигателем для приложения второго крутящего момента, соответствующего произведению требуемого крутящего момента движительной системы и величины, равной единице минус передаточное отношение планетарной передачи. Переводят блокирующее средство в положение расцепления, когда получены оба из упомянутых первого и второго крутящих моментов. Совершенствуется приведение транспортного средства в движение. 3 н. и 2 з.п. ф-лы, 4 ил.

СПОСОБ ДЛЯ ЗАПУСКА ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ В ГИБРИДНОЙ ТРАНСМИССИИ И ТРАНСПОРТНОЕ СРЕДСТВО С ТАКОЙ ГИБРИДНОЙ ТРАНСМИССИЕЙ

Изобретение относится к гибридным транспортным средствам. В способе запуска двигателя внутреннего сгорания в гибридной силовой передаче соединяют вращающиеся компоненты второй планетарной передачи между собой посредством соединения с помощью второго соединительного устройства солнечного зубчатого колеса, расположенного во второй планетарной передаче, и второго водила зубчатых колес планетарной передачи между собой. Затем активируют первую электрическую машину и вторую электрическую машину таким образом, что запускается двигатель внутреннего сгорания. Достигается возможность запуска двигателя. 3 н. и 11 з.п. ф-лы, 6 ил.

СПОСОБ ЗАПУСКА ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ, ТРАНСПОРТНОЕ СРЕДСТВО И ЭЛЕКТРОННОЕ УСТРОЙСТВО УПРАВЛЕНИЯ ЗАПУСКОМ ДВИГАТЕЛЯ

Изобретение относится к гибридным силовым передачам. В способе запуска двигателя внутреннего сгорания в гибридной силовой передаче соединяют выходной вал двигателя внутреннего сгорания с входным валом коробки передач, через соединительное устройство, расположенное между выходным валом и входным валом и управляют первой и второй электрической машиной для запуска двигателя внутреннего сгорания. Решение направлено на запуск двигателя внутреннего сггорания в гибридной силовой передачи. 3 н. и 11 з.п. ф-лы, 4 ил.

УСТРОЙСТВО УПРАВЛЕНИЯ ДЛЯ ГИБРИДНОГО ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к гибридному транспортному средству. Устройство управления для гибридного транспортного средства содержит двигатель; стартерный электродвигатель для запуска двигателя; приводной электродвигатель, передающий крутящий момент как двигателю, так и ведущему колесу. Также устройство содержит модуль выборочного управления запускающим электродвигателем для запуска двигателя с помощью стартерного электродвигателя во время режима работы, в котором приводной электродвигатель выступает в качестве источника движущей силы и в то же время функционирует, чтобы запускать двигатель с помощью приводного электродвигателя в ответ на запрос системы. Снижается дискомфорт от звука запуска двигателя. 5 з.п. ф-лы, 10 ил.

УСТРОЙСТВО УПРАВЛЕНИЯ ГИБРИДНОГО ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к устройству управления для гибридного транспортного средства. Устройство управления гибридного транспортного средства, при котором транспортное средство содержит двигатель внутреннего сгорания, электродвигатель, электрогенератор и аккумуляторную батарею, а устройство управления содержит блок вывода требуемой движущей силы и блок вывода требуемой электроэнергии. Также устройство содержит блок задания возможной наивысшей выходной величины, блок задания заданной величины, первый и второй блоки вывода уровня пригодности, блок вывода меры требования на начало работы и блок суждения о начале работы двигателя внутреннего сгорания. Блок суждения о начале работы двигателя внутреннего сгорания в случае, когда упомянутая требуемая электроэнергия превосходит возможную наивысшую выходную величину или когда интегральная величина превосходит предварительно заданную величину, запускает упомянутый двигатель внутреннего сгорания, так что упомянутое транспортное средство перемещается ...

АГРЕГАТНАЯ СИСТЕМА И СПОСОБ ЭКСПЛУАТАЦИИ АГРЕГАТНОЙ СИСТЕМЫ

Изобретение относится к способу эксплуатации агрегатной системы (10) грузового автомобиля. Агрегатная система содержит агрегат (16), приводимый двигателем (14) автомобиля (12), соединительный элемент для передачи механического приводного усилия от приводного двигателя (14) на агрегат (16) и муфту (20) сцепления для прерывания приводного усилия, передаваемого через соединительный элемент на агрегат (16). Агрегатная система содержит, кроме того, одну опору (22, 24, 26, 28, 30), которая смазывается маслом через контур (32) циркуляции масла приводного двигателя (14). Муфта (20) сцепления замыкается управляющим сигналом, если истек временной интервал Δt с момента ввода приводного двигателя (14) в эксплуатацию и/или в контуре (32) циркуляции масла присутствует минимальное давление. Кроме того, изобретение относится к агрегатной системе (10). Достигается снижение износа. 2 н. и 8 з.п. ф-лы, 5 ил.

СПОСОБ ПРИВЕДЕНИЯ В ДВИЖЕНИЕ ГИБРИДНОГО ТРАНСПОРТНОГО СРЕДСТВА В СВЯЗИ С ЗАПУСКОМ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ ЭТОГО ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к приведению в движение транспортного средства. Способ приведения в движение транспортного средства в связи с запуском двигателя внутреннего сгорания в движительной системе этого транспортного средства, содержащей двигатель, электрическую машину, коробку передач, планетарную передачу и тормоз. Способ начинают, когда транспортное средство приводится в движение вперед электрической машиной за счет того, что в коробке передач включена передача заднего хода. Электрическая машина приводит компонент планетарной передачи во вращение с отрицательной скоростью. Блокирующие средства находятся в положении разблокировки, тормоз компонента находится в положении торможения. Способ включает в себя этап, на котором переводят тормоз компонента в положение отпускания, так что выходной вал двигателя приводится посредством первого компонента планетарной передачи во вращение с положительной скоростью вращения, вследствие чего можно запустить двигатель внутреннего сгорания. Совершенствуется ...

СПОСОБ УПРАВЛЕНИЯ ГИБРИДНОЙ СИЛОВОЙ ПЕРЕДАЧЕЙ ДЛЯ ОПТИМИЗАЦИИ КРУТЯЩЕГО МОМЕНТА ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ, ТРАНСПОРТНОЕ СРЕДСТВО И ЭЛЕКТРОННОЕ УСТРОЙСТВО УПРАВЛЕНИЯ ГИБРИДНОЙ СИЛОВОЙ ПЕРЕДАЧЕЙ

Изобретение относится к гибридным транспортным средствам. В способе управления гибридной силовой передачей отсоединяют подвижные части первой и второй планетарных передач друг от друга и управляют двигателем внутреннего сгорания до заданной скорости вращения двигателя. Также управляют первой и второй электрическими машинами для достижения требуемого крутящего момента на выходном валу, при одновременном достижении запрашиваемого полного потребления мощности первой и второй электрических машин. Решение направлено на достижение оптимального крутящего момента двигателя внутреннего сгорания. 3 н. и 5 з.п. ф-лы, 4 ил.

СИСТЕМА ЭЛЕКТРОННОЙ СТАБИЛИЗАЦИИ АВТОМОБИЛЯ (ВАРИАНТЫ) И СПОСОБ УПРАВЛЕНИЯ КРУТЯЩИМ МОМЕНТОМ (ВАРИАНТЫ)

Изобретение относится к области транспортного машиностроения и предназначено для повышения стабилизации автомобиля. Автомобиль содержит устройство для автоматического приведения в действие сцепления и электронную систему стабилизации. При автоматическом срабатывании сцепления и наличии сигнала, характеризующего активность блока управления электронной системы стабилизации автомобиля, передаваемым сцеплением крутящим моментом, управляют с актуально отрегулированного значения до максимального значения, или до минимального значения, или оставляют это значение неизменным. Техническим результатом является повышение безопасности пассажиров, а также уменьшение или предотвращение взаимных нарушений соответствующих процессов регулирования или управления автомобиля. 6 с. и 10 з.п. ф-лы, 3 ил.

СИСТЕМА ПРИВОДА И СПОСОБ ПРИВЕДЕНИЯ ТРАНСПОРТНОГО СРЕДСТВА В ДВИЖЕНИЕ

Изобретение относится к приводу транспортного средства. Система привода для транспортного средства содержит двигатель внутреннего сгорания, коробку передач, тормозное устройство, электрическую машину, аккумулятор энергии, узел, приводимый в действие электрической энергией из аккумулятора, планетарную передачу и сочленяющий элемент. Выходной вал двигателя соединен с первым компонентом планетарной передачи. Первичный вал коробки передач соединен со вторым компонентом планетарной передачи. Ротор электрической машины соединен с третьим компонентом планетарной передачи. Система привода содержит блок управления, который, когда транспортное средство движется, а сочленяющий элемент находится в первом положении, на основании сравнения между требуемым движущим моментом и необходимым моментом, который нужен для работы узла, управляет двигателем внутреннего сгорания и/или тормозным устройством и/или электрической машиной таким образом, что получается желаемое электрическое воздействие для работы электрического ...

СПОСОБ И УСТРОЙСТВО ДЛЯ УПРАВЛЕНИЯ ПЕРЕКЛЮЧЕНИЕМ ПЕРЕДАЧ В АВТОМАТИЗИРОВАННОЙ КОРОБКЕ ПЕРЕДАЧ

Изобретение относится к способу управления переключением передач в автоматизированной коробке передач. Способ заключается в том, что при переключении с прежней передачи на целевую передачу координируют уменьшение крутящего момента приводного двигателя, уменьшение крутящего момента сцепления и размыкание силовой цепи в автоматизированной коробке передач. Крутящий момент приводного двигателя и крутящий момент сцепления уменьшают с наложением друг на друга во времени. С достижением области пробуксовки сцепления уменьшают крутящий момент приводного двигателя. При включенной прежней передаче передают крутящий момент с приводного двигателя через находящееся в области пробуксовки сцепление на входной вал автоматизированной коробки передач и повышают частоту вращения приводного двигателя до целевой частоты вращения. При продолжающемся выключении сцепления выключают прежнюю передачу и при разомкнутой силовой цепи в автоматизированной коробке передач крутящий момент с приводного двигателя передают ...

УСТРОЙСТВО УПРАВЛЕНИЯ ДЛЯ ПРИВОДНОГО АГРЕГАТА ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к транспортным средствам. Устройство управления для приводного агрегата транспортного средства, который включает в себя источник энергии, бесступенчатую трансмиссию и сцепление, содержит электронный блок управления, сконфигурированный для получения значения температуры гидравлического масла для управления бесступенчатой трансмиссией и сцеплением. Блок управляет сцеплением так, что когда температура масла равна или ниже заданной температуры, то допустимая величина крутящего момента сцепления становится меньше, чем допустимая величина крутящего момента, который устанавливается в случае, когда температура масла выше заданной температуры масла. Либо блок управляет бесступенчатой трансмиссией так, что когда температура масла равна или ниже заданной температуры, то передаточное число бесступенчатой трансмиссии становится равным или больше установленного заранее нижнего предела. Предотвращается проскальзывание ремня в трансмиссии при низкой температуре. 5 з.п. ф-лы, 10 ил ...

СПОСОБ И УСТРОЙСТВО ДЛЯ ПЕРЕКЛЮЧЕНИЯ ПЕРЕДАЧ ТРАНСПОРТНОГО СРЕДСТВА

Группа изобретений относится к способу и устройству переключения передач в транспортном средстве и транспортному средству. Способ содержит этапы, на которых включают новую передачу, когда частота вращения двигателя еще не достигла заранее определенной величины, управляют частотой вращения двигателя так, чтобы она достигла заданной величины, одновременно управляют крутящим моментом на муфте сцепления, определяют превалирующий крутящий момент на муфте сцепления, когда пробуксовка муфты сцепления закончилась, управляют крутящим моментом двигателя на основе крутящего момента на муфте сцепления. Устройство содержит средства для включения новой передачи во время процедуры переключения передач, средства для управления частотой вращения двигателя, средства для управления превалирующим крутящим моментом на муфте сцепления, средства для управления крутящим моментом двигателя на основе крутящего момента на муфте сцепления. Транспортное средство содержит двигатель и автоматизированную механическую ...

СПОСОБ УПРАВЛЕНИЯ ПОДЗАРЯДКОЙ БАТАРЕИ НА ГИБРИДНОМ ТРАНСПОРТНОМ СРЕДСТВЕ

Изобретение относится к трансмиссиям гибридных транспортных средств. Способ управления подзарядкой тяговой батареи на гибридной трансмиссии транспортного средства с двигателем внутреннего сгорания и электрической машиной, используемой в качестве единственного источника тяги до определенного порога скорости, заключается в том, что ниже порога скорости электромашина обеспечивает передачу крутящего момента на колеса, в то время как двигатель включен для подзарядки, когда водитель нажимает на педаль акселератора. Тогда как колеса отсоединены от двигателя внутреннего сгорания и от электрической машины, когда водитель не нажимает на педаль акселератора, для обеспечения подзарядки батареи. Повышается автономия в электрическом режиме. 7 з.п. ф-лы, 8 ил.

УСТРОЙСТВО РУЛЕВОГО УПРАВЛЕНИЯ И СПОСОБ РУЛЕВОГО УПРАВЛЕНИЯ

Группа изобретений относится к устройству и способу рулевого управления транспортным средством, включающим в себя функцию сокращения холостого хода для остановки холостого хода двигателя 91 и повторного запуска двигателя 91, когда транспортное средство начинает движение. Когда двигатель 91 находится в рабочем состоянии, муфта расцепляется, и управление приведением в действие поворотного исполнительного механизма выполняется, а когда двигатель 91 находится в остановленном состоянии, муфта вводится в зацепление, и управление приведением в действие поворотного исполнительного механизма прекращается. Разъединенное состояние муфты поддерживается, когда работа двигателя 91 на холостом ходу прекращается посредством функции сокращения холостого хода. Обеспечивается способствование большей тишине во внутреннем пространстве транспортного средства в режиме сокращения холостого хода. 2 н. и 7 з.п. ф-лы, 10 ил.

СПОСОБ И СИСТЕМА УПРАВЛЕНИЯ СИЛОВОЙ ПЕРЕДАЧЕЙ ТРАНСПОРТНОГО СРЕДСТВА

Группа изобретений относится к способу и системе управления силовой передачей транспортного средства. Система содержит автоматическое главное сцепление, ступенчатую коробку передач, блок управления главным сцеплением и ступенчатой коробкой передач. Блок управления запрограммирован на генерацию управляющего сигнала, отображающего выбор желаемой передачи. Блок управления содержит два различных набора алгоритмов управления выбором передач. Алгоритмы управления включают первый алгоритм управления для использования в нормальном режиме и второй алгоритм управления для использования в режиме езды по мягкой поверхности. Способ заключается в том, что определяют состояние дороги посредством фиксации преобладающего сопротивления движению и пробуксовки колес. Если состояние дороги соответствует нормальным дорожным условиям, применяют первый алгоритм управления. Если состояние дороги соответствует дорожным условиям езды по мягкой поверхности, применяют второй алгоритм управления выбором передач. Транспортное ...

УСТРОЙСТВО УПРАВЛЕНИЯ СЦЕПЛЕНИЕМ ГИБРИДНОГО ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к гибридному транспортному средству с устройством управления сцеплением. Гибридное транспортное средство содержит аккумулятор, генератор, электродвигатель, двигатель, сцепление, блок управления. Электродвигатель приводит в движение ведущий вал гибридного транспортного средства. Двигатель приводит в действие генератор и гибридное транспортное средство. Блок управления выбирает меньшую из первой возможной мощности аккумулятора и второй возможной мощности аккумулятора. Блок управления устанавливает выбранную мощность в качестве возможной выходной мощности аккумулятора, скорость транспортного средства для изменения режима привода. Блок управления изменяет включенное состояние сцепления на выключенное и изменяет состояние привода гибридного транспортного средства с привода от двигателя на состояние привода от электродвигателя. Технический результат заключается в предотвращении резкого изменения крутящего момента. 4 з.п. ф-лы, 13 ил.

УСТРОЙСТВО УПРАВЛЕНИЯ ДЛЯ АВТОМАТИЧЕСКОЙ ТРАНСМИССИИ

Изобретение относится к области транспорта, а именно к системам и устройствам управления для автоматической трансмиссии. Устройство содержит: фрикционный элемент зацепления, средство определения начала зацепления, средство запрещения определения для запрещения определения средством определения начала зацепления. Средство определения начала зацепления для определения того, что фрикционный элемент зацепления начал зацепление. В случае если нагрузка электромотора увеличивается на предварительно определенную величину, во время управления числом оборотов, при котором число оборотов входного вала автоматической трансмиссии управляется до предварительно определенного целевого числа оборотов, и когда выбирается диапазон движения, и фрикционный элемент зацепления в состоянии расцепления зацепляется. Средство запрещения определения для запрещения определения средством определения начала зацепления до определения того, что фрикционный элемент зацепления начал зацепление. В случае если возникает переключение ...

БЛОК ТРАНСМИССИИ ГИБРИДНОГО ПРИВОДА И СПОСОБ РАБОТЫ ТРАНСПОРТНОГО СРЕДСТВА С ГИБРИДНЫМ ПРИВОДОМ

Изобретение относится к трансмиссиям транспортных средств. Блок трансмиссии гибридного привода для транспортного средства, которое для приведения в движение содержит двигатель внутреннего сгорания и электродвигатель, при этом блок содержит трансмиссию с разделением потока мощности, которая находится между двигателем и вторичным валом и имеет коробки передач и связанные сцепления коробок передач. Электродвигатель соединен с коробкой передач, которая находится вблизи от электродвигателя, чтобы иметь возможность приводить в движение вторичный вал посредством указанной коробки передач. Дополнительно имеется блок торсионного демпфера, который находится между двигателем и трансмиссией с разделением потока мощности и имеет маховик и сцепление, которое находится между двигателем внутреннего сгорания и блоком торсионного демпфера. Повышается плавность работы трансмиссии при приведении в движение транспортного средства. 2 н. и 15 з.п. ф-лы, 30 ил.

ТРАНСПОРТНОЕ СРЕДСТВО

Изобретение относится к транспортным средствам. Транспортное средство содержит двигатель, первый и второй двигатели-генераторы и трансмиссию с входным и выходным валом, а также сцепление. Входной вал соединен со вторым двигателем-генератором, выходной вал соединен с ведущими колесами, а сцепление выполнено с возможностью переключения между входным валом и выходным валом в состояние включения силовой передачи или состояние отключения силовой передачи. Также имеется дифференциальное устройство, содержащее первый, второй и третий вращающиеся элементы. Электронный блок управления управляет первым и вторым двигателями-генераторами и сцеплением. Когда разность частоты вращения является меньше разности частоты вращения между входным и выходным валом, когда сцепление отключает силовую передачу, блок управления предотвращает поворот коленчатого вала посредством первого двигателя-генератора, в отличие от случая, в котором установлено состояние отключения силовой передачи. Решение направлено на снижение ...

СИСТЕМА ТРАНСПОРТНОГО СРЕДСТВА ДЛЯ ПУСКА В ХОД ТРАНСПОРТНОГО СРЕДСТВА

... 1. Система транспортного средства для пуска в ход транспортного средства, содержащая:двигатель;маховик двойной массы, содержащий первую сторону, механически присоединенную к двигателю;муфту расцепления привода на ведущие колеса, содержащую первую сторону, механически присоединенную ко второй стороне маховика двойной массы;встроенный в привод на ведущие колеса стартер/генератор (DISG), содержащий первую сторону, присоединенную ко второй стороне муфты расцепления привода на ведущие колеса;трансмиссию, избирательно присоединяемую к двигателю через муфту расцепления привода на ведущие колеса; иконтроллер, включающий в себя исполняемые команды, хранимые в постоянной памяти, для ускорения транспортного средства с нулевой скорости посредством DISG, не запуская двигатель, и команды для запуска двигателя в ответ на требуемый крутящий момент, превышающий пороговый крутящий момент проворачивания коленчатого вала двигателя.2. Система транспортного средства по п.1, дополнительно содержащая дополнительные ...

СПОСОБ И УСТРОЙСТВО УПРАВЛЕНИЯ ВЫКЛЮЧЕНИЕМ АВТОМАТИЧЕСКОГО ГЛАВНОГО СЦЕПЛЕНИЯ ТРАНСПОРТНОГО СРЕДСТВА

Группа изобретений относится к способу управления выключением автоматического главного сцепления и силовому приводу для транспортного средства. Способ управления включает определение первого выходного крутящего момента двигательного агрегата, вычисление второго выходного крутящего момента двигательного агрегата, инициацию выключения главного сцепления и выключение главного сцепления. Инициацию выключения главного сцепления осуществляют путем инициации колебаний ведущих валов силового привода. Инициацию колебаний ведущих валов осуществляют в результате внезапного изменения выходного крутящего момента двигательного агрегата с первого на второй выходной крутящий момент. Выключение главного сцепления осуществляют, когда колебания достигают первой критической точки. Силовой привод содержит двигательный агрегат, трансмиссию, ведущие валы, блок управления. Блок управления выполнен с возможностью выполнения операций вышеуказанного способа. Технический результат заключается в повышении долговечности ...

ВЫЯВЛЕНИЕ ПОГРЕШНОСТИ В ПРЕДЕЛАХ ДИАПАЗОНА ДАТЧИКА ДАВЛЕНИЯ ТОПЛИВА

Изобретение может быть использовано в системах топливоподачи двигателей внутреннего сгорания. Предложены способы и системы для диагностики погрешности в пределах диапазона датчика давления 234, расположенного ниже по потоку от топливоподкачивающего насоса 208 в топливной системе транспортного средства. В одном примере способ может предусматривать осуществление управления топливоподкачивающим насосом с обратной связью по выходному сигналу датчика давления, отслеживание выходного сигнала датчика давления на предмет сглаживания во время подачи импульсов напряжения и регулирование работы топливной системы в зависимости от того, происходит ли сглаживание выходного сигнала датчика давления в течение по меньшей мере порогового периода времени, свидетельствующее о наличии погрешности в пределах диапазона. Способ может также предусматривать динамическое определение уставки давления клапана разгрузки давления топливной системы и давления паров топлива в топливной системе посредством отслеживания ...

СИСТЕМА И СПОСОБ УПРАВЛЕНИЯ ДЛЯ ГИБРИДНОГО ТРАНСПОРТНОГО СРЕДСТВА

Группа изобретений относится к системе и способу управления гибридным транспортным средством. Система управления содержит двигатель, электромотор, устройство выбора режима, автоматическую трансмиссию, интегрированный контроллер, контроллер автоматической трансмиссии. Способ управления включает этапы, на которых управляют выбором между режимом приведения в движение за счет электрического привода и гибридным режимом приведения в движение, при котором гибридное транспортное средство снабжается мощностью как посредством двигателя, так и посредством электромотора. Инициируют управление запуском/остановкой двигателя, выполняют управление переключением передач в отношении автоматической трансмиссии, инициируют первое управление, включающее в себя одно из управления запуском/остановкой двигателя и управления переключением передач, принимают запрос на второе управление. Определяют то, существует или нет такое условие, что толчок от переключения передач в отношении автоматической трансмиссии превышает ...

СПОСОБ УПРАВЛЕНИЯ СИСТЕМОЙ ПРИВОДА ТРАНСПОРТНОГО СРЕДСТВА, СИСТЕМА ПРИВОДА, КОМПЬЮТЕРНАЯ ПРОГРАММА, КОМПЬЮТЕРНЫЙ ПРОГРАММНЫЙ ПРОДУКТ И ТРАНСПОРТНОЕ СРЕДСТВО

... 1. Способ управления системой привода транспортного средства, причем система привода содержит двигатель (2) внутреннего сгорания с выходным валом (2а), коробку (3) передач с входным валом (3а), электрическую машину (9), которая содержит статор (9а) и ротор (9b), и планетарную передачу, которая содержит три компонента в виде солнечного зубчатого колеса (10), кольцевого зубчатого колеса (11) и водила (12) планетарной передачи, при этом выходной вал (2а) двигателя внутреннего сгорания соединен с первым из упомянутых компонентов планетарной передачи таким образом, что вращение этого вала приводит к вращению этого компонента, при этом входной вал (3а) коробки передач соединен со вторым из упомянутых компонентов планетарной передачи таким образом, что вращение этого вала приводит к вращению этого компонента, а ротор (9b) электрической машины соединен с третьим из упомянутых компонентов планетарной передачи таким образом, что вращение ротора приводит к вращению этого компонента, и при этом система ...

СИСТЕМА И СПОСОБ (ВАРИАНТЫ) ДЛЯ УЛУЧШЕНИЯ ПЕРЕКЛЮЧЕНИЯ МЕХАНИЧЕСКОЙ КОРОБКИ ПЕРЕДАЧ

ИНТЕРФЕЙС ДЛЯ ОБУЧЕНИЯ ВОЖДЕНИЮ

Интерфейсная система транспортного средства содержит пользовательское устройство ввода, преобразователь, соединенный с пользовательским устройством ввода, для формирования выходного сигнала на основе запроса торможения, контроллер с программной логической схемой. Контроллер выполнен с возможностью приема выходного сигнала преобразователя, формирования команды тормозного момента двигателя и выходного тормозного момента на колесе в соответствии с запросом торможения. Контроллер также выполнен с возможностью передачи указанной команды в систему управления транспортного средства через диагностический порт транспортного средства, при этом порт также выполнен с возможностью передачи диагностических кодов, относящихся к сбоям в работе транспортного средства. Предложены также система учебного транспортного средства, интерфейсная система содействия водителю. Достигается повышение безопасности учебного транспортного средства, улучшенное содействие обучению водителя, уменьшение механической сложности ...

СПОСОБ ЭКСПЛУАТАЦИИ ГИБРИДНОЙ СИЛОВОЙ ПЕРЕДАЧИ

... 1. Способ эксплуатации гибридной силовой передачи, в котором выключают расцепляющую муфту и предпринимают меры для ограничения температуры, которой достигает устройство доочистки выхлопных газов, когда желаемый крутящий момент меньше порогового значения, а также в зависимости от значения температуры устройства доочистки выхлопных газов.2. Способ по п.1, в котором увеличивают скорость потока воздуха в двигателе и уменьшают заряд воздуха в цилиндрах на каждый цикл цилиндра.3. Способ по п.2, в котором скорость потока воздуха в двигателе увеличивают путем увеличения частоты вращения двигателя.4. Способ по п.1, в котором регулируют воздушный поток в двигателе, когда желаемый крутящий момент в течение определенного промежутка времени имеет значение меньше порогового.5. Способ по п.1, в котором регулируют воздушный поток в двигателе при наличии уклона дороги.6. Способ по п.1, в котором дополнительно увеличивают количество EGR.7. Способ эксплуатации гибридной силовой передачи, в котором, когда ...

УСТРОЙСТВО УПРАВЛЕНИЯ АВТОМОБИЛЕМ

Изобретение предназначено для управления торможением накатом. Когда нет команды на выполнение ускорения или торможения автомобиля, и приводная мощность передается от двигателя (2) к ведущим колесам (4), решение о возможности выполнения движения накатом принимается на основе сравнения требуемого темпа торможения Dt, который рассматривается как темп торможения, который должен быть в дальнейшем достигнут автомобилем (1), с темпом торможения при движении накатом Dn, который рассматривается как темп торможения во время движения накатом. При возможном движении накатом отключают сцепление С1 трансмиссии (3), производят также отсечку подачи топлива в двигатель (2). Достигается предотвращение движения накатом в тех случаях, когда оно может стать источником беспокойства и дискомфорта для водителя. 5 з.п. ф-лы, 5 ил.

СПОСОБ И УСТРОЙСТВО ДЛЯ УПРАВЛЕНИЯ БЛОКИРОВКОЙ В ТРАНСПОРТНОМ СРЕДСТВЕ

Изобретение относится к трансмиссиям ТС. В способе управления блокирующей муфтой транспортного средства, которая размещена между двигателем и трансмиссией, управляют блокировкой при выдаче запроса на зацепление блокирующей муфты, чтобы зацеплять блокирующую муфту через управление проскальзыванием посредством увеличения перегрузочной способности блокирующей муфты и постепенного уменьшения частоты вращения при проскальзывании, представляющей собой частоту входного/выходного дифференциального вращения блокирующей муфты. Затем уменьшают крутящий момент двигателя во время управления проскальзыванием при управлении блокировкой, которое уменьшает крутящий момент двигателя ниже нормального крутящего момента, который прикладывается в ответ на запрос водителя после того, как частота вращения при проскальзывании достигнет заданного значения или опустится ниже него. Повышается плавность хода. 2 н. и 5 з.п. ф-лы, 9 ил.

СИСТЕМА ГИДРОУСИЛЕНИЯ

СПОСОБ УПРАВЛЕНИЯ ТРОГАНИЕМ ТРАНСПОРТНОГО СРЕДСТВА С МЕСТА

ЭЛЕКТРОННО УПРАВЛЯЕМАЯ CVT С ПЕРВИЧНОЙ МУФТОЙ

... 1. Способ управления бесступенчато регулируемой трансмиссией транспортного средства, причем транспортное средство включает в себя двигатель, сконфигурированный с возможностью приводить в действие бесступенчато регулируемую трансмиссию, при этом способ включает в себя этапы, на которых:- определяют частоту вращения двигателя транспортного средства;- определяют, по меньшей мере, одно из требуемой степени открытия дросселя и позиции дроссельного клапана;- определяют переменную управления муфтой на основе устройства ввода для водителя, причем бесступенчато регулируемая трансмиссия транспортного средства включает в себя первую муфту и вторую муфту, причем первая муфта является перемещаемой посредством актуатора с возможностью модулировать передаточное отношение бесступенчато регулируемой трансмиссии;- вычисляют целевую частоту вращения двигателя на основе, по меньшей мере, одного из требуемой степени открытия дросселя и позиции дроссельного клапана и переменной управления муфтой;- определяют ...

СИСТЕМА УПРАВЛЕНИЯ ТРАНСМИССИЕЙ В ТРАНСПОРТНЫХ СРЕДСТВАХ

... 1. Система (1) силового привода гибридного транспортного средства, оснащенного двигателем (2) внутреннего сгорания (ДВС), который расположен в системе (1) силового привода до электрического двигателя/генератора (ЭДГ) (5) и соединен с ЭДГ (5) посредством главного сцепления (ГС) (6), при этом система (1) силового привода дополнительно содержит механическую трансмиссию (8), снабженную по меньшей мере одним синхронным зубчатым колесом с принудительным сцеплением и расположенную после ЭДГ (5) и до конечных исполнительных элементов (100), и дополнительно соединена с электронным блоком (120) управления (БУ) для управления системой силового привода, отличающаяся тем, что БУ (120) запрограммирован на выполнение управляющей последовательности шагов, включающих: ! а) перевод системы (1) силового привода в генерирующий режим, когда транспортное средство находится в неподвижном состоянии при работающем ДВС (2) и принят сигнал, указывающий, что желательна генерация электроэнергии, при этом генерирующий ...

РАБОЧАЯ МАШИНА С РЕГУЛИРОВАНИЕМ ПРЕДЕЛА МОЩНОСТИ, С ИСПОЛЬЗОВАНИЕМ БЕССТУПЕНЧАТОЙ ТРАНСМИССИИ

... 1. Рабочая машина, содержащая: ! двигатель внутреннего сгорания; ! бесступенчатую трансмиссию, соединенную с двигателем внутреннего сгорания, при этом бесступенчатая трансмиссия содержит регулируемый модуль и механический модуль и имеет регулируемое входное/выходное передаточное отношение; ! муфту, соединенную с механическим модулем и имеющую выход; ! регулируемое оператором устройство ввода, обеспечивающее выходной сигнал, регулирующий предел мощности; ! по меньшей мере, одну электрическую цепь обработки данных, соединенную с регулируемым оператором устройством ввода и выполненную с возможностью регулирования выбранной комбинации входного/выходного передаточного отношения и выхода муфты, в зависимости от выходного сигнала, переданного регулируемым оператором устройством ввода. ! 2. Машина по п.1, в которой регулируемое оператором устройство ввода представляет собой ножную педаль. ! 3. Машина по п.2, в которой, по меньшей мере, одна электрическая цепь обработки данных сопоставляет выходной ...

Устройство управления для транспортного средства с электрическим приводом

УСТРОЙСТВО И СПОСОБ ДЛЯ УПРАВЛЕНИЯ ДВИЖЕНИЕМ МОТОРНОГО ТРАНСПОРТНОГО СРЕДСТВА

... 1. Способ управления движением моторного транспортного средства таким образом, что водитель запрашивает крутящий момент (Req T) сцепления путем активации педали акселератора, степенью (G) закрытия активатора сцепления транспортного средства управляют, используя обратную связь на основе отслеживаемого крутящего момента двигателя, и существует, по меньшей мере, один дополнительный потребитель (290) мощности двигателя, в дополнение к необходимости обеспечивать упомянутое движение, отличающийся этапами, на которых:- детектируют (s410) активацию упомянутого, по меньшей мере, одного дополнительного потребителя- и, когда детектируют упомянутую активацию, изменяют (s420) упомянутое управление на основе обратной связи на открытое управление, в результате чего степень (G) закрытия активатора сцепления транспортного средства основывается на заданной взаимосвязи между упомянутой степенью (G) закрытия и крутящим моментом (Req T) сцепления, и водитель запрашивает такой крутящий момент (Req T) сцепления ...

ПРИВОДНОЕ УСТРОЙСТВО ДЛЯ АВТОМОБИЛЯ

... 1. Приводное устройство для автомобиля, с двигателем (1), механической основной линией трансмиссии (2) и гидравлической дополнительной линией трансмиссии (3), причем гидравлическая дополнительная линия трансмиссии (3) располагает гидравлическим контуром (11) с регулируемым гидростатическим насосом (7) и гидродвигателем (9, 10), и регулируемый гидравлический насос (7) можно приводить в движение посредством дополнительного отбора мощности (8) двигателя (1), отличающееся тем, что между насосом (7) и дополнительным отбором мощности (8) размещено сцепление (17).2. Приводное устройство по п.1, отличающееся тем, что сцепление (17) выполнено в виде кулачковой муфты.3. Приводное устройство по п.1, отличающееся тем, что сцепление (17) выполнено в виде сцепной муфты (17) с синхронизацией.4. Приводное устройство по одному из предшествующих пунктов, отличающееся тем, что насос (7) выполнен как аксиально-поршневой насос.5. Приводное устройство по одному из пп.1-3, отличающееся тем, что гидравлический ...

УСТРОЙСТВО УПРАВЛЕНИЯ БЫСТРЫМ ЗАМЕДЛЕНИЕМ ГИБРИДНОГО ТРАНСПОРТНОГО СРЕДСТВА

... 1. Устройство управления быстрым замедлением гибридного транспортного средства, в котором электромотор размещен между двигателем и ведущим ходовым колесом, и двигатель и электромотор соединены через муфту, причем устройство управления быстрым замедлением содержит:средство определения быстрого замедления, которое определяет то, представляет ли собой или нет замедление транспортного средства быстрое замедление, равное или превышающее предварительно определенное значение; исредство отсечки топлива, которое прекращает подачу топлива в двигатель, когда при движении транспортного средства с зацепленной муфтой средство определения быстрого замедления определяет то, что замедление представляет собой быстрое замедление.2. Устройство по п.1, дополнительно содержащее средство расцепления муфты, которое расцепляет муфту, когда при движении транспортного средства с зацепленной муфтой средство определения быстрого замедления определяет то, что замедление представляет собой быстрое замедление.3. Устройство ...

СПОСОБ ВОЗВРАЩЕНИЯ РЕГУЛИРОВАНИЯ КРУТЯЩЕГО МОМЕНТА ИЗ ОГРАНИЧЕННОГО СОСТОЯНИЯ В НЕОГРАНИЧЕННОЕ СОСТОЯНИЕ

... 1. Способ управления крутящим моментом, выдаваемым двигателем транспортного средства с автоматической муфтой, из состояния, в котором ограничение крутящего момента применяют в ходе процесса включения сцепления, до состояния, в котором ограничение крутящего момента после завершения процесса включения сцепления уменьшается и в конечном счете полностью прекращается, отличающийся постепенным возвращением ограничения крутящего момента двигателя назад к «затребованному водителем крутящему моменту двигателя» (M) на основании разности между «затребованным крутящим моментом двигателя» (M) и «ограниченным крутящим моментом двигателя» (М), выдаваемым двигателем, и на основании текущего положения (Т) педали акселератора, посредством чего «ограниченный крутящий момент двигателя» (М) изменяется только когда происходит изменение положения (Т) педали акселератора.2. Способ по п.1, отличающийся окончанием ограничения крутящего момента, то есть приравниванием «затребованного крутящего момента двигателя» ...

УСТРОЙСТВО УПРАВЛЕНИЯ ЗАПУСКОМ И СПОСОБ УПРАВЛЕНИЯ ЗАПУСКОМ ДЛЯ ГИБРИДНОГО ТРАНСПОРТНОГО СРЕДСТВА

СПОСОБ И СИСТЕМА ДЛЯ УПРАВЛЕНИЯ ТРАНСПОРТНЫМ СРЕДСТВОМ

... 1. Способ управления транспортным средством, которое имеет коробку передач, подключенную к двигателю внутреннего сгорания и выполненную с возможностью установки разных передаточных чисел, чтобы сообщить движущую силу, по меньшей мере, одному приводному валу для движения транспортного средства, при этом транспортное средство выполнено с возможностью управления в, по меньшей мере, первом режиме и втором режиме, так что в первом режиме коробка передач переключается на низкое передаточное число, а во втором режиме двигатель внутреннего сгорания отключается от, по меньшей мере, одного приводного вала, причем способ, когда транспортное средство управляется в ситуации, когда существует или в пределах определенного времени возникнет сниженная потребность в движущей силе для транспортного средства, включает этап, на котором:определяют, следует ли управлять транспортным средством в соответствии с первым режимом или вторым режимом.2. Способ по п.1, при котором определяют, следует ли управлять транспортным ...

ГИБРИДНОЕ ТРАНСПОРТНОЕ СРЕДСТВО И СПОСОБ УПРАВЛЕНИЯ ИМ

... 1. Гибридное транспортное средство, содержащее:двигатель внутреннего сгорания,электрогенератор, который приводится в движение упомянутым двигателем внутреннего сгорания и генерирует электроэнергию,аккумуляторную батарею, которая питает электроэнергией электродвигатель,упомянутый электродвигатель, который подсоединен к ведущим колесам и который приводится в движение электроэнергией, подаваемой по меньшей мере от упомянутой аккумуляторной батареи или упомянутого электрогенератора, иблок подсоединения/отсоединения передачи энергии, который расположен между упомянутым электрогенератором и упомянутыми ведущими колесами, для подсоединения и отсоединения линии передачи энергии от упомянутого двигателя внутреннего сгорания к упомянутым ведущим колесам через упомянутый электрогенератор, при этом гибридное транспортное средство может перемещаться энергией, подаваемой по меньшей мере от упомянутого электродвигателя или упомянутого двигателя внутреннего сгорания,гибридное транспортное средство также ...

СПОСОБ И СИСТЕМА ДЛЯ УПРАВЛЕНИЯ СЦЕПЛЕНИЕМ

... 1. Способ управления автоматически управляемым сцеплением при приведении в движение транспортного средства (100) по поверхности движения, причем транспортное средство (100) содержит двигатель внутреннего сгорания для генерирования движущей силы, предназначенной для передачи на, по меньшей мере, одно приводное колесо, и дроссельный регулятор для востребования движущей силы от двигателя, при этом величину движущей силы, востребованной от двигателя, регулирует водитель транспортного средства посредством дроссельного регулятора,отличающийся тем, чтоон включает этап, когда удовлетворяется первый критерий для оценки сцепления приводных колес с поверхностью движения,отключения автоматически управляемого сцепления, когда водитель использует дроссельный регулятор, чтобы уменьшить потребность в движущей силе от двигателя.2. Способ по п.1, отличающийся тем, что первый критерий представляет собой определение, не утратили ли приводные колеса своего сцепления с поверхностью движения.3. Способ по п.1 ...

СПОСОБ И СИСТЕМА УПРАВЛЕНИЯ КРУТЯЩИМ МОМЕНТОМ СИЛОВОЙ УСТАНОВКИ НА БАЗЕ МАХОВИКА

... 1. Способ управления автоматической силовой установкой автомобиля, включающий в себя следующие этапы:(а) выработка необходимого крутящего момента сцепления, с помощью которого крутящий момент передают от маховика к колесам автомобиля; и(б) уменьшение погрешности, возникающей из-за пробуксовки сцепления с помощью регулировки передаточного отношения передачи бесступенчатой трансмиссии, расположенной в последовательности приводных элементов между сцеплением и указанными колесами.2. Способ по п.1, в котором этап (а) дополнительно включает в себя:использование крутящего момента колес, запрошенного водителем, для определения необходимого крутящего момента маховика; ииспользование необходимого крутящего момента маховика для определения необходимого значения крутящего момента сцепления.3. Способ по п.2, в котором этап (а) дополнительно включает в себя использование смещения педали газа или дроссельной заслонки двигателя для определения необходимого крутящего момента маховика.4. Способ по п.1, в ...

СПОСОБ И УСТРОЙСТВО ДЛЯ УПРАВЛЕНИЯ ПЕРЕКЛЮЧЕНИЕМ ПЕРЕДАЧ В АВТОМАТИЗИРОВАННОЙ КОРОБКЕ ПЕРЕДАЧ

... 1. Способ управления переключением передач в автоматизированной коробке передач, используемой в сочетании с приводным двигателем, воздействующим на входной вал автоматизированной коробки передач, и сцеплением, расположенным в цепи передачи вращения между приводным двигателем и автоматизированной коробкой передач и по выбору выключаемым или включаемым посредством исполнительного механизма привода сцепления, а также устройством управления для координации работы автоматизированной коробки передач, приводного двигателя и сцепления, отличающийся тем, что при переключении с прежней передачи на целевую передачу координируют посредством устройства управления уменьшение крутящего момента (me_soll) приводного двигателя, уменьшение крутящего момента сцепления и размыкание силовой цепи в автоматизированной коробке передач таким образом, чтобы крутящий момент (me_soll) приводного двигателя и крутящий момент сцепления уменьшались с наложением друг на друга во времени, причем в результате уменьшения крутящего ...

СПОСОБ ДЛЯ УПРАВЛЕНИЯ ГИБРИДНОЙ ТРАНСМИССИЕЙ, ТРАНСПОРТНОЕ СРЕДСТВО С ТАКОЙ ГИБРИДНОЙ ТРАНСМИССИЕЙ, КОМПЬЮТЕРНАЯ ПРОГРАММА ДЛЯ УПРАВЛЕНИЯ ТАКОЙ ТРАНСМИССИЕЙ И КОМПЬЮТЕРНЫЙ ПРОГРАММНЫЙ ПРОДУКТ, СОДЕРЖАЩИЙ ПРОГРАММНЫЙ КОД

СПОСОБ УПРАВЛЕНИЯ ГИБРИДНОЙ ТРАНСМИССИЕЙ, ТРАНСПОРТНОЕ СРЕДСТВО С ТАКОЙ ГИБРИДНОЙ ТРАНСМИССИЕЙ, КОМПЬЮТЕРНАЯ ПРОГРАММА ДЛЯ УПРАВЛЕНИЯ ГИБРИДНОЙ ТРАНСМИССИЕЙ И КОМПЬЮТЕРНЫЙ ПРОГРАММНЫЙ ПРОДУКТ, СОДЕРЖАЩИЙ ПРОГРАММНЫЙ КОД

СПОСОБ И СИСТЕМА ОПРЕДЕЛЕНИЯ ТОЧКИ КОНТАКТА ДЛЯ СЦЕПЛЕНИЯ

... 1. Способ определения точки контакта для сцепления (106) транспортного средства (100), в котором указанное сцепление (106) предназначено для передачи приводной мощности между первым источником привода в виде двигателя (101) и по меньшей мере одним ведущим колесом (113, 114), указанное определение точки контакта включает размыкание указанного сцепления (106), и когда транспортное средство (100) находится в движении и при этом определяют точку контакта, способ дополнительно содержит этапы, на которыхрегулируют скорость указанного первого источника привода (101) по направлению к первой скорости (ω1), которая выше скорости холостого хода указанного первого источника привода (101) и,после определения точки контакта зацепляют передачу, на которой находилось транспортное средство (100) во время размыкания сцепления (106).2. Способ по п. 1, в котором транспортное средство (100) находится в движении со сцеплением (106), замыкаемым, когда начинается определение точки контакта.3. Способ по п. 1 или ...

УСТРОЙСТВО УПРАВЛЕНИЯ ТРАНСМИССИЕЙ ТРАНСПОРТНОГО СРЕДСТВА

УСТРОЙСТВО УПРАВЛЕНИЯ МУФТОЙ ДЛЯ ГИБРИДНОГО ТРАНСПОРТНОГО СРЕДСТВА

СПОСОБ ОДНОВРЕМЕННОГО УПРАВЛЕНИЯ КРУТЯЩИМ МОМЕНТОМ ДВИГАТЕЛЯ ВНУТРЕННЕГО СГОРАНИЯ И ЭЛЕКТРИЧЕСКОЙ МАШИНЫ В ГИБРИДНОМ ТРАНСПОРТНОМ СРЕДСТВЕ

... 1. Способ, осуществляемый при движении транспортного средства, имеющего движительную систему, содержащую двигатель (2) внутреннего сгорания с выходным валом (2a), коробку (3) передач с входным валом (3a), электрическую машину (9), содержащую статор (9a) и ротор (9b), планетарную передачу, содержащую три компонента в виде солнечного зубчатого колеса (10), кольцевого зубчатого колеса (11) и водила (12) планетарной передачи, причем выходной вал (2a) двигателя внутреннего сгорания соединен с первым из упомянутых компонентов планетарной передачи таким образом, что вращение этого вала приводит к вращению этого компонента, входной вал (3a) коробки передач соединен со вторым из упомянутых компонентов планетарной передачи таким образом, что вращение этого вала приводит к вращению этого компонента, а ротор (9b) электрической машины соединен с третьим из упомянутых компонентов планетарной передачи таким образом, что вращение ротора приводит к вращению этого компонента, при этом упомянутая движительная ...

СПОСОБ ПЕРЕКЛЮЧЕНИЯ ПЕРЕДАЧ В ГИБРИДНОМ ТРАНСПОРТНОМ СРЕДСТВЕ

... 1. Способ переключения передач в коробке передач движущегося транспортного средства, причем упомянутое транспортное средство имеет движительную систему, содержащую двигатель (2) внутреннего сгорания с выходным валом (2а), коробку (3) передач с входным валом (3а), электрическую машину (9), содержащую статор (9а) и ротор (9b), и планетарную передачу, содержащую три компонента в виде солнечного зубчатого колеса (10), кольцевого зубчатого колеса (11) с внутренним зацеплением и водила (12) планетарной передачи, причем выходной вал (2а) двигателя внутреннего сгорания соединен с первым из упомянутых компонентов планетарной передачи таким образом, что вращение этого вала приводит к вращению этого компонента, упомянутый входной вал (3а) коробки передач соединен со вторым из упомянутых компонентов планетарной передачи таким образом, что вращение этого вала приводит к вращению этого компонента, а ротор (9b) электрической машины соединен с третьим из упомянутых компонентов планетарной передачи таким ...

Einrichtung zur Steuerung eines stufenlosen Kraftfahrzeuggetriebes

Verfahren zum Ansteuern einer Getriebeaktorik

Antriebsstrang für ein Mobil-Fahrzeug und Verfahren zum Steuern des Antriebsstrangs

Bei einem Antriebsstrang für eine Arbeitsmaschine, insbesondere einen Radlader, werden die Fahrgeschwindigkeit über ein Fahrpedal (11) und die Arbeitshydraulik über einen Wählhebel (8) vorgewählt, wobei Signale einer elektronischen Steuereinheit (10) zugeführt werden, welche einen Antriebsmotor (1) und eine Kupplung (2), welche zwischen dem Antriebsmotor (1) und einem Pumpenlaufrad (3) eines hydrodynamischen Drehmomentwandlers angeordnet sind, dergestalt angesteuert werden, dass ein Nebenabtrieb (6) für eine Pumpe (7) der Arbeitshydraulik ausreichend Drehzahl zur Verfügung stellt und die vorgewählte Fahrgeschwindigkeit nicht überschritten wird.

Steuerungseinrichtung eines Kraftfahrzeugs und Verfahren zum Betreiben desselben

Steuerungseinrichtung (5) eines Kraftfahrzeugs, wobei die Steuerungseinrichtung bei einem Fahrtrichtungswechsel aus einer Fahrt heraus und/ oder bei einem Anfahrvorgang und/ oder bei einem Anhaltvorgang und/ oder bei einem Rollvorgang zur Unterstützung des Fahrtrichtungswechsels und/ oder des Anfahrvorgangs und/oder des Anhaltvorgangs und/ oder des Rollvorgangs über die Bereitstellung eines entsprechenden Steuersignals automatisch eine Betriebsbremse (6) aktiviert, dadurch gekennzeichnet, dass die Steuerungseinrichtung (5) automatisch die bei einem Fahrtrichtungswechsel und/ oder Anfahrvorgang und/ oder Anhaltvorgang und/ oder Rollvorgang ohne Aktivierung der Betriebsbremse (6) an einer Anfahrkupplung (4) anfallende Reibenergie ermittelt, und dass die Steuerungseinrichtung (5) zur Unterstützung des Fahrtrichtungswechsels und/ oder des Anfahrvorgangs und/ oder des Anhaltvorgangs und/ oder des Rollvorgangs die Betriebsbremse (6) nur dann automatisch aktiviert, wenn die ermittelte Reibenergie ...

Hybridantrieb, insbesondere für Kraftfahrzeuge

Elektrohydraulische Steuereinrichtung für einen Antriebsstrang eines Kraftfahrzeuges

Tractor transmission with proportional valve - has system for setting degree of travel of single pedal

The system is for actuating the start-up clutch (3) and the main clutch coupling (4) of a tractor. It uses a single pedal (34) working through a proportional control valve (31). The travel of the pedal (0-w) is divided into two parts, (0-s) for the start-up coupling and (s-w) for the clutch coupling, with a safety factor against slip which is higher for the clutch coupling. USE/ADVANTAGE - Tractor transmission drive control operated by a single pedal giving reliable control with a min of activation elements.

EINRICHTUNG ZUM SCHUTZ EINER KUPPLUNG GEGEN UEBERHITZUNG

METHOD AND APPARATUS FOR ACTUATING VEHICLE TRANSMISSIONS

Hybrid-Antriebsstrang eines Kraftfahrzeugs und Kraftfahrzeug mit einem derartigen Antriebsstrang

Die Erfindung betrifft einen Hybridantrieb für ein Fahrzeug mit einem als Schaltgetriebe (24) ausgeführten und mehrere Schaltstufen aufweisenden Geschwindigkeits-Wechselgetriebe, das eine Eingangswelle (28) und eine Ausgangswelle (30) aufweist, mit einer Brennkraftmaschine (20), die über eine Trennkupplung (22) abkuppelbar mit der Eingangswelle (28) des Wechselgetriebes verbunden ist, mit einem Elektromotor (32), der in ständiger Antriebsverbindung mit der Ausgangswelle (30) ist, mit einer Batterie (42), die über einen Batterieschalter (36) und einen ersten Wandler mit dem Elektromotor (32) verbunden ist, mit mindestens einem Superkondensator (46), der über einen zweiten Wandler und einen Kondensatorschalter (38) mit dem Elektromotor (32) verbunden ist, und mit einer Steuerschaltung (50), die über Steuerleitungen zumindest mit dem Schaltgetriebe (24), der Brennkraftmaschine (20), der Trennkupplung (22), dem Elektromotor (32), der Batterie (42), der Batterieschalter (36), dem ersten und ...

VERFAHREN ZUM BETRIEB EINES GETRIEBES

Ein Verfahren zur Steuerung einer Anfahrkupplung während eines Motorneustartereignisses steuert eine positive Drehmomentkapazität an, bevor der Motor die Leerlaufdrehzahl erreicht. Eine frühe Betätigung der Anfahrkupplung reduziert die Zeitverzögerung zwischen der Bremspedalfreigabe und der Fahrzeugbeschleunigung. Um übermäßigen Widerstand am Motor während des Neustartereignisses zu vermeiden, wird die Drehmomentkapazität unter Verwendung einer Regelung mit geschlossenem Regelkreis eingestellt. Eine Steuerung berechnet eine maximale Änderungsrate der Drehmomentkapazität basierend auf der gemessenen Motordrehzahl und einer Motorbeschleunigung und erhöht die angesteuerte Drehmomentkapazität nicht schneller als die berechnete Rate. Unter einigen Umständen kann die maximale Änderungsrate negativ sein, was zu einer Reduzierung der angesteuerten Drehmomentkapazität führt.

Gangschalteinrichtung für ein Kraftfahrzeuggetriebe.

STEUERUNGSVORRICHTUNG

Die vorliegende Erfindung gestattet ein Aufrechterhalten eines stabilen Fahrzeugfahrens, selbst wenn der Betriebsstatus einer Brennkraftmaschine durch einen Schaltbetrieb geändert wird. Eine Steuerungsvorrichtung für eine Fahrzeugantriebsübertragungsvorrichtung hat eine Eingriffsvorrichtung und eine Geschwindigkeitsänderungsvorrichtung an einem Leistungsübertragungspfad, der eine Brennkraftmaschine und Räder verbindet. Wenn eine Schaltanfrage empfangen wird, während die Brennkraftmaschine in einem selbsterhaltenden Betrieb ist, falls eine Drehzahl (Neg) der Brennkraftmaschine während eines Schaltbetriebs niedriger wird als eine Leerlaufdrehzahl (Nid), bewirkt die Steuerungsvorrichtung ein Rutschen der Eingriffsvorrichtung während des Schaltbetriebs und hält die Drehzahl (Neg) der Brennkraftmaschine bei der Leerlaufdrehzahl (Nid) oder höher.

STEUERVORRICHTUNG UND STEUERVERFAHREN FÜR EIN FAHRZEUG

Eine Steuervorrichtung für ein Fahrzeug mit einer Antriebswelle, einem Eingriffselement, einer Maschine, die über das Eingriffselement mit der Antriebswelle verbunden ist, und einem Elektromotor, der über das Eingriffselement nicht mit der Antriebswelle verbunden ist, umfasst einen Steuerabschnitt, der nach einer Haltezeitdauer, in der die Maschine während der Fahrt des Fahrzeugs auf einer vorbestimmten Drehzahl gehalten wird, zum Stoppen des Motors ausgelegt ist. Der Steuerabschnitt reduziert ein Eingriffsvolumen des Eingriffselements graduell, während eine Stromerzeugungslast des Elektromotors während der Haltezeitdauer graduell erhöht wird, um das Eingriffselement auszurücken, und stoppt den Motor nach dem Ausrücken des Eingriffselements.

Procedure for operation of gearbox

The gearbox has several selection paths which can be selected by a selector component, and a clutch located between the gearbox and engine. The clutch operating component and gear path selector component are operated by a common actuator(16), whereby the clutch operating component is operated before and after an operation of the selector component. The selector component is operated by an endless construction provided with cam faces(20).

Method for adjusting operation of hybrid vehicle, involves automatically restarting engine in response to specific condition while hybrid vehicle is respectively operated and not operated in four wheel drive low gear range

The method involves automatically restarting an engine (10) in response to a first condition while the hybrid vehicle is operated in a four wheel drive low gear range. The engine is automatically restarted in response to a second condition other than the first condition while the hybrid vehicle is not operated in the four wheel drive low gear range. The engine is not started in response to releasing a brake pedal during the second condition and the engine is started in response to releasing the brake pedal during the first condition.

Vorrichtung und Verfahren zur Steuerung eines CVT bei einem Kraftfahrzeug

The invention relates to a system for controlling a continuously variable transmission in a motor vehicle. Said transmission is arranged in the drive train of a motor vehicle together with a drive unit (1) which has an adjustable drive torque. Said transmission also has an input end, an output end (6) and active means (9) for producing a mechanical active connection between said input end and said output end. Detecting means (24) for detecting a slip value (5) representing the slip between said active means (9) and said input or output end are also provided. Measures which can be pre-set are then introduced in response to a slip value which can also be pre-set. The invention is characterized in that the following are pre-set as measures: triggering a clutch (3) which is arranged in the drive line and/or alteration of the transmission ratio and/or an alteration of the output torque of the drive unit. Said measures are introduced especially with the aim of reducing slip.

Kraftfahrzeug

Kraftfahrzeug mit einem von einer Steuereinheit (7) steuerbaren Aktor (8, 11, 100, 200, 300, 400, 500, 1000, 1100) mit zumindest einem Antrieb (103, 104, 201, 202, 398, 399, 401, 402, 1001, 1002, 1101, 1102) zur Betätigung eines betätigbaren Elementes (101, 102, 205, 320, 420, 520, 1026, 1111), wie eines Getriebeelementes oder eines Drehmomentübertragungssystems (2), wobei zwischen dem Antrieb (103, 104, 201, 202, 398, 399, 401, 402, 1001, 1002, 1101, 1102) und dem betätigbaren Element (101, 102, 205, 320, 420, 520, 1026, 1111) zumindest zwei scheibenförmige Elemente (270a, 270b, 271, 309a, 309b, 310, 409a, 409b, 410, 601, 602, 750, 751, 770, 771, 800, 801, 1007a, 1007b, 1008, 1105, 1106, 1107) im Drehmomentfluss angeordnet sind, dadurch gekennzeichnet, dass zwischen diesen scheibenförmigen Elementen (270a, 270b, 271, 309a, 309b, 310, 409a, 409b, 410, 601, 602, 750, 751, 770, 771, 800, 801, 1007a, 1007b, 1008, 1105, 1106, 1107) zumindest ein Kraftspeicher (273, 311, 411,...

Verfahren und System zum Lernen und Steuern eines Drehmomentübertragungs-Berührungspunktes einer Kraftmaschinenkupplung für ein Hybridelektrofahrzeug

Ein System und Verfahren zum Lernen und Steuern eines Berührungspunktes zur Drehmomentübertragung einer Kraftmaschinenkupplung sind offenbart. Insbesondere erfolgt eine Bestimmung, ob die Leistungsübertragung zu einem Getriebe, das einen Abtrieb von der Kraftmaschine und dem Motor überträgt, unterbrochen wurde und die Kraftmaschine angetrieben wird. Der Motor wird dann derart gesteuert, dass eine Drehzahl des Motors auf einer eingestellten Drehzahl gehalten wird, die sich von einer Drehzahl der Kraftmaschine unterscheidet, wenn die Leistungsüberragung zu dem Getriebe unterbrochen wurde und die Kraftmaschine angetrieben wird. Eine Zustandsveränderung des Motors wird dann während des Erhöhens des an die Kraftmaschinenkupplung angelegten Hydraulikdrucks in einem eingestellten Verhältnis erfasst und ein Berührungspunkt zur Drehmomentübertragung der Kraftmaschinenkupplung wird basierend auf der Zustandsveränderung des Motors berechnet.

Verfahren zur Überdrehzahlsicherung eines Dieselmotors bei falscher Gangwahl

Verfahren zum Betreiben eines Kraftfahrzeugs mit Verbrennungsmotor und automatisierter Kupplung

Verfahren zum Betreiben eines Verbrennungsmotors (28) in einem Kraftfahrzeug, bei dem der Verbrennungsmotor (28) über eine automatisierte Kupplung (22) ein Antriebsmoment auf angetriebene Räder des Kraftfahrzeugs überträgt, wobei ein erforderliches Fahrmoment berechnet wird und in Abhängigkeit des berechneten erforderlichen Fahrmoments und eines verfügbaren Motormoments ein Kupplungsmoment (70) berechnet wird und die Kupplung (22) unter Berücksichtigung des berechneten Kupplungsmoments (70) angesteuert wird.

Steuerungssystem zur Steuerung des Ausgangsdrehmoments einer Brennkraftmaschine

Method for operating road-coupled hybrid vehicle, involves adjusting target torque of electromotor during transition of operating mode to another operation mode such that raising moment of engine is compensated by control unit

The method involves utilizing two electromotors (1, 2) as drive motor on two axles of a hybrid vehicle, where one of the electromotors is switched in series to a combustion engine (3). An input side of an automatic transmission (4) is connected with the engine. Target torque (9) of the other electromotor is adjusted in a connection phase of the engine during transition of a first operating mode to a second operation mode such that raising moment of the internal combustion engine is compensated during starting by an electronic control unit.

Vorrichtung zur Leistungsabgabesteuerung für einen Verbrennungsmotor

Eine Vorrichtung zur Leistungsabgabesteuerung für einen Verbrennungsmotor, die in einem Fahrzeug eingebaut ist, das ausgestattet ist mit einer Kupplung, die zwischen einem eingekuppelten Zustand, in dem eine abgegebene Leistung von einem Verbrennungsmotor zu einem Getriebe übertragen wird, und einem ausgekuppelten Zustand, in dem die Übertragung der Leistungsabgabe blockiert ist, wechselt, und mit einem automatischen Kupplungssteuerabschnitt, der eine Kupplungshubposition ändert, um automatisch einen Umschaltvorgang der Kupplung auszuführen, umfasst einen Kupplungshubsensor, der die Kupplungshubposition detektiert, und einen Motordrehmomentkorrekturabschnitt, der ein Motordrehmoment als eine Funktion der Kupplungshubposition, die durch den Kupplungshubsensor detektiert wurde, korrigiert, wenn die automatische Kupplung umgeschaltet wird.

Verfahren zum Betreiben einer Antriebseinrichtung sowie entsprechende Antriebseinrichtung

Die Erfindung betrifft ein Verfahren zum Betreiben einer Antriebseinrichtung (2), die eine Brennkraftmaschine (3) und eine elektrische Maschine (4) aufweist, wobei eine Ausgangswelle (5) der Antriebseinrichtung (2) mit der Brennkraftmaschine (3) über eine Schaltkupplung (17) wirkverbindbar und mit der elektrischen Maschine (4) permanent wirkverbunden ist, sodass die Ausgangswelle (5) in einem ersten Schaltzustand der Schaltkupplung (17) von der Brennkraftmaschine (3) entkoppelt und in einem zweiten Schaltzustand mit ihr gekoppelt ist. Dabei ist vorgesehen, dass während eines Startens der Brennkraftmaschine (3) aus dem Stillstand in einer Adaptionsbetriebsart eine Kupplungsadaption vorgenommen wird, wobei an der Schaltkupplung (17) ein Sollkupplungsdrehmoment derart eingestellt wird, dass Kupplungsschlupf vorliegt und die Brennkraftmaschine (3) unbefeuert auf eine erste Solldrehzahl und anschließend unbefeuert mit konstantem Sollkupplungsdrehmoment auf eine zweite Solldrehzahl geschleppt ...

Verfahren zum Starten eines Verbrennungsmotors eines Hybridfahrzeugs und Steuereinheit zum Betreiben des Verfahrens

Die Erfindung betrifft ein Verfahren zum Starten eines Verbrennungsmotors eines Antriebsstrangs in einem Hybridfahrzeug mit mindestens einem Verbrennungsmotor und mindestens einem Elektromotor als Antriebsaggregat in einer parallelen Hybridanordnung, insbesondere einer sogenannten P2-Anordnung.

Verfahren zum Betreiben eines Fahrzeugantriebsstrangs

Es wird ein Verfahren zum Betreiben eines Fahrzeugantriebsstrangs (1), mit einer Antriebsmaschine (2), mit einem Abtrieb (3) und mit einem im Kraftfluss zwischen der Antriebsmaschine (2) und dem Abtrieb (3) angeordneten Getriebe (4) beschrieben, das zumindest mit einem formschlüssigen Schaltelement (A, F) und mit mehreren reibschlüssigen Schaltelementen (B, C, D, E) ausgeführt ist, über die mehrere Zahnradpaarungen eines Radsatzes (5) des Getriebes (4) zur Darstellung verschiedener Übersetzungen des Getriebes (4) zu- und abschaltbar sind, wobei nur ein Teil der Übersetzungen über das formschlüssige Schaltelement (A, F) darstellbar sind. Bei Vorliegen einer Anforderung zum Aktivieren einer Motor-Start-Stopp-Funktion des Fahrzeugantriebsstrangs (1) wird die Antriebsmaschine (2) vom Abtrieb (3) abgekoppelt und abgeschaltet sowie das formschlüssige Schaltelement (F) in seinen geschlossenen Betriebszustand überführt oder in diesem belassen. Bei Vorliegen einer Anforderung zum Aktivieren einer ...

Geschwindigkeitsregelung bis zum Stillstand bei einem Fahrzeug mit manuell zu betätigender Kupplung

Die vorliegende Erfindung realisiert eine Geschwindigkeitsregelung für ein Fahrzeug (10) mit einer manuell betätigbaren Kupplung (4), welche die Geschwindigkeit des Fahrzeugs (10) bis zum Stillstand regelt. Das Fahrzeug (10) umfasst neben der Kupplung (4) einen Verbrennungsmotor (2) zum Antrieb des Fahrzeugs (10) und einen Elektromotor (3) zum Antrieb des Fahrzeugs (10). Mit der Kupplung (4) kann eine ein Drehmoment übertragende Verbindung zwischen dem Verbrennungsmotor (2) und Antriebsrädern des Fahrzeugs (10) realisiert werden. Die Geschwindigkeitsregelung wird dabei, insbesondere bei niedrigen Geschwindigkeiten, mit dem Elektromotor (3) durchgeführt.

STEUERANLAGE FUER DEN STROM IN EINER ELEKTROMAGNETISCHEN FAHRZEUGKUPPLUNG.

ANORDNUNG FUER DIE GANGSCHALTUNG FUER EIN FAHRZEUG.

Antriebseinheit für ein Hybridkraftfahrzeug mit Schaltgetriebe; sowie Verfahren zum Umschalten zwischen zwei Gängen

Die Erfindung betrifft eine Antriebseinheit (1) für ein Hybridkraftfahrzeug, mit einem Verbrennungsmotor (2), einem eingangsseitig mit dem Verbrennungsmotor (2) gekoppelten Schaltgetriebe (3), einer elektrischen Maschine (4) sowie einer mit zumindest einem Rad (5) weiter gekoppelten festen Übersetzungsstufeneinheit (6), wobei ein dem Eingang (7) des Schaltgetriebes (3) abgewandter Ausgang (8) des Schaltgetriebes (3) unter Zwischenschaltung einer Schaltkupplung (9) wahlweise mit einem drehfest mit einem Rotor (10) der elektrischen Maschine (4) gekoppelten Triebbestandteil (11) verbindbar ist, welcher Triebbestandteil (11) weiter mit der Übersetzungsstufeneinheit (6) permanent gekoppelt oder wahlweise koppelbar ist. Zudem betrifft die Erfindung ein Verfahren zum Umschalten zwischen zwei Gängen des in der Antriebseinheit (1) enthaltenen Schaltgetriebes (3).

Antriebssteuervorrichtung für ein Fahrzeug

Eine Antriebssteuervorrichtung für ein Fahrzeug kann die Ansprechempfindlichkeit eines Starts der Übertragung einer Antriebskraft eines Verbrennungsmotors bei einem Neustart des Verbrennungsmotors verbessern. Die Vorrichtung umfasst einen Verbrennungsmotor (2) als eine Antriebsquelle, die Kraft auf ein Antriebsrad (5) überträgt, ein Getriebe (3), das eine Geschwindigkeit einer Drehung des Verbrennungsmotors (2) ändert und die Drehung auf das Antriebsrad (5) überträgt, eine Kupplung (26), die eine Kraftübertragung zwischen dem Verbrennungsmotor (2) und dem Antriebsrad (5) trennt oder ermöglicht, und eine HCU (10), welche die Kupplung (26) in einen gelösten Zustand während der Unterbrechung des Verbrennungsmotors (2) bringt, und, zu einem Zeitpunkt des Neustarts des Verbrennungsmotors (2) bei Erfüllung einer Neustart-Bedingung, ein Schalten einer Gangposition in dem Getriebe (3) von einer neutralen Position zu einer vorbestimmten Fahrposition durchführt, bevor der Verbrennungsmotor (2) in ...

EINRICHTUNG ZUM STEUERN EINES VERBRENNUNGSMOTORS FUER FAHRZEUGE

ARCHITEKTUR UND METHODIK FÜR INTEGRIERTE RAD- UND KAROSSERIEDYNAMIKSTEUERUNGEN STANDARDSTABILITÄTSEIGENSCHAFTEN

Verfahren zur Stabilitätskontrolle eines Fahrzeugs und ein Stabilitätskontrollsystem für das Fahrzeug. Ein Fahrerbefehl wird auf der Grundlage von Fahrereingabedaten bestimmt. Mindestens ein Ausgangsbefehl wird an ein oder mehrere Fahrzeugsysteme gesendet, um die Stabilität des Fahrzeugs basierend auf dem Fahrerbefehl zu steuern. Die Steuerung sendet den Ausgangsbefehl basierend auf einer Steuerhierarchie, die eine Reihenfolge vorgibt, in der die Steuerung die Karosseriebewegung des Fahrzeugs, den Radschlupf des Fahrzeugs und die Standardstabilität des Fahrzeugs steuert, um die Stabilität des Fahrzeugs zu steuern. Die Reihenfolge schreibt vor, dass die Steuerung die Karosseriebewegung des Fahrzeugs und den Radschlupf des Fahrzeugs steuert, bevor die Steuerung die Standardstabilität des Fahrzeugs steuert. Ein Zustand von einem oder mehreren der Fahrzeugsysteme wird auf der Grundlage des gesendeten Ausgangsbefehls gesteuert, wie es über die Steuerungshierarchie vorgegeben ist.

Antriebsvorrichtung für ein Fahrzeug

Vorhanden sind eine Differenzialdrehungreduktionssteuereinheit, die eine Differenzialdrehungreduktionssteuerung durchführt, um eine Drehzahl der ersten sich drehenden elektrischen Maschine in einer derartigen Weise zu ändern, das ein Unterschied in einer Drehzahl zwischen zwei Einrückelementen einer Reibeinrückvorrichtung klein wird, eine Einrücksteuereinheit, die eine Nicht-Synchronisationseinrücksteuerung durchführt, die es der Reibeinrückvorrichtung gestattet, in einem nicht synchronisierten Zustand unter der Bedingung einzurücken, dass die Differenzialdrehungreduktionssteuerung durchgeführt wird, um einen direkt eingerückten Zustand zu realisieren, und eine Anlasssteuereinheit, die die Drehzahl der ersten sich drehenden elektrischen Maschine mit der Drehzahl Ni der ersten sich drehenden elektrischen Maschine als einen Sollwert vorgesehen endet, was der Brennkraftmaschine gestattet, die Drehzahl Nf aufzuweisen, mit der das Anlassen möglich ist, unter der Bedingung, dass ein direkter ...

Antriebssteuervorrichtung für ein Hybridfahrzeug

Vorgesehen ist eine Hybridfahrzeugantriebssteuervorrichtung, die Rassel- bzw. Klappergeräusche reduziert, die durch Zahnräder auf einem Abtriebsstrang von einem zweiten Elektromotor erzeugt werden, wenn ein Beschleunigungsbetrieb ausgeführt wird, wenn bei einem Elektromotor-basierten Fahren die Geschwindigkeit verlangsamt wird. Wenn der Beschleunigungsbetrieb ausgeführt wird, wenn bei dem Elektromotor-basierten Fahren die Geschwindigkeit verlangsamt wird, in dem eine Bremse (BK) im Eingriff steht, wird die Eingriffskapazität der Bremse vorübergehend reduziert, nachdem die Bremse (BK) wieder in Eingriff gebracht wird. Demgemäß rutscht, wenn der Beschleunigungsbetrieb ausgeführt wird, wenn bei einem Elektromotor-basierten Fahren die Geschwindigkeit verlangsamt wird, in dem die Bremse (BK) in Eingriff steht, die Bremse (BK) während des Anziehens bzw. Straffens des Spiels zwischen den äußeren Umfangszähnen eines Sonnenrads (S2), das mit dem zweiten Elektromotor (MG2) verbunden wird, und den ...

Steuervorrichtung und Steuerverfahren für ein Hybridfahrzeug

Bereitgestellt werden eine Steuervorrichtung und ein Steuerverfahren für ein Hybridfahrzeug, die in der Lage sind, ein Drehmomentabfall zu unterdrücken, der verursacht wird bei einem Gangschalten während einem regenerativen Motorfahren unter Verwendung einer einfachen und preisgünstigen Konfiguration. Die Steuervorrichtung für ein Hybridfahrzeug umfasst: eine mechanische Leistungsquelle, einen Elektromotor, der verwendet wird, wenn die mechanische Leistungsquelle gestartet wird; eine erste Kupplung, die angeordnet ist zwischen der mechanischen Leistungsquelle und einem ersten Übertragungsmechanismus mit einer Vielzahl von Gangschaltungsstufen, zum Übertragen einer Leistung der mechanischen Leistungsquelle an den ersten Übertragungsmechanismus oder zum Abschalten der Übertragung; eine zweite Kupplung, die angeordnet ist zwischen der mechanischen Leistungsquelle und einem zweiten Übertragungsmechanismus mit einer Vielzahl von Gangschaltungsstufen, zum Übertragen der Leistung der mechanischen ...

Safety method for carrying out a clutch safety strategy for a motor vehicle's automatic gearbox during an activated crawl function reduces thermal load on the clutch through activation criteria

Time control is used as an activation criterion for testing whether a clutch slips during a time period to be determined and whether an accelerator pedal is being operated. Four to six seconds are chosen as a value for the time period. A clutch temperature model is used as an activation criterion and clutch limiting temperature of 250[deg] is selected.

Vorrichtung zur Steuerung von Funktionen eines Mobilfahrzeugs und Verfahren zur Steuerung dieser Funktionen

Eine Antriebsmaschine treibt sowohl Verbraucher als auch über eine Kupplungsvorrichtung Antriebsräder an. Beim Betätigen eines Bremspedals ermittelt eine elektronische Steuervorrichtung ein Eingangsdrehmoment der Kupplungsvorrichtung und betätigt die Kupplungsvorrichtung im Öffnungssinne dann, wenn das Bremspedal einen definierten Wert, welcher vom Eingangsdrehmoment abhängig ist, erreicht.

Control device

A control device configured with a vibration reduction necessity determination section that determines whether or not a required drive operation point falls within a reduction necessary range, which is prescribed in advance as a range in which it is necessary to reduce torque vibration transferred from the internal combustion engine to the rotary electric machine. A cancellation control execution determination section that determines whether or not torque vibration cancellation control can be executed in the case where it is determined that the required drive operation point falls within the reduction necessary range. An execution control decision section that decides to execute the torque vibration cancellation control in the case where it is determined that the torque vibration cancellation control can be executed and that decides to execute operation point change control in the case where it is determined that the torque vibration cancellation control cannot be executed.

Clutch control device of hybrid vehicle

A clutch control device of a hybrid vehicle includes a clutch driven by a motor and connected with a drive shaft. A hydraulic unit controls the clutch by oil pressure. An oil temperature detecting unit detects temperature of the oil and a unit which detects vehicle velocity. A control unit which operates through the hydraulic unit switches between an engine driving mode in which the motor shaft and the engine shaft are engaged with each other and a motor driving mode in which the motor shaft and the engine shaft are released and the hybrid vehicle is driven by the motor.

Control apparatus for vehicle and control method therefor

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 CL 2 ) 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.

Hydraulic control apparatus for vehicle

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.

Integrated hydraulic hybrid drivetrain system

A hybrid drivetrain for a motor vehicle includes an automated mechanical transmission (AMT) having an output shaft. The drivetrain includes an alternative energy source including a motor and an energy storage unit and two torque transfer arrangements. The first transfer arrangement is separate from engageable gear sets of the AMT for transferring torque from the output shaft to a motor when the energy storage unit is being charged and for transferring torque from the motor to the output shaft when the energy storage unit is being discharged. Additionally, an alternative energy source clutch for selectively coupling the first torque transfer arrangement to the output shaft is included. The second torque transfer arrangement is for transferring torque from the output shaft to a driven axle of the motor vehicle. At least one of the first and second torque transfer arrangements has different first and second torque transfer ratios.

Hybrid vehicle and hybrid power system

An operation method of a hybrid vehicle having an automatic manual transmission system adapted to use at least two energy sources is provided with the following steps. Engaging an engine with a starter generator motor such that the engine and the starter generator motor rotate synchronously. Performing a speed changing by using a control unit assembly through controlling rotation speed of the traction motor and a rotation speed of the starter generator motor to a desired rotation speed for the speed changing according to a running state of the vehicle, such that the engine and the traction motor nearly rotate synchronously with the automatic manual transmission system to perform a gear ratio shifting process thereby to perform the speed changing. Controlling an automatic-switching clutch to engage or disengage the engine and the traction motor to achieve a plurality of driving mode for the vehicle.

Multi-use dual-engine, variable-power drive

A power unit has: a conversion device ( 3, 106 ) for converting mechanical energy of rotation into a different form of energy which can be used for various purposes; a first internal combustion engine ( 1, 102 ); a second internal combustion engine ( 5, 104 ); a first clutch ( 2, 103 ) through which the first engine can be selectively coupled to a first axial end of a rotor shaft of the conversion device for transmitting mechanical energy of rotation to the rotor shaft when the first clutch is engaged; and a second clutch ( 4, 105 ) through which the second engine can be selectively coupled to a second axial end of the rotor shaft for transmitting mechanical energy of rotation from the second engine to the rotor shaft when the second clutch is coupling the second engine to the rotor shaft.

Control Strategy for Multi-Mode Vehicle Propulsion System

A method for controlling a propulsion system for a vehicle including a transmission coupling an output shaft of the internal combustion engine to a drive wheel of the vehicle, wherein said transmission includes a lash region, the method comprising of adjusting an operating parameter of the engine so that at least one cylinder of the engine is transitioned between a first combustion mode and a second combustion mode, and varying a timing of said transition responsive to whether the transmission is operating within the lash region of the transmission.

Method for controlling an automated shift gearbox

A method for controlling a drivetrain in a motor vehicle which has an internal combustion engine with a crankshaft, an automated gearbox with engagable and disengagable gears and a gearbox input shaft and a gearbox output shaft which drives drive wheels, a friction clutch which connects the crankshaft and the gearbox input shaft in a separable manner and is operated in an automated fashion, and a control unit for controlling the drivetrain. For driving comfort, before the vehicle comes to a stop, a starting gear is engaged in an overrun mode such that, after opening the friction clutch, a synchronization of gearbox input and output shaft rotational speed of the starting gear is initiated at a gearbox input shaft rotational speed which is higher than a target rotational speed of the gearbox input shaft yielded by the transmission ratio of the starting gear between the gearbox input and output shaft.

Drive device for vehicle

There is provided a drive device for a vehicle. A forward clutch that is engaged during forward driving is provided in a power transmission path between an engine and a drive wheel. A spring is incorporated in an engagement oil chamber of the forward clutch, thereby causing the forward clutch to be held in a slipping state or an engaged state through the spring force even during an idling stop that suffers from reduced control oil pressure. This arrangement can prevent the forward clutch from producing an engagement shock during an engine restart. In addition, an input clutch driven by an electric actuator is provided in the power transmission path. With this arrangement, neutral control can be performed by disengaging the input clutch even if the forward clutch which is to be held in a slipping state or an engaged state is provided.

Hybrid vehicle and control method thereof

A hybrid vehicle which runs on power from at least one of an electric motor and an engine. When a required output exceeds a sum of an output of the electric motor which is driven by electric power supplied from a battery and an output of the engine while the hybrid vehicle is running on a drive mode in which at least the engine works as a drive source with a clutch engaged, the a transmission ratio changing unit increases a ratio of electrical transmission to mechanical transmission of the output of the engine, and an engaging/disengaging control unit releases the clutch at a time point when the mechanically-transmitted output of the engine becomes 0, with the clutch engaged.

Method for Disconnecting an Electrical Machine on a Running Gear of a Vehicle, in Particular a Hybrid Motor Vehicle

A method for disconnecting an electrical machine connected with the wheels of a vehicle's drive axle by means of a dog clutch having intermeshing couplers includes, upon receipt of a command to disengage, two successively activated steps. In the first step, a torque equal to a calibrated threshold of a target torque (d) is applied to the electrical machine so to effect a zero torque between the couplers. During this step, a dog clutch actuator is deactivated so to allow the dog clutch to disengage from the electrical machine as quickly as possible. Next, a torque having a value determined according to a slope whose value ranges from the calibrated threshold of the target torque (d) to zero is applied to the electrical machine.

Method and apparatus for controlling an engine of a motor vehicle

A method and apparatus for controlling the operation of an engine of a motor vehicle is disclosed in which the engine is restarted while the vehicle is in motion by bump starting it if the speed of the vehicle falls within predetermined speed limits but is otherwise restarted using a starter motor. The number of starts for which the starter motor is used is thereby reduced advantageously reducing wear of the starter motor and increasing the life and/or reducing the duty cycle of the battery or source of power used for the starter motor.

Vehicle drive device

A vehicle drive including an input coupled to an engine, an output coupled to wheels, an intermediate member between the input and output and coupled to a rotary electric machine, a friction engagement device between the input and intermediate member, and a control device. The control device, when starting the engine with the friction engagement device disengaged, engages the friction engagement device when a rotational speed difference between the input and intermediate member is equal to or less than a predetermined value; raises a rotational speed of the input using the rotary electric machine with the friction engagement device engaged to start the engine; and, when a rotational speed of the engine is equal to or more than a predetermined value, reduces an engagement pressure of the friction engagement device and the friction engagement device is returned to the engaged state when the rotational speed difference reaches a threshold.

Power transmitting apparatuses

A power transmitting apparatus for a vehicle mounted with a torque converter and an idle-stop mechanism can be configured to improve fuel economy without cancelling a fuel-cut-ff during vehicle speed reduction and to reduce the manufacturing cost by eliminating an electrically-driven oil pump. A power transmitting apparatus can comprise a torque converter, a clutch mechanism, an oil pump, a continuously variable transmission, a clutch control device, an engine control device, and a flow control device. The flow control device can be configured to limit or prevent the supply of oil to the torque converter by the oil pump and to prioritize the supply of oil to the clutch mechanism and the continuously variable transmission when the vehicle speed is reduced below a predetermined value with fuel being cut off by the engine control device during vehicle speed reduction.

System and method for model-based neutral idle clutch control

A vehicle includes an engine, an automatic transmission, and a controller. The transmission includes a neutral idle (NI) state and a designated NI clutch which is selectively actuated to exit the NI state. The controller executes instructions from tangible memory to shift out of the NI state and into a drive state. The controller includes a slip model which generates a desired clutch slip profile as a differentiable time function, and a desired slip derivative of the desired slip profile. The desired profiles are used to calculate a clutch pressure command for controlling the designated NI clutch. The time function may be at least a third order/cubic equation. A method includes executing the slip model to generate the desired clutch slip profile, calculating a desired slip derivative of the desired slip profile, and using the desired slip profile derivative to calculate a clutch pressure command for the designated NI clutch.

Method of controlling double clutch transmission of vehicle

A method of controlling a double clutch transmission of a vehicle to conduct a series of downshifting operations from a preceding gear to a subsequent gear via a current gear in response to deceleration of the vehicle, may include maintaining a clutch which has been in an engaged state at the preceding gear, in the engaged state until after an order to shift to the subsequent gear may be generated, when shifting from the preceding gear to the current gear, releasing the clutch after the order to shift to the subsequent gear may be generated, and engaging a shift gear of the subsequent gear after the releasing of the clutch.

Clutch Torque Trajectory Correction to Provide Torque Hole Filling During a Ratio Upshift

A control system and method for controlling a multiple gear ratio automatic transmission in a powertrain for an automatic transmission having pressure activated friction torque elements to effect gear ratio upshifts. The friction torque elements are synchronously engaged and released during a torque phase of an upshift event as torque from a torque source is increased while allowing the off-going friction elements to slip, followed by an inertia phase during which torque from a torque source is modulated. A perceptible transmission output torque reduction during an upshift is avoided. Measured torque values are used during a torque phase of the upshift to correct an estimated oncoming friction element target torque so that transient torque disturbances at an oncoming clutch are avoided and torque transients at the output shaft are reduced.

Hybrid electric drive unit, hybrid drive system and control method thereof

A series/parallel hybrid electric drive unit for vehicle comprises an engine ( 1 ), a main traction motor ( 2 ), an integrated starter-generator ( 3 ), a differential ( 4 ), a first shaft (main haft) ( 5 ), a first stage decelerating device ( 9 ), a second stage decelerating device ( 10 ), a first clutch ( 6 ), a second clutch ( 7 ) and a synchronizer ( 8 ). The synchronizer ( 8 ) is slidably arranged on the first shaft ( 5 ) which is connected to the first stage decelerating device ( 9 ) or the second stage decelerating device ( 10 ) by the synchronizer ( 8 ), respectively. The hybrid electric drive unit of the invention has a compactly-arranged internal structure and an efficient and appropriate internal connection, and a switch between connection and disconnection of respective hybrid power sources and wheels and a shifting among operating modes and gear positions of the hybrid drive system can be realized.

Vehicle power generation system and method thereof

The vehicle power generation system includes: a power generation unit, a power supply unit, a clutch mechanism, and a control unit. The power generation unit includes generator, power input shaft, and a power output unit. The clutch mechanism includes a speed increasing unit and a motor controller for attaching the speed increasing unit to the crankshaft or detaching the speed increasing unit from the crankshaft. The control unit is electrically connected to the motor controller, and includes a power generation condition determining unit.

Control method and control apparatus for four-wheel drive vehicle

Discloses is a method of controlling a four-wheel drive vehicle equipped with a torque distribution device capable of changing a torque distribution amount for secondary driven wheels according to an input current to be applied thereto. This method comprises the steps of: applying, to the torque distribution device, a current value corresponding to a target torque distribution amount; and, performing a current changing control for increasing and reducing the input current to the torque distribution device. The step of performing a current changing control includes causing the input current to the torque distribution device to be temporarily increased to a value greater than the current value corresponding to the target torque distribution amount, and then returned to the current value corresponding to the target torque distribution amount, and repeating the temporary increasing of the input current at least at intervals of a predetermined time.

Automatic speed control system for manual transmission

Disclosed therein is an automatic speed control system for a manual transmission. Clutch operating means using a combination of a motor and gears, transmission lever operating means using a combination of a motor and gears, and a control part, which check a driving state of a vehicle in real time and controls the motor if gear-shifting is needed, are additionally mounted to a general manual transmission, so that the general manual transmission can automatically shift the gear like an automatic transmission.

Power transmission control device for vehicle

In this power transmission control device, an EV travel mode for traveling by using only an electric-motor driving torque in a state in which a clutch torque is maintained to zero, and an EG travel mode for traveling by using the internal-combustion-engine driving torque in a state in which the clutch torque is adjusted to a value larger than zero are selectively realized depending on a travel state. In a state in which the EV travel mode is selected, when it is determined that a vehicle speed is higher than a predetermined speed Vth, “a gear position to be realized” is changed depending on the travel state of the vehicle, and when it is determined that the vehicle speed is equal to or lower than the predetermined speed Vth, “the gear position to be realized” is maintained to a current gear position independently of the travel state of the vehicle.

Clutch water pump, control system thereof, and control method thereof

A clutch water pump may include a pulley, a brake pad attached on an interior surface of the clutch compartment of the pulley, a clutch disk disposed corresponding to the brake pad in the clutch compartment, a hub rotatably mounted into the penetrating hole and coupled to the clutch disk through a plurality of spring pins, the plurality of spring pins connecting slidably the clutch disk to the hub, a magnetic actuator fixed to the hub and disposed to the clutch disk to selectively move the clutch disk toward or away from the brake pad, and a main shaft, one end of which is fixed to the center of the hub and the other end of which is fixed to an impeller. Furthermore, a method of controlling the clutch water pump according to the engine rotation speed, the coolant temperature, and a condition of the coolant temperature sensor is provided.

Hybrid Module

A hybrid module includes a housing, an input intended for rotationally coupling to an internal combustion engine, an output intended for rotationally coupling to an input of a gearbox, an electric machine arranged in the housing and having a stator and a rotor arranged within the stator radially, a separation clutch and a torsional vibration damper. The separation clutch and the torsional vibration damper are arranged within the rotor in both the radial and axial directions. 1. A hybrid module , comprising:a housing;an input for rotationally coupling to an internal combustion engine;an output for rotationally coupling to an input of a gearbox;an electric machine comprising a stator and a rotor, the rotor being arranged radially inward of the stator;a separation clutch;a torsional vibration damper;wherein the electric machine is arranged within the housing, and the separation clutch and the torsional vibration damper are arranged within the rotor in both a radial direction and an axial direction thereof.2. The hybrid module according to claim 1 , wherein the separation clutch comprises a plurality of friction plate pairs.3. The hybrid module according to claim 1 , wherein the separation clutch is operatively configured to be closed in a non-actuated state.4. The hybrid module according to claim 2 , wherein the separation clutch is operatively configured to be closed in a non-actuated state.5. The hybrid module according to claim 1 , further comprising:a hydraulic system operatively configured for opening the separation clutch.6. The hybrid module according to claim 2 , further comprising:a hydraulic system operatively configured for opening the separation clutch.7. The hybrid module according to claim 3 , further comprising:a hydraulic system operatively configured for opening the separation clutch.8. The hybrid module according to claim 2 , wherein the separation clutch is operatively designed to fully separate friction plates of the friction plate pairs in an open ...

Ratio Shift Control System And Method For A Multiple-Ratio Automatic Transmission

A control system and method for controlling a multiple gear ratio automatic transmission in a powertrain for an automatic transmission having pressure activated friction torque elements to effect gear ratio upshifts. The friction torque elements are synchronously engaged and released during a torque phase of an upshift event as torque from a powertrain source is increased while allowing the off-going friction elements to slip, followed by an inertia phase during which torque from a powertrain source is modulated. A perceptible transmission output torque reduction during an upshift is avoided. 1. A multiple-ratio transmission wherein a powertrain source provides an input torque to the transmission comprising:oncoming and off-going friction elements for effecting ratio shifts; increase the input torque during a torque phase as the off-going friction element slips,', 'thereby minimizing torque transients to a transmission output during the upshift event., 'a controller, during a ratio upshift event, configured to2. The multiple-ratio transmission set forth in wherein the controller is configured to:decrease the input torque during a transition from the torque phase to an inertia phase; andincrease the input torque at the end of the inertia phase.3. The multiple-ratio transmission set forth in claim 2 , wherein control of the powertrain source is closed loop control.4. A control system for a multiple-ratio vehicle transmission comprising:a controller for controlling torque capacity of oncoming and off-going friction elements,wherein, during an upshift event, torque control of a powertrain source and the off-going friction element is decoupled from the oncoming friction element,wherein torque control of the powertrain source being independently managed to obtain a controlled increase in torque of the powertrain source during an torque phase and prior to an inertia phase.5. The control system set forth in claim 4 , wherein the off-going friction element torque capacity is ...

CLUTCH WATER PUMP, CONTROL SYSTEM THEREOF, AND CONTROL METHOD THEREOF

A clutch water pump may include a pulley, a brake pad attached on an interior surface of the clutch compartment of the pulley, a clutch disk disposed corresponding to the brake pad in the clutch compartment, a hub rotatably mounted into the penetrating hole and coupled to the clutch disk through a plurality of spring pins, the plurality of spring pins connecting slidably the clutch disk to the hub, a magnetic actuator fixed to the hub and disposed to the clutch disk to selectively move the clutch disk toward or away from the brake pad, and a main shaft, one end of which is fixed to the center of the hub and the other end of which is fixed to an impeller. Furthermore, a method of controlling the clutch water pump according to the engine rotation speed, the coolant temperature, and a condition of the coolant temperature sensor is provided. 17.-. (canceled)8. A control device of a clutch water pump , comprising:an engine rotation speed detecting portion that detects engine rotation speed;a water temperature detecting portion that detects temperature of a coolant;a switch that detects an on/off condition of a heater switch;a control portion that operates the clutch water pump depending on the coolant temperature and the on/off condition of the heater switch; anda clutch that generates magnetic force to control the operation of the clutch water pump depending on control signal of the control portion.9. The control device of claim 8 , wherein the water temperature detecting portion is disposed at an outlet of the coolant in a cylinder block.10. The control device of claim 8 , wherein if the engine rotation speed exceeds a predetermined standard value claim 8 , if the coolant temperature exceeds a first predetermined value claim 8 , if the heater switch is on claim 8 , or if the coolant temperature sensor is out of order claim 8 , the control portion operates the clutch water pump.11. The control device of claim 8 , wherein if the engine rotation speed is lower than a ...

Vehicle driving system and control method for vehicle driving system

A vehicle driving system 1 includes a first and second engines ENG 1 and ENG 2 , a first and second transmissions TM 1 and TM 2 with first and second one-way clutches OWC 1 and OWC 2 provided in each output portion respectively, a driving target member 11 connected to output members 121 of the one-way clutches OWC 1 and OWC 2 in common via clutch mechanisms CL 1 and CL 2 , a main motor/generator MG 1 connected to the driving target member 11 , and a controller 5 . The controller 5 disconnects the clutch mechanisms CL 1 and CL 2 when a vehicle runs rearward, the transmissions TM 1 and TM 2 , and runs the vehicle rearward by a reverse rotation operation of the motor/generator MG 1 . The controller otherwise holds the clutch mechanisms CL 1 and CL 2 connected at the time of a start on an uphill and obtains a hill hold function using a rearward running blocking operation through the transmissions TM 1 and TM 2.

GEARBOX ARRANGEMENT

A gearbox arrangement (), which is arranged in a drive train of a multi-axle land vehicle (), in particular a commercial vehicle, or a similar means of transportation, wherein at least one of said axles is driven, wherein at least one planetary drive () is associated with each of the axle halves () of a driven axle. The gearbox arrangement comprises at least one sensor device () for detecting a steering manipulation on the vehicle () and a control device (). In order to have a gearbox arrangement () available that establishes a reliable, simply designed connection between the drive motor and driven wheels () with little effort and enables reliable control of the particular wheels () in regard to rotational speed and torque during drive and during deceleration, and thus realizes a controllable rotational speed compensation during cornering and significantly reduces the diameter and the constructed size of the power-split gearbox in particular for vehicles () having a high axle torque, the axle halves () are driven synchronously without differential and the control device () is provided with a hydrostatic device () that can be manipulated, by which hydrostatic device each of the wheels () rolling without slip maintains its torque. 156114. A gearbox arrangement which is arranged on a drive train of a single-axle or multi-axle land vehicle , at least one of said axles being driven , comprising at least one planetary drive associated in each case with axle halves of the driven axle , at least one sensor device for detecting a steering manipulation on the vehicle , and a control device , the planetary drives are able to be controlled by the control device using values calculated from steering manipulation data , such that each relevant wheel arranged on the respective axle half is driven at a rotational speed at which it rolls without slip , the axle halves () are driven synchronously without a differential , and the control device () has a hydrostatic device () which is ...

HYBRID VEHICLE CONTROL UNIT AND CONTROL METHOD

With a hybrid vehicle driven at extremely low speeds only by power from the electric motor, when a state-of-charge of the battery becomes equal to or smaller than a predetermined level or when a rotational speed required on the air conditioner compressor is less than a desired rotational speed, power from the internal combustion engine is transmitted to the output shaft by engaging the first engaging and disengaging mechanism, starting the internal combustion engine by power from the electric motor, and thereafter, engaging the first engaging and disengaging mechanism or the second engaging and disengaging mechanism between a fully applied state and a fully released state. 115-. (canceled)16. A control unit for a hybrid vehicle having an internal combustion engine and an electric motor as drive sources , the hybrid vehicle including:a transmission including:a first transmission mechanism in which mechanical power from an engine output shaft of the internal combustion engine and the electric motor is borne by a first input shaft that engages with the electric motor and any one of a plurality of change-speed gears is engaged via a first synchronizing unit so that the first input shaft is brought into engagement with driven wheels of the hybrid vehicle;a second transmission mechanism in which mechanical power from the engine output shaft is borne by a second input shaft and any of a plurality of change-speed gears is engaged via a second synchronizing unit so that the second input shaft is brought into engagement with the driven wheels;a first engaging and disengaging mechanism that is provided so as to correspond to the first transmission mechanism for engaging the engine output shaft with the first input shaft; anda second engaging and disengaging mechanism that is provided so as to correspond to the second transmission mechanism for engaging the engine output shaft with the second input shaft; andan air conditioner compressor that is connected to the first input ...

COASTING CONTROL DEVICE

A coasting control device for avoiding dangerous modes such as tire lock up upon the end of coasting control. The device, which performs coasting control to disengage the clutch and to reduce the engine revolutions per minute (RPM), also prevents a gearshift operation during coasting control. 1. A coasting control device which performs coasting control to disengage a clutch and reduce the number of revolutions per minute of an engine to a number of idle revolutions per minute when the engine is doing no work for the outside of the engine while the vehicle is in motion , the coasting control device comprising gearshift prevention means for preventing a gearshift operation during coasting control.2. The coasting control device according to claim 1 , wherein the gearshift prevention means comprises:a lock mechanism capable of mechanically locking a shift lever; anda gearshift prevention control unit controlling the lock mechanism so that while coasting control is being performed, the shift lever is mechanically locked to prevent a gearshift operation and, while coasting control is not being performed, the shift lever is unlocked to allow a gearshift operation.3. The coasting control device according to claim 2 , wherein the lock mechanism is a shift-lock solenoid. The present invention relates to a coasting control device capable of avoiding dangerous modes such as tire locking up upon the end of coasting control.When the accelerator pedal of a vehicle is pressed while the clutch is disengaged, the accelerator (throttle) is opened to cause the engine to run at “idle” and the engine RPM (the number of revolutions of the engine) is stabilized at the engine RPM corresponding to the accelerator opening degree (accelerator position). At that point in time, the driving force generated by the engine and the internal resistance (friction) of the engine are in equilibrium and the engine output torque is 0. That is, the engine does no work for the outside the engine and fuel is ...

VEHICLE, CONTROL METHOD, AND PROGRAM

The occurrence of shock and the occurrence of the feeling of losing speed can be prevented. When the clutch is engaged from the state in which the clutch is disengaged and a vehicle is being driven by only the power of an electric motor, an electric motor control unit controls the electric motor so that the torque of the electric motor is decreased at a rate determined according to the torque requested by the driver. During the period in which the torque of the electric motor is decreased at the above rate, a clutch control unit controls the engagement of the clutch so that the clutch is engaged after being set to a half-engaged clutch state in which part of the power is transmitted. The present invention is applicable to hybrid vehicles. 1. A vehicle driven by an internal combustion engine and an electric motor that are connected to each other through a clutch configured to connect or cut power , the vehicle comprising an apparatus including:electric motor control means for controlling the electric motor in order to reduce a torque of the electric motor at a rate determined according to a torque requested by a driver when the clutch is engaged from a state in which the clutch is disengaged and the vehicle is driven only by the power of the electric motor; andclutch engagement control means for controlling the engagement of the clutch in order to shift the clutch to a half-engaged clutch state where the power is partially transmitted and then engage the clutch during the period when the torque of the electric motor is reduced at the rate.2. The vehicle according to claim 1 , further comprising:request means for requesting a synchronization of a rotational speed of the internal combustion engine when the clutch is engaged from the state in which the clutch is disengaged and the vehicle is driven only by the power of the electric motor.3. The vehicle according to claim 1 , further comprising:determining means for determining whether a difference between a rotational ...

COASTING CONTROL DEVICE

A coasting control device capable of avoiding coasting control during turning is provided. A turning recognition unit that recognizes that a vehicle is turning and a unit for prohibiting coasting control during turning that prohibits coasting control when the turning recognition unit recognizes that the vehicle is turning are provided. 14-. (canceled)5. A coasting control device comprising:a coasting control execution unit that disengages a clutch in a driving situation in which an engine does no work for the outside and lowers an engine RPM so as to start coasting control;a turning recognition unit that recognizes that the vehicle is turning; anda unit for prohibiting coasting control during turning that prohibits coasting control when the turning recognition unit recognizes that the vehicle is turning.6. The coasting control device according to claim 5 , whereinthe turning recognition unit recognizes that the vehicle is turning from a difference in rotation speeds between right and left wheels.7. The coasting control device according to claim 6 , whereinthe turning recognition unit recognizes that the vehicle starts turning when the difference in rotation speeds between the right and left wheels exceeds a first threshold value and recognizes that the vehicle terminates turning when the difference in rotation speeds between the right and left wheels falls to a second threshold value, which is smaller than the first threshold value, or less after that.8. The coasting control device according to claim 5 , further comprising:a coasting control determination map to be referred to by a clutch rotation speed and an accelerator opening degree, whereinthe coasting control execution unit starts coasting control by disengaging the clutch and lowering the engine RPM when plotted points of the clutch rotation speed and the accelerator opening degree on the coasting control determination map are within a coasting control available region, an accelerator pedal operation speed is ...

HYBRID DRIVE TRAIN FOR A GAS TURBINE ENGINE

Several configurations of a hybrid drive train are disclosed using a one-way clutch to prevent reverse power flow from the drive train to a free power turbine. The drive trains are parallel configurations including a generator/motor that can provide a dynamic or regenerative braking capability or a power boost if required. The drive train can be based on a manual or automatic transmission. A dry clutch can be used to engage and disengage the engine from the transmission. A generator/motor can be used to neutralize torque for disengaging the gearing in a transmission or to synchronize the rotational speeds of the gearing for engaging the gearing in a transmission, thus eliminating the need for a dry clutch when a manual transmission is used. 1. A vehicle , comprising:a gas turbine engine as a prime power source;a drive train operatively connected to the gas turbine engine to propel the vehicle, wherein the drive train is free of a dry clutch and comprises:a one-way clutch to inhibit reverse power flow from the drive train to the engine;a manual transmission comprising a gear set with a first and second gear having a gear ratio between the first gear and the second gear; anda generator/motor to at least one of: absorb sufficient power to substantially neutralize torque of the drive train to enable disengaging the transmission from a drive shaft of the drive train; and absorb or supply sufficient power to substantially synchronize the first and second gears in the gear set to enable engaging the transmission with the drive shaft of the drive train.2. The vehicle of claim 1 , wherein the generator/motor is able to absorb or supply up to about 400 N-m of torque at about 14 claim 1 ,000 rpm and wherein the generator/motor has a power rating in a range of from about 250 to about 400 kW and the gas turbine engine has a free power turbine outputting up to about 375 kW.3. The vehicle of claim 1 , wherein a controller at least one of: operation (i) disengages the first and ...

METHOD FOR OPERATING A FORWARD-GUIDING DRIVER ASSIST SYSTEM IN A MOTOR VEHICLE, AND A MOTOR VEHICLE

A method for operating a forward-guiding driver assist system, in particular an ACC system, in a motor vehicle having a clutch pedal as a driver-operated actuator for manually operating a clutch and an additional clutch actuator includes the steps of performing with the driver assist system at least one driving intervention for controlling the speed of the motor vehicle, determining a desired clutch slip, when controlling the speed, and controlling the additional clutch actuator for automatically disengaging and engaging the clutch commensurate with the determined clutch slip. 1. A method for operating a forward-guiding driver assist system in a motor vehicle having a clutch pedal as a driver-operated actuator for manually operating a clutch and an additional clutch actuator , comprising the steps of:performing with the driver assist system at least one driving intervention for controlling the speed of the motor vehicle,when controlling the speed, determining a desired clutch slip, andcontrolling the additional clutch actuator for automatically disengaging and engaging the clutch commensurate with the determined clutch slip.2. The method of claim 1 , wherein the forward-guiding driver assist system an ACC (automatic cruise control) system.3. The method of claim 1 , wherein the desired clutch slip is between 0% and 100%.4. The method according to claim 1 , wherein the clutch slip is determined based on at least one criterion selected from reducing energy consumption of the motor vehicle and enhancing comfort for a driver.5. The method according to claim 4 , wherein the criterion is selected to optimize energy consumption of the motor vehicle and enhance comfort for the driver.6. The method of claim 1 , wherein the desired clutch slip is determined by generating a target deceleration which is situated between a drag torque deceleration of the engine and a coasting mode deceleration provided in coasting mode with the clutch disengaged claim 1 , in absence of control of ...

COASTING CONTROL DEVICE

A coasting control device capable of avoiding coasting control during running on road having a small coefficient of friction between a tire and a road surface (“low μ roads”) includes a low μ road running recognition unit which recognizes that a vehicle is running on a low μ road and a unit for prohibiting coasting control during low μ road running when the low μ road running recognition unit recognizes that the vehicle is running on a low μ road. 14-. (canceled)5. A coasting control device comprising:a coasting control execution unit that disengages a clutch in a driving situation in which an engine does no work for the outside and lowers an engine RPM so as to start coasting control;a low μ road running recognition unit that recognizes that a vehicle is running on a low μ road; anda unit for prohibiting coasting control during low μ road running that prohibits coasting control when the low μ road running recognition unit recognizes that the vehicle is running on a low μ road.6. The coasting control device according to claim 5 , further comprising:a speed sensor that detects a rotation speed of a driving wheel and a rotation speed of a non-driving wheel, whereinthe low μ road running recognition unit recognizes that the vehicle is running on a low μ road from a rotation speed difference between the driving wheel and the non-driving wheel.7. The coasting control device according to claim 5 , further comprising:an ABS control unit that detects a tire slip, whereinthe low μ road running recognition unit recognizes that the vehicle is running on a low μ road from a sip signal outputted by the ABS control unit.8. The coasting control device according to claim 5 , further comprising:a coasting control determination map to be referred to by a clutch rotation speed and an accelerator opening degree, whereinthe coasting control execution unit starts coasting control when plotted points of the clutch rotation speed and the accelerator opening degree on the coasting control ...

DRIVE APPARATUS IN A SELF-PROPELLED CONSTRUCTION MACHINE

A drive apparatus in a self-propelled construction machine comprises a milling rotor and a main drive which can be coupled to the milling rotor via an engaging and disengaging clutch, and an auxiliary drive which can be coupled to the milling rotor alternatively to the main drive. The clutch is provided with a fixed side and an axially displaceable output side, which is displaceable between an engaged position and a disengaged position. The axially displaceable side is simultaneously also the engaging and disengaging part of a shiftable transmission, the fixed part of which is driven by the auxiliary drive, with the transmission and the clutch being engaged and disengaged in a selective fashion via the axially displaceable side of the clutch. 1. An apparatus in a self-propelled construction machine , comprising:a milling rotor and a main drive which can be coupled to the milling rotor via an engaging and disengaging clutch, and an auxiliary drive which can be coupled to the milling rotor alternatively by the clutch to the main drive;the clutch being provided with a fixed input side and an axially displaceable output side, the axially displaceable side being displaceable between an engaged position and a disengaged position, the axially displaceable side also comprising an engaging and disengaging part of a shiftable transmission, a fixed part of the shiftable transmission being driven by the auxiliary drive, with the transmission and the clutch being selectively engaged and disengaged via the axially displaceable side of the clutch.2. An apparatus according to claim 1 , wherein the clutch is a disk clutch or multi-disk clutch claim 1 , and wherein a disk or plate is arranged as a connecting element with the auxiliary drive.3. An apparatus according to claim 1 , wherein the transmission includes a toothed gearing or a friction gearing.4. An apparatus according to claim 3 , wherein the axially displaceable side of the clutch includes a pressure disk with a gear rim ...

SHIFTING PROCEDURE FOR POWERSPLIT SYSTEMS

A method for shifting a transmission capable of operating in a hydrostatic power transmission mode or a blended hydrostatic and mechanical power transmission mode is provided. The transmission includes a mechanical portion and a hydraulic portion. The method comprises the steps of placing the transmission in the hydrostatic power transmission mode, reducing an amount of engagement of a primary clutch, adjusting a rotational speed of the hydraulic portion, increasing an amount of engagement of a secondary clutch, and engaging the secondary clutch and disengaging the primary clutch. The method for shifting the transmission minimizes torque interruption, increases a fuel efficiency of a vehicle, and increases a range of operating speeds of the vehicle the transmission is incorporated in 1. A method for shifting a transmission , comprising the steps of:providing the transmission capable of operating in a hydrostatic power transmission mode or a blended hydrostatic and mechanical power transmission mode; the transmission including a mechanical portion drivingly engaged with an output of the transmission, a hydraulic portion, a primary clutch, and a secondary clutch; the primary clutch disposed between the hydraulic portion and the output of the transmission and the secondary clutch disposed between the hydraulic portion and the mechanical portion;placing the transmission in the hydrostatic power transmission mode;reducing an amount of engagement of the primary clutch, thereby adjusting a torque applied to the output;adjusting a rotational speed of the hydraulic portion to facilitate driving engagement between the hydraulic circuit and mechanical portion, thereby adjusting a torque applied to the output;increasing an amount of engagement of the secondary clutch, thereby adjusting a torque applied to the output of the transmission; andengaging the secondary clutch and disengaging the primary clutch.2. The method for shifting a transmission according to claim 1 , wherein ...

VEHICLE DRIVE SYSTEM

A rear-wheel drive system includes motors for generating driving force to drive a vehicle, hydraulic brakes on power transmission lines between the motors and rear wheels switching a motors side and a wheels side to a connected state or a disconnected state, an ECU controlling the motors and the brakes and a one-way clutch in parallel with the hydraulic brakes on the transmission line configured to be engaged when a forward rotational power on the motors side is inputted into the wheels side and disengaged when a backward rotational power on the motors side is inputted into the wheels side and vice versa. The ECU causes the hydraulic brakes to be applied so as to put the motors side and the wheels side in the connected state when the forward rotational power on the motors side is inputted into the wheels side. 1. A vehicle drive system including:a motor that generates driving force to drive a vehicle;a motor controller that controls the motor;a connection/disconnection unit that is provided on a power transmission line between the motor and a wheel and which puts a motor side and a wheel side in a connected state or a disconnected state by being applied or released; anda connection/disconnection unit controller that controls the connection/disconnection unit, the system further including:a one-way transmission unit that is provided in parallel with the connection/disconnection unit on the power transmission line between the motor and the wheel and which is configured so that the one-way transmission unit is put in an engaged state when a forward rotational power on the motor side is inputted into the wheel side and is put in a disengaged state when a backward rotational power on the motor side is inputted into the wheel side, while the one-way transmission unit is put in the disengaged state when a forward rotational power on the wheel side is inputted into the motor side and is put in the engaged state when a backward rotational power on the wheel side is inputted ...

CONTROL DEVICE FOR A VEHICLE

A control device for a vehicle includes an electric motor disposed in a manner enabling power transmission to wheels; and a clutch device capable of interrupting and connecting a power transmission path between the wheels and the electric motor, if temperature of the electric motor exceeds predetermined temperature defined in advance, the electric motor being rotated after the power transmission path between the wheels and the electric motor is interrupted by the clutch device. 112-. (canceled)13. A control device for a vehicle comprising an electric motor disposed in a manner enabling power transmission to wheels; and a clutch device capable of interrupting and connecting a power transmission path between the wheels and the electric motor ,if temperature of the electric motor exceeds predetermined temperature defined in advance, the electric motor being rotated after the power transmission path between the wheels and the electric motor is interrupted by the clutch device.14. The control device for a vehicle of claim 13 , wherein after the power transmission path between the wheels and the electric motor is interrupted by the clutch device claim 13 , the electric motor is rotated by using an engine disposed as a drive force source of a vehicle.15. The control device for a vehicle of claim 13 , wherein after the power transmission path between the wheels and the electric motor is interrupted by the clutch device claim 13 , the electric motor is rotated by using another electric motor.16. The control device for a vehicle of claim 13 , wherein after the power transmission path between the wheels and the electric motor is interrupted by the clutch device claim 13 , the electric motor is rotated by supplying a drive current to the electric motor.17. The control device for a vehicle of claim 13 , comprising a cooling device having a lubrication oil supply oil passage supplying lubrication oil from inner circumferential side of the electric motor to the electric motor ...

Clutch torque trajectory correction to provide torque hole filling during a ratio upshift

A multiple ratio transmission having an input shaft, an output shaft and oncoming clutch and off-going clutch for effecting ratio upshifts is provided. The transmission also includes a transmission controller configured for controlling shifts. During the torque phase of a ratio upshift, the controller increases input torque. Next, the controller estimates an oncoming clutch target torque. The controller controls a torque input to ensure the off-going clutch remains locked. The controller measures an actual transmission value for a torque transmitting element of the transmission and corrects the oncoming clutch target torque using the actual transmission value whereby an increasing torque for the oncoming friction element is achieved with minimal torque transients along the output shaft during the upshift.

HYBRID-VEHICLE CONTROL DEVICE

Provided is a hybrid-vehicle control device that can continue high-speed driving, without transitioning to the HEV mode, by raising the motor torque limit during driving in the EV mode. The hybrid-vehicle control device includes: an engine; a motor that starts the engine and that drives driving wheels; a first clutch that switches between the HEV mode and the EV mode; an automatic transmission; and an electric-vehicle mode control means. The smaller the transmission ratio of the transmission is during driving in the EV mode, the smaller the value of the engine start torque, which is reserved for transitioning to the HEV mode, is made by the electric-vehicle mode control means. 1. A control device for a hybrid vehicle comprising:an engine;a motor disposed in a driveline between the engine and driving wheels;mode switching means for selectively switching between a hybrid vehicle mode using the engine and the motor as a driving source, and an electric vehicle mode using the motor as the driving source;a transmission disposed between the motor and the driving wheels; and during a travel in the electric vehicle mode when a transmission ratio is at or less than a predetermined value, an engine startup torque preserved for transition to the hybrid vehicle mode is set to a smaller torque than a required torque for engine startup;', 'the engine startup torque is set smaller as the transmission ratio decreases; and', 'a clutch engagement capacity of a clutch selectively engaged downstream of the motor is reduced by a difference between the required torque for engine startup and the set engine startup torque, thereby compensating the required torque for engine startup., 'an electric vehicle mode control means configured such that2. The control device for hybrid vehicle as claimed in claim 1 , wherein the transmission is configured as a multi-step automatic transmission and the electric vehicle mode control means is configured to set the engine startup torque with the ...

Vehicle, control method, and program

Provided are a vehicle, control method, and computer program with which reliable starting is possible without modifying hardware. When a clutch is disconnected, an inverter determines whether the time period in which the absolute value of the rotational speed of a motor becomes a predetermined first threshold or less and the torque of the motor becomes a predetermined second threshold or greater has continuously equaled or exceeded a predetermined third threshold. When the clutch is disconnected and it is determined that the time period in which the absolute value of the rotational speed of the motor becomes the predetermined first threshold or less and the torque of the motor becomes the predetermined second threshold or greater has continuously equaled or exceeded the predetermined third threshold, an HV-ECU controls the motor to restrict the torque of the motor and also controls the clutch to connect the clutch.

Method of Aligning a Transmission Synchronizer

A method of detecting synchronizer misalignment in a vehicle transmission, includes: applying an engagement force to an input side of a synchronizer or output side of the synchronizer; monitoring a performance characteristic of a power source configured to apply the engagement force; and determining a misalignment based on the performance characteristic exceeding or not achieving a predetermined threshold. 1. A method of detecting synchronizer misalignment in a vehicle transmission , comprising:applying an engagement force to an input side of a synchronizer or output side of the synchronizer;monitoring a performance characteristic of a power source configured to apply the engagement force; anddetermining a misalignment based on the performance characteristic exceeding or not achieving a predetermined threshold.2. The method of claim 1 , wherein the performance characteristic of the power source is an electric current demanded by the power source.3. The method of claim 1 , wherein the performance characteristic of the power source is a pressure demanded by the power source.4. A vehicle transmission claim 1 , comprising:an input shaft;an output shaft;a synchronizer assembly including a first side connected to the input shaft and second side connected to the output shaft;a control module configured to detect teeth misalignment between the first side and second side of the synchronizer assembly;a first power source linked to the control module;a shift fork configured to apply the engagement force to the first side or second side;a second power source connected to the clutch drum and control module;wherein the control module is configured to control movement of the shift fork;wherein the control module is configured to detect misalignment in the synchronizer assembly through monitoring a performance characteristic of the second power source;wherein the control module is configured to instruct the first power source to rotate the first side or second side of the ...

METHOD FOR OPERATING A MULTI-CLUTCH TRANSMISSION

A method and device for operating a dual clutch transmission connectable to an internal combustion engine provided in a vehicle includes providing a control unit for managing at least the internal combustion engine and the transmission, providing a prediction model including at least one simulated shift sequence for the transmission, predicting the time between a first power upshift/downshift and a second power upshift/downshift for the transmission by using the at least one prediction model, modifying at least one parameter for operating the transmission if the predicted time between the first power upshift/downshift and the second power upshift/downshift for the transmission is shorter than a predetermined time. 1. A method for operating a multi-clutch transmission drivingly connectable to a prime mover provided in a vehicle for propulsion , the method comprising:providing a control unit for managing at least the prime mover and the transmission,providing a prediction model comprising at least one simulated shift sequence for the transmission,predicting the time between a first power upshift and a second power upshift or a first power downshift and a second power downshift for the transmission by using the at least one prediction model,modifying at least one parameter for operating the transmission if the predicted time between the first power upshift/downshift and the second power upshift/downshift for the transmission is shorter than a predetermined time limit, wherein the parameter for operating the transmission is a first shift speed limit for the first power upshift/downshift and/or a second shift speed limit for the second power upshift/downshift,wherein the parameter for operating the transmission is modified by performing at least one of the following steps:lowering the first shift speed limit;increasing the second shift speed limit,and where the shift speed limits are only allowed to be modified to a maximum extent where the prime mower still remains ...

METHOD FOR OPERATING A DRIVETRAIN

A method for operating a drive train having a variable speed transmission connecting a drive unit with an output drive. The transmission has gears that can be selected by the driver and has a clutch that can be manually actuated. The torque intended by the driver is determined based on accelerator pedal actuation and the drive unit is operated on that basis. Whenever the driver disengages the clutch and changes gears, the torque intended by the driver is not used for operating the drive unit, rather the drive unit is automatically operated by a rotational speed control. In a first phase rotational speed control, a target value is automatically determined, that is independent of the current transmission input speed, and used for the rotational speed control. During a second phase, a target value which is dependent on the current transmission input speed is used for the rotational speed control. 114-. (canceled)15. A method of operating a drive train by a drive unit in which a multi-step variable speed transmission connects the drive unit with an output drive , the transmission comprising a plurality of gears that are selectable by a driver and having a clutch that is manually actuatable by the driver and connected between the drive unit and the multi-step variable speed transmission , the method comprising the steps of:determining a torque intended by the driver as a function of an actuation of an accelerator pedal of the drive train by the driver;operating the drive unit based on the torque intended by the driver;when the clutch is disengaged by the driver and a gear change is carried out by the driver, terminating using the torque intended by the driver for operating the drive unit and automatically operating the drive unit by a rotational speed control;during a first phase of the rotational speed control, automatically determining and utilizing a target value for the rotational speed control with the target value being independent of current transmission input ...

METHOD FOR ACTUATING A CLUTCH AND CONTROL SYSTEM FOR A MANUAL CHANGE-SPEED TRANSMISSION

A method for actuating a clutch for coupling a manual change-speed transmission of a motor vehicle, in which the clutch can be actuated with the help of a clutch pedal, is provided. The method includes sensing a rotational speed of a motor of the motor vehicle that can be coupled to the change-speed transmission via the clutch and/or sensing a travelling speed of the motor vehicle and actuating the clutch independently of a position of the clutch pedal when the sensed rotational speed undershoots a predefined limit rotational speed and/or the sensed travelling speed undershoots a predefined limit travelling speed. 1. A method for actuating a clutch for coupling a manual change-speed transmission of a motor vehicle , wherein the clutch can be actuated with the help of a clutch pedal , comprising:sensing at least one of a rotational speed of a motor of the motor vehicle that is couplable to the change-speed transmission via the clutch and a travelling speed of the motor vehicle; andactuating the clutch independently of a position of the clutch pedal, when at least one of the sensed rotational speed undershoots a predefined limit rotational speed and the sensed travelling speed undershoots a predefined limit travelling speed.2. The method according to claim 1 , wherein the predefined limit travelling speed is less than or equal to about 10 km/h.3. The method according to claim 1 , wherein the predefined limit travelling speed is less than or equal to about 3 km/h.4. The method according to claim 2 , wherein the clutch is actuated independently of the position of the clutch pedal in such a manner that for the motor vehicle a travelling speed v of about 0.5 km/h≦v≦about 7 km/h is obtained.5. The method according to claim 2 , wherein the clutch is actuated independently of the position of the clutch pedal in such a manner that for the motor vehicle a travelling speed v of about 3 km/h≦v≦about 4 km/h is obtained.6. The method according to claim 1 , wherein before reaching ...

System, method, and apparatus for controlling power output distribution in a hybrid power train

A method includes operating a hybrid power train having an internal combustion engine and an electrical torque provider. The method further includes determining a machine power demand and an audible noise limit value for the internal combustion engine. The method includes determining a power division description in response to the machine power demand and the audible noise limit value, and operating the internal combustion engine and the electrical torque provider in response to the power division description.

VEHICLE, CONTROL METHOD, AND COMPUTER PROGRAM

The present invention aims to enhance fuel economy without imparting a sense of discomfort to a driver who drives a vehicle. A determination unit determines whether a depression amount of an accelerator pedal is equal to or lower than a first threshold value set beforehand, when a clutch is disengaged and electric power is regenerated. A clutch control unit controls the engagement or the disengagement of the clutch in such a manner as keeping the disengagement of the clutch, when the depression amount of the accelerator pedal is determined to be equal to or lower than the first threshold value, and engaging the clutch when the depression amount of the accelerator pedal is determined to exceed the first threshold value. The present invention can be applied to a hybrid vehicle. 1. A vehicle that is driven by an internal combustion engine and an electric motor , a shaft of the internal combustion engine and a shaft of the electric motor for transmitting power being connected by a clutch that transmits power or cuts the transmission of power , and that regenerates electric power by the electric motor when reducing its speed , the vehicle includes a device comprising:a determination unit that determines whether a depression amount of an accelerator pedal is equal to or lower than a first threshold value set beforehand, when the clutch is disengaged to regenerate electric power; anda first control unit that controls the engagement or the disengagement of the clutch in such a manner as keeping the disengagement of the clutch, when the depression amount of the accelerator pedal is determined to be equal to or lower than the first threshold value, and engaging the clutch when the depression amount of the accelerator pedal is determined to exceed the first threshold value.2. The vehicle according to claim 1 , wherein the determination unit determines whether the depression amount of the accelerator pedal is equal to or lower than the first threshold value indicating the ...

METHOD FOR ADAPTING A CHARACTERISTIC CURVE OF CLUTCHES IN A PARTIAL DOUBLE-CLUTCH TRANSMISSION OF A MOTOR VEHICLE

A method of adapting the characteristic curve of clutches in a partial dual-clutch transmission of a vehicle, for example a utility vehicle, having a first partial transmission in the form of a dual-clutch transmission (DKG) having a dual clutch (DK) that includes a first clutch (K) and a second clutch (K), which can be functionally connected to a drive engine (M), and a second partial transmission in the form of a main transmission (HG) which shifts with traction force interruption and which is arranged downstream from the dual-clutch transmission (DKG) in a drive-train. To achieve reliable and precise clutch control and a consistently high level of shifting comfort, the characteristic curve adaptation of the first and the second clutches (K, K) is carried out with the assistance of a pre-loading of the first and the second clutches (K, K), while the main transmission (HG) is in a neutral position. 110-. (canceled)1112. A method of adapting a characteristic curve of clutches in a partial dual-clutch transmission of a vehicle , having a first partial transmission designed as a dual-clutch transmission (DKG) with a dual clutch (DK) comprising a first clutch (K) and a second clutch (K) which can be functionally connected to a drive engine (M) , and with a second partial transmission designed as a main transmission (HG) , which is drive-technologically connected , in a drive-train , downstream from the dual-clutch transmission (DKG) and which shifts with traction force interruption , the method comprising the step of:{'b': 1', '2', '1', '2, 'carrying out the characteristic curve adaptation of the clutches (K, K) by pre-loading the first and the second clutches (K, K) when the main transmission (HG) is in a neutral position.'}121212. The method according to claim 11 , further comprising the step of operating one of the first and the second clutches (K claim 11 , K) in an engaged condition while the other of the first and the second clutches (K claim 11 , K) is actuated ...

Method for increasing the availability of hybrid vehicles

In a method for increasing the availability of a hybrid drive having an internal combustion engine and an electric motor, the electric motor is operated as a starter of the internal combustion engine as well as a travel drive unit within the hybrid drive, and at least one operating parameter, corresponding to an operating parameter of the at least one electric motor, is ascertained. An error is identified if the at least one operating parameter value does not correspond to an operating parameter standard state, in which case the operation of the electric motor as the travel drive unit is at least partially limited. Lastly, a driving state-dependent error response is carried out depending on the instantaneous operating state of the hybrid drive.

Entering and leaving a motor vehicle freewheel running condition with internal combustion engine off

An automotive electronic control system for a motor vehicle is provided. The automotive electronic control system is designed to cause the motor vehicle to enter a freewheel running condition with internal combustion engine off if the automotive electronic control system determines, based on received quantities indicative of operative conditions of the motor vehicle, occurrence of a driver-performable action indicative of the will of the driver to enter a freewheel running condition with internal combustion engine off and occurrence at or within a given time from the occurrence of the driver-performable action and the maintaining for a given time of specific predetermined entry conditions. The automotive electronic control system is further designed to cause the motor vehicle to leave a freewheel running condition with internal combustion engine off if the automotive electronic control system determines, based on the received quantities, occurrence of at least one of specific predetermined exit conditions.

Engine start control apparatus for hybrid vehicle

An engine start control apparatus for a hybrid vehicle includes: an engine start control section configured to crank the engine by using the motor as a starter motor while the hydraulic clutch is slip-engaged when the discharge pressure from the oil pump is ensured by driving the motor, when the engine is started after an ignition switch is switched to an ON state, the engine start control section being configured to drive the oil pump by the motor at a no load during a predetermined time period after the engine is stopped when the ignition switch is in an OFF state.

METHOD FOR CHECKING AN EMERGENCY CONDITION IN A TRANSMISSION SYSTEM

A method of monitoring an emergency condition in an automatic transmission, with which, by comparing a theoretical with an actual rotational speed, measured on the transmission input side, overlap of the activated emergency condition, with a gear engagement process called for during the normal condition, is prevented. 17-. (canceled)8. A method of monitoring an emergency condition in an automatic transmission , the method comprising the steps of:comparing a theoretical and an actual rotational speed that is measured on a transmission input side, and preventing an overlap of the activated emergency condition, with a gear engagement process called for during normal condition, depending on the comparison.9. The method according to claim 8 , further comprising the step of recognizing a fault condition claim 8 , when there is a deviation between a stored theoretical curve and the actual curve of the rotational speed measured on the transmission input side claim 8 , and preventing activation of any further shifting element (A claim 8 , D) if a fault condition is recognized.10. The method according to claim 8 , further comprising the step of defining the rotational speed on the transmission input side as the rotational speed of a turbine of a torque converter on the transmission input side.114. The method according to claim 10 , further comprising the step of recognizing a fault condition by a drop of the actual turbine rotational speed (n_t_Fault) in the automatic transmission before a predetermined point in time (T).12. The method according to claim 8 , further comprising the step of switching off an electronic transmission control system when a fault condition is recognized claim 8 ,13. The method according to claim 9 , further comprising the step of claim 9 , when a fault condition is recognized claim 9 , permanently engaging a fail-safe gear in the automatic transmission until the fault condition is eliminated.14. The method according to claim 8 , further comprising ...

VEHICLE ENGINE CONTROL DEVICE

A vehicle engine control device stopping fuel injection if a predetermined fuel cut condition is satisfied, is provided, during running with the fuel injection stopped, when inertia of a power transmission system rotating with the engine has a smaller rate of inertia of the power transmission system acting on rotation of an output shaft of the engine, the fuel injection being started at a lower engine rotation speed as compared to the case of a larger rate of inertia of the power transmission system acting on rotation of the output shaft of the engine, a clutch capable of connecting and interrupting power transmission between the engine and the power transmission system being interposed between the engine and the power transmission system, a rate of inertia of the power transmission system acting on rotation of the output shaft of the engine being configured to decrease as a clutch stroke of the clutch that is an operation amount of a clutch pedal increases, and an engine rotation speed for starting the fuel injection being set to a lower value as the clutch stroke increases. 16-. (canceled)7. A vehicle engine control device stopping fuel injection if a predetermined fuel cut condition is satisfied ,during running with the fuel injection stopped, when inertia of a power transmission system rotating with the engine has a smaller rate of inertia of the power transmission system acting on rotation of an output shaft of the engine, the fuel injection being started at a lower engine rotation speed as compared to the case of a larger rate of inertia of the power transmission system acting on rotation of the output shaft of the engine,a clutch capable of connecting and interrupting power transmission between the engine and the power transmission system being interposed between the engine and the power transmission system,a rate of inertia of the power transmission system acting on rotation of the output shaft of the engine being configured to decrease as a clutch stroke of ...

METHOD FOR CONTROLLING SHIFTS IN A VEHICLE TRANSMISSION

A method of controlling shifts in a vehicle transmission, for example a utility vehicle, having a transmission or partial transmission designed as a dual-clutch transmission that shifts as a without traction force interruption. The transmission comprises a dual clutch having a first clutch and a second clutch that are functionally connected to a drive engine, and a transmission or partial transmission comprises a main transmission that shifts with traction force interruption and is connected to a drive-train downstream from the dual-clutch transmission. During shifts in the main transmission that is connected downstream from the dual-clutch transmission, the dual clutch is operated, by pre-loading the two clutches, as a transmission brake and/or an engine brake for adapting the speed of components to be shifted so as to enable short shifting times and ensure comfortable and reliable driving operation. 130-. (canceled)3112. A method of controlling shifts in a vehicle transmission with either a transmission or a partial transmission made as a dual-clutch transmission (DKG) that shifts without traction force interruption and which comprises a dual clutch (DK) having a first clutch (K) and a second clutch (K) that are functionally connected to a drive engine (M) , and a transmission or partial transmission being made as a main transmission (HG) that shifts with traction force interruption and is connected in a drive-train downstream from the dual-clutch transmission (DKG) , the method comprising the steps of:{'b': 1', '2, 'operating the dual clutch (DK) as at least one of a transmission brake and an engine brake by pre-loading the first and the second clutches (K, K), during shifts of the main transmission (HG) connected downstream from the dual-clutch transmission (DKG), to adapt the rotational speed of components to be shifted.'}32121212. The method according to claim 31 , further comprising the step of making a distinction between a first shift sequence claim 31 , in ...

METHOD FOR CONTROLLING SHIFTING OF A PARTIAL DOUBLE CLUTCH TRANSMISSION

A method of controlling shifting in a transmission having a first partial transmission, designed as a dual-clutch transmission, which comprises first and second clutches by which the dual-clutch transmission can be functionally connected to a turbocharged internal combustion engine. A second partial transmission is arranged in the drive-train, downstream of the dual-clutch transmission, which is in the form of a main transmission that shifts with traction force interruption. To at least reduce traction power loss of the turbocharged engine after a traction shift, during a traction shift involving a gearshift in the main transmission, the clutches are at least partially engaged so as to be braced against one another and produce a torque that acts in opposition to the drive engine by virtue of which, during the traction shift, the supercharge pressure of the drive engine is largely maintained, or at least built up shortly after the traction shift. 115-. (canceled)1612. A method of controlling shifting in a partial dual-clutch transmission , having a first partial transmission designed as a dual-clutch transmission (DKG) with a dual clutch (DK) comprising a first clutch (K) and a second clutch (K) by which the dual-clutch transmission (DKG) is functionally connectable to a drive engine (M) designed as turbocharged internal combustion engine , and with a second partial transmission arranged in a drive-train , downstream from the dual-clutch transmission (DKG) , and designed as a main transmission (HG) that shifts with traction force interruption , the method comprising the steps of:{'b': 1', '2', '1', '2, 'at least partially engaging the first clutch (K) and the second clutch (K) during a traction shift involving a gearshift in the main transmission (HG), so as to brace the first clutch (K) and the second clutch (K) against one another and produce a bracing torque acting in opposition to the drive engine (M); and'}either maintaining or building up a supercharge pressure ...

CONTROL DEVICE FOR HYBRID VEHICLE

A control device is provided to reduce an engine start shock when there is a request to start the engine in response to the accelerator pedal depression and the slip polarity of the second clutch is negative. The control device for a hybrid vehicle has an engine, a motor/generator, a first clutch, a second clutch, and a mechanism for an engine start permission controlling operation. The first clutch is selectively engaged during engine start in which the motor generator is operated as the starter motor. The second clutch is interposed between the motor/generator and tires, and is slip-engaged when the engine is started. The mechanism for the engine start permission controlling operation delays starting the engine until the slip polarity becomes positive when the engine start request is produced and the slip polarity of the second clutch is negative. 1. A control device for a hybrid vehicle comprising:an engine;a motor;a first clutch interposed between the engine and the motor to be engaged when starting the engine using the motor as a starter motor;a second clutch interposed between the motor and drive wheels to be slip-engaged when starting the engine; andwhen an engine start request is made in response to a drive force request associated with an increase in an accelerator opening and a slip polarity of the second clutch is negative, a cranking start permission control mechanism configured to withhold starting the engine cranking until the slip polarity of the second clutch becomes positive.2. The control device for a hybrid vehicle as claimed in claim 1 , wherein the cranking start permission control mechanism is further configured to allow rotation speed control of the motor to start when both the slip polarity of the second clutch and a polarity of a drive torque become positive.3. The control device for a hybrid vehicle as claimed in claim 1 ,wherein the cranking start permission control mechanism starts to engage the first clutch when a polarity of an input ...

HYBRID VEHICLE RAPID DECELERATION CONTROL DEVICE

Provided is a hybrid vehicle in which a motor/generator is positioned between an engine and an automatic transmission the engine and the motor/generator are connected through a first clutch and a second clutch is provided between the motor/generator and a drive road wheel In an HEV mode in which the first clutch is engaged, when deceleration of a vehicle is determined to be rapid deceleration of a threshold value or greater, the first clutch is released and at the same time fuel supply to the engine is stopped through an engine controller Even when, due to rapid decelerating, the engine speed Ne drops to an idling speed or lower due to delay in the release of the first clutch there is no combustion or explosion and thus floor vibration does not occur. 1. A rapid deceleration control device of a hybrid vehicle in which a motor is positioned between an engine and a drive road wheel and the engine and the motor are connected through a clutch , a rapid deceleration judging means that judges whether or not the deceleration of the vehicle is rapid deceleration of a predetermined value or greater; and', 'a fuel cut means that stops feeding of fuel to the engine when, under running of the vehicle with the clutch kept engaged, the rapid deceleration judging means judges that the deceleration is the rapid deceleration., 'the rapid deceleration control device comprising2. A rapid deceleration control device of a hybrid vehicle as claimed in claim 1 , further comprising a clutch disengaging means that disengages the clutch when claim 1 , under running of the vehicle with the clutch kept engaged claim 1 , the rapid deceleration judging means judges that the deceleration is the rapid deceleration.3. A rapid deceleration control device of a hybrid vehicle as claimed in claim 1 , in which after the vehicle speed reduction is finished with the deceleration being lower than the predetermined value claim 1 , restarting of the engine is permitted subject to release of the brake pedal ...

ENGINE START CONTROL DEVICE FOR HYBRID ELECTRIC VEHICLE

An engine and a motor are provided. The engine and the motor are connected to each other through a first clutch whose transmitted torque capacity is adjustable. The engine is started by applying the first clutch and cranking the engine with a driving effort of the motor. A first start mode and a second start mode are employed. The first start mode is a mode in which the engine is started from rest in response to driver's accelerator operation. The second start mode is a mode in which the engine is started from rest in response to a factor other than driver's accelerator operation. The transmitted torque capacity of the first clutch during cranking of the engine is set smaller when in the second start mode than when in the first start mode. 1. An engine start control apparatus for a hybrid electric vehicle , wherein:the hybrid electric vehicle is provided with an engine and a motor;the engine and the motor are connected to each other through a first clutch whose transmitted torque capacity is adjustable; andthe hybrid electric vehicle starts the engine by applying the first clutch and cranking the engine with a driving effort of the motor;and wherein:the engine start control apparatus employs a first start mode and a second start mode;the first start mode is a mode in which the engine start control apparatus starts the engine from rest in response to driver's accelerator operation;the second start mode is a mode in which the engine start control apparatus starts the engine from rest in response to a factor other than driver's accelerator operation; andthe engine start control apparatus sets smaller the transmitted torque capacity of the first clutch during cranking of the engine when in the second start mode than when in the first start mode.2. The engine start control apparatus as claimed in claim 1 , wherein:the engine start control apparatus starts the engine in the second start mode, when a maximum possible motor torque outputted from the motor decreases below a ...

Power transmission apparatus

The power transmission apparatus may include a control device to carry out idling stop control in such a manner that, when it is detected that an operating means is not operated for a predetermined time or more, an engine is stopped, and a clutch is disconnected, and the supply of the electric power from a battery to a motor generator is interrupted, and when it is detected that the operating means is operated afterwards, the engine is started by a cell motor, and the supply of the electric power from the battery to the motor generator is permitted, and the clutch is connected after the number of revolutions Ne of the engine reaches a predetermined value or more, and the supply of the electric power from the battery to the motor generator is interrupted.

Method for Setting the Working Pressure of a Transmission

The invention relates to a method for setting the operating pressure of a transmission, in particular a motor vehicle shift transmission, the transmission having clutches, brakes, actuators, a hydrodynamic clutch, and/or a hydrodynamic converter, to which a medium that conducts the operating pressure can alternately be applied in order to vary the transmission ratio of the speed and/or the torque between a transmission input shaft and a transmission output shaft by opening and closing the clutches and/or brakes, by actuating the actuators, and/or by hydrodynamic power transmission using the hydrodynamic clutch and/or the hydrodynamic converter, the operating pressure being switchable between a constant nominal value and a constant decreased value smaller in relation thereto, or the operating pressure being reducible in three or more steps or continuously from a nominal value to a decreased value. 112-. (canceled)13. A method for setting the operating pressure of a transmission , in particular a motor vehicle shift transmission , the transmission having clutches , brakes , actuators , a hydrodynamic clutch , and/or a hydrodynamic converter , to which a medium conducting the operating pressure can selectively be applied , in order to vary the transmission ratio of the speed and/or the torque between a transmission input shaft and a transmission output shaft by opening and closing the clutches and/or brakes , by actuating the actuators , and/or by hydrodynamic power transmission using the hydrodynamic clutch and/or the hydrodynamic converter ,the operating pressure being switchable between a constant nominal value and a constant decreased value that is smaller in relation thereto, or the operating pressure being reducible in three or more steps or continuously from a nominal value to a decreased value;a speed difference between the transmission input shaft and the transmission output shaft and/or between the input side and output side of at least one clutch, one brake, ...

CONTROL DEVICE AND CONTROL METHOD FOR HYBRID VEHICLE

A control system for a hybrid vehicle includes a mode selection unit for start request of an engine; a slip determination unit for determining whether or not a second clutch is allowed to slip; and a start determination unit for determining whether or not to allow the engine to start. The start determination unit prevents the engine from starting when an input rotation speed or an output rotation speed of an automatic transmission is less than a predetermined value in the presence of the start request of the engine from the mode selection unit and the slip determination unit determines that the second clutch is not allowed to slip. 1. A control system for controlling a hybrid vehicle including an internal combustion engine and a motor/generator as power sources , a friction engagement element interposed between the power sources and drive wheels , a transmission interposed between the power sources and drive wheels , and a rotation speed detection unit to detect either input rotation speed or output rotation speed of the transmission , comprising:a start request unit to request a start of the internal combustion engine;a slip determination unit to determine whether or not the friction engagement element is allowed to slip;a start determination unit to determine whether or not to allow the internal combustion engine to start, whereinthe start determination unit prevents the internal combustion engine from starting when under the presence of the start request of the internal combustion engine from the start request unit, the slip determination unit determines that the friction engagement element is not allowed to slip, and a rotation speed of the transmission is below a predetermined value; and:a start control unit that executes a back-up start control to start the internal combustion engine with the friction engagement element being engaged when the slip determination unit allows the internal combustion engine to start, whereinthe start control unit, when during the ...

VEHICLE HYBRID DRIVE DEVICE

A vehicle hybrid drive device includes: a first rotating machine coupled to an engine; a connection/disconnection device capable of connecting/disconnecting the engine and the first rotating machine to/from wheels; and a second rotating machine disposed in a manner enabling transmission of drive power to the wheels, the vehicle hybrid drive device enabling a vehicle to run in two running modes of an EV running mode enabling the vehicle to run with the second rotating machine used as a drive power source while the connection/disconnection device is disconnected, and a parallel HEV running mode enabling the vehicle to run with the engine and at least one of the first and second rotating machines as the drive power sources while the connection/disconnection device is connected. 1. A vehicle hybrid drive device comprising: a first rotating machine coupled to an engine; a connection/disconnection device capable of connecting/disconnecting the engine and the first rotating machine to/from wheels; and a second rotating machine disposed in a manner enabling transmission of drive power to the wheels , the vehicle hybrid drive device enabling a vehicle to run in two running modes ofan EV running mode enabling the vehicle to run with the second rotating machine used as a drive power source while the connection/disconnection device is disconnected, anda parallel HEV running mode enabling the vehicle to run with the engine and at least one of the first and second rotating machines as the drive power sources while the connection/disconnection device is connected,when the EV running mode is shifted to the parallel HEV running mode, the shift being made in two shift modes ofa first shift mode in which after the engine is cranked by the first rotating machine and the engine is ignited and started, the connection/disconnection device is connected, anda second shift mode in which after the engine is cranked by the first rotating machine and the connection/disconnection device is ...

METHOD FOR OPERATING A MOTOR VEHICLE AND A CONTROL DEVICE FOR SAID VEHICLE

A method of operating a motor vehicle having a drive aggregate, a transmission and a hydraulic system. The transmission has shift elements and, for each gear, only a portion of the elements are engaged while a remainder are disengaged. The hydraulic system has main pump driven by the drive aggregate and an auxiliary pump. The method tests the functionality of the auxiliary pump. The drive aggregate and the main pump are insufficiently driven such that the shift elements can not engage. The auxiliary pump is driven to provide required pressure such that all but one of the shift elements fully engages. The remaining shift element is then first engaged up to its engagement point and then either engaged beyond its engagement point or another unengaged shift element is engaged beyond its engagement point. The functionality of the auxiliary pump is determined based on changes in the drive aggregate's rotational speed. 18-. (canceled)9155981101. A method of operating of a motor vehicle comprising a drive aggregate () , a transmission () and a hydraulic system , the transmission () comprising a number (N) of shift elements () which , for each engaged gear , a first required partial amount (M) of the shift elements are engaged while an unrequired second partial amount (N-M) of the shift elements remain disengaged , the hydraulic system comprising a main pump () being driven by the drive aggregate () of the motor vehicle , and an auxiliary pump () , being drivable independently from the drive aggregate () , the method comprising the steps of:{'b': 13', '10, 'testing, when the motor vehicle is at a standstill and a brake () is activated, a functionality of the auxiliary pump ();'}{'b': 1', '8', '9', '5', '10, 'operating the drive aggregate () at a rotation speed which is low enough that the main pump () cannot provide a hydraulic pressure for filling of the shift elements () of the transmission (), but driving the auxiliary pump () to provide a required hydraulic pressure, for ...

CONTROL DEVICE FOR HYBRID VEHICLE

A start operation is continuously performed until the internal combustion engine starts even when an accelerator pedal opening decreases between initiation and termination of the start operation of the internal combustion engine, and an EV mode is selected again. A motor/generator is controlled such that a torque of the motor/generator exerting to reduce a slippage of the second clutch increases as the accelerator pedal opening decreases during control of the second clutch to start the internal combustion engine, compared to a case where the accelerator pedal opening does not decrease during mode switching. 1. A control device for a hybrid vehicle having an internal combustion engine as a power source , a motor/generator as a power source , a first clutch interposed between the internal combustion engine and the motor/generator and capable of changing a transfer torque capacity continuously or stepwise , and a second clutch interposed between the motor/generator and the drive wheel and capable of changing a transfer torque capacity continuously or stepwise , so as to select a drive mode between an electric vehicle mode in which a vehicle is driven only using power from the motor/generator by releasing the first clutch and engaging the second clutch and a hybrid electric vehicle mode in which a vehicle is driven using power from both the internal combustion engine and the motor/generator by engaging both the first and second clutches ,the control device comprising:a first-clutch engagement control unit configured to engage the first clutch when a mode switches to the hybrid electric vehicle mode from the electric vehicle mode;a second-clutch engagement control unit configured to slip-engage the second clutch when the internal combustion engine starts using the first-clutch engagement control unit; anda motor/generator control means configured to increase a torque of the motor/generator exerting to reduce a slippage of the second clutch as an accelerator pedal opening ...

VEHICLE SPEED CONTROL APPARATUS AND METHOD

The present disclosure describes systems and methods for controlling the speed of a vehicle comprising: during a pulse phase of cruise control, applying engine torque to raise speed, the amount and duration of which being responsive to engine speed; and during a glide phase of cruise control, discontinuing engine combustion. In this way cruise control may maintain a mean speed equivalent to a desired, threshold speed while reducing fuel consumption, and NVH effects felt by the end user compared to traditional cruise control methods. 1. A method of automatically controlling a speed of a vehicle , comprising:receiving an input from a driver to enter a cruise control mode;determining a threshold speed;increasing a vehicle speed to a speed which is a first predetermined value above the threshold speed;decreasing the vehicle speed to a speed which is a second predetermined value below the threshold speed; andrepeating steps of increasing and decreasing the vehicle speed until an input is received to exit the cruise control mode.2. The method as claimed in claim 1 , wherein the threshold speed corresponds to a current speed of the vehicle and the threshold speed is adjustable by the driver during the cruise control mode.3. The method as claimed in claim 1 , wherein increasing the vehicle speed comprises increasing an amount of fuel supplied to an engine to cause vehicle acceleration.4. The method as claimed in claim 1 , wherein decreasing the vehicle speed comprises decreasing the amount of fuel supplied to the engine to cause vehicle deceleration.5. The method as claimed in claim 1 , wherein decreasing the vehicle speed comprises disengaging a transmission clutch of the vehicle.6. The method as claimed in claim 1 , wherein at least one of the first and the second predetermined values is selected to produce an optimal brake specific fuel consumption value from the engine.7. The method as claimed in claim 1 , wherein at least one of the first and second predetermined ...

Transmission and shift control system

The present invention is capable of suppressing gear shift shocks or delays in acceleration with no interruption of driving force and reducing the weight. Disclosed is a transmission which is provided, with multiple stage shift gears so arranged to shift a number of dog clutches to shift a gear to the upper stage of the multiple stage shift gears, and is characterized in that a guide part is provided to a shift operation section and the dog clutches on each of the sages so as to move the lower dog clutch in a neutral direction by a coasting torque acting on the lower stage by a shift rotation of the upper stage to release a meshing engagement when meshing engagements of the lower and upper dog clutches are simultaneously performed by an operation of the shift operation section.

VEHICLE DRIVE SYSTEM

A vehicle drive system is provided with an engine, a manual transmission capable of changing a gear position, a clutch arranged between the engine and the transmission, and a control device that performs drive control of the engine. During an inertia running in which torque transmission between the engine and an axle is blocked, when the clutch is opened and the gear position of the transmission is changed to a forward position, if the gear position after the change is lower than an optimal gear position corresponding to a vehicle speed, the control device executes fuel cutoff for the engine. 1. A vehicle drive system comprising:an engine;a manual transmission capable of changing a gear position;a clutch arranged between the engine and the transmission; anda control device that performs drive control of the engine, whereinduring an inertia running in which torque transmission between the engine and an axle is blocked, when the clutch is opened and the gear position of the transmission is changed to a forward position, if the gear position after the change is lower than an optimal gear position corresponding to a vehicle speed, the control device executes fuel cutoff for the engine,2. The vehicle drive system according to claim 1 , wherein when the clutch is engaged after the fuel cutoff is executed claim 1 , if the gear position after the change is lower than the optimal gear position corresponding to the vehicle speed after engagement of the clutch claim 1 , the control device continues the fuel cutoff for the engine.3. The vehicle drive system according to claim 1 , wherein the control device starts the engine when the clutch is opened during the inertia running.4. The vehicle drive system according to claim 2 , wherein the control device starts the engine when the clutch is opened during the inertia running. The present invention relates to a vehicle drive system and more specifically relates to a vehicle drive system capable of inhibiting generation of an ...

CLUTCH DISENGAGEMENT CONTROL MECHANISM FOR MECHANICAL AUTOMATIC TRANSMISSION

The objective of the present invention is to provide a clutch disengagement control mechanism that is for a mechanical automatic transmission and that can perform clutch disengagement control at an optimal timing during both ordinary driving and low-speed driving at the verge of stopping. To this end, the present invention is provided with a vehicle speed measurement device ( and , or ), a brake-operation-speed measurement device (), a clutch operation device (), and a control device (). The control device () has: a function for generating a control signal that disengages the clutch from the clutch operation device () when the brake operation speed is at least a second threshold (B) in the case that the vehicle speed (X) is at least a first threshold (A); and a function for generating a control signal that disengages the clutch from the clutch operation device () when the brake operation speed is at least a third threshold (C) in the case that the vehicle speed (X) is less than the first threshold (A). 1. A clutch disengagement control mechanism for a mechanical automatic transmission , comprising:a vehicle speed measurement device that measures a vehicle speed;a brake-operation-speed measurement device that measures a brake operation speed;a clutch operation device that performs a clutch disengagement operation; anda control device,the control device having a function of, when the vehicle speed is more than or equal to a first threshold, issuing, to the clutch operation device, a control signal that disengages a clutch when the brake operation speed is more than or equal to a second threshold and has a function of, when the vehicle speed is less than the first threshold, issuing, to the clutch operation device, a control signal that disengages the clutch when the brake operation speed is more than or equal to a third threshold, andthe second threshold of the brake operation speed is a value more than the third threshold.2. The clutch disengagement control mechanism ...

CONTROL APPARATUS FOR HYBRID VEHICLE

A vehicle control apparatus configured to selectively establish one of a first drive state in which a vehicle drive force is generated primarily by a second motor/generator operated with an electric energy supplied from an electric-energy storage device while an engine is placed in a rest state, and a second drive state in which a first motor/generator is operated with a drive force of the engine, to generate an electric energy and in which the vehicle drive force is generated primarily by the second motor/generator operated with at least the electric energy generated by the first motor/generator. The vehicle control apparatus is further configured such that the vehicle drive force generated in the second drive state at a given value of an accelerator pedal operation amount θacc is larger than that generated in the first drive state. 1. A control apparatus for a hybrid vehicle provided with an engine , a first electric motor connected to said engine , a second electric motor connected to wheels of the hybrid vehicle , an electric-energy storage device for supplying an electric energy to said first and second electric motors , a clutch interposed between said engine and said wheels and configured to selectively place a power transmitting path therebetween in a power transmitting state and a power cut-off state , and drive state determining portion for selectively establishing one of a first drive state in which a vehicle drive force is generated primarily by said second electric motor operated with the electric energy supplied from said electric-energy storage device while said engine is placed in a rest state , and a second drive state in which the power transmitting path between said engine and said wheels is placed in the power cut-off state by said clutch while said first electric motor is operated with a drive force of said engine , to generate an electric energy and in which the vehicle drive force is generated primarily by said second electric motor operated ...

Battery Warm-up Apparatus of Hybrid Electric Vehicle

A hybrid electric vehicle includes a wet clutch device that establishes and interrupts a connection between an engine and an electric motor, and a transmission switchable between a driving range in which driving force can be transmitted to driving wheels and a non-driving range in which transmission of the driving force is interrupted. When a battery temperature is greater than a warm-up determination value while the vehicle is at a standstill with the transmission switched to the non-driving range, the wet clutch device is kept disengaged. When the battery temperature is less than the warm-up determination value, a battery warm-up control unit switches the wet clutch device into engaged state to connect the engine and the electric motor together and vary driving force of the electric motor alternately to a positive side and a negative side so as to repeatedly charge and discharge the battery. 17-. (canceled)8. A battery warm-up apparatus of a hybrid electric vehicle which includes a wet clutch device configured to establish and interrupt connection between an engine and an electric motor both serving as a traveling power source; a transmission capable of being switched between a driving range in which driving force of the traveling power source can be transmitted to driving wheels and a non-driving range in which transmission of the driving force to the driving wheels is interrupted; and a battery configured to supply electrical power to the electric motor acting as a motor and to be charged by the electric motor acting as a generator , and in which the wet clutch device is kept disengaged while the vehicle is at a standstill with the transmission switched to the non-driving range , the battery warm-up apparatus for warming up the battery comprising:a battery temperature detecting unit configured to detect a temperature of the battery; and switch the wet clutch device into engaged state to connect the engine and the electric motor together, and', 'vary driving ...

OIL PRESSURE CONTROL SYSTEM OF AUTOMATIC TRANSMISSION FOR VEHICLE

An oil pressure control system of an automatic transmission for a vehicle includes a lock-up clutch, a TC regulator valve, an LC control valve, an LC shift valve, an oil cooler, a control area determination device, a torque transmission capacity calculator, a high load state determination device, and an oil pressure controller. The oil pressure controller is configured to control a TC regulator pressure outputted by a TC regulator valve, so that a torque transmission capacity of a lock-up clutch is greater than a reference torque transmission capacity calculated by the torque transmission capacity calculator, if a control area determined by the control area determination device is a complete engagement area and the high load state determination device determines that an operational state is in a high load state. 1. An oil pressure control system of an automatic transmission for a vehicle , the oil pressure control system comprising:a lock-up clutch provided in a torque converter of the automatic transmission, the torque converter including a first oil chamber and a second oil chamber;a TC regulator valve to regulate an oil pressure outputted by an oil pump to a TC regulator pressure;an LC control valve to regulate the TC regulator pressure to an LC pressure;an LC shift valve to supply the TC regulator pressure and the LC pressure to the torque converter via a first oil passage and a second oil passage;an oil cooler to cool returning oil which is discharged from the second oil chamber via a third oil passage, the LC shift valve supplying the TC regulator pressure to the first oil chamber via the first oil passage and supplying the returning oil to the oil cooler when the lock-up clutch is disengaged, the LC shift valve supplying the LC pressure to the first oil chamber via the first oil passage, supplying the TC regulator pressure to the second oil chamber via the second oil passage, and supplying the returning oil to the oil cooler when the lock-up clutch slips or ...

CONTROL DEVICE FOR HYBRID VEHICLE AUTOMATIC TRANSMISSION

A control device for a hybrid vehicle automatic transmission. A friction engagement element control unit includes a first play elimination control unit that sets a first pressure as the pressure for a first set time where the predetermined friction engagement element is engaged using a hydraulic pressure from the electric oil pump in a travel state in which only the rotary electric machine serves as a drive source. The first play elimination pressure is lower than a play elimination pressure for use in the case where the predetermined friction engagement element is engaged using a hydraulic pressure from the mechanical oil pump in a travel state in which the internal combustion engine serves as a drive source. 1. A control device for a hybrid vehicle automatic transmission mounted on a hybrid vehicle that includes a rotary electric machine and an internal combustion engine each serving as a drive source and that allows power of the internal combustion engine to be transferred to wheels via an automatic transmission and allows wheels to be driven by the rotary electric machine with the internal combustion engine stopped , the automatic transmission including an electric oil pump and a mechanical oil pump driven by power of the internal combustion engine each serving as a hydraulic pressure source , in which a hydraulic pressure from the hydraulic pressure source is regulated by a pressure regulation valve to be supplied to a hydraulic servo for a predetermined friction engagement element of the automatic transmission , the control device for a hybrid vehicle automatic transmission comprising:a friction engagement element control unit that controls the pressure regulation valve in engaging the predetermined friction engagement element so as to perform play elimination of the predetermined friction engagement element at a play elimination pressure, at which a piston for the predetermined friction engagement element is moved from an attachment position to a state ...

Hybrid vehicle control device

A control system is provided for controlling a hybrid vehicle that includes an internal combustion engine; an electric motor for starting the internal combustion engine; an inverter for controlling the electric motor; a clutch for selectively connecting and disconnecting power transmission between the internal combustion engine and the electric motor; and a battery for supplying power to the electric motor. The control device includes: a voltage detection unit for detecting the voltage of the battery a voltage control unit for controlling the output of the battery in accordance with a first power value currently available within the voltage limit range of the battery; and an internal combustion engine starting unit for engaging the clutch to start engine while controlling the inverter in accordance with the output from the battery that in turn is controlled by the voltage control unit.

Power transmitting apparatus for vehicle

A planetary gear device is provided between a driving wheel and an energy accumulating device. A sun gear of the planetary gear device is connected to an input shaft of the energy accumulating device. A carrier of the planetary gear device is connected to the driving wheel. A torque adjusting device is connected to a ring gear of the planetary gear device. When a regeneration control is not carried out, the torque adjusting device is controlled by a control unit, so that a braking torque generated at the torque adjusting device and applied to the ring gear is controlled in order to make a difference of a rotational speed at a smaller value between the input shaft and the sun gear.

CONTROL APPARATUS FOR VEHICULAR AUTOMATIC TRANSMISSION

A control apparatus for a vehicular automatic transmission configured to selectively establish a plurality of shift positions by engaging respective combinations of two frictional coupling devices of a plurality of frictional coupling devices, with output hydraulic pressures of respective ones of a plurality of solenoid valves provided in a hydraulic control circuit, includes: a normal-state output regulation control portion and an electrically-normal-state determining portion. 13-. (canceled)4. A control apparatus for a vehicular automatic transmission configured to selectively establish a plurality of shift positions by engaging respective combinations of two frictional coupling devices of a plurality of frictional coupling devices , with output hydraulic pressures of respective ones of a plurality of solenoid valves provided in a hydraulic control circuit , comprising:a normal-state output regulation control portion configured to regulate the output hydraulic pressure of the solenoid valve for placing one of the two frictional coupling devices in an engaged state to place the vehicular automatic transmission in a predetermined one of the shift positions in a normal state of each of the solenoid valves, such that a torque capacity of said one frictional coupling device is smaller than a maximum value but is large enough to prevent said one frictional coupling device from being brought into a slipping state in the normal state of each solenoid valve, and such that the torque capacity permits said one frictional coupling device to be brought into the slipping state in the event of an engaging action of another of said plurality of frictional coupling devices cased by an abnormal output of another of said plurality of solenoid valves which is other than said two solenoid valves for engaging said two frictional coupling devices, so that the vehicular automatic transmission is shifted to a predetermined fail-safe shift position different from said predetermined shift ...

APPARATUS AND METHOD FOR CONTROLLING TRANSMISSION CUT-OFF OF HEAVY CONSTRUCTION EQUIPMENT

An apparatus for controlling transmission cut-off of heavy construction equipment according to the present disclosure includes: a displacement sensor which detects a boom height; a vehicle control unit (VCU) to which a detected signal of the displacement sensor is input; a transmission control unit (TCU) which is connected with the vehicle control unit and controls a transmission clutch cut-off function; a driving control proportion valve block (transmission valve assembly) which is connected with the transmission control unit and performs a driving control; and a brake press sensor which is connected with the transmission control unit and detects a brake pedal pressure. 1. An apparatus for controlling transmission cut-off of heavy construction equipment , comprising:a displacement sensor which detects a boom height;a vehicle control unit (VCU) to which a detected signal of the displacement sensor is input;a transmission control unit (TCU) which is connected with the vehicle control unit and controls a transmission clutch cut-off function; anda brake press sensor which is connected with the transmission control unit and detects a brake pedal pressure,wherein when the boom height is equal to or larger than a predetermined height, a transmission is prevented from being in a neutral condition while a vehicle travels by turning off the clutch cut-off function.2. The apparatus of claim 1 , further comprising:a clutch cut-off switch which is connected with the transmission control unit and operates transmission clutch cut-off.3. The apparatus according to claim 1 , wherein the displacement sensor is an angle sensor.4. A method of controlling transmission cut-off of heavy construction equipment claim 1 , comprising:identifying whether a clutch cut-off function is selected;determining whether a boom height detected by a displacement sensor is equal to or larger than a predetermined height; andwhen the boom height is equal to or larger than the predetermined height, turning ...

VEHICLE, CONTROL METHOD, AND COMPUTER PROGRAM

The disclosed vehicle, control method, and program lead to improved fuel consumption, durability, and stability. When the vehicle starts to move, a clutch control performs controls so as to set the clutch to a half clutch state, in which a part of the motive force is transmitted, and thereafter to a connected state, in which the entire motive power is transmitted. When the clutch is the half clutch state, an electric motor control unit controls an electric motor to generate an assist torque when the vehicle starts to move equal to the difference between the torque requested by the driver and the idling torque generated when the engine is idling. The disclosed invention can be applied to hybrid vehicles. 1. A vehicle that is driven by an internal combustion engine and an electric motor , a shaft of the internal combustion engine and a shaft of the electric motor for transmitting power being connected by a clutch that transmits power or cuts the transmission of power , the vehicle comprising a device including:a clutch control unit that controls the clutch to be in a partial engagement state for transmitting some power, and then, to be in an engagement state for transmitting the whole power, when the vehicle starts; andan electric motor control unit that controls the electric motor to generate torque assisting the start of the vehicle, when the clutch is in the partial engagement state.2. The vehicle according to claim 1 , further comprising:a determination unit that determines whether the vehicle starts from an uphill having an inclination equal to or larger than a predetermined inclination; anda correction unit that corrects an upper limit value of the torque, generated by the electric motor, to be small, when the vehicle is determined to start from the uphill having the inclination equal to or larger than the predetermined inclination.3. The vehicle according to claim 1 , wherein the electric motor control unit controls the electric motor to generate torque equal ...

Method and system for operating a hybrid vehicle

A method for operating a hybrid vehicle comprises conducting unfire operation in an internal-combustion engine in a fuel cut-off mode during a hybrid-mode ride in deceleration of the internal-combustion engine, disconnecting the internal-combustion engine from an output while maintaining the fuel cut-off mode, and reducing a transmission capacity of a clutch configured to couple the internal-combustion engine and an electric motor. During a hybrid-mode ride in deceleration of the internal-combustion engine for transition to the purely electric drive, the internal-combustion engine may be disconnected from the output and shut down. When the internal-combustion engine is operated unfired in a fuel cut-off mode, the internal-combustion engine may be disconnected from the output and shut down by reducing the transmission capacity of the clutch that is connected between the internal-combustion engine and the electric motor.

Vehicle drive force control device

Provided herein is a vehicle drive force control. When a driver requests to start the vehicle with the brake OFF and depresses the accelerator pedal, a target drive torque exceeds a gradient load. To avoid excess current being supplied to the motor, the upper limit of motor speed, which is the input speed of a second clutch, is set to a value less than a slip detectable limit value at which it becomes possible to detect slip rotation, i.e. the difference over the output side rotation speed. When the target drive torque exceeds the gradient load, the lower limit of the input speed of the second clutch (the motor speed) is set to a value equal to or greater than the slip detectable limit value so that the required driving force can be achieved by the gradient load corresponding driving force control.

VEHICLE CLUTCH CONTROL METHOD

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. 1. A vehicle comprising:an engine having a crankshaft;a hydraulically controlled multi-plate clutch operatively connected to the crankshaft, the clutch including at least one driving clutch plate and at least one driven clutch plate;an output shaft operatively connected to the clutch, the clutch selectively transmitting power from the crankshaft to the output shaft;a propulsion element operatively connected to the output shaft;a hydraulic fluid supply system fluidly connected to the clutch for supplying pressurized hydraulic fluid to the clutch;a controller connected to the hydraulic fluid supply system, the controller receiving a torque signal indicative of engine torque and controlling the hydraulic fluid supply system based at least in part on the torque signal in a launch mode and in a synchronized mode;an engine speed sensor sensing a speed of the engine, the engine speed sensor being connected to the controller for sending an engine speed signal indicative of engine speed to the controller, the controller controlling the hydraulic fluid supply system based at least in part on the engine speed signal in the launch mode and in the synchronized mode; anda throttle position sensor sensing a position of a throttle lever of the vehicle, the ...

SYSTEM AND METHODS FOR ASSISTED DIRECT START CONTROL

Systems and methods for assisted direct start control are provided. An example method varies engine torque, forward clutch engagement pressure, and wheel brake pressure during a vehicle launch responsive to longitudinal vehicle grade to improve launch performance. 1. A method for a vehicle with an engine and wheel brakes , comprising: starting the engine in a driving gear of an automatic transmission having a forward clutch, and', 'adjusting engine torque, transmission forward clutch engagement pressure, and wheel brake pressure responsive to engine speed and longitudinal grade of a surface on which the vehicle is disposed to smoothly launch the vehicle from rest., 'during automatic re-start from an engine idle-stop condition,'}2. The method of wherein transmission forward clutch engagement pressure is increased while wheel brake pressure is decreased during the engine starting.3. The method of further comprising decreasing forward clutch engagement pressure while increasing wheel brake pressure during an idle-stop engine shutdown.4. The method of wherein adjusting engine torque includes adjusting engine torque to a greater extent when the longitudinal grade is below a predetermined grade threshold than when the longitudinal grade is above the predetermined grade threshold.5. The method of claim 1 , wherein adjusting forward clutch engagement pressure includes adjusting forward clutch engagement pressure to a greater extent when the longitudinal grade is above a predetermined grade threshold than when the longitudinal grade is below the predetermined grade threshold.6. The method of claim 1 , wherein adjusting wheel brake pressure includes adjusting wheel brake pressure to a greater extent when the longitudinal grade is above a predetermined grade threshold than when the longitudinal grade is below the predetermined grade threshold.7. The method of wherein fuel is directly injected into engine combustion cylinders during the starting.8. The method of wherein engine ...

Hybrid vehicle

A mechanism and the like configured to reduce a shock involved in the connection of the engine is made no longer necessary for a hybrid vehicle, and an increase in the number of parts of the hybrid vehicle is inhibited. A clutch is connected between an electric motor and an engine in a case where a difference between a current engine speed and a target engine speed is not greater than a first predetermined value. The absolute value of a difference between the current engine speed and a moving average value of the engine speed at intervals of a predetermined length of time is not greater than a second predetermined value which is used for a settling judgment. The engine speed shows a predetermined inclination representing a decreasing trend.

Method for adapting a clutch

A method is provided for adapting the torque that can be transmitted by a clutch of a motor vehicle that has an internal combustion engine and an electric motor for driving. A pressure medium activation device is driven by an actuator and has a pressure medium link between a master cylinder and a slave cylinder for activating the clutch. An adaptation of the torque that can be transmitted by the clutch takes place in a disengaged clutch position and a change in the actuator position a given pressure of the pressure medium activation device is used to adapt the actuator position or the clutch characteristic curve.

CONTROL DEVICE AND CONTROL METHOD OF ELECTRIC VEHICLE

In a control device of an electric vehicle, control unit switches energization such that a decrease in an output of a rotary electric machine in which a stall state is detected by stall state-detecting unit and an increase in an output of another rotary electric machine in which the stall state is not detected by the stall state-detecting unit are made to be the same. 1. A control device of an electric vehicle comprising:a plurality of rotary electric machines that generate power for vehicle running;a plurality of energization control units that control energization of each of the plurality of the rotary electric machines;a state quantity-detecting unit that detects a state quantity related to a temperature of each of the plurality of the energization control units;a stall state-detecting unit that detects the presence or the absence of a stall state where, in an energization state of the rotary electric machine, a rotation stops or a rotational speed becomes less than or equal to a predetermined speed; anda control unit that switches energization of the rotary electric machine in which the stall state is detected, to energization of another rotary electric machine in which the stall state is not detected by the stall state-detecting unit, among the plurality of the rotary electric machines, in a case where the state quantity detected by the state quantity-detecting unit with respect to the rotary electric machine in which the stall state is detected by the stall state-detecting unit exceeds a predetermined threshold value,wherein the control unit switches energization such that a decrease in an output of the rotary electric machine in which the stall state is detected by the stall state-detecting unit and an increase in an output of the another rotary electric machine in which the stall state is not detected by the stall state-detecting unit are made to be the same, and the control unit performs switching to an energization phase different from a previous ...

CONTROL DEVICE FOR VEHICLE AND MOTORCYCLE WITH SAME

A vehicle of a dual clutch type includes a transmission mechanism including a plurality of gears including dog clutches and two clutches, wherein engagement of the gears by the dog clutches is smoothened to prevent shift shock. When receiving a shifting command, a control device sets an engine rotation speed corresponding to a reduction ratio of a next gear level, and a vehicle velocity as a target rotation speed, and controls the engine rotation speed toward a target rotation speed. Also, the control device prevents the engine rotation speed from arriving at the target rotation speed until two gears corresponding to the next gear level are engaged with each other by the dog clutch. The control device brings one clutch close to an engaged state, and the other clutch close to a disengaged state after the engine rotation speed arrives at the target rotation speed. 115-. (canceled)16. A control device for a vehicle , the vehicle including , in a power transmission path to transmit a power of an engine , first and second clutches arranged to receive the power from the engine , and first and second transmission mechanisms arranged downstream of the first and second clutches and including a common output shaft , each of the first and second transmission mechanisms including a first gear which rotates together with a driven member of a respective one of the first and second clutches , and a second gear which rotates together with the output shaft , is movable relative to the first gear , and is engageable with the first gear by dog clutches , the control device being programmed to switch the path to transmit the power from one of the first and second clutches and the first and second transmission mechanisms to the other of the first and second clutches and the first and second transmission mechanisms according to a shift command , the control device comprising:a gear control unit that brings the first gear and the second gear close to each other in the first transmission ...

HYDRAULIC CONTROL SYSTEM FOR AUTOMATIC TRANSMISSION

A hydraulic control system for an automatic transmission can improve a response and a controllability of the automatic transmission without increasing actuation frequency of the automatic transmission. The hydraulic control system is applied to an automatic transmission adapted to vary a torque capacity of a transmission member by an actuator. The hydraulic control system includes: a discharging device that discharges compressible gas entrained in the hydraulic fluid in the actuator; an interrupting device that interrupts power transmission; an entrainment determining device that determines an entrainment of the compressible gas in the hydraulic fluid; a disconnecting device that disconnects the power transmission by the interrupting device in case an entrained compressible gas is determined; and a discharging device that removes the entrained compressible gas from the hydraulic fluid by rotating the actuator while interrupting the power transmission. 1. A hydraulic control system for an automatic transmission ,wherein the automatic transmission is adapted to vary a torque inputted thereto according to a speed ratio and output the varied torque from an output member to a driving wheel, and to vary a transmission torque capacity by delivering or draining hydraulic fluid to/from an actuator of a transmission member; comprising:a discharging device that discharges compressible gas entrained in the hydraulic fluid in the actuator;another member interposed between the output member and the driving wheel to be rotated by a torque transmitted from the output member;an interrupting device that disconnects the output member from said another member;an entrainment determining means that determines an entrainment of the compressible gas in the hydraulic fluid;a disconnecting means that disconnects the output member from said another member by the interrupting device in case the entrainment determining means determines that the compressible gas is entrained in the hydraulic ...

Method and system for controlling driveline lash in a hybrid vehicle

A vehicle has an engine, an upstream clutch, an electric machine, a downstream clutch, a transmission gearbox, and a controller. The controller is configured to: (i) control engagement of the downstream clutch, (ii) monitor a vehicle torque, and (iii) control electric machine torque to a designated rate when the vehicle torque changes direction and the electric machine is operating. A method for controlling a hybrid vehicle includes engaging a clutch downstream of the electric machine, monitoring a vehicle torque, and controlling electric machine torque to a designated rate when vehicle torque changes direction and the electric machine is operating. A hybrid vehicle system has an electric machine and a controller configured to (i) control electric machine torque to a designated rate within a time zone, and (ii) control at least one of the electric machine torque and an engine torque to meet driver demand outside of the zone.

METHODS AND SYSTEMS FOR ADAPTING A DRIVELINE DISCONNECT CLUTCH TRANSFER FUNCTION

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a transfer function of a driveline disconnect clutch is adapted. 1. A driveline disconnect clutch adaptation method , comprising:adjusting application force of a driveline disconnect clutch in a vehicle driveline in response to a torque sensor.2. The method of claim 1 , further comprising adapting a transfer function of the driveline disconnect clutch in response to the torque sensor.3. The method of claim 1 , where a transfer function of the driveline disconnect clutch is adapted in response to a response of driveline components.4. The method of claim 1 , where adjusting application of the driveline disconnect clutch is based on increasing driveline disconnect clutch application pressure from a condition where the driveline disconnect clutch is open while an engine in the vehicle is not combusting air and fuel.5. The method of claim 4 , where a driveline integrated starter/generator is rotating during adjusting application of the driveline disconnect clutch.6. The method of claim 5 , where a transmission lock-up clutch is open during adjusting application of the driveline disconnect clutch.7. A driveline disconnect clutch adaptation method claim 5 , comprising:rotating a torque converter impeller at a speed less than a speed based on a maximum desired torque at a torque converter turbine, the torque converter impeller in a vehicle driveline; andadjusting application force of a driveline disconnect clutch in the vehicle driveline in response to a torque sensor while an engine in the vehicle driveline is not combusting air and fuel.8. The driveline disconnect clutch adaptation method of claim 7 , where the speed is less than a threshold speed.9. The driveline disconnect clutch adaptation method of claim 7 , where the application force is adjusted via adapting a driveline disconnect clutch transfer function.10. The driveline disconnect clutch adaptation method of claim 9 , ...

MOTOR DRIVE ASSEMBLY FOR A VEHICLE AND A MOTOR VEHICLE

A motor drive assembly for a vehicle is proposed which can prevent a two-way roller clutch of the current speed ratio and a two-way roller clutch of the next speed ratio from engaging simultaneously. This assembly includes a first-speed friction plate () formed with engaging protrusions () on the first-speed side, a shift ring () formed with engaging recesses (). While the shift ring () is in a first-speed shift position SP, the engaging protrusions () are adapted to be engaged in the engaging recesses (), thereby preventing rotation of the shift ring () relative to the first-speed friction plate (). The shift ring () is further provided with projections () on its inner periphery. The drive assembly further includes an annular protrusion () formed with cutouts (). When the projections () are axially and circumferentially displaced from the respective cutouts (), the projections () are adapted to interfere with the annular protrusion (), thereby preventing axial movement of the shift ring () between the first-speed shift position SPand a second-speed shift position SP 1. A motor drive assembly for use in a vehicle , comprising:{'b': '10', 'an electric motor ();'}{'b': 21', '10, 'an input shaft () to which the rotation of the electric motor () is transmitted;'}{'b': 23', '24', '21, 'i': a', 'a, 'a first input gear () and a second input gear () both mounted on the input shaft ();'}{'b': 23', '24', '23', '24, 'i': b', 'b', 'a', 'a, 'a first output gear () and a second output gear () meshing with the first input gear () and the second input gear (), respectively;'}{'b': 22', '23', '24, 'i': b', 'b, 'an output shaft () carrying the first output gear () and the second output gear ();'}{'b': 90', '22, 'a differential () through which the rotation of the output shaft () is distributed to right and left wheels;'}{'b': 23', '24', '21', '23', '24', '22', '23', '24', '22', '23', '24', '22', '43, 'i': a', 'a', 'b', 'b', 'b', 'b', 'b', 'b, 'wherein either the first input gear (), ...

MOTOR VEHICLE DRIVE TRAIN

In a motor vehicle drive train device with a drive engine and a drive train which has a first coupling unit in the form of a clutch arranged close to the drive engine and at least one second coupling unit arranged in the flow of force from the drive engine close to the drive wheels of the vehicle, a control unit is provided which controls the coupling units and which has an overrun operating mode wherein, at a first point, the drive engine can be disconnected from the drive train by opening the clutch and, at a second point, the coupling units close to the drive wheels can be disengaged so as to disconnect the drive train also from the drive wheels. 11015111213111411121314151610111410121311152012132819313327. A motor vehicle drive train device with a drive train () which has a drive engine () , a first coupling unit () in the form of a clutch arranged close to the drive engine and at least one second coupling unit ( , ) arranged in the flow of force after the first coupling unit () , and with a control unit () for controlling the coupling units ( , , ) , the control unit () having an overrun operating mode in which , at least in an overrun condition , the drive engine () is disconnected from a part () of the drive train () by opening the clutch () close to the engine , the control unit () being provided to disconnect the drive train () by additional opening of the other ones of the coupling units ( , ) which are close to the drive wheels at a second point in the overrun operating mode , the first coupling unit () being arranged in the flow of force between the drive engine () and the gearbox device () , and at least one of the other coupling units ( , ) connecting a first part () of a driven axle () , which has a drive wheel ( , ) to a differential () in mechanically disconnectable manner.21411. The motor vehicle drive train device according to claim 1 , wherein the control unit () is programmed to initially actuate the first coupling unit () for activating or de- ...

METHODS AND SYSTEMS FOR ADJUSTING DRIVELINE DISCONNECT CLUTCH OPERATION

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, torque transferred via a driveline disconnect clutch is estimated based on characteristics of a torque converter to improve driveline operation. 1. A driveline disconnect clutch adaptation method , comprising:adjusting application force of a driveline disconnect clutch in a vehicle driveline in response to a driveline disconnect clutch torque estimate that is based on torque converter torque and a driveline integrated starter/generator torque.2. The method of claim 1 , where the driveline disconnect clutch torque estimate is further based on a torque converter impeller inertia.3. The method of claim 1 , where the driveline disconnect clutch torque estimate is further based on a torque converter impeller acceleration.4. The method of claim 1 , further comprising opening a torque converter clutch.5. The method of claim 1 , where a driveline integrated starter/generator torque is based on a current.6. The method of claim 1 , where the driveline disconnect clutch is part of a vehicle claim 1 , and where vehicle speed is zero.7. A driveline disconnect clutch adaptation method claim 1 , comprising:incrementally increasing a driveline disconnect clutch application command;adjust a transfer function of a driveline disconnect clutch in a vehicle driveline in response to incrementally increasing the driveline disconnect clutch application command, a driveline disconnect clutch torque estimate that is based on a torque converter torque, and a driveline integrated starter/generator torque; andoperating the driveline disconnect clutch in response to the transfer function.8. The driveline disconnect clutch adaptation method of claim 7 , where a torque converter impeller is rotated at a speed of less than 700 RPM.9. The driveline disconnect clutch adaptation method of claim 7 , where the transfer function is adjusted based on a difference between a value of the transfer function and a ...

METHODS AND SYSTEMS FOR A VEHICLE DRIVELINE

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline disconnect clutch operation is adjusted in response to vehicle mass so that the vehicle may operate similarly at lower and higher vehicle masses. 1. A method for operating a hybrid vehicle , comprising:adjusting operation of a driveline disconnect clutch in response to a change in vehicle mass.2. The method of claim 1 , further comprising adjusting engine stopping timing in response to the change in vehicle mass.3. The method of claim 1 , where adjusting operation of the driveline disconnect clutch includes delaying driveline disconnect clutch opening timing in response to an increase in vehicle mass.4. The method of claim 3 , where adjusting operation of the driveline disconnect clutch includes advancing driveline disconnect clutch opening timing in response to a decrease in vehicle mass.5. The method of claim 1 , further comprising adjusting an energy storage device state of charge threshold in response to vehicle mass.6. The method of claim 5 , were adjusting the energy storage device state of charge threshold includes increasing the energy storage device state of charge threshold in response to vehicle mass.7. A method for operating a hybrid vehicle claim 5 , comprising:adjusting operation of a driveline disconnect clutch in response to a change in vehicle mass; andautomatically stopping an engine at a time that is responsive to the change in vehicle mass.8. The method of claim 7 , further comprising not restarting the engine in response to the vehicle mass when the vehicle mass is a first vehicle mass.9. The method of claim 8 , further comprising restarting the engine in response to the vehicle mass when the vehicle mass is a second vehicle mass.10. The method of claim 9 , where the second vehicle mass is greater than the first vehicle mass.11. The method of claim 7 , further comprising supplying at least a portion of a creep torque via the engine after ...

Controlling a powertrain and a clutch of a vehicle

A vehicle includes an engine and is at least partially propelled by a fraction battery and a traction motor. A clutch is configured to be coupled to the traction motor. An electrical and/or mechanical pump provides pressure to control the clutch. At least one controller determines if the clutch is slipping. In response to the clutch slipping, the at least one controller commands an increase in speed of an input of the clutch such that the available line pressure to control the slipping of the clutch is increased. The line pressure is then applied to the clutch in order to control the slipping of the clutch.

Method and system to manage driveline oscillations with motor torque adjustment

A system and method for controlling a vehicle having an electric traction motor coupled to a transmission by a clutch include modifying traction motor torque in response to the difference between rotational speed of a driveline component and the filtered rotational speed of the driveline component to reduce driveline oscillation when the clutch is locked. The traction motor torque may be modified in response to a vehicle event that may otherwise induce driveline oscillations, such as a transmission ratio change or regenerative braking, for example.

METHODS AND SYSTEMS FOR A HYBRID VEHICLE

Systems and methods for learning torque estimate errors and updating torque estimation models are presented. In one example, torque errors are learned during an engine shut-down, after a disconnect clutch coupled between an engine and an electric machine has been released. An updated torque estimation model is then used to control torque during subsequent engine operation to improve drive feel and vehicle performance. 1. A method for a hybrid vehicle , comprising:during selected engine shut-down conditions,releasing a disconnect clutch coupled between an engine and an electric machine in a vehicle driveline; andafter disconnect clutch release, estimating torque errors based on deviations of an actual engine speed profile from a commanded engine speed profile at each of a plurality of engine speed set-points.2. The method of claim 1 , wherein the plurality of engine speed set-points are selected based on an engine torque error history.3. The method of claim 2 , wherein a number of engine speed set-points are selected based on a desired duration to engine rest during the engine shut-down conditions claim 2 , the number of engine speed set-points increased as the desired duration to engine rest increases.4. The method of claim 2 , wherein a larger number of engine speed set-points are selected during engine shut-down conditions when the engine is coasting to rest claim 2 , and a smaller number of engine speed set-points are selected when the engine is substantially immediately stopped.5. The method of claim 1 , further comprising claim 1 , not estimating the torque errors if a fuel level in a vehicle fuel tank is lower than a threshold.6. The method of claim 1 , further comprising claim 1 , in response to a driver change of mind restart request received during the estimating claim 1 , discontinuing the estimating of torque errors claim 1 , and expediting spinning down of the engine to rest.7. The method of claim 1 , wherein the electric machine is a crankshaft ...

Methods for utilizing stop sign and traffic light detections to enhance fuel economy and safety

Methods for operating a vehicle as the vehicle approaches an intersection with a traffic control device are provided herein. One example method includes detecting a traffic control device at an intersection the vehicle is approaching, and releasing and applying a disconnect clutch arranged in a driveline of the vehicle intermediate an engine and a starter/generator based on a type of the detected traffic control device. Because releasing the disconnect clutch disconnects the engine from the vehicle driveline, the engine may be turned off to increase fuel efficiency while the disconnect clutch is released.

OPPORTUNISTIC CHARGING OF HYBRID VEHICLE BATTERY

A control system for a modular hybrid electric vehicle operates an internal combustion engine at a torque level above the driver demanded torque improving the engine's efficiency. A traction motor driveably connected to the engine is operated at a torque level such that the combined torque satisfies the driver demand. The traction motor torque is limited to avoid inefficient combinations of speed and torque at which the motor is inefficient. During idle operation, the traction motor is operated at a torque determined from a battery state of charge and the engine is operated to maintain a predetermined speed. If the engine speed drops below a threshold, motor torque is adjusted to reduce the load on the engine to avoid stalling. 1. A method of operating a powertrain comprising:engaging a first clutch to driveably connect a motor to an engine;operating the motor to generate a first charging torque based on a state of charge of a battery to charge the battery; andin response to a decrease in engine speed resulting from a load associated with the first charging torque, controlling the engine to increase the engine speed toward a predetermined engine idle speed.2. The method of further comprising:in response to the engine speed decreasing below a threshold, further operating the motor to adjust the first charging torque to decrease the load on the engine.3. The method of further comprising:engaging a second clutch to driveably connect the motor to a transmission gearbox;controlling the engine to produce an engine torque based on the engine speed and the state of charge; andfurther operating the motor to generate a second charging torque such that a sum of the second charging torque and the engine torque satisfies a driver demanded net torque, wherein the driver demanded net torque is based on the engine speed and an accelerator pedal position.4. The method of further comprising:further operating the motor to generate a minimum charging torque, wherein the minimum ...

HYBRID VEHICLE CONTROL DEVICE

A control device of a hybrid vehicle includes an engine, a motor/generator, a first clutch, an automatic transmission, a second clutch, and startup/shifting simultaneous processing section. When engine speed increase control for increasing the engine speed by the motor/generator in order to start up the engine during travel and downshifting control of the automatic transmission are processed in parallel, the startup/shifting simultaneous processing section uses the motor torque of the motor/generator to increase the increase of input speed by the downshifting control to a target input speed while engine speed increase control is being performed by the motor/generator. 1. A hybrid vehicle control device comprising:an engine;a motor provided to a drive system from the engine to a drive wheel and having a drive motor function as well as an engine startup motor function;a first clutch for switching to a hybrid vehicle travel mode by engaging and an electric vehicle travel mode by disengaging, the first clutch being installed between the engine and the motor;an automatic transmission for automatically varying a gear ratio, the automatic transmission being installed between the motor and the drive wheel;a second clutch for maintaining a slip-engaged state during an engine startup control that includes during cranking, the second clutch being installed in any position from the motor to the drive wheel; anda controller including a startup/shifting simultaneous processing section programmed such that during a simultaneous processing of the engine startup control initiated based on a startup request and a downshifting control of the automatic transmission initiated based on a shift request while traveling, a friction element that remains engaged before and after downshifting is used as the second clutch, the downshifting is completed by disengaging a friction element that is disengaged for the downshifting and engaging an engaged element that is engaged for the downshifting ...