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 ...

УСТРОЙСТВО И СПОСОБ ДЛЯ ПРИВЕДЕНИЯ В ДВИЖЕНИЕ ТРАНСПОРТНОГО СРЕДСТВА

... 1. Устройство приведения в движение транспортного средства, содержащее:двигатель (1) внутреннего сгорания, вырабатывающий выходную мощность посредством сгорания топлива, поданного в ответ на нажатие педали акселератора транспортного средства, при выполнении отсечки топлива в ходе движения накатом транспортного средства, при котором не нажимается педаль акселератора;преобразователь (2B) крутящего момента, который передает выходную мощность двигателя (1) внутреннего сгорания на ведущее колесо транспортного средства через рабочее колесо насоса и рабочее колесо турбины;муфту (2C) блокировки, которая зацепляется, когда транспортное средство движется накатом, для непосредственного соединения рабочего колеса насоса с рабочим колесом турбины;датчик (6) нажатия педали акселератора, который определяет нажатие педали акселератора в ходе движения накатом; ипрограммируемый контроллер (4), запрограммированный с возможностью:управления муфтой (2C) блокировки таким образом, что она расцепляется в ответ ...

СПОСОБ И СИСТЕМА ДЛЯ РЕГУЛИРОВАНИЯ ШУМА, ВИБРАЦИИ И РЕЗКОСТИ РАБОТЫ СИЛОВОГО АГРЕГАТА ТРАНСПОРТНОГО СРЕДСТВА

Fahrzeugsteuervorrichtung

Eine Fahrzeugsteuervorrichtung (50) eines Fahrzeugs (10) mit einer Überbrückungskupplung (15), welche derart konfiguriert ist, dass diese zwischen Eingangs/Ausgangs-Drehelementen (14p, 14t) einer Fluid-Leistungsübertragungsvorrichtung (14), die Leistung einer Maschine (12) hin zu einem Automatikgetriebe (18) überträgt, direkt koppelt, wobei die Fahrzeugsteuervorrichtung die Überbrückungskupplung in Eingriff bringt, wenn sich ein Fahrzustand des Fahrzeugs in einem vorbestimmten Fahrzustand befindet, wobei die Fahrzeugsteuervorrichtung eine Überbrückungskupplungs-Druck-Lernsteuerung zum Lernen eines Öldrucks der Überbrückungskupplung, der bei einer Startzeit-Überbrückungs-Schlupfsteuerung verwendet wird, bei welcher die Überbrückungskupplung beim Start des Fahrzeugs in einen Schlupf-Eingriffs-Zustand in Richtung hin zu einem Eingriffszustand versetzt wird, basierend auf einer Drehzahl (Ne) der Maschine zu dem Zeitpunkt des Eingriffs der Überbrückungskupplung vorsieht, wobei die Fahrzeugsteuervorrichtung ...

Steuervorrichtung für ein Hybridfahrzeug

Vorsehen einer Steuervorrichtung für ein Hybridfahrzeug zum Reduzieren einer Erschütterung, die von einem Fahrer wahrgenommen wird, wenn eine Maschine von einem Motorbetrieb im Hybridfahrzeug gestartet wird. Da, falls der Start einer Maschine 14 ein Maschinenstart ist, der durch eine Anfrage von einem Hybridsystem verursacht wird, ein Eingriffsdruck P einer Lock-Up-Kupplung 15 im Vergleich zu dem Fall eines Maschinenstarts, der durch eine Beschleunigungsanfrage durch einen Fahrer verursacht wird, verringert wird, wird der Eingriffsdruck P der Lock-Up-Kupplung 15 zum Zeitpunkt des Maschinenstarts, der durch eine Anfrage vom Hybridsystem verursacht wird, was im Zusammenhang mit der höheren Empfindlichkeit des Fahrers bezüglich der Erschütterung steht, derart reduziert, dass eine Rate einer Drehmomentübertragung durch die Lock-Up-Kupplung 15 kleiner gemacht wird, während eine Rate einer Drehmomentübertragung durch ein Fluid eines Drehmomentwandlers 16 größer gemacht wird, wodurch eine Drehmomentveränderung ...

Steuervorrichtung und Steuerverfahren

... [Aufgabe]Die Erfindung hat das Ziel, die Anwendbarkeit der Steuervorrichtung und des Steuerverfahrens, bei der/dem die Hauptinformation durch eine Nebeninformation über den angenommenen Schaltzustand der Kupplung selektiv ergänzt wird, auf Fahrzeuge zu verbessern.[Mittel zur Lösung der Aufgabenstellung]Die Steuerungsvorrichtung ist mit einem Beurteilungsteil 5A1, das entsprechend der zeitlichen Veränderung der Nebeninformation, ob der tatsächliche und angenommene Zustand des Verbindens und des Lösens der Kupplung übereinstimmen oder nicht, und einem Bremssteuerteil 5A4, das, wenn das Beurteilungsteil 5A1 beurteilt hat, dass der tatsächliche und der angenommene Schaltzustand der Kupplung nicht übereinstimmen, nur anhand der Hauptinformation, ohne Nebeninformation, die Bremssteuerung ausführt, ausgestattet.

MOTORSCHUBSTEUERVORRICHTUNG IN EINEM HYBRIDFAHRZEUG

Die vorliegende Erfindung betrifft eine Motorschubsteuervorrichtung in einem Hybridfahrzeug, um einen Fahrzeugantrieb während eines Motorschubzustandes zu betreiben. Das Hybridfahrzeug weist eine erste Kupplung, die einen Fahrzeugantrieb an einen mit einer Fahrzeugbatterie betriebenen Fahrzeugmotor koppelt, und eine zweite Kupplung, die den Motor an ein Fahrzeuggetriebe koppelt, auf. Die Motorschubsteuervorrichtung der vorliegenden Erfindung ist dadurch gekennzeichnet, dass eine Vorhersagevorrichtung einen Beginn des Motorschubzustandes bestimmt, und eine Dauer des Motorschubzustandes zu Beginn des Motorschubzustandes vorausberechnet. Ein Komparator vergleicht die vorausberechnete Dauer des Motorschubzustandes mit einer Dauer, die erforderlich ist, um mindestens einen vorbestimmten Test im Motorschubzustand durchzuführen. Eine Schaltvorrichtung der Motorschubsteuervorrichtung betreibt selektiv die erste Kupplung oder die zweite Kupplung im Motorschubzustand, in Abhängigkeit vom Vergleich ...

Hybrid-Elektrofahrzeug und Verfahren zum Starten einer Kraftmaschine

Zwei Verfahren können verwendet werden, um die Kraftmaschine eines Hybrid-Elektrofahrzeugs zu starten, während sich das Fahrzeug mit elektrischer Energie bewegt. Wenn die Laufruhe vorrangig ist, wird eine Trennkupplung teilweise eingerückt, um eine Kraftmaschinendrehung in Gang zu setzen, und dann freigegeben, wenn die Kraftmaschine aus eigener Leistung auf eine Motordrehzahl beschleunigt. Wenn das schnelle Starten vorrangig ist, wird die Trennkupplungsdrehmomentkapazität gesteuert, um die Zeit zu verkürzen, die die Kraftmaschine braucht, um auf die Motordrehzahl zu beschleunigen. Eine Drehmomentwandler-Bypass-Kupplung ist bei jedem der beiden Verfahren während des Kraftmaschinenneustarts ausgerückt. Des Weiteren wird das Motordrehmoment bei jedem der beiden Verfahren angepasst, um das der Kraftmaschine bereitgestellte Drehmoment auszugleichen.

Method for operating drive chain of motor vehicle, involves operating lock-up clutch with controlled reference slip value between initial speeds of lock-up clutch that is equivalent to speed of drive device

The method involves operating a lock-up clutch with a controlled reference slip value between initial speeds of the lock-up clutch that is equivalent to a speed of a drive device. An ending speed (3a) of the lock-up clutch is equivalent to a turbine of a torque converter. A formed actual slip value of the lock-up clutch varies from the reference slip value of the lock-up clutch around a pre-determined limit value. The initial speed of the lock-up clutch is influenced by the drive unit contact, such that the actual slip value takes the reference slip value.

DEVICE AND PROCEDURE FOR THE CONTROLLING OF AN AUTOMATIC TRANSMISSION FOR THE CONTROL OF BLOCKAGE AND UNBLOCKING

PROCEDURE FOR THE CONTROLLING OF A MOTOR VEHICLE DRIVE STRAND

CONTROL SYSTEM AND PROCEDURE FOR COMBUSTION ENGINE

CONTROL DEVICE FOR AUTOMATIC TRANSMISSION FOR VEHICLE

Sticking of a lock-up clutch (LC) is detected on the basis of the temperature (TA) of the hydraulic fluid and the slip ratio (S) of the lock-up clutch (LC). The amount of air taken into an engine is increased while LC sticking is being determined, and the increase in the amount of air taken into the engine is stopped when it has been determined that LC sticking has been released. In this way, any decrease in engine speed is effectively prevented during a period (timing) in which LC sticking occurs, and any sharp increase in engine speed is effectively prevented during a period in which LC sticking does not occur (after sticking has been released). Therefore, any decrease in engine speed during lock-up clutch sticking and any sharp increase in engine speed during release of the sticking can be prevented using a relatively simple control system.

DEVICE AND PROCESS OF CONTROL OF POWER UNIT BACKGROUND DEL' INVENTION

Un dispositif de contrôle d'un groupe motopropulseur contrôle un groupe motopropulseur incluant un embrayage de verrouillage, reliant directement un moteur, dans lequel la fourniture de carburant est interrompue, à une transmission automatique. Le dispositif de contrôle comporte une unité de sortie, une unité de contrôle et une unité de détermination. L'unité de sortie (S410) fournit en sortie une instruction pour diminuer la pression d'embrayage pour l'embrayage de verrouillage depuis une valeur à laquelle l'embrayage de verrouillage est embrayé jusqu'à une valeur à laquelle l'embrayage de verrouillage est débrayé. L'unité de contrôle (S500, S600) reprend la fourniture de carburant au moteur lorsqu'un temps de retard prédéterminé s'est écoulé depuis que l'instruction a été fournie en sortie. L'unité de détermination (S300) détermine le temps de retard de telle sorte que le temps de retard soit plus court lorsque la température de la chambre de combustion du moteur est une première température ...

Control device of hybrid vehicle

It is provided a control device of a hybrid vehicle having an engine, an electric motor, a clutch disposed in a power transmission path between the engine and the electric motor, and a hydraulic power transmission device with a lockup clutch disposed in a power transmission path between the electric motor and drive wheels, the control device being configured to engage the clutch and provide slip control of the lockup clutch when the engine is started from motor running using the electric motor, and to lower an engagement pressure of the lockup clutch as compared to the case of an engine start caused by an acceleration request from a driver if the start of the engine is an engine start caused by a request from a hybrid system.

VEHICLE CONTROL APPARATUS

A control device of a vehicle including an engine, an electric motor, and a clutch configured to achieve a mechanically directly-coupled state of a power transmission path between the engine/the electric motor and drive wheels, the control device causing the clutch to be slip-engaged or released when the engine is started during motor running in which only the electric motor is used as a drive force source for running with the clutch engaged, the control device being configured such that when the clutch is engaged during the motor running, an engagement pressure is made lower than an engagement pressure when the clutch is engaged during engine running in which at least the engine is used as a drive force source for running, and in the case of running with the clutch engaged, the engagement pressure of the clutch is constantly adjusted based on output torque of the electric motor during the motor running, while the engagement pressure of the clutch is not adjusted during the engine running. 1. A control device of a vehicle including an engine , an electric motor , and a clutch configured to achieve a mechanically directly-coupled state of a power transmission path between the engine/the electric motor and drive wheels , the control device causing the clutch to be slip-engaged or released when the engine is started during motor running in which only the electric motor is used as a drive force source for running with the clutch engaged , the control device being configured such thatwhen the clutch is engaged during the motor running, an engagement pressure is made lower than an engagement pressure when the clutch is engaged during engine running in which at least the engine is used as a drive force source for running, andin the case of running with the clutch engaged, the engagement pressure of the clutch is constantly adjusted based on output torque of the electric motor during the motor running, while the engagement pressure of the clutch is not adjusted during the ...

Methods and systems for assisted direct start control

Methods and systems are provided for reducing audible clunks and objectionable drive feel in vehicles including start/stop systems. In one example, a vehicle engine is shutdown during vehicle coasting. The vehicle engine is then restarted, while the vehicle is moving with a torque converter clutch disengaged. A transmission clutch pressure is then adjusted during the restart based on a torque converter output speed relative to a torque converter input speed.

Systems and methods for controlling a powertrain

A system is provided for controlling the operation of powertrain, including an engine and a torque converter having a torque converter clutch. The system may include a torque governor for controlling a torque output of the engine and a speed governor for controlling a rotational speed of the engine. The system may further include a powertrain controller operable to receive a command selecting between first and second modes of operation. If the command indicates the first mode of operation, the powertrain controller may enable the torque governor and control the torque converter clutch to operate in accordance with a first clutch profile. If the command indicates the second mode of operation, the powertrain controller may enable the speed governor and control the torque converter clutch to operate in accordance with a second clutch profile that is different from the first clutch profile.

Control system for hybrid vehicle

A hybrid vehicle comprises an engine 2, a motor generator 4, a torque converter 6 with a lock-up clutch 5, and a ratio-change mechanism 7. A control system for the hybrid vehicle comprises a rotational sensor 22, which detects the slip ratio of the torque converter, and a hydraulic control valve 12, which controls the engagement of the lock-up clutch. While the vehicle is moving along with the accelerator pedal being released from its stepped down condition, a driving force from the wheels is transmitted to the motor generator 4 for energy regeneration. If the slip ratio of the torque converter is equal to or smaller than a first threshold value, then only the lock-up clutch is controlled into engagement. However, if the slip ratio is between the first threshold value and a second threshold value, then additionally the motor generator is controlled in cooperative operation.

CONTROL DEVICE FOR VEHICLE

A hybrid vehicle outputs creep torque by output torque of a second MG. A creep control unit controls creep torque when an accelerator pedal is not operated. The creep control unit controls a creep cut amount defined by a decrement of creep torque when the brake pedal is operated relative to creep torque when the brake pedal is not operated such that the creep cut amount when reverse running is selected is smaller than the creep cut amount when forward running is selected.

Control apparatus for vehicle

A control apparatus for a vehicle that includes an engine includes an electric generator, a lock up clutch, a throttle valve, an electric generator control unit, a clutch control unit, and a throttle control unit. The clutch control unit is configured to control the lock up clutch to an engaged state on the condition that the electric generator performs the regenerative power-generation. The throttle control unit is configured to control the throttle valve openwise on the condition that the electric generator performs the regenerative power-generation. The throttle control unit is configured to control the throttle valve from openwise to closewise on the condition that the lock up clutch is controlled from the engaged state to a disengaged state, with the throttle valve having been controlled openwise in accompaniment with the regenerative power-generation of the electric generator.

Control device for hybrid electric vehicle clutch engagement

Control device of a vehicle including an engine, electric motor, and clutch in a power transmission path between the engine and motor, which increases the engine's rotation speed in a release or slip state of the clutch after self-sustaining operation of the engine is enabled after starting, providing either a first engine start control where control for engagement of the clutch starts before rotation speed of the engine reaches that of the motor when the engine's rotation speed is increasing, or second control where control for engagement of the clutch starts after the engine's rotation speed is synchronized with that of the motor, or during the process of synchronization, by reducing the engine's rotation speed after it exceeds that of the motor during an increase in the engine's rotation speed, the device using the first or second engine start control in accordance with a vehicle state when starting the engine.

Negative wheel slip control systems and methods

An engine control system comprises a derivative module and a slip remediation module. The derivative module determines a mathematical derivative of a driven wheel speed of a vehicle. The slip remediation module, when the mathematical derivative is more negative than a predetermined deceleration, at least one of disables regenerative braking being performed by one or more electric motors, increases an axle torque request, and unlocks a torque converter.

A method and an apparatus for controlling a car equipped with an automatic transmission

СПОСОБ РАБОТЫ ПРИВОДА НА ВЕДУЩИЕ КОЛЕСА (ВАРИАНТЫ) И ТРАНСПОРТНОЕ СРЕДСТВО

Изобретение относится к гибридным транспортным средствам. Способ работы привода на ведущие колеса включает в себя этапы, на которых останавливают вращение двигателя и обеспечивают рекуперативное торможение посредством привода на ведущие колеса. Затем переходят с рекуперативного торможения на обеспечение положительного крутящего момента в привод на ведущие колеса и приводят в действие встроенный в привод на ведущие колеса стартер/генератор в режиме управления скоростью вращения при переходе. Также увеличивают проскальзывание муфты гидротрансформатора при переходе с рекуперативного торможения на обеспечение положительного крутящего момента в привод на ведущие колеса. Исключается провал крутящего момента. 3 н. и 16 з.п. ф-лы, 48 ил.

СПОСОБ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ ВНУТРЕННЕГО СГОРАНИЯ И УЗЕЛ УПРАВЛЕНИЯ

Изобретение относится к способу управления двигателем внутреннего сгорания, соединённым с гидротрансформатором, имеющим функцию блокировки, и может быть использовано в транспортных средствах. В заявке описаны способ управления и узел, обеспечивающие управление двигателем внутреннего сгорания, соединенным с гидротрансформатором. Гидротрансформатор может работать в режиме гидротрансформатора или в режиме блокировки. Шаги управления включают определение текущего режима работы - гидротрансформаторного или блокированного, и выбор управления частотой вращения двигателя по входному воздействию оператора при гидротрансформаторном режиме работы, и выбор управления выходной мощностью и (или) выходным крутящим моментом двигателя по входному воздействию оператора на узел акселератора при работе в режиме блокировки. Изобретение также относится к силовой передаче транспортного средства, включающей такой узел управления, и транспортному средству, включающему такую силовую передачу. 4 н. и 18 з.п. ф-лы ...

СПОСОБ И СИСТЕМА ДЛЯ РЕГУЛИРОВАНИЯ ШУМА, ВИБРАЦИИ И РЕЗКОСТИ РАБОТЫ СИЛОВОГО АГРЕГАТА ТРАНСПОРТНОГО СРЕДСТВА

Предложены способы и системы для коррекции пределов шума, вибрации и резкости (ШВР) для транспортного средства в зависимости от числа пассажиров, присутствующих в транспортном средстве. В одном примере способ может предусматривать, при обнаружении отсутствия людей, снижение ограничений по ШВР для эксплуатации транспортного средства и регулирование одного или более параметров работы транспортного средства с учетом сниженных ограничений по ШВР. Техническим результатом является повышение экономии топлива. 3 н. и 15 з.п. ф-лы, 10 ил.

СПОСОБ РАБОТЫ ПРИВОДА НА ВЕДУЩИЕ КОЛЕСА (ВАРИАНТЫ) И СИСТЕМА ТРАНСПОРТНОГО СРЕДСТВА

... 1. Способ работы привода на ведущие колеса, включающий в себя этапы, на которых:останавливают вращение двигателя и обеспечивают рекуперативное торможение посредством привода на ведущие колеса;переходят с рекуперативного торможения на обеспечение положительного крутящего момента в привод на ведущие колеса; иприводят в действие встроенный в привод на ведущие колеса стартер/генератор в режиме управления скоростью вращения при переходе.2. Способ по п.1, в котором встроенный в привод на ведущие колеса стартер/генератор приводят в действие в режиме управления крутящим моментом до и после приведения в действие встроенного в привод на ведущие колеса стартера/генератора в режиме управления скоростью вращения.3. Способ по п.1, в котором встроенный в привод на ведущие колеса стартер/генератор регулируют на скорость вращения на основании скорости вращения турбины гидротрансформатора.4. Способ по п.1, дополнительно включающий в себя этап, на котором размыкают муфту расцепления привода на ведущие колеса ...

VERFAHREN ZUR STEUERUNG EINES KRAFTFAHRZEUG-ANTRIEBSSTRANGS

VORRICHTUNG UND VERFAHREN ZUR STEUERUNG EINES AUTOMATIKGETRIEBES ZUR STEUERUNG VON SPERRUNG UND ENTSPERRUNG

Antriebsstrang für ein Hybridsystem und Verfahren zum Betreiben eines derartigen Antriebsstranges

Ein erfindungsgemäß ausgeführter Antriebsstrang für ein Hybridsystem, umfassend eine erste Antriebsmaschine und eine zweite Antriebsmaschine, die separat oder gemeinsam über eine zumindest eine hydrodynamische Komponente aufweisende Kraftübertragungseinheit mit einem Getriebe verbindbar sind, eine zwischen der ersten Antriebsmaschine und der Kraftübertragungseinheit angeordnete schaltbare Kupplungseinrichtung zur wahlweisen Unterbrechung/Realisierung des Kraftflusses zwischen der ersten Antriebsmaschine und der Kraftübertragungseinheit mit einer druckmittelbetätigbaren Stelleinrichtung, umfassend zumindest ein Kolbenelement, ist dadurch gekennzeichnet, dass Mittel zur Übertragung eines vordefinierten Mindestmomentes zumindest vor dem Aufbau des erforderlichen Betätigungsdruckes der Stelleinrichtung der schaltbaren Kupplungseinrichtung zwischen der ersten Antriebsmaschine und der Kraftübertragungseinheit vorgesehen sind.

System und Verfahren zur Einstellung eines Drehmomentwandlerüberbrückungszustands unter Verwendung einer Elektroenergiewandlervorrichtung

Hybrid-Fahrzeug-Antriebssystem, aufweisend:einen Verbrennungsmotor (10),ein Getriebe (14) mit einem Getriebeeingang und einem Getriebeausgang und mit mehreren festen Übersetzungsverhältnissen,einen Drehmomentwandler (13) mit einer Wandlerüberbrückungskupplung und einem Wandlereingang und einem Wandlerausgang, wobei der Wandlereingang an den Verbrennungsmotor (10) gekuppelt ist und wobei der Wandlerausgang an den Getriebeeingang gekuppelt ist,eine Elektroenergiewandlervorrichtung (16), die an den Getriebeausgang gekuppelt ist, undein Steuerungssystem zum Einstellen der Drehmomentausgabe des Hybrid-Antriebssystems, wobei das Steuerungssystem derart eingerichtet ist, dass von ihm ein In-Eingriff-Bringen der Wandlerüberbrückungskupplung veranlasst wird, falls die Drehmomentdifferenz über den Drehmomentwandler unterhalb eines vorbestimmten Werts ist, und dass von ihm die auf den Getriebeausgang aufgebrachte Drehmomentausgabe der Elektroenergiewandlervorrichtung derart eingestellt wird, dass ...

Fahrzeug und Verfahren zum Steuern von Antriebsstrangkomponenten eines Fahrzeugs

Ein Fahrzeug weist einen Motor, einen Traktionsmotor und einen Drehmomentwandler, der von dem Traktionsmotor angetrieben wird, auf. Eine Kupplungsanordnung koppelt mechanisch eine Ausgabe des Drehmomentwandlers an das Übersetzungsgetriebe. Eine Steuerung ist in dem Fahrzeug bereitgestellt, die zum Befehlen einer Erhöhung des Schlupfes oder zum Verringern des Kupplungsdrucks in der Kupplungsanordnung als Reaktion auf eine Erhöhung der Drehzahl des Traktionsmotors konfiguriert ist. Das Befehlen einer Erhöhung des Schlupfes ermöglicht einem Produkt des Drehmomentverhältnisses des Drehmomentwandlers und einem Eingabedrehmoment des Drehmomentwandlers, während der Erhöhung der Drehzahl des Traktionsmotors im Wesentlichen konstant zu bleiben.

Verfahren und Systeme zur Steuerung eines unterstützten Direktstarts

Es werden Verfahren und Systeme bereitgestellt, um hörbare Schläge und ein störendes Fahrgefühl bei Fahrzeugen mit Start-Stopp-Systemen zu reduzieren. Bei einem Beispiel wird ein Fahrzeugmotor während des Fahrzeugrollens abgeschaltet. Der Fahrzeugmotor wird dann neu gestartet, während sich das Fahrzeug mit ausgerückter Drehmomentwandlerkupplung bewegt. Ein Getriebekupplungsdruck wird dann während des Neustarts auf der Basis einer Drehmomentwandlerausgabedrehzahl relativ zu einer Drehmomentwandlereingangsdrehzahl eingestellt.

Antriebsstrang für ein Hybridsystem und Verfahren zum Betreiben eines derartigen Antriebsstranges

VERFAHREN UND SYSTEM ZUR VERBESSERUNG VON HYBRIDFAHRZEUGSCHALTVORGÄNGEN

Es werden Systeme und Verfahren zur Verbesserung des Schaltvorgangs eines Stufenautomatikgetriebes in einem Hybridfahrzeug vorgestellt. Die Systeme und Verfahren können Einstellen der Drehmomentkapazität einer oder mehrerer Triebstrangkupplungen zum Reduzieren von Triebstrangdrehmomentstörungen, die mit Triebstrangträgheitsmoment beim Getriebegangschalten in Zusammenhang stehen können, bereitstellen.

VERFAHREN UND SYSTEM ZUM AUSWÄHLEN EINER KALIBRIERUNG FÜR EIN FAHRZEUG

Diese Offenbarung stellt Verfahren und ein System zum Auswählen einer Kalibrierung für ein Fahrzeug bereit. Es werden Systeme und Verfahren zum Betreiben eines Fahrzeugs, das zu verschiedenen geografischen Standorten, die unterschiedliche Motoremissions- und Kraftstoffeffizienzstandards aufweisen können, gefahren oder dort verkauft werden kann, beschrieben. Die Systeme und Verfahren können den Fahrzeugbetrieb so einstellen, dass er den Standards entspricht, die dort umgesetzt werden können, wo sich das Fahrzeug geografisch befindet. Die Standards können für Länder, Vertragszonen, Rennstreckengebiete, Geländegebiete und andere geografiebezogene Standards gelten.

Assisting torque converter lockup

Assisting torque converter lockup

CONTROL DEVICE FOR VEHICLE

A control device for a vehicle includes an electronic control unit configured to control release of a predetermined engaging device configured to selectively engage a rotating member of a loaded part that participates in power transmission in a predetermined gear stage among a plurality of engaging devices with a rotating member of a non-loaded part that does not participate in the power transmission in the predetermined gear stage, at the time of selection of the predetermined gear stage of a stepped transmission, and control the predetermined engaging device such that an engagement pressure for bringing the predetermined engaging device into a weak slip state in a range that does not affect the selection of the predetermined gear stage is added, at the time of the selection of the predetermined gear stage and in a predetermined operational state.

METHOD AND APPARATUS FOR CONTROLLING HYBRID ELECTRIC VEHICLES

A method for operating an engine and an integrated starter/generator/motor (ISGM) disposed in a hybrid electric vehicle, which includes launch and deceleration processes. The ISGM is used to both launch the vehicle and start the engine. The deceleration process includes operating a first clutch to disengage the engine from the ISGM during an initial phase, and engaging a second clutch during the initial phase to direct substantially all regenerative energy to provide the only source of electrical energy to recharge the energy storage device.

CONTROL DEVICE FOR AUTOMATIC TRANSMISSION FOR VEHICLE

A sticking condition of a lock-up clutch (LC) is judged by an oil temperature (TA) of hydraulic oil and a slip ratio (S) of the LC. An intake air amount of an engine is increased while the LC is judged to be in a sticking condition, on the other hand, the increase of the intake air amount of the engine is terminated when the judgment to be in the sticking condition is canceled. This enables to effectively prevent an rotation speed of the engine from decelerating in a range (timing) where a sticking of the LC occurs, and further effectively prevent the rotation speed of the engine from rapidly accelerating (prevent a so-called engine racing) in a range where a sticking of the LC does not occur (a range where the sticking has been eliminated). Therefore, decelerations of engine rotation speed due to a sticking of the lock-up clutch and rapid accelerations of engine rotation speed after the sticking has been eliminated can be both prevented, by relatively simple controls.

CONTROL APPARATUS FOR DYNAMIC POWER TRANSMISSION APPARATUS

A control apparatus for a dynamic power transmission apparatus is provided. The dynamic power transmission apparatus includes a differential mechanism (22), an electric generator (23), an electric motor (32) and a fluid coupling (33). The electric motor (32) is disposed at a position apart from a transmission path (L) along which the dynamic power of the engine (20) is transmitted to the driving wheel (31). The fluid coupling (33) is disposed between the electric motor (32) and the transmission path (L). The control apparatus includes an electronic control unit (45) configured to: (a) restrict the charge of the electric storage apparatus (41) with the electric power generated by the electric generator (23), depending on a state of the electric storage apparatus (41); and (b) differentially rotate the fluid coupling (33) and drive the electric motor (32) by the electric power such that a dynamic power loss is generated in the fluid coupling (33), when restricting the charge of the electric ...

DUAL CLUTCH POWERTRAIN ARCHITECTURE

A powertrain architecture includes an engine and a transmission coupled through a launch device that is configured to be selectively mechanically coupled to the engine and to the transmission. A ring gear is positioned at least partially around the launch device. An engine lock up clutch mechanically couples the engine to the ring gear. A turbine lock up clutch mechanically couples the launch device to the ring gear. Ancillary devices are provided to receive power from or transmit power to the ring gear. The engine lock up clutch and the turbine lock up clutch selectively engage the ring gear to power at least one ancillary device.

Vehicle launch device having fluid coupling

"METHOD FOR AUTOMATIC CONTROL OF BRAKING OF A MOTOR VEHICLE DURING OPERATION SHIFT TRANSMISSION"

L'invention concerne un procédé de commande automatique du freinage pour un véhicule automobile comportant une chaîne (10) de traction comprenant : - un groupe (12) motopropulseur entraînant un arbre (14) moteur ; - des roues (16) motrices ; - des moyens de mise en roue libre qui permettent d'annuler la transmission de couple entre l'arbre (14) moteur et les roues (16) motrices ; - une boîte (18) de vitesses comportant plusieurs rapports de transmission, les moyens de mise en roue libre étant activés durant une opération de passage de rapport de transmission ; le véhicule comportant un organe (28) de freinage commandé automatiquement, caractérisé en ce que lorsqu'une opération de passage de rapport de transmission est commandée durant une phase de frein moteur, l'organe (28) de freinage est commandé automatiquement pour maintenir l'effort de freinage déterminé.

Control device

무단 변속기의 제어 장치

... 무단 변속기의 제어 장치가, 프라이머리 풀리(5)와 세컨더리 풀리(6) 사이에 벨트(7)를 권취 장착하여 동력을 전달하는 무단 변속 기구(CVT)와, 펌프 임펠러(20), 터빈 러너(21) 및 로크업 클러치(2a)를 갖는 토크 컨버터(2)와, 주행 상태에 따라서 로크업 클러치(2a)를 소정의 체결 상태로 제어함과 함께, 무단 변속기를 소정 변속비로 제어하는 제어 수단(10)을 구비한다. 제어 수단(10)은 로크업 클러치(2a)를 해방 상태로부터 체결 상태로 이행시킬 때, 엔진 회전수(Ne)와 터빈 러너의 회전수인 터빈 회전수(Nt)의 차 회전(ΔN)이 소정 차 회전(ΔN1) 이하로 되었을 때는, 터빈 회전수(Nt)가 이행 중의 주행 상태에 기초하여 설정되는 무단 변속 기구(CVT)의 변속비의 제어를 계속한 경우의 터빈 회전수(Nt1)보다도, 엔진 회전수(Ne)에 근접하도록 무단 변속 기구(CVT)의 변속비를 제어한다.

CONTROL DEVICE FOR LOCKUP CLUTCH

When vehicle speed detected by a vehicle speed sensor (Sc) and acceleration pedal opening degree detected by an acceleration pedal opening degree sensor (Sd) are determined by a control area determination medium (M3) to be in a tire area of a lockup clutch, an engagement permission medium (M2) allows engagement of the lockup clutch to contribute to fuel efficiency improvement by increasing the frequency of the engagement of the lockup clutch within a range not affecting a function even though the water temperature of an engine coolant detected by a water temperature sensor (Sa) or the temperature of transmission working fluid detected by an oil temperature sensor (Sb) is below a predetermined temperature. Since engaging responsiveness does not matter much in the tire area where the lockup clutch is fully engaged, the lockup clutch causes no problems while engaged at a low temperature where the engaging responsiveness is lowered due to low oil temperature and high viscosity of the working ...

CONTROL DEVICE FOR VEHICLE

Disclosed is a control device for a vehicle provided with a variable compression ratio internal combustion engine, the control device controlling the vehicle provided with, as a drive system, an internal combustion engine with a variable compression ratio which coordinates the lock-up control of a lock-up mechanism and the control of the compression ratio with each other, and a transmission which comprises a torque converter and the lock-up mechanism between the engine output shaft and input shaft of the internal combustion engine and can change the ratio between the rotation speed of the input shaft and the rotation speed (Nout) of the output shaft connected to an axle, and the controlling device being provided with a first control means for switching the operating state of the lock-up mechanism according to the operating condition of the vehicle, and a second control means for changing the compression ratio in at least some of cases where the operating state is switched.

MODE SWITCHING CONTROL DEVICE OF HYBRID VEHICLE

According to the present invention, when the requested acceleration (tG) during an EV→HEV mode switch request (S11) is large (S13), a mode switch is executed between engine startup (S14) and clutch engagement (S15-S17), and the large requested acceleration (tG) can be achieved by the torque-increasing action of a torque converter due to the torque converter being kept in a converter state during EV travel. When the requested acceleration (tG) is small (S13), a mode switch is executed between engine startup (S21) and clutch engagement (S23-S25), but the torque converter is switched from the converter state to a lockup state (S22) at the same time that clutch engagement is initiated (S22). Consequently, although the requested acceleration (tG) is small, the torque converter is no longer needlessly in a state of slipping, and worsening of engine fuel consumption can be prevented.

HYBRID DRIVE APPARATUS

A hybrid drive apparatus (1) includes an input member (M) that is drivingly connected to a rotary electric machine (12) and drivingly connected via an input clutch (CT) to an internal combustion engine (11), an output member (0) that is drivingly connected to the input member (M) and transmits rotation of the input member (M) to wheels (17), and a control device that controls the rotary electric machine. The control device is capable of performing valve opening/closing phase control that advances or retards opening/closing phases of valve elements provided in the internal combustion engine (11) via a valve opening/closing phase adjusting mechanism and, with the internal combustion engine in a stopped state before starting a vehicle, advances the opening/closing phases of the valve elements to bring the opening/closing phases of the valve elements into an advanced phase state relative to predetermined reference phases, thus starting the vehicle with torque of the rotary electric machine ...

Methods and system for controlling torque flow through a torque converter

Systems and methods for operating a hybrid vehicle driveline that includes an engine and a motor are presented. In one example, the systems and methods include one or more control modes where engine and/or motor speed or torque is adjusted responsive to different control parameters during a vehicle launch from zero speed or a creep speed.

Vehicle control apparatus

A vehicle control apparatus includes an engine, a refrigerant compressor, a lock up clutch, a throttle valve, and first, second, and third deceleration controllers. The second deceleration controller controls the lock up clutch to a slip state and controls the throttle valve openwise on the condition that the refrigerant compressor is in the stopped state on decelerated travel of a vehicle in a second speed region in which a vehicle speed is lower than a first vehicle speed and higher than a second vehicle speed lower than the first vehicle speed. The second deceleration controller controls the lock up clutch to a disengaged state and controls the throttle valve closewise on the condition that the refrigerant compressor is in the operative state on the decelerated travel of the vehicle in the second speed region.

Method and apparatus for controlling a torque converter clutch in a multi-mode powertrain system

A powertrain system includes an internal combustion engine rotatably coupled to a non-combustion torque machine and a torque converter which is rotatably coupled to an input member of a transmission. A method for operating the powertrain system includes operating the torque converter in a controlled slip operating state and controlling a torque converter clutch capacity in response to a driver requested braking torque. Target torque outputs from the engine and from the torque machine are determined in response to the driver requested braking torque subjected to a time delay. A torque modifier for the torque machine is determined in response to a torque converter clutch slip error. Torque output from the engine is controlled in response to the target torque output from the engine, and torque output from the torque machine is controlled in response to the target torque output and the torque modifier from the torque machine.

Methods and system for transitioning between control modes while creeping

Systems and methods for transitioning a torque source between speed control and torque control modes during a vehicle creep mode are disclosed. In one example, torque of an electric machine is adjusted in response to a torque converter model. The torque converter model provides for a locked or unlocked torque converter clutch.

Methods and system for controlling launch of a vehicle having an automatic transmission

Systems and methods for operating a driveline of a vehicle that includes an automatic transmission and a torque converter are described. In one example, vehicle launch is controlled according to a linear quadratic regulator that provides feedback control according to torque converter slip error and vehicle speed error. The vehicle launch is also controlled according to feed forward control that is based on requested torque converter slip and requested vehicle speed.

Powertrain lash management

Methods and systems are provided for adjusting powertrain torque in a vehicle based on driver intent. Driver intent is inferred based on foot motion inside a foot well monitored via a foot well region sensor and changes in clearance outside the vehicle monitored via a range sensor. By adjusting powertrain torque based on operator foot motion and traffic movements outside the vehicle, frequency of lash transitions can be reduced and lash transition initiation can be adjusted based on expected changes in torque demand.

CONTROL DEVICE AND CONTROL METHOD

A determination section 5A1 and a brake control section 5A4 are provided, the determination section 5A1 determining whether an actual state related to the connection and the disconnection of the clutch matches the assumed state in accordance with a relationship between the secondary information and travel state information indicative of a travel state of the vehicle, and the brake control section 5A4 executing the brake control by using the primary information but not the secondary information in the case where the determination section 5A1 determines that the actual state does not match the assumed state.

Methods and systems for operating a driveline disconnect clutch

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, application of a driveline disconnect clutch to start an engine is described. The approach applies the driveline disconnect clutch to rotate an engine and at least partially disengages the driveline disconnect clutch to reduce the possibility of a reduction in torque applied to vehicle wheels.

METHOD AND SYSTEM FOR CONTROLLING A USER REQUESTED SHIFT IN A HYBRID VEHICLE

A hybrid vehicle has an engine, an electric machine connected to the engine by an upstream clutch, a transmission gearbox connected to the electric machine by a downstream clutch, and a controller. The controller is configured to, in response to a user commanded shift of the transmission, control the electric machine speed to a designated speed based on gearbox output speed and the transmission gear ratio after the shift, thereby synchronizing speeds across the gearbox for the shift. A method for controlling a hybrid vehicle provides, in response to a user commanded shift of an automatic transmission gearbox, controlling an electric machine speed to a target speed based on the transmission gear ratio after the shift where the target speed is synchronized with the transmission gearbox output speed.

Transmission Control Method

A method for operating a drive train of a motor vehicle is provided, the drive train featuring a first drive assembly formed as an internal combustion engine a second drive assembly formed as an electric motor, a start-up element and a transmission). The start-up element features a converter and a lock-up clutch and is connected between the electric motor and the transmission. The electric motor is connected between the internal combustion engine and the start-up element. If a decoupling of the lock-up clutch is requested, the lock-up clutch of the start-up element is initially brought into slip. If the slip at the lock-up clutch of the start-up element reaches a threshold or is greater than the threshold, a target rotational speed is subsequently predetermined for the electric motor and the rotational speed of the electric motor is adjusted to such target rotational speed.

Transmission control method

A method for operating a drive train of a motor vehicle is provided, the drive train featuring a first drive assembly formed as an internal combustion engine a second drive assembly formed as an electric motor, a start-up element and a transmission). The start-up element features a converter and a lock-up clutch and is connected between the electric motor and the transmission. The electric motor is connected between the internal combustion engine and the start-up element. If a decoupling of the lock-up clutch is requested, the lock-up clutch of the start-up element is initially brought into slip. If the slip at the lock-up clutch of the start-up element reaches a threshold or is greater than the threshold, a target rotational speed is subsequently predetermined for the electric motor and the rotational speed of the electric motor is adjusted to such target rotational speed.

PROCESS FOR CONTROLLING A CONTINOUSLY VARIABLE TRANSMISSION SYSTEM (CVT)

The proposal is for a process for controlling a CVT of the bevel-pulley-belt type in which, on the occurrence of a wheel-locking drive situation, converter bridging clutch is disengaged and at the same time a forward or reverse drive clutch is disengaged. The pressure level of the secondary pulley (3) is hereby raised and the transmission ratio of the CVT is changed in accordance with a predeterminable transmission ratio change and a predeterminable gradient.

Способ (варианты) и система для запуска двигателя

Изобретение относится к способу и системе запуска двигателя. Способ запуска двигателя, в котором запускают остановленный двигатель за счет вращения двигателя; вращают насосное колесо гидротрансформатора, начиная с нулевой скорости, в зависимости от достижения первого предварительно установленного количества циклов сгорания после остановки двигателя с помощью крутящего момента двигателя; и, по меньшей мере, частично включают муфту расцепления гидротрансформатора из выключенного состояния. Рассмотрен вариант способа запуска двигателя, в котором запускают остановленный двигатель за счет вращения двигателя; вращают насосное колесо гидротрансформатора, начиная с нулевой скорости, во время запуска двигателя; и, по меньшей мере, частично выключают муфту расцепления в зависимости от скорости вращения насосного колеса гидротрансформатора. Предложена система транспортного средства, содержащая двигатель; гидротрансформатор, содержащий муфту расцепления, насосное колесо и турбину, причем гидротрансформатор ...

УСТРОЙСТВО УПРАВЛЕНИЯ ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к транспортным средствам. Устройство управления силовой установкой транспортного средства включает в себя механизм регулирования степени сжатия двигателя внутреннего сгорания и преобразователь крутящего момента, который включает в себя блокировочный механизм и который располагается между двигателем и трансмиссией. Когда устройство управления переключает степень сжатия двигателя c высокой на низкую и переключает блокировочный механизм из состояния выключенной блокировки на состояние включенной блокировки, устройство управления переключает блокировочный механизм на состояние включенной блокировки, когда текущая степень сжатия двигателя равна или меньше допустимой степени сжатия, которая находится между высокой и низкой степенью сжатия. Уменьшаются вибрации транспортного средства. 2 н. и 5 з.п. ф-лы, 10 ил.

СПОСОБ РЕГУЛИРОВАНИЯ РАБОТЫ ПРИВОДА НА ВЕДУЩИЕ КОЛЕСА ТРАНСПОРТНОГО СРЕДСТВА (ВАРИАНТЫ) И СИСТЕМА РЕГУЛИРОВАНИЯ РАБОТЫ ГИБРИДНОГО ПРИВОДА ТРАНСПОРТНОГО СРЕДСТВА С ГИБРИДНЫМ ПРИВОДОМ

Изобретение относится к гибридным транспортным средствам. Способ регулирования работы привода на ведущие колеса транспортного средства с гибридным приводом заключается в том, что регулируют исполнительный механизм в ответ на разность скоростей вращения или крутящих моментов на маховике двойной массы, расположенном в приводе на ведущие колеса транспортного средства с гибридным приводом между двигателем и муфтой расцепления привода на ведущие колеса. Маховик двойной массы является компонентом привода на ведущие колеса, расположенным между двигателем и муфтой расцепления привода на ведущие колеса. Исключаются колебания маховика двойной массы. 4 н. и 17 з.п. ф-лы, 48 ил.

СПОСОБ ПРИВЕДЕНИЯ В ДЕЙСТВИЕ ПРИВОДА НА ВЕДУЩИЕ КОЛЕСА ТРАНСПОРТНОГО СРЕДСТВА С ГИБРИДНЫМ ПРИВОДОМ (ВАРИАНТЫ) И СИСТЕМА ПРИВОДА НА ВЕДУЩИЕ КОЛЕСА

Изобретение относится к гибридным транспортным средствам. В способе приведения в действие привода на ведущие колеса транспортного средства с гибридным приводом размыкают сомкнутую муфту гидротрансформатора в ответ на запрос на запуск двигателя. Регулируют скорость вращения встроенного в привод на ведущие колеса стартера/генератора в ответ на требуемую скорость вращения насосного колеса гидротрансформатора. Запускают двигатель посредством того, что смыкают муфту расцепления привода на ведущие колеса. Повышается экономия топлива и плавность движения. 3 н. и 17 з.п. ф-лы, 48 ил.

СИСТЕМА ТРАНСПОРТНОГО СРЕДСТВА ДЛЯ УПРАВЛЕНИЯ ПРИВОДОМ НА ВЕДУЩИЕ КОЛЕСА

... 1. Система транспортного средства для управления приводом на ведущие колеса, содержащая:двигатель;маховик двойной массы, включающий в себя первую сторону, механически присоединенную к двигателю;муфту расцепления привода на ведущие колеса, включающую в себя первую сторону, механически присоединенную ко второй стороне маховика двойной массы;встроенный в привод на ведущие колеса стартер/генератор (DISG), включающий в себя 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, содержащий исполняемые команды, хранимые в постоянной памяти, для исключительно обеспечения положительного крутящего момента на трансмиссию через DISG в ответ на требуемый крутящий момент меньший, чем крутящий момент проворачивания коленчатого вала двигателя, и команды для регулировки скорости вращения двигателя для следования скорости вращения DISG при крутящем моменте ...

СПОСОБ ПРИВЕДЕНИЯ В ДЕЙСТВИЕ ПРИВОДА НА ВЕДУЩИЕ КОЛЕСА ТРАНСПОРТНОГО СРЕДСТВА С ГИБРИДНЫМ ПРИВОДОМ (ВАРИАНТЫ) И СИСТЕМА ПРИВОДА НА ВЕДУЩИЕ КОЛЕСА

... 1. Способ приведения в действие привода на ведущие колеса транспортного средства с гибридным приводом, включающий в себя этапы, на которых:регулируют выходной крутящий момент встроенного в привод на ведущие колеса стартера/генератора (DISG) в ответ на разность между требуемым крутящим моментом привода на ведущие колеса и фактическим крутящим моментом привода на ведущие колеса при по меньшей мере частичном смыкании муфты расцепления привода на ведущие колеса.2. Способ по п.1, в котором требуемый крутящий момент привода на ведущие колеса является требуемым крутящим моментом насосного колеса гидротрансформатора, при этом фактический крутящий момент привода на ведущие колеса является фактическим крутящим моментом насосного колеса гидротрансформатора.3. Способ по п.1, в котором требуемый крутящий момент привода на ведущие колеса основан на крутящем моменте требования водителя.4. Способ по п.1, дополнительно включающий в себя этап, на котором регулируют выходной крутящий момент DISG на основании ...

СПОСОБ ВКЛЮЧЕНИЯ АВТОМАТИЧЕСКОЙ КОРОБКИ ПЕРЕДАЧ

... 1. Способ включения автоматической коробки (12) передач автомобиля, при котором созданный двигателем (10) и имеющийся на входном валу крутящий момент двигателя посредством преобразователя (14) крутящего момента и/или сцепления блокирования (16) для блокирования преобразователя (14) крутящего момента передается на выходной вал, отличающийся тем, что после инициирования процесса блокирования производится уменьшение крутящего момента двигателя, а затем сцепление (16) блокирования закрывается. ! 2. Способ по п.1, при котором перед закрыванием сцепления (16) блокирования имеющийся на входном валу крутящий момент двигателя уменьшается до максимальной величины 200 Нм, в частности, 180 Нм и особенно предпочтительно 160 м. ! 3. Способ по п.1, при котором закрывание сцепления (16) блокирования производится при включении первой передачи переднего хода соединенной с выходным валом автоматической коробки (12) передач. ! 4. Способ по п.3, при котором сцепление (16) блокирования при включении каждой следующей ...

СПОСОБ И УСТРОЙСТВО ДЛЯ УПРАВЛЕНИЯ БЛОКИРОВКОЙ ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к области транспорта, а более конкретно к управлению блокировкой транспортного средства. Устройство управления блокировкой транспортного средства оснащено преобразователем (4) крутящего момента, который имеет блокирующую муфту (3) и который размещается между двигателем (1) и бесступенчатой трансмиссией (6). Также имеется вспомогательное оборудование двигателя, такое как компрессор (23) кондиционера и генератор (24) переменного тока, которые приводятся в действие посредством двигателя (1). Управление проскальзыванием выполняется посредством управления перегрузочной способностью блокирующей муфты для блокирующей муфты (3). Во время управления проскальзыванием блокирующей муфты (3) оснащенное двигателем транспортное средство выполняет совместное управление, которое подавляет флуктуации нагрузки вспомогательного оборудования двигателя, такого как компрессор (23) кондиционера и генератор (24) переменного тока. Достигается повышение надежности управления. 4 н. и 4 з.п. ф-лы ...

УСТРОЙСТВО УПРАВЛЕНИЯ ТРАНСПОРТНОГО СРЕДСТВА

Begrenzen eines Rekuperationsmoments für einen Hybridelektroantriebsstrang

Rekuperationsmoment wird für einen Hybridelektroantriebsstrang eines Fahrzeugs begrenzt. Eine durch die Getriebesteuerung bestimmte Drehmomentgrenze wird durch eine Fahrzeugsteuerung validiert. Die Fahrzeugsteuerung validiert die Drehmomentgrenze unter Verwendung einzeln oder zusammen eines Iststatus einer Drehmomentwandlerkupplung, eines detektierten Status der Drehmomentwandlerkupplung oder einer Geschwindigkeit des Fahrzeugs.

VERFAHREN UND SYSTEM ZUR STEUERUNG VON DREHMOMENTFLUSS DURCH EINEN DREHMOMENTWANDLER

Es werden Systeme und Verfahren zum Betreiben eines Hybridfahrzeugtriebstrangs, der eine Kraftmaschine und einen Motor enthält, dargelegt. In einem Beispiel umfassen die Systeme und Verfahren einen oder mehrere Steuermodi, in denen die Drehzahl oder das Drehmoment der Kraftmaschine und/oder des Motors als Reaktion auf verschiedene Steuerparameter während des Anfahrens des Fahrzeugs von einer Nullgeschwindigkeit oder einer Kriechgeschwindigkeit eingestellt wird/werden.

Verfahren und Vorrichtung zum Starten einer Kraftmaschine mit Turbolader mit einem modularen Hybridgetriebe

Ein Fahrzeug mit einem modularen Hybridgetriebe, das eine Brennkraftmaschine mit einem Turbolader und eine elektrische Maschine aufweist, die parallel als Quellen für ein Drehmoment für das Fahrzeug vorgesehen sind. Ein barometrischer Luftdruck, eine Straßenneigung und eine abgeschätzte Fahrzeugmasse werden verwendet, um eine Turboladerverzögerungsabschätzung zu entwickeln. Wenn festgestellt wird, dass eine Turboladerverzögerung wahrscheinlich ist, öffnet das System eine Trennkupplung zwischen der Kraftmaschine und der elektrischen Maschine und die Kraftmaschine wird unabhängig von der elektrischen Maschine gestartet. Die elektrische Maschine wird dann verwendet, um das Fahrzeug anzufahren, während die Kraftmaschine gestartet wird.

Verfahren zum Betreiben eines Antriebsstrangs für ein Kraftfahrzeug

Verfahren zum Betreiben eines Antriebsstrangs (1) für ein Kraftfahrzeug, welcher Antriebsstrang (1) wenigstens einen Verbrennungsmotor (2), eine elektrische Maschine (3), einen eine bewegbare oder bewegte Masse umfassenden Drehmomentwandler (4) und wenigstens eine Kupplungseinrichtung (5) zur lösbaren Verbindung des Verbrennungsmotors (2) mit dem Drehmomentwandler (4) aufweist, wobei zum Starten des Verbrennungsmotors (2) über die wenigstens eine Kupplungseinrichtung (5) eine Kopplung zwischen dem Drehmomentwandler (4) und dem Verbrennungsmotor (2) hergestellt wird, wobei eine für das Zustarten des Verbrennungsmotors (2) erforderliche Bewegung zumindest teilweise von der bewegten Masse wenigstens einer Komponente des Drehmomentwandlers (4) bereitgestellt wird.

Motorsteuerung für einen bedarfsabhängigen Hubraum

Ein Motorsteuersystem zum Steuern eines Motors mit bedarfsabhängigem Hubraum und mehreren Zylindern umfasst einen Drehmomentwandler mit einer Drehmomemittelt die Schlupfdrehzahl der Drehmomentwandlerüberbrückungskupplung, schätzt anhand der Schlupfdrehzahl einen Temperaturzustand der Drehmomentwandlerüberbrückungskupplung und aktiviert auf der Grundlage des Temperaturzustands wahlweise wenigstens einen der Zylinder.

VEHICLE STARTING AUXILIARY SYSTEM

Dual clutch powertrain architecture

A powertrain architecture includes an engine and a transmission coupled through a launch device that is configured to be selectively mechanically coupled to the engine and to the transmission. A ring gear is positioned at least partially around the launch device. An engine lock up clutch mechanically couples the engine to the ring gear. A turbine lock up clutch mechanically couples the launch device to the ring gear. Ancillary devices are provided to receive power from or transmit power to the ring gear. The engine lock up clutch and the turbine lock up clutch selectively engage the ring gear to power at least one ancillary device.

Powertrain for a vehicle

A powertrain (12) for a vehicle (10) is disclosed. The powertrain (12) comprises: a combustion engine (24), (ii) a drivetrain (14) having a torque converter (32) with a first state of operation in which the input (34) of the torque converter (32) is locked to the output (36) of the torque converter (32) and a second sate of operation in which the input (34) of the torque converter (32) is not locked to the output (36) of the torque converter (32) for allowing slippage. The drivetrain also has a final drive (44) for supplying torque to the drive wheel (16) from the torque converter (32), wherein the final drive (44) is coupled to the torque converter (32) at a fixed gear ratio. The powertrain (12) further comprises: (iii) a first electric motor (28) configured to supply torque to the drivetrain (14) on the output-side of the torque converter (32).

INTEGRATED HYDRAULIC SUPPLY PUMP

A hybrid electric drive system including a hydraulic power system for a hybrid powered vehicle which includes a transmission, and a combustion engine and an electric motor both mechanically coupled to the transmission to provide engine and/or motor drive power for the vehicle. A plurality of hydraulic circuits communicate with an electrically driven hydraulic pump. The hydraulic pump is configured to provide fluid circulation to the plurality of hydraulic circuits. The hydraulic circuits are each connected to the transmission and other corresponding vehicle components. An electrical power supply is configured to power the electrically driven hydraulic pump, and the electrical power supply is electrically communicating with a rechargeable high voltage (HV) battery system. The electrically driven hydraulic pump communicates with the plurality of hydraulic circuits to provide fluid pressure in the hydraulic circuits.

Control device

Both the control of transmission shock due to transmission operation and improved energy efficiency will be achieved in cases when shifting to a low gear ratio gear in a state when the accelerator opening angle of a vehicle is at or below a specified value. Disclosed is a transmission device control device, which is equipped with an input member, which drive-couples to an engine and a dynamo-electric machine, an output member, and a transmission mechanism, which switches between multiple gears by controlling the engagement and disengagement of a plurality of frictional engagement elements, converts the rotational velocity of the input member by the gear ratio of the various gears and outputs the velocity to the output member. When shifting to a low gear ratio gear in a low accelerator opening state, the disengagement side hydraulic pressure, which is the hydraulic pressure of the hydraulic fluid for the disengagement side element on the side that is disengaged, is reduced to allow the disengagement ...

METHOD FOR CHANGING THE MODE OF OPERATION OF AN INTERNAL COMBUSTION ENGINE IN A MOTOR VEHICLE

Procédé de changement de mode de fonctionnement (I, II) d'un moteur à combustion interne dans un véhicule automobile équipé d'une ligne de transmission avec une boîte de vitesses à démultiplication variable; Le changement de mode de fonctionnement (I, II) se fait en même temps que l'on change de démultiplication de la transmission ...

하이브리드 차량의 제어 장치

... 본 발명의 과제는, 엔진과 모터의 양쪽의 구동력으로 주행하는 HEV 주행 모드에 의한 감속시, 정확한 엔진 스톨의 발생 예측에 기초하는 선행 제어에 의해, 엔진 스톨의 발생을 회피할 수 있는 하이브리드 차량의 제어 장치를 제공하는 것이다. 엔진(Eng)과, 모터/제너레이터(MG)와, 자동 변속기(AT)와, 제1 클러치(CL1)와, 제2 클러치(CL2)를 구동계에 갖는다. 이 FR 하이브리드 차량에 있어서, 차량 감속시, 자동 변속기(AT)의 변속비를 1속으로 변화시키는 코스트 다운 변속을 행하고(도 5의 단계 S9), 「HEV 주행 모드」에서의 주행 중, 차량 감속도와, 코스트 다운 변속 상태에 기초하여, 엔진 스톨이 발생하는지 여부를 예측하고(도 5의 단계 S10, 단계 S11), 엔진 스톨의 발생이 예측되었을 때, 제1 클러치(CL1)를 개방 상태로 한다(도 5의 단계 S12).

DRIVE SYSTEM FOR HYBRID VEHICLE

VEHICLE CONTROL APPARATUS

When an engine is started during motor travel with a lockup clutch engaged, suppression of starting shock and improvement in engine start response are both achieved. An actual K0 transmission torque (Tk) is raised when a torque difference (ΔTlm (= Tlu-Tm)) is within a predetermined range, so that an engine (14) can be started quickly compared with a case in which the actual K0 transmission torque (Tk) is raised after an actual slip state of a lockup clutch (38) is determined. Because the addition of an MG compensation torque (Tmup) is started prior to the raising of the K0 transmission torque (Tk), torque flow toward the lockup clutch (38) is reliably placed on the increase side and transition of the lockup clutch (38) to a slip state is facilitated, while a decrease in drive torque (Tout) as a result of drawing of torque accompanying the disengagement of the lockup clutch (38) is suppressed.

Adjusting Clutch Slip Based on Sensed Parameter of Transmission Shaft to Control NVH Level in Vehicle Powertrain

A vehicle powertrain includes a transmission and a clutch. The slip of the clutch is adjusted to a target where a magnitude of a sensed parameter of a shaft of the transmission corresponds to a desired noise, vibration, and harshness (NVH) level in the powertrain. The sensed parameter of the transmission shaft may be one of acceleration, speed, and torque of the transmission shaft. The transmission shaft may be one of the input shaft and output shaft of the transmission.

Powertrain control apparatus and method

A powertrain control apparatus that controls a powertrain including a lock-up clutch, which connects an engine, in which fuel supply may be cut off, directly to an automatic transmission. The control apparatus includes an output unit, a control unit, and a setting unit. The output unit outputs an instruction to lower engagement pressure for the lock-up clutch from a value at which the lock-up clutch is engaged to a value at which the lock-up clutch is disengaged. The control unit resumes the fuel supply to the engine when a predetermined lag time has elapsed since the instruction is output. The setting unit sets the lag time so that the lag time is shorter when a temperature of a combustion chamber of the engine is a first temperature than when the temperature of the combustion chamber of the engine is a second temperature which is higher than the first temperature.

Controller and control method

A controller and a control method to a vehicle, the controller and the control method executing brake control in which primary information is selectively supplemented by secondary information that is information on an assumed state related to connection and disconnection of a clutch. The controller includes a determination section that determines whether an actual state and the assumed state, which are related to the connection and the disconnection of the clutch, match each other in accordance with a temporal change in the secondary information; and a brake control section that executes the brake control by using the primary information but not the secondary information in the case where the determination section determines that the actual state and the assumed state do not match each other.

Control device for lockup clutch

A control device for a lockup clutch is provided in which when control region determination device determines that a vehicle speed and an opening degree of an accelerator pedal are in the tight region of the lockup clutch, even if the water temperature of cooling water of the or the oil temperature of hydraulic oil of the transmission is less than a predetermined temperature, engagement permission device permits engagement of the lockup clutch. It is therefore possible to improve the fuel economy of the vehicle by increasing the frequency of engagement of the lockup clutch without affecting the function of the lockup clutch. The control device even functions when the lockup clutch is engaged at low temperatures, when the engagement responsiveness is low, because the oil temperature of the hydraulic oil is low and the viscosity is high.

Powertrain control method for vehicle

A powertrain control method for a vehicle may include: setting, by a controller, a Noise Vibration Harshness (NVH) characteristic map based on an engine operating point to be used for a control of a powertrain based on a gradient of a road on which the vehicle is running; determining, by the controller, whether the vehicle is shifting; and selecting and performing, by the controller, at least one of a release of a lock-up state of a damper clutch or an additional rise of an engine torque based on whether a current engine operating point belongs to any level among a plurality of NVH levels classified in the NVH characteristic map when the vehicle is not shifting.

WORKING VEHICLE, AND VEHICLE SPEED CONTROL METHOD FOR A WORKING VEHICLE

СПОСОБ ПРИВЕДЕНИЯ В ДЕЙСТВИЕ ПРИВОДА НА ВЕДУЩИЕ КОЛЕСА ТРАНСПОРТНОГО СРЕДСТВА С ГИБРИДНЫМ ПРИВОДОМ (ВАРИАНТЫ) И СИСТЕМА ПРИВОДА НА ВЕДУЩИЕ КОЛЕСА

Изобретение относится к гибридным транспортным средствам. Способ приведения в действие привода на ведущие колеса транспортного средства с гибридным приводом заключается в том, что регулируют выходной крутящий момент встроенного в привод на ведущие колеса стартера/генератора (DISG) в ответ на разность между требуемым крутящим моментом привода на ведущие колеса и фактическим крутящим моментом привода на ведущие колеса при по меньшей мере частичном смыкании муфты расцепления привода на ведущие колеса. Подавляются возмущения крутящего момента в приводе на ведущие колеса. 3 н. и 17 з.п. ф-лы, 48 ил.

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.

TORQUE CONVERTER CONTROL FOR A VEHICLE

A method for controlling a transmission assembly includes providing a vehicle having a first power source and a second power source disposed in parallel with the first power source. The first power source includes a prime mover and a transmission assembly. The transmission assembly includes a torque converter coupled to the prime mover. The transmission assembly further includes a clutch that selectively engages the torque converter to a transmission of the transmission assembly. The second power source includes a pump-motor unit, a fluid reservoir and an energy storage unit. A torque value of the second power source is compared to a torque threshold value. The clutch of the transmission assembly is disengaged so that the torque converter of the transmission assembly is disengaged from the transmission of the transmission assembly when the torque value of the second power source is greater than or equal to the torque threshold value. 1. A method for controlling a transmission assembly of a vehicle , the method comprising:providing a vehicle having a first power source, the first power source including a prime mover and a transmission assembly, the transmission assembly including a torque converter that is coupled to the prime mover, the transmission assembly further including a clutch that selectively engages the torque converter to a transmission of the transmission assembly;disengaging the clutch of the transmission assembly so that the torque converter of the transmission assembly is disengaged from the transmission of the transmission assembly when the prime mover of the vehicle is idling; andengaging the clutch when the prime mover of the vehicle is in a non-idling state.2. The method of claim 1 , wherein the vehicle includes a second power source that is adapted to propel the vehicle.3. The method of claim 2 , further comprising disengaging the clutch of the transmission assembly during acceleration of the vehicle by the second power source.4. The method of ...

Control device of hybrid vehicle

A control device of a hybrid vehicle includes an engine and an electric motor, a clutch, and an automatic transmission. The motor is the only drive power source when the clutch is released. The control device is configured such that when a request for increasing drive torque while the motor is running is made, if start control of the engine and downshift control of the automatic transmission overlap, clutch engagement completion is a starting point to start a rotational change of an input rotation speed of the transmission toward a synchronous rotation speed after a shift, and a transmission torque capacity during the downshift control in the transmission until engagement completion of the clutch being set equal to or greater than an input torque of the transmission during the motor running and less than an input torque of the transmission at the time of engagement completion of the clutch.

Methods and systems for assisted direct start control

Methods and systems are provided for reducing audible clunks and objectionable drive feel in vehicles including start/stop systems. In one example, a vehicle engine is shutdown during vehicle coasting. The vehicle engine is then restarted, while the vehicle is moving with a torque converter clutch disengaged. A transmission clutch pressure is then adjusted during the restart based on a torque converter output speed relative to a torque converter input speed.

CONTROL DEVICE FOR LOCKUP CLUTCH

A control device for a lockup clutch is provided in which when control region determination means (M) determines that a vehicle speed detected by a vehicle speed sensor (Sc) and an opening degree of an accelerator pedal detected by an accelerator pedal opening degree sensor (Sd) are in the tight region of the lockup clutch, even if the water temperature of cooling water of the engine detected by a water temperature sensor (Sa) or the oil temperature of hydraulic oil of the transmission detected by an oil temperature sensor (Sb) is less than a predetermined temperature, engagement permission means (M) permits engagement of the lockup clutch, and therefore, it is possible to contribute to an improvement of the fuel economy by increasing the frequency of engagement of the lockup clutch without affecting the function of the lockup clutch. Since, in the tight region where the lockup clutch is completely engaged, the engagement responsiveness does not matter very much, there is no problem even if the lockup clutch is engaged at the time of low temperature when the engagement responsiveness is low because the oil temperature of the hydraulic oil is low and the viscosity is high. 1. A control device for a lockup clutch comprisinga lockup clutch (LC) of a torque converter (TC) disposed between an engine and a transmission,a temperature sensor (Sa, Sb) that detects a water temperature (Tw) of the engine or an oil temperature (To) of the transmission, and{'b': '2', 'engagement permission means (M) that permits engagement of the lockup clutch (LC) when a water temperature (Tw) of the engine detected by the temperature sensor (Sa, Sb) is less than a first set temperature (T1) but at least a second set temperature (T2) which is less than the first set temperature (T1),'}characterized in that the device comprisesvehicle speed detecting means (Sc) detecting a vehicle speed (V),{'b': '3', 'control region determination means (M) that determines whether or not the running conditions ...

Methods and systems for a driveline disconnect clutch

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, compensation for a driveline disconnect clutch is provided. The approaches may reduce driveline torque disturbances.

HYBRID PROPULSION SYSTEM

A hybrid powertrain system includes an electric machine, a torque converter, a transmission, a hydraulic pump, and a controller, and it is arranged to transfer mechanical power to a driveline. The torque converter includes a clutch, a pump, and a turbine, and the electric machine is rotatably coupled to the hydraulic pump and to the torque converter pump. The hydraulic pump is fluidly connected to the transmission, and the controller is operably connected to the electric machine and the torque converter clutch. The controller is executable to determine an operator command, and control the electric machine to spin the hydraulic pump in a speed control mode and control the torque converter clutch in an open state. Upon achieving a desired minimum pump speed, the torque converter clutch is applied in a slip state and the electric machine is controlled in response to the operator command. 1. A hybrid powertrain system for a vehicle , comprising:an electric machine, a torque converter, a transmission, a hydraulic pump, and a controller;wherein the torque converter includes a clutch, a pump, and a turbine;wherein the electric machine is rotatably coupled to the hydraulic pump and to the torque converter pump;wherein the hydraulic pump is fluidly connected to the transmission;wherein the controller is operably connected to the electric machine and the torque converter clutch;wherein the controller includes an instruction set, the instruction set executable to:determine an operator command;control the electric machine to spin the hydraulic pump in a speed control mode to achieve a desired minimum pump speed, and control the torque converter clutch in an open state; andupon achieving the desired minimum pump speed, apply the torque converter clutch in a slip state and control the electric machine in response to the operator command.2. The hybrid powertrain system of claim 1 , further comprising an internal combustion engine claim 1 , wherein the internal combustion engine is ...

ROAD LOAD COMPENSATION FOR MATCHING ACCELERATION EXPECTATION

Disclosed is a vehicle road load compensation system that includes an accelerator pedal, a throttle, a transmission wherein a vehicle torque is generated proportional to the transmission gear and the motor power, and a control unit disposed within the vehicle and configured to receive real-time sensor data relating to the road load of the vehicle. The control unit includes a real-time throttle map relating the accelerator pedal position to the throttle position, such that a given accelerator pedal position directs a corresponding target throttle position. The control unit also includes a real-time shift map relating a desired transmission gear to a current transmission gear, vehicle speed, and throttle position. In response to the sensor data, the control unit updates the throttle map and shift map such that the vehicle torque is altered based on the road load of the vehicle. The controller may also update a real-time torque converter lockup map. 1. A vehicle road load compensation system , comprising:an accelerator pedal disposed within a vehicle and having an accelerator pedal position;a throttle disposed within the vehicle and configured to supply motor power in proportion to a throttle position;a transmission disposed within the vehicle and configured to shift in a shift direction between two or more fixed transmission gears, wherein a vehicle torque is generated proportional to the transmission gear and the motor power; and a real-time throttle map relating the accelerator pedal position to the throttle position, such that a given accelerator pedal position directs a corresponding target throttle position;', 'a real-time shift map relating a desired transmission gear to a current transmission gear, current vehicle speed, and current throttle position, such that a given vehicle speed, given throttle position, and given transmission gear directs a corresponding target transmission gear; and, 'a control unit disposed within the vehicle and configured to receive ...

FOUR-WHEEL DRIVE VEHICLE CLUTCH CONTROL METHOD AND CLUTCH CONTROL DEVICE

A clutch control method is provided for a four-wheel-drive vehicle in which the main drive wheels are connected to a drive source, and the auxiliary drive wheels are connected via a friction clutch to the drive source. When the vehicle starts off due to an accelerator depressing operation, the friction clutch is engaged to distribute, a drive torque from the drive source to the main drive wheels and the auxiliary drive wheels. In this clutch control method, when the vehicle switches from a traveling state to a stopped state while maintaining in a travel shift position, a control is preformed to apply initial torque as an engagement torque control of the friction clutch while the vehicle is stopped. A magnitude of the initial torque is set to a magnitude that maintains a drive-system torsion state by transmitting torque to an auxiliary-drive-wheel drive system before the vehicle is stopped. 1. A four-wheel-drive vehicle clutch control method for a four-wheel-drive vehicle in which either left and right front wheels or left and right rear wheels are configured as main drive wheels connected to a drive source , and the other of the left and right front wheels and the left and right rear wheels are configured as auxiliary drive wheels connected via a friction clutch to the drive source , and when the vehicle starts off due to an accelerator depressing operation , the friction clutch is engaged , whereby a drive torque from the drive source is distributed to the main drive wheels and the auxiliary drive wheels , the four-wheel-drive vehicle clutch control method comprising:when the vehicle changes over from a traveling state to a stopped state while maintaining in a travel shift position, performing a control to apply initial torque as an engagement torque control of the friction clutch when the vehicle is stopped; andsetting a magnitude of the initial torque to a magnitude that is necessary for maintaining a drive-system torsion state by transmitting torque to an ...

METHOD FOR TRANSMITTING POWER OF AN INCH CLUTCH

A method of transmitting power of an inching clutch of a working machine, the power transmitted by the inching clutch is determined and the transmitted power exceeds a predefined inching clutch power, first the rotational speed of the drive engine is reduced and then the torque, that can be transmitted by the inching clutch, is reduced. 18-. (canceled)9. A method of transmitting power from a drive engine to a drive unit and a further consumer , the method comprising:transmitting the power to the drive unit by way of an inching clutch so that, depending on how the inching clutch is controlled, the power transmitted by the inching clutch is variable,determining the power transmitted by the inching clutch, andif the power transmitted by the inching clutch exceeds a predefined power, limiting the power transmitted by the inching clutch.10. The method according to claim 9 , further comprising determining torque transmitted by the inching clutch from a rotational speed difference of a pump and a turbine of a hydrodynamic torque converter claim 9 , anddetermining the power transmitted by the inching clutch from the torque and the rotational speed difference.11. The method according to claim 9 , further comprising limiting the power transmitted by the inching clutch by actuating the inching clutch farther in a disengaging direction thereby decreasing torque that is transmittable by the inching clutch.12. The method according to claim 9 , further comprising limiting the power transmitted by the inching clutch by reducing a rotational speed of the drive engine.13. The method according to claim 9 , further comprising limiting the power transmitted by the inching clutch as a function of a lubricant flow passing through the inching clutch.14. The method according to claim 13 , further comprising determining the lubricant flow from a rotational speed of a lubricant pump.15. The method according to claim 9 , further comprising limiting the power transmitted by the inching clutch ...

METHODS AND SYSTEMS FOR STARTING AN ENGINE WHILE A VEHICLE IS CREEPING

Systems and methods for starting an engine of a hybrid vehicle that is in a creep mode are presented. In one example, a torque converter lockup clutch is released and vehicle speed is closed loop controlled in response to a request to start an engine. The vehicle speed is controlled so that a torque disturbance related to closing a driveline disconnect clutch may be reduced.

Torque Converter Lockup Control

A system for managing a lockup clutch in an off-road truck includes an engine, a transmission and a torque converter coupled between the engine and the transmission. The torque converter has a lockup clutch that when engaged directly couples the engine to the transmission. The system also includes a transmission controller that disengages the lockup clutch responsive to sensing a missed shift in the transmission, and subsequent to sensing a completed shift, sets an engine speed limit corresponding to a gear associated with the completed shift, and reengages the lockup clutch. 1. A method of performing shift recovery in an off-road machine having an engine coupled to a torque converter with a lockup clutch and a transmission coupled to the torque converter , the method comprising:engaging the lockup clutch of the off-road machine when a minimum threshold speed is reached;maintaining the engagement of the lockup clutch during operation of the off-road machine including normal shifting between gears of the transmission;sensing a missed shift between gears in the transmission;disengaging the lockup clutch responsive to sensing the missed shift;sensing a completed shift of the gears of the transmission;calculating an engine speed corresponding to a desired torque converter output speed;setting a speed limit for the engine corresponding to the calculated engine speed; andreengaging the lockup clutch following a delay time.2. The method of claim 1 , wherein engaging the lockup clutch occurs while a transmission of the off-road machine is in second gear or above.3. The method of claim 1 , wherein sensing the missed shift comprises sensing a change in revolutions per minute of a transmission shaft at a transmission controller.4. The method of claim 1 , wherein disengaging the lockup clutch comprises receiving a signal from a transmission controller that causes the lockup clutch to disengage.5. The method of claim 1 , wherein calculating the engine speed corresponding to the ...

AUTOMATIC TRANSMISSION CONTROL DEVICE

An automatic transmission control device implements a downshift by disengagement of a clutch that is engaged in a gear position before the downshift. It is determined whether an engine state is in a predetermined region in which a change of an engine torque per a change of an accelerator pedal opening is smaller than that in another region, and the engine torque is within a predetermined range, and an engine rotational speed is within a predetermined range. It is determined whether an operating state is in a predetermined state of accelerator operation in which the accelerator pedal opening is larger than a predetermined value, and an accelerator pedal opening change rate has an absolute value smaller than a predetermined value. The downshift is inhibited in response to determination that the engine state is in the predetermined region and the operating state is in the predetermined state of accelerator operation. 1. An automatic transmission control device for an automatic transmission , comprising:a shift control section configured to implement a downshift by disengagement of a first frictional engagement element, wherein the first frictional engagement element is engaged in a gear position before the downshift;an engine state determination section configured to determine whether or not an engine state is in a predetermined region in which a change of an engine torque per a change of an accelerator pedal opening is smaller than that in another region, and the engine torque is within a predetermined range, and an engine rotational speed is within a predetermined range;an operating state determination section configured to determine whether or not an operating state is in a predetermined state of accelerator operation in which the accelerator pedal opening is larger than or equal to a predetermined value, and an accelerator pedal opening change rate has an absolute value smaller than or equal to a predetermined value; anda downshift inhibition section configured to ...

METHODS AND SYSTEM FOR MANAGING WHEEL CREEP TORQUE OF A VEHICLE

Systems and methods for operating a vehicle that includes an engine and an electric machine are described. In one example, electric machine torque is adjusted according to a wheel torque in a wheel torque creep mode where an engine provides torque to vehicle wheels. Operating the electric machine in this way may allow the electric machine to emulate wheel creep torque that is generated via an engine. 1. A driveline operating method , comprising:via a controller, in a first driveline mode where a torque converter is locked, adjusting an electric machine torque request as a function of a wheel creep torque in a second driveline mode, the second driveline mode being a mode where the torque converter is unlocked and an engine is a sole propulsion source of a driveline providing torque to wheels of a vehicle; andadjusting torque of an electric machine responsive to the electric machine torque request.2. The method of claim 1 , further comprising operating the driveline with a driveline disconnect clutch open and an engine stopped in the first driveline mode.3. The method of claim 2 , where the first driveline mode includes operating the driveline with the electric machine being the sole operating propulsion source of the driveling providing torque to wheels of the vehicle.4. The method of claim 3 , further comprising operating the driveline in a third mode in response to a request to change an active driveline mode from the first driveline mode to the second driveline mode.5. The method of claim 4 , where the third mode includes operating with the torque converter unlocked and with the electric machine being the sole propulsion source providing torque to wheels of the vehicle and to increase torque converter impeller speed to engine idle speed claim 4 , with no change in creep speed.6. The method of claim 5 , further comprising changing from operating in the third mode to operating in the second driveline mode in further response to an actual torque converter impeller ...

METHODS AND SYSTEM FOR TRANSITIONING BETWEEN CONTROL MODES WHILE CREEPING

Systems and methods for transitioning a torque source between speed control and torque control modes during a vehicle creep mode are disclosed. In one example, torque of an electric machine is adjusted in response to a torque converter model. The torque converter model provides for a locked or unlocked torque converter clutch. 1. A driveline method , comprising:adjusting torque of a torque source in response to a virtual torque converter impeller speed when a torque converter clutch is locked.2. The method of claim 1 , where the torque source is a driveline integrated starter/generator.3. The method of claim 1 , where the torque source is an engine.4. The method of claim 1 , where the virtual torque converter impeller speed is based on torque output of an engine determined when the torque converter clutch is unlocked.5. The method of claim 1 , where the virtual torque converter impeller speed is based on torque output of a driveline integrated starter/generator when the torque converter clutch is unlocked.6. The method of claim 1 , further comprising adjusting the torque of the torque source in response to a speed ratio of the virtual torque converter impeller speed and actual torque converter turbine speed.7. The method of claim 1 , further comprising adjusting the torque of the torque source in response to a torque ratio of a torque converter.8. A driveline method claim 1 , comprising:operating a torque source in a speed control mode during a vehicle creep mode while a clutch of a torque converter is open; andtransitioning operating the torque source from the speed control mode to a torque control mode and locking the clutch during the vehicle creep mode in response to a vehicle operating condition.9. The method of claim 8 , further comprising adjusting torque of a torque source in response to a virtual torque converter impeller speed when a torque converter clutch is locked.10. The method of claim 9 , where the virtual torque converter impeller speed is based on ...

POWER TRANSMISSION DEVICE FOR VEHICLE

A power transmission device of the present invention is a power transmission device for a vehicle, including: a generator configured to be driven by power of an internal combustion engine; a travel motor configured to be driven by electric power generated by the generator and to drive a drive wheels; and the drive wheels configured to be driven by the power of the internal combustion engine or power of the travel motor. The power transmission device includes: a first power transmission path configured to transmit power between the travel motor and the drive wheels; and a first clutch mechanism configured to allow or interrupt power transmission through the first power transmission path. 113.-. (canceled)14. A power transmission device for a vehicle , the vehicle including:a generator configured to be driven by power of an internal combustion engine;a travel motor configured to be driven by electric power generated by the generator and to drive a drive wheels; andthe drive wheels configured to be driven by the power of the internal combustion engine or power of the travel motor,wherein the power transmission device comprises:a first power transmission path configured to transmit power between the travel motor and the drive wheels;a first dog clutch mechanism configured to allow or interrupt power transmission through the first power transmission path;a second power transmission path configured to mechanically transmit the power of the internal combustion engine to the drive wheels;a second dog clutch mechanism configured to allow or interrupt power transmission through the second power transmission path; anda control unit configured to control the travel motor, the first dog clutch mechanism, and the second dog clutch mechanism, andwherein the control unit is configured to, in implementation of an internal combustion engine direct connection mode in which the drive wheels are driven by the power of the internal combustion engine in a disengaged state of the first dog ...

HYBRID POWERTRAIN SYSTEM

A low-voltage hybrid powertrain system for a vehicle includes an engine that is coupled via an engine disconnect clutch to an input member of the transmission, and a low-voltage electric machine is coupled to the transmission. The powertrain system operates in an electric vehicle (EV) mode with the engine in an OFF state and with the engine disconnect clutch in an open/deactivated state. When an output torque request indicates a command for vehicle acceleration, the electric machine is controlled to generate torque in response to the output torque request and the engine is simultaneously cranked and started. Upon starting, the engine operates in a speed control mode to activate the engine disconnect clutch. The engine and the low-voltage electric machine are controlled to generate torque in response to the output torque request when the engine disconnect clutch is activated. 1. A low-voltage hybrid powertrain system for a vehicle , comprising:an internal combustion engine (engine), a torque converter, a low-voltage electric machine, a transmission and a controller;wherein the engine includes a starting device;wherein the torque converter is disposed between the engine and the input member of the transmission;wherein the engine is selectively coupled via an engine disconnect clutch to an input member of the transmission, wherein the low-voltage electric machine is rotatably coupled to the input member of the transmission;wherein the transmission includes an output member coupled to a driveline of the vehicle; and operate the powertrain system in an electric vehicle (EV) mode with the engine in an OFF state and with the engine disconnect clutch in a deactivated state,', 'monitor an output torque request,', 'determine when the output torque request indicates a command for vehicle acceleration; and then:', 'control the low-voltage electric machine to generate torque that is transferred to the input member of the transmission in response to the output torque request, and ...

LOCK-UP CONTROL DEVICE FOR VEHICLE

A lockup control device for a vehicle includes: a torque converter, and a lockup control configured to increase a lockup pressure difference command to an initial pressure difference, when a turbine rotation speed variation amount of the torque converter becomes smaller than a predetermined value during a ramp control in which the lockup pressure difference command is increased by a ramp pressure difference, the lockup control section being configured to switch to a second increase gradient having an increase gradient lower than a first increase gradient of the ramp pressure difference when the turbine rotation speed variation amount is equal to or greater than the predetermined value. 1. A lockup control device for a vehicle comprising:a torque converter which is disposed between a driving source and a transmission, and which includes a lockup clutch, anda lockup control section configured to increase a lockup pressure difference command to an initial pressure difference when a lockup engagement condition is satisfied in a disengagement state of the lockup clutch, and then to increase the lockup pressure difference command by a ramp pressure difference by a predetermined gradient,when a turbine rotation speed variation amount of the torque converter becomes smaller than a predetermined value during a ramp control in which the lockup pressure difference command is increased by a ramp pressure difference, the lockup control means section being configured to switch to a second increase gradient having an increase gradient lower than a first increase gradient of the ramp pressure difference when the turbine rotation speed variation amount is equal to or greater than the predetermined value.2. The lockup control device for the vehicle as claimed in claim 1 , wherein the lockup control section is configured to set the predetermined value to a turbine rotation speed variation amount in a region in which a rotation speed of the driving source is converged to a turbine ...

Expanding electric vehicle mode during downhill grade conditions

System and methods are provided for improving fuel economy of a hybrid vehicle. A hybrid vehicle may include an EV driving mode, where the motor alone powers the hybrid vehicle. However, use of such a driving mode may be limited to conditions involving low drive force and power requests due to motor and battery power specifications. In some circumstances, the conditions during which the motor can be used to power the hybrid vehicle can be expanded. Such conditions may include instances where the driver only seeks light accelerations for a short period of time. Such an expanded EV mode may be triggered when the hybrid vehicle is travelling a downhill grade.

VEHICLE CONTROL APPARATUS

A vehicle control apparatus includes an engine, a refrigerant compressor, a lock up clutch, a throttle valve, and first, second, and third deceleration controllers. The second deceleration controller controls the lock up clutch to a slip state and controls the throttle valve openwise on the condition that the refrigerant compressor is in the stopped state on decelerated travel of a vehicle in a second speed region in which a vehicle speed is lower than a first vehicle speed and higher than a second vehicle speed lower than the first vehicle speed. The second deceleration controller controls the lock up clutch to a disengaged state and controls the throttle valve closewise on the condition that the refrigerant compressor is in the operative state on the decelerated travel of the vehicle in the second speed region. 1. A vehicle control apparatus to be mounted on a vehicle , the vehicle control apparatus comprising:an engine including an intake system and configured to be controlled from a fuel cut state to a fuel injection state on a condition that an engine speed lowers to a lower limit speed on decelerated travel of the vehicle;a refrigerant compressor coupled to the engine and configured to be controlled to an operative state and a stopped state;a lock up clutch coupled to the engine and configured to be controlled to an engaged state, a slip state, and a disengaged state;a throttle valve provided in the intake system of the engine and configured to be controlled openwise in which a throttle plate position of the throttle valve is greater than a reference throttle plate position and closewise in which the throttle plate position of the throttle valve is smaller than the reference throttle plate position;a first deceleration controller configured to control the lock up clutch to the engaged state and control the throttle valve openwise on the decelerated travel of the vehicle in a first speed region in which a vehicle speed of the vehicle is higher than a first ...

LOCK-UP CONTROL DEVICE FOR VEHICLE

A lockup control device for a vehicle includes: a torque converter; a lockup control section configured to increase a lockup pressure difference command to an initial pressure difference when a lockup engagement condition is satisfied in a disengagement state of the lockup clutch, and then to increase the lockup pressure difference command by a ramp pressure difference by a predetermined gradient, the lockup control section being configured to determine a ramp start condition by which the lockup pressure difference command is switched from the initial pressure difference to the ramp pressure difference, based on a speed ratio which is a ratio of input and output rotation speeds of the torque converter. 15.-. (canceled)6. A lockup control device for a vehicle comprising:a torque converter which is disposed between a driving source and a transmission, and which includes a lockup clutch, anda lockup control section configured to increase a lockup pressure difference command to an initial pressure difference when a lockup engagement condition is satisfied in a disengagement state of the lockup clutch, and then to increase the lockup pressure difference command by a ramp pressure difference by a predetermined gradient,the lockup control section being configured to determine a ramp start condition by which the lockup pressure difference command is switched from the initial pressure difference to the ramp pressure difference, based on a speed ratio which is a ratio of input and output rotation speeds of the torque converter,wherein at a reacceleration by an accelerator depression operation from an accelerator foot release coast deceleration in which the lockup clutch is disengaged, the lockup control section is configured to increase the lockup pressure difference command to the initial pressure difference,to maintain the initial pressure difference to a constant value until the lockup control section senses a speed ratio inflection point at which the speed ratio of the ...

Methods and systems for starting an engine

Methods and systems are provided for improving engine restart operations occurring during a transmission shift in a hybrid vehicle. Engine speed is controller during cranking and run-up to approach a transmission input shaft speed that is based on the future gear of the transmission shift. Engine speed is controlled via adjustments to spark, throttle, and/or fuel, to expedite engine speed reaching the synchronous speed.

TORQUE CONVERTER CLUTCH CONTROL SYSTEM HEALTH ESTIMATION

A method of, and a system for, controlling and predicting the health of a torque converter clutch control system is provided. The method includes determining, via a controller, rotational input and output speeds of the torque converter and a torque converter clutch slip. The method also includes determining, via the controller, whether a set of predetermined conditions are met for predicting the health of the torque converter clutch control system. The method includes gathering a plurality of initial features of the vehicle propulsion system, determining statistical information about the plurality of initial features, and selecting at least one feature of the vehicle propulsion system based on the statistical information. Furthermore, the method includes classifying the health of the torque converter clutch control system based on the selected feature or features. In some forms, principal component analysis is used to select the feature or features used for classification. 1. A method of controlling and predicting the health of a torque converter clutch control system of a torque converter of a vehicle propulsion system , the method comprising:determining, via a controller, rotational input and output speeds of the torque converter;determining, via the controller, a torque converter clutch slip based on the input and output speeds of the torque converter;determining, via the controller, whether a set of predetermined conditions are met for predicting the health of the torque converter clutch control system;gathering a plurality of initial features of the vehicle propulsion system;determining statistical information about the plurality of initial features;selecting at least one feature of the vehicle propulsion system based on the statistical information to define at least one selected feature; andclassifying the health of the torque converter clutch control system based on the at least one selected feature.2. The method of claim 1 , wherein the statistical ...

CALIBRATION METHOD FOR A SLIP CONTROL ARRANGEMENT OF A DRIVELINE INCLUDING A CONTINUOUSLY VARIABLE TRANSMISSION

A calibration method for a slip control arrangement of a driveline including a continuously variable transmission is described herein. The driveline includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the clutch prevents the prime mover from stalling. A calibration method to link a valve command value and a torque allowed to pass through the clutch includes preventing the vehicle from moving and increasing the pressure applied in the clutch while noting the torque % value developed by the prime mover. 118.-. (canceled)19. A calibration method to determine the filling time of a clutch controlled by a proportional valve , the clutch being part of a driveline including a prime mover and a controller so connected to the prime mover as to receive torque data therefrom; the method comprising:subjecting the clutch to a sequence of short pulses of valve opening at a predetermined valve command value, the successive short pulses increasing in duration while the torque data received is monitored by the controller;stopping the short pulses when a change is detected in the torque data received; andsetting the filling time of the clutch as the last pulse duration of valve opening supplied to the clutch.20. The calibration method as recited in claim 19 , wherein the predetermined valve command value is a maximal valve command value.21. The calibration method as recited in claim 19 , further comprising estimating an emptying time of the clutch based on the determined clutch filling time.22. The calibration method as recited in claim 21 , wherein the clutch emptying time is estimated as four times the clutch filling time.23. The calibration method as recited in claim 19 , wherein the subjecting and the stopping steps are repeated at least two times and wherein in the setting step claim 19 , the last pulse durations of valve opening are averaged. This application claims priority to and benefit of U.S. ...

CONTROL APPARATUS FOR VEHICLE

A control apparatus for a vehicle that includes an engine including an intake valve and an exhaust valve includes an electric generator, a lock up clutch, and a valve timing controller. The valve timing controller is able to control valve timing of the intake valve or the exhaust valve, or both, to a low efficiency region and a high efficiency region. The valve timing controller controls the valve timing to the high efficiency region on the condition that the electric generator performs regenerative power-generation on decelerated travel of the vehicle. The valve timing controller controls the valve timing to the low efficiency region on the condition that the lock up clutch is switched from an engaged state to a disengaged state, with the valve timing having been controlled to the high efficiency region on the decelerated travel. 1. A control apparatus for a vehicle that includes an engine , the engine including an intake valve and an exhaust valve , the control apparatus comprising:an electric generator configured to be coupled to the engine;a lock up clutch configured to be coupled to the engine; anda valve timing controller configured to control valve timing of the intake valve or the exhaust valve, or both,the valve timing controller being configured to control the valve timing to a low efficiency region and a high efficiency region, the low efficiency region being a region in which charging efficiency of the engine is lowered to a lower value than a threshold, and the high efficiency region being a region in which the charging efficiency of the engine is raised to a higher value than the threshold,the valve timing controller being configured to control the valve timing to the high efficiency region on a condition that the electric generator performs regenerative power-generation on decelerated travel of the vehicle, andthe valve timing controller being configured to control the valve timing to the low efficiency region on a condition that the lock up clutch is ...

Torque Converter for Manual Transmission and Method of Controlling the Same

A torque converter for coupling an engine to a manual transmission and a method of controlling the same are provided. The torque converter includes a housing rotating with the engine, a cover abutting the housing, a stator, a pump circulating fluid within the torque converter, and a turbine driven by the circulating fluid. An integrated disconnect clutch controls pump speed and a torsional damper attenuates vibrations transmitted through the housing. A first output shaft is coupled with the turbine and drives a first forward gear of the manual transmission while permitting slip. A second output shaft is coupled with the torsional damper, the integrated disconnect clutch, and the pump and drives at least one other forward gear of the manual transmission without slip. An output connection member rotatably couples the pump with the torsional damper, the integrated disconnect clutch, and the second output shaft. 1. A torque converter assembly for coupling an engine to a transmission , said torque converter assembly comprising:a housing configured to be driven by the engine;a cover abutting said housing to form an internal cavity with said housing;a stator disposed within said internal cavity including a plurality of vanes for redirecting fluid flow within said internal cavity to multiply torque;a pump disposed within said internal cavity including a plurality of vanes that are configured to rotate relative to said cover and pump fluid within said internal cavity;a turbine disposed within said internal cavity including a plurality of vanes that are configured to drive said turbine in response to fluid flow within said internal cavity such that a fluid coupling is defined between said pump and said turbine;an integrated disconnect clutch disposed within said internal cavity that selectively engages said housing for rotation therewith such that a friction coupling is created between said housing and said integrated disconnect clutch when said integrated disconnect clutch ...

CONTROL DEVICE

A control device that includes an electronic control unit that is configured to perform lock-up engagement pressure control for acceleration upon acceleration of a vehicle where vehicle speed is increased by increasing a rotational speed of the internal combustion engine, the lock-up engagement pressure control for acceleration controlling engagement pressure of the lock-up clutch, wherein in the lock-up engagement pressure control for acceleration, when an actual rotational speed of the input has reached greater than or equal to a reference rotational speed, the electronic control unit is configured to start engagement pressure increase control, the reference rotational speed being lower than a target rotational speed of the internal combustion engine, and the engagement pressure increase control increasing the engagement pressure of the lock-up clutch. 1. A control device whose control target is a vehicle transmission device including an input that is drive-coupled to an internal combustion engine; an output that is drive-coupled to wheels; a transmission input that is drive-coupled to the input through a fluid coupling having a lock-up clutch; and a transmission provided in a power transmission path connecting the transmission input to the output , the control device comprising:an electronic control unit that is configured to perform lock-up engagement pressure control for acceleration upon acceleration of a vehicle where vehicle speed is increased by increasing a rotational speed of the internal combustion engine, the lock-up engagement pressure control for acceleration controlling engagement pressure of the lock-up clutch,wherein in the lock-up engagement pressure control for acceleration, when an actual rotational speed of the input has reached greater than or equal to a reference rotational speed, the electronic control unit is configured to start engagement pressure increase control, the reference rotational speed being lower than a target rotational speed ...

CONTROL DEVICE

A control device that controls a vehicle transmission device including an input drivingly coupled to an internal combustion engine, an output drivingly coupled to wheels, a shift input drivingly coupled to the input via a fluid coupling having a lock-up clutch, and a speed change mechanism disposed on a power transmission path connecting the shift input and the output, wherein the speed change mechanism is capable of performing both continuously variable shifting that continuously changes a speed ratio, and stepped shifting that changes a speed ratio in a stepwise manner, the control device including: an electronic control unit that is configured to perform, when the stepped shifting is performed, rotation maintained engagement control that controls an engagement pressure of the lock-up clutch such that a rotational speed of the input follows a predetermined target rotational speed, regardless of a change in rotational speed of the shift input. 1. A control device that controls a vehicle transmission device including an input drivingly coupled to an internal combustion engine , an output drivingly coupled to wheels , a shift input drivingly coupled to the input via a fluid coupling having a lock-up clutch , and a speed change mechanism disposed on a power transmission path connecting the shift input and the output , whereinthe speed change mechanism is capable of performing both continuously variable shifting that continuously changes a speed ratio, and stepped shifting that changes a speed ratio in a stepwise manner, the control device comprising:an electronic control unit that is configured to perform, when the stepped shifting is performed, rotation maintained engagement control that controls an engagement pressure of the lock-up clutch such that a rotational speed of the input follows a predetermined target rotational speed, regardless of a change in rotational speed of the shift input.2. The control device according to claim 1 , wherein in the rotation ...

CLUTCH AND ELECTRIC MACHINE CONTROL FOR DRIVELINE DAMPING

A vehicle includes an engine, a traction motor, a clutch, and a controller. The clutch selectively couples the traction motor to wheels. The controller, in response to a torque output by the fraction motor achieving a torque limit while operating to partially satisfy a demand for driveline damping and while the clutch is locked, slips the clutch to completely satisfy the demand for driveline damping. 1. A method of controlling a vehicle comprising:in response to a torque output by an electric machine achieving a torque limit while operating to partially satisfy a demand for driveline damping and while a clutch, coupling the electric machine and wheels, is locked, slipping the clutch to completely satisfy the demand for driveline damping.2. The method of claim 1 , wherein the torque limit decreases as a state of charge of a battery configured to supply power to the electric machine decreases.3. The method of claim 1 , wherein the torque limit changes as a temperature of a battery configured to supply power to the electric machine changes.4. The method of claim 1 , wherein the torque limit changes as a temperature of the electric machine changes.5. The method of claim 1 , wherein the clutch is a lock-up clutch of a torque converter.6. A vehicle comprising:an engine;a traction motor;a clutch configured to selectively couple the motor to wheels; anda controller configured to, in response to a torque output by the traction motor achieving a torque limit while operating to partially satisfy a demand for driveline damping and while the clutch is locked, slip the clutch to completely satisfy the demand for driveline damping.7. The vehicle of claim 6 , further comprising a torque converter claim 6 , wherein the clutch is a lock-up clutch of the torque converter.8. The vehicle of claim 6 , wherein the torque limit decreases as a state of charge of a battery configured to supply power to the traction motor decreases.9. The vehicle of claim 6 , wherein the torque limit changes ...

Torque Convrter Clutch Engagement Pressure

A vehicle may include a controller configured to, in response to an accelerator pedal release and an expected regenerative braking event, increase an engagement pressure of a torque converter clutch prior to occurrence of the event to a threshold that is based on a regenerative braking torque estimate associated with the event such that during the event, the clutch transfers more torque than the converter. The regenerative braking torque estimate may be based on a difference between an average road grade and a current road grade. The regenerative braking torque estimate may be based on a headway range and a rate of change thereof. The regenerative braking torque estimate may be based on a predicted deceleration rate. 1. A vehicle comprising:a controller configured to, in response to accelerator pedal release and an expected regenerative braking event, increase an engagement pressure of a torque converter clutch prior to occurrence of the event to a threshold that is based on a regenerative braking torque estimate associated with the event such that during the event, the clutch transfers more torque than the converter.2. The vehicle of claim 1 , wherein the regenerative braking torque estimate is based on a difference between an average road grade and a current road grade.3. The vehicle of claim 1 , wherein the regenerative braking torque estimate is based on a headway range and a rate of change thereof.4. The vehicle of claim 1 , wherein the regenerative braking torque estimate is based on a predicted deceleration rate.5. The vehicle of claim 1 , wherein presence of the expected regenerative braking event arises from a difference between an average road grade and a current road grade.6. The vehicle of claim 5 , wherein a duration associated with the average road grade begins with the accelerator pedal release.7. The vehicle of claim 1 , wherein presence of the expected regenerative braking event arises from an adaptive cruise control headway range.8. The vehicle of ...

Methods and system for creep torque and tip in control for vehicles with automatic transmissions

Methods and systems are provided for controlling a distribution between engine and motor torques for a hybrid electric vehicle operating in a creep mode of operation in response to an engine start request. In one example, responsive to a request to start an engine while a vehicle is being propelled at a predetermined wheel creep torque via an electric motor positioned downstream of a transmission and a torque converter, coordinating an electric motor torque and an engine torque in one of a first mode, second mode, or a third mode depending on whether the electric motor can continue to provide the predetermined wheel creep torque. In this way, engine idle speed may be minimized depending on vehicle operating conditions, which may improve fuel economy.

Control Strategy For Unoccupied Autonomous Vehicle

An automotive vehicle includes traction wheels, a powertrain configured to transmit drive power to the traction wheels, a sensor configured to detect a presence of an occupant, an actuator configured to control vehicle steering, acceleration, braking, or shifting, and at least one controller configured to automatically control the actuator based on an automated driving system algorithm. The powertrain is selectively operable in a first mode having a first operating characteristic and a second mode having a second operating characteristic. The controller is further configured to control the powertrain in the first mode in response to the sensor detecting an occupant being present and the actuator being controlled based on the automated driving system algorithm, and in the second mode in response to the sensor detecting no occupant being present and the actuator being controlled based on the automated driving system algorithm. 1. An automotive vehicle comprising:traction wheels;a powertrain configured to transmit drive power to the traction wheels, the powertrain being selectively operable in a first mode having a first operating characteristic and a second mode having a second operating characteristic;an actuator configured to control vehicle steering, acceleration, braking, or shifting;a sensor configured to detect a presence of an occupant; andat least one controller configured to automatically control the actuator based on an automated driving system algorithm, to control the powertrain in the first mode in response to the sensor detecting an occupant being present and the actuator being controlled based on the automated driving system algorithm, and to control the powertrain in the second mode in response to the sensor detecting no occupant being present and the actuator being controlled based on the automated driving system algorithm.2. The vehicle of claim 1 , wherein the first operating characteristic includes a first energy consumption rate and the second ...

Methods and system for transitioning between control modes while creeping

Systems and methods for transitioning a torque source between speed control and torque control modes during a vehicle creep mode are disclosed. In one example, torque of an electric machine is adjusted in response to a torque converter model. The torque converter model provides for a locked or unlocked torque converter clutch.

METHODS AND SYSTEM ACTIVATING A VEHICLE

Systems and methods for operating a hybrid powertrain or driveline that includes an engine and an integrated starter/generator are described. In one example, the integrated starter/generator may rotate a torque converter during a vehicle activation process if a vehicle soak time exceeds a threshold. The integrated starter/generator may not rotate the torque converter during a vehicle activation process if a vehicle soak time is less than the threshold. 1. A powertrain operating method , comprising:via a controller, rotating a torque converter impeller during a vehicle activation sequence while a vehicle soak time is indicative of less than a threshold amount of fluid in a torque converter; andvia the controller, not rotating the torque converter impeller during the vehicle activation sequence while the vehicle soak time is indicative of more than the threshold amount of fluid in the torque converter.2. The powertrain operating method of claim 1 , where the vehicle activation sequence is performed in response to a request to start a vehicle claim 1 , and where driver demand torque is less than a threshold amount of torque when rotating and not rotating the torque source.3. The powertrain operating method of claim 1 , where the vehicle activation sequence includes preparing torque sources to deliver power to a vehicle powertrain.4. The powertrain operating method of claim 1 , where vehicle activation sequence includes supplying electrical power to an inverter that is electrically coupled to an electric machine that selectively supplies torque to a vehicle powertrain.5. The powertrain operating method of claim 1 , further comprising operating an electric machine in a speed control mode to rotate the torque converter impeller during the vehicle activation sequence.6. The powertrain operating method of claim 5 , where the electric machine is rotated at a speed according to an estimate of an amount of fluid in the torque converter.7. The powertrain operating method of ...

TORQUE CONVERTER CONTROL FOR A VARIABLE DISPLACEMENT ENGINE

Systems and methods for operating an engine and a torque converter are presented. In one example, slip of a torque converter is adjusted via at least partially closing or opening a torque converter clutch in response to vehicle vibration. The vehicle vibration may be based on road surface conditions and an actual total number of operating cylinders of the engine. 1. An engine control method , comprising:increasing an actual total number of operating cylinders from a first actual total number of operating cylinders to a second actual total number of operating cylinders via a controller in response to slip of a torque converter exceeding a threshold, the threshold a function of a fuel benefit and a fuel penalty.2. The method of claim 1 , where the fuel benefit is an engine fuel consumption reduction provided via operating an engine with the first actual total number of operating cylinders.3. The method of claim 2 , where the fuel penalty is an engine fuel consumption increase provided via operating the engine when a torque converter slip amount is greater than a threshold when the engine is providing a desired torque.4. The method of claim 1 , where the operating cylinders are combusting air and fuel.5. The method of claim 1 , further comprising adjusting torque converter slip in response to increasing the actual total number of operating cylinders.6. The method of claim 5 , where adjusting torque converter slip includes decreasing torque converter slip.7. The method of claim 6 , where decreasing torque converter slip includes increasing a closing amount of a torque converter clutch.814-. (canceled)15. A vehicle system claim 6 , comprising:an accelerometer coupled to a vehicle;an engine coupled to the vehicle; anda controller including executable instructions stored in non-transitory memory to adjust slip of a torque converter in response to a frequency of vertical acceleration of a mass of a vehicle's suspension and a power of vertical acceleration of the mass of the ...

VEHICLE CONTROL DEVICE

A control device of a vehicle provided with an engine, and a fluid-operated power transmitting device provided with a lock-up clutch and configured to transmit a drive force of said engine to drive wheels, and an engine connecting/disconnecting clutch configured to selectively place a power transmitting path between said engine and said fluid-operated power transmitting device in a power transmitting state and a power cutoff state, said vehicle being able to run in an engine drive mode in which said engine is operated as a vehicle drive power source while said engine connecting/disconnecting clutch is placed in a fully engaged state, comprising: a lock-up clutch control portion configured to bring said engine connecting/disconnecting clutch from the fully engaged state into a slipping state and temporarily place the engine connecting/disconnecting clutch in the slipping state while said lock-up clutch is placed in a slipping state, when a lock-up slip control is implemented to place said lock-up clutch from a fully released state into the slipping slip and gradually bring the lock-up clutch into a fully engaged state, in response to an increase of a required amount of acceleration of said vehicle, during running of the vehicle in said engine drive mode with said engine connecting/disconnecting clutch being placed in the fully engaged state. 1. A control device of a vehicle provided with an engine , and a fluid-operated power transmitting device provided with a lock-up clutch and configured to transmit a drive force of said engine to drive wheels , and an engine connecting/disconnecting clutch configured to selectively place a power transmitting path between said engine and said fluid-operated power transmitting device in a power transmitting state and a power cutoff state , said vehicle being able to run in an engine drive mode in which said engine is operated as a vehicle drive power source while said engine connecting/disconnecting clutch is placed in a fully ...

ACTIVE VIBRATION DAMPING DEVICE

An ACM-ECU executes an amplitude variable-phase variable control for variably controlling both the amplitude and phase of active vibrations generated by an actuator according to rotation information, in the case that an engagement rate Lr detected by an LC engagement rate detecting function is greater than or equal to a predetermined engagement rate Lr_th. 1. An active vibration damping device comprising an engine mount interposed between a vehicle body and a multi-cylinder internal combustion engine mounted in the vehicle , and which is adapted to suppress vibrations transmitted from a side of the internal combustion engine to a side of the vehicle body , by active vibrations generated by an actuator of the engine mount , comprising:a vibration control unit adapted to control the active vibrations generated by the actuator on basis of rotation information of the internal combustion engine;wherein the vibration control unit:includes an engagement rate detection unit adapted to detect an engagement rate of a lock-up clutch mounted in the vehicle;executes an amplitude variable-phase fixed control for variably controlling amplitude of the active vibrations generated by the actuator according to the rotation information, together with fixedly controlling phase of the active vibrations generated by the actuator; andexecutes an amplitude variable-phase variable control for variably controlling the amplitude and phase of the active vibrations generated by the actuator according to the rotation information, in the case that the engagement rate detected by the engagement rate detection unit is greater than or equal to a predetermined engagement rate.2. The active vibration damping device according to claim 1 , further comprising:a lock-up clutch control unit adapted to control the engagement rate of the lock-up clutch in accordance with a travel velocity or an acceleration of the vehicle;wherein the engagement rate detection unit acquires information of the engagement rate ...

Work Vehicle

A work vehicle has a hydraulic source; a control valve that controls a flow of the hydraulic oil discharged from the hydraulic source; and an engine starting device for starting an engine, in which a control device has: a low-temperature state determination unit that determines whether a temperature state of a working fluid of a torque converter is a low-temperature state; and a clutch control unit that when it is determined by the low-temperature state determination unit that the temperature state of the working fluid is not the low-temperature state, controls the control valve in order to switch a lock-up clutch to a non-engagement state, and when it is determined by the low-temperature state determination unit that the temperature state of the working fluid is the low-temperature state, controls the control valve in order to switch the lock-up clutch to a engagement state. 1. A work vehicle that includes:a working device having a work tool and a lift arm;wheels;an engine as a driving source;a torque converter for transmitting power of the engine to the wheels through working fluid;a lock-up clutch capable of switching an input member and an output member of the torque converter between an engagement state and a non-engagement state;a power supply unit for supplying electric power to a control device; andan indicating device for directing activation of the power supply unit and starting of the engine,comprising: a hydraulic source;a control valve that controls a flow of hydraulic oil discharged from the hydraulic source, and switches the lock-up clutch to either state of the engagement state or the non-engagement state; andan engine starting device for starting the engine when the starting of the engine is directed by the indicating device,wherein the control device has:a low-temperature state determination unit that when the activation of the power supply unit is directed by the indicating device and the power supply unit is activated, determines whether a ...

Vehicle

The controller is programmed to perform first control that controls a driving force distributor such as to decrease a distribution rate upon satisfaction of a predetermined condition that a frequency of at least one rotation fluctuation of an output member of the drive system, a main drive wheel and a sub drive wheel is within a predetermined area, compared with the distribution rate upon non-satisfaction of the predetermined condition.

SEALED PISTON APPARATUS AND RELATED SYSTEMS FOR USE WITH VEHICLE TORQUE CONVERTERS

Sealed piston apparatus and related systems for use with vehicle torque converters are disclosed. A disclosed vehicle torque converter includes a housing and a clutch including a piston in the housing. The piston has a first side partially defining a first chamber and a second side, opposite the first side, partially defining a second chamber. The vehicle torque converter also includes a first seal operatively coupled to the piston and a second seal operatively coupled to the piston. The vehicle torque converter also includes an orifice positioned on the piston radially inward relative to a clutch pack of the clutch. The orifice is configured to provide a flow of a fluid between the first and second chambers during a lockup on operation of the vehicle torque converter to lubricate the clutch. The first seal is a one-way seal. 1. A vehicle torque converter , comprising:a housing;a clutch including a piston in the housing, the piston having a first side partially defining a first chamber and a second side, opposite the first side, partially defining a second chamber;a first seal operatively coupled to the piston;a second seal operatively coupled to the piston; andan orifice positioned on the piston radially inward relative to a clutch pack of the clutch, wherein:the orifice is configured to provide a flow of a fluid between the first and second chambers during a lockup on operation of the vehicle torque converter to lubricate the clutch, andthe first seal and the second seal are each a one-way seal.2. The vehicle torque converter of claim 1 , wherein:the piston includes a face that is positioned at a first radius relative to an axis of the vehicle torque converter, the face configured to engage a clutch plate, andthe orifice is positioned at a second radius relative to the axis less than the first radius.3. (canceled)4. The vehicle torque converter of claim 1 , wherein the fluid flows across the first and second seals between the first and second chambers during a ...

SLIP LOCK-UP CONTROL DEVICE FOR VEHICLE

A slip lock-up control device for a vehicle includes a torque converter having a lock-up clutch, and a slip lock-up controller. The slip lock-up controller performs slip lock-up control using a lock-up pressure difference command to match an actual slip rotational speed to a target slip rotational speed based on engine torque information indicative of input torque, when a lock-up engagement condition is fulfilled when the lock-up clutch is in a released state. During the slip lock-up control, when in an engine torque unstable range for which an engine torque has a rise gradient with respect to a rise change of an engine speed, the slip lock-up controller sets the lock-up pressure difference command to a second lock-up pressure difference command for which a pressure difference fluctuation is averaged more than a first lock-up pressure difference command used in a range other than the engine torque unstable range. 1. A slip lock-up control device for a vehicle , comprising:a torque converter placed between an engine and a transmission, the torque converter having a lock-up clutch; anda slip lock-up controller configured to perform slip lock-up control using a lock-up pressure difference command to match an actual slip rotational speed to a target slip rotational speed based on engine torque information indicative of input torque, when a lock-up engagement condition is fulfilled when the lock-up clutch is in a released state, whereinduring the slip lock-up control, when in an engine torque unstable range for which an engine torque has a rise gradient with respect to a rise change of an engine speed, the slip lock-up controller is configured to set the lock-up pressure difference command to a second lock-up pressure difference command for which a pressure difference fluctuation is averaged more than a first lock-up pressure difference command used in a range other than the engine torque unstable range.2. The slip lock-up control device for a vehicle according to claim ...

CONTROL SYSTEM OF POWER TRANSMISSION SYSTEM

A control system controls a power transmission system located between a motive power source and drive wheels. The power transmission system includes a fluid coupling and an engagement device. The control system includes an electronic control unit configured to: obtain information concerning vibration of the power transmission system; determine whether the vibration of the power transmission system is in a resonance region of the power transmission system; control the engagement device so that the engagement device slips, when the electronic control unit determines that the power transmission system is in the resonance region; and control the motive power source when the electronic control unit determines that the power transmission system is in the resonance region, so that a rotational speed of the motive power source increases as compared with a case where the power transmission system is not in the resonance region. 1. A control system of a power transmission system , the power transmission system being located between a motive power source and drive wheels of a vehicle , the power transmission system including a fluid coupling and an engagement device , the engagement device being configured to control a condition of connection between an input shaft side and an output shaft side of the fluid coupling , the control system comprising:an electronic control unit configured to:obtain information concerning vibration of the power transmission system;determine whether the vibration of the power transmission system is in a resonance region of the power transmission system;control the engagement device so that the engagement device slips, when the electronic control unit determines that the power transmission system is in the resonance region; andcontrol the motive power source when the electronic control unit determines that the power transmission system is in the resonance region, so that a rotational speed of the motive power source increases as compared with a case ...

CONTROLS AND METHODS FOR OPERATING ELECTRIC POWERTRAIN

A vehicle includes and engine and a transmission having a torque converter with an impeller and a turbine. An electric machine is fixed to the impeller. At least one controller is programmed to, in response to a difference between measured and estimated speeds of the impeller exceeding a threshold, command a torque to the electric machine based on a maximum of the measured and estimated speeds of the impeller, and programmed to, in response to the difference being less than the threshold, command another torque to the electric machine based on the measured speed of the impeller. 1. A vehicle comprising:a transmission including a torque converter having an impeller and a turbine;an electric machine fixed to the impeller; andat least one controller programmed to,in response to a difference between measured and estimated speeds of the impeller exceeding a threshold, command a torque to the electric machine based on a maximum of the measured and estimated speeds of the impeller, andin response to the difference being less than the threshold, command another torque to the electric machine based on the measured speed of the impeller.2. The vehicle of claim 1 , wherein the estimated speed of the impeller is based on a speed of the turbine and an estimated torque of the impeller.3. The vehicle of further comprising a sensor configured to output a signal indicative of the speed of the turbine.4. The vehicle of claim 2 , wherein the torque commanded to the electric machine is further based on an accelerator pedal position.5. The vehicle of claim 4 , wherein the torque is further based on a temperature of the torque converter.6. The vehicle of further comprising a sensor configured to output a signal indicative of the measured speed of the impeller.7. The vehicle of claim 6 , wherein the sensor is disposed within the electric machine.8. The vehicle of claim 6 , wherein the controller is further programmed to claim 6 , in response to the signal being unusable claim 6 , command ...

SYSTEM AND METHOD FOR INHIBITING HARSH ENGAGEMENT OF A ONE-WAY CLUTCH IN A VEHICLE

A system according to the present disclosure includes an acceleration limit module and a torque command module. The acceleration limit module is configured to determine whether an acceleration of an electric motor in a vehicle is greater than an acceleration limit having a first nonzero value and generate a first torque reduction request when the motor acceleration is greater than the acceleration limit. The torque command module is configured to determine a torque command for the electric motor based on a driver input, and decrease the torque command in response to the first torque reduction request to reduce harshness associated with engaging a one-way clutch of the vehicle. The one-way clutch couples the electric motor to a wheel of the vehicle when the one-way clutch is engaged. 1. A system comprising: determine whether an acceleration of an electric motor in a vehicle is greater than an acceleration limit having a first nonzero value; and', 'generate a first torque reduction request when the motor acceleration is greater than the acceleration limit; and, 'an acceleration limit module configured to determine a torque command for the electric motor based on a driver input; and', 'decrease the torque command in response to the first torque reduction request to reduce harshness associated with engaging a one-way clutch of the vehicle, wherein the one-way clutch couples the electric motor to a wheel of the vehicle when the one-way clutch is engaged., 'a torque command module configured to2. The system of wherein:the torque command indicates an amount of current to be supplied to the electric motor; andthe first torque reduction request indicates an amount by which to decrease the amount of current to be supplied to the electric motor.3. The system of wherein the acceleration limit is predetermined based on a balance between a minimum acceptable acceleration of the electric motor and a maximum acceptable harshness associated with engaging the one-way clutch.4. The ...

METHOD AND APPARATUS FOR CONTROLLING A POWERTRAIN SYSTEM DURING DECELERATION

A method for controlling a powertrain includes, in response to an output torque request that includes deceleration, operating an internal combustion engine in a fuel cutoff state and in a cylinder deactivation state, controlling a clutch of a torque converter in an activated state, and operating an electric machine in a regenerative braking state. A state of the powertrain related to engine speed is monitored. The internal combustion engine is commanded to transition from the cylinder deactivation state to an all-cylinder state and the electric machine operates in the regenerative braking state including ramping down magnitude of regenerative braking torque when the engine speed is less than a first threshold speed. The torque converter clutch is commanded to a released state when the engine speed is less than a second threshold speed, with the first threshold speed being greater than the second threshold speed. 1. A method for controlling a powertrain including an internal combustion engine and an electric machine rotatably coupled via a torque converter to a transmission , wherein an output member of the transmission is rotatably coupled to a driveline , the method comprising: operating the internal combustion engine in a fuel cutoff state and in a cylinder deactivation state, controlling a clutch of the torque converter in an activated state, and operating the electric machine in a regenerative braking state;', 'monitoring a state of the powertrain related to engine speed;, 'in response to an output torque request that includes deceleration commanding the torque converter clutch to a released state when the engine speed is less than a second threshold speed;', 'wherein the first threshold speed is greater than the second threshold speed., 'commanding the internal combustion engine to transition from the cylinder deactivation state to an all-cylinder state and operating the electric machine in the regenerative braking state including ramping down magnitude of ...

Control system for a clutch during a regenerative braking event

A vehicle includes an electric machine, battery, torque converter bypass clutch, drive wheel, and controller. The electric machine is configured to recharge the battery via regenerative braking. The torque converter bypass clutch is disposed between the electric machine and the drive wheel. The controller is programmed to, in response to a negative drive wheel torque command during a regenerative braking event, adjust a closed-state torque capacity of the torque converter bypass clutch based on the torque command.

VEHICLE TRANSMISSION CLUTCH ENGAGEMENT CONTROL SYSTEM

A vehicle includes a transmission having a torque converter, an oncoming clutch, and a controller. The controller is programmed to, in response to a torque of the oncoming clutch exceeding an estimated average by a threshold during an engagement, increase the torque of the oncoming clutch via a feedforward command and adjust the torque of the oncoming clutch via a feedback command to compensate for deviations in the torque generated by the feedforward command during the engagement. 1. A method comprising:providing a vehicle transmission having a torque converter and an oncoming clutch; and increasing the oncoming torque clutch via a feedforward command to a desired end of engagement torque, and', 'adjusting the oncoming clutch torque via a feedback command to compensate for deviations from the feedforward command., 'in response to the oncoming clutch torque exceeding an estimated average by a threshold during an engagement of the oncoming clutch,'}2. The method of further comprising:providing an engine; andin response to a tip-in during the engagement of the oncoming clutch prior to the oncoming clutch torque exceeding the estimated average by the threshold, adjust engine torque to obtain a target engine speed.3. The method of claim 2 , wherein the target engine speed is equal to or less than an idle engine speed at a current accelerator pedal position.4. The method of further comprising:in response to the oncoming clutch torque exceeding the estimated average by the threshold during the tip-in and the engagement of the oncoming clutch, increase engine torque to a driver demanded torque.5. The method of claim 1 , wherein estimated average is based on torque values of previous engagements of the oncoming clutch that have been adjusted by a low-pass filter.6. The method of claim 1 , wherein the feedforward command is based on a difference between a estimated real-time torque the oncoming clutch and the desired end of engagement torque.7. The method of claim 1 , ...

LOCK-UP CLUTCH CONTROL DEVICE FOR VEHICLE

A lock-up clutch control device is provided for a vehicle, in which, when the accelerator pedal is released in a slip engagement mode, lock-up re-engagement with reduced engagement shock is performed, thereby improving fuel economy. A torque converter having a lock-up clutch is disposed between an engine and a continuously variable transmission. The vehicle is provided with a coast lock-up control unit configured to bring the engine in a fuel cut-off state when the accelerator pedal is released in a slip engagement mode in which a differential rotation is present in the lock-up clutch with the accelerator pedal being depressed. Upon accelerator fool release operation, the coast lock-up control unit performs an engine torque control to synchronize engine rotation speed and turbine rotational speed, re-engages the lock-up clutch in a rotation synchronization state, and, after the re-engagement, and performs fuel cut-off. 1. A vehicle lock-up clutch control device for a vehicle in which a torque converter having a lock-up clutch is provided between an engine and a transmission , the vehicle lock-up clutch control device comprising: to bring the engine in a fuel cut-off state, when an accelerator foot release operation is performed in a slip engagement mode in which a rotation difference is present in the lock-up clutch with an accelerator pedal being depressed, and', 'to perform an engine torque control to synchronize the engine rotation speed and the turbine rotation speed in response to the accelerator foot release operation,', 'to re-engage the lock-up clutch in the rotation synchronization state, and', 'to perform fuel cut-off after the re-engagement., 'a controller programmed to'}2. The vehicle lock-up clutch control device according to claim 1 , whereinthe controller is further programmed to perform the engine torque control by decreasing the lock-up differential pressure of the lock-up clutch to a lower limit region representing a clutch meet point where clutch ...

CONTROL SYSTEM FOR VEHICLE

A controller is configured to obtain a speed ratio equivalent value that is determined by a speed ratio set in a transmission unit, and is configured to control an engine by setting an operating point of the engine such that the operating point in the case where a lockup clutch is engaged and the speed ratio equivalent value is large is lower in an output rotation speed for a predetermined output torque than the operating point in the case where the lockup clutch is engaged and the speed ratio equivalent value is smaller than the large speed ratio equivalent value. 1. A control system for a vehicle in which a transmission unit , including a continuously variable transmission that is able to continuously change a speed ratio , is coupled to an engine via a fluid coupling including a lockup clutch , a spring damper is provided between the transmission unit and the lockup clutch , a dynamic damper is provided in the transmission unit , the dynamic damper includes a base portion and a mass body that oscillates with respect to the base portion , the base portion is coupled to the transmission unit such that a moment of inertia of the transmission unit is included in a moment of inertia of the base portion , the control system comprising:a controller configured to control an operating point of the engine, which is determined by an output torque and an output rotation speed,the controller being configured to obtain a speed ratio equivalent value that is determined by a speed ratio set in the transmission unit, andthe controller being configured to control the engine by setting the operating point of the engine such that the operating point in the case where the lockup clutch is engaged and the speed ratio equivalent value is large is lower in the output rotation speed for a predetermined output torque than the operating point in the case where the lockup clutch is engaged and the speed ratio equivalent value is smaller than the large speed ratio equivalent value.2. The ...

METHODS AND SYSTEM FOR STARTING AN ENGINE

Systems and methods for starting an engine that is incorporated into a hybrid vehicle driveline are described. In one example, a torque converter clutch is fully opened if a threshold amount has transpired after a request for torque converter clutch slip is requested but not delivered. Further, the torque converter clutch may be fully opened if a commanded torque converter clutch torque capacity is less than a threshold torque capacity. 1. A driveline operating method , comprising:requesting an engine start; andrequesting slip of a torque converter clutch in response to the request to start the engine; andfully opening a torque converter clutch via a controller after a threshold amount of time has passed since the requesting slip of the torque converter clutch when slip of the torque converter clutch is not present.2. The method of claim 1 , further comprising closing a driveline disconnect clutch and increasing torque output of an integrated starter/generator after fully opening the torque converter clutch.3. The method of claim 1 , further comprising detecting slip of the torque converter clutch and changing an operating mode of an integrated starter/generator from a torque control mode to a speed control mode in response to detecting slip of the torque converter clutch.4. The method of claim 3 , further comprising closing a driveline disconnect clutch and starting an engine in response to the integrated starter/generator entering the speed control mode.5. The method of claim 1 , further comprising propelling a vehicle via an integrated starter/generator with a fully locked torque converter clutch at a time of requesting the engine start.6. The method of claim 1 , where the engine start is requested automatically via the controller.7. The method of claim 1 , further comprising detecting the presence or absence of slip of the torque converter clutch via torque converter turbine speed and speed of an integrated starter/generator.8. A driveline operating method claim ...

HYBRID VEHICLE INCLUDING A PREVENT POWERTRAIN GEAR HUNTING STRATEGY

A vehicle is provided. The vehicle includes an engine, a motor, and a controller. The controller is programmed to inhibit a scheduled transmission downshift and increase a torque of the motor for a specified period of time in response to a torque demand being greater than a maximum torque capability of the engine but less than a maximum combined torque capability of the engine and motor. Upon expiration of the specified period of time, the controller may permit the downshift to occur. The specified period of time may be based on a state of charge of a battery at a time when the torque demand exceeds the maximum torque capability of the engine. 1. A vehicle comprising:an engine;a motor; anda controller programmed to, in response to a torque demand being greater than a maximum torque capability of the engine but less than a maximum combined torque capability of the engine and motor, inhibit a scheduled transmission downshift and increase a torque of the motor for a specified period of time and, and upon expiration of the specified period of time, permit the downshift to occur.2. The vehicle of claim 1 , wherein the controller is further programmed to claim 1 , in response to the torque demand falling below the maximum torque capability of the engine prior to the expiration of the specified period of time claim 1 , maintain a current transmission gear selection.3. The vehicle of claim 1 , wherein the controller is further programmed to claim 1 , in response to the torque demand being greater than the maximum combined torque capability of the engine and motor claim 1 , permit the scheduled transmission downshift.4. The vehicle of claim 1 , wherein the vehicle further comprises a torque converter having a lock-up clutch and wherein the controller is further programmed to inhibit a transition of the lock-up clutch from a locked condition to an unlocked condition for the specified period of time and claim 1 , upon expiration of the specified period of time claim 1 , permit ...

Methods and systems for driveline mode transitions

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between regenerative braking and providing positive torque to a driveline is presented.

Control Apparatus for Vehicle and Control Method for Vehicle

A control apparatus for a vehicle is provided. The vehicle includes an engine, a first electric motor, a rotary member, and a rotation lock mechanism. The rotary member is provided between the engine and the first electric motor. The rotation lock mechanism is configured to prevent a coupling portion of the rotary member on the engine side from rotating in at least one direction. The control apparatus includes an electronic control unit. The electronic control unit is configured to learn characteristic associated with an input torque of the rotary member by applying a torque to the rotary member by the first electric motor and measuring a twist angle of the rotary member, with the rotation lock mechanism preventing the coupling portion from rotating. 1. A control apparatus for a vehicle ,the vehicle including an engine, a first electric motor, a rotary member, and a rotation lock mechanism, the rotary member being provided between the engine and the first electric motor, the rotary member having characteristic associated with an input torque, and the rotation lock mechanism being configured to prevent a coupling portion of the rotary member on an engine side from rotating in at least one direction,the control apparatus comprising:an electronic control unit configured to learn characteristic of the rotary member by applying a torque to the rotary member by the first electric motor and measuring a twist angle of the rotary member, with the rotation lock mechanism preventing the coupling portion from rotating; andthe electronic control unit being configured to perform predetermined control based on the learned characteristic of the rotary member.2. The control apparatus according to claim 1 , whereinthe vehicle further includes a second electric motor that is configured to be utilized as a driving force source,a driving force of the vehicle is generated due to a reaction force resulting from the rotation lock mechanism, when the first electric motor applies the torque ...

METHOD AND SYSTEM FOR KINETIC ENERGY RECOVERY IN A HYBRID POWERTRAIN DURING ENGINE SHUTDOWN

The present disclosure provides a hybrid powertrain system, comprising: an engine; a motor/generator (“MG”); a clutch coupled to the engine and the MG; a transmission coupled to the MG; an energy storage system connected to the MG; and a controller coupled to the engine, the MG, the clutch, the transmission and the energy storage system. The controller is configured to initiate an engine stop, allow engine torque and MG torque to reduce to zero or near zero, shift the transmission to a neutral gear, cause the MG to operate in a generator mode, thereby loading the engine to recover kinetic energy from the engine, disengage the clutch to decouple the MG from the engine, increase the speed of the MG to a target speed, and shift the transmission into gear in response to the MG reaching the target speed. 1. A hybrid powertrain system , comprising:an engine;at least one motor/generator (“MG”);a clutch coupled to the engine and the at least one MG;a transmission coupled to the at least one MG;an energy storage system connected to the at least one MG; and initiate an engine stop,', 'allow engine torque and torque associated with the at least one MG to reduce to zero or near zero,', 'shift the transmission to a neutral gear,', 'cause the at, least one MG to operate in a generator mode, thereby loading the engine through the clutch to recover kinetic energy from the engine,', 'disengage the clutch to decouple the at least one MG from the engine,', 'increase a speed of the at least one MG to a target speed, and', 'shift the transmission into gear in response to the at least one MG reaching the target speed., 'a controller operatively coupled to the engine, the at least one MG, the clutch, the transmission and the energy storage system, the controller including a processor and a memory including instructions that when executed by the processor, cause the controller to'}2. The hybrid powertrain system of claim 1 , wherein execution of the instructions by the processor further ...

METHOD FOR OPERATING A VEHICLE HAVING A TORQUE CONVERTER

A method for operating a vehicle that includes a torque converter is described. In one example, the method adjusts torque of an electric machine in response to a requested torque converter speed. The requested torque converter speed linearizes torque output of a torque converter so that vehicle wheel torque control may be improved. 1. A vehicle operating method , comprising:generating a torque converter speed ratio in response to a torque converter turbine torque request and a measured torque converter turbine speed; andadjusting a torque of an electric machine via a controller in response to a requested torque converter impeller speed that is based on the torque converter speed ratio.2. The method of claim 1 , where the torque of the electric machine is adjusted via a proportional/integral controller claim 1 , and where the torque converter speed ratio is generated in further response to a transmission fluid temperature.3. The method of claim 1 , further comprising determining the requested torque converter impeller speed via dividing the measured torque converter turbine speed by the torque converter speed ratio.4. The method of claim 3 , further comprising referencing the torque converter map via the torque converter turbine torque request claim 3 , the transmission fluid temperature claim 3 , and an actual torque converter turbine speed to generate the torque converter speed ratio.5. The method as claimed in claim 4 , further comprising generating the torque converter turbine torque request via a torque converter turbine torque map.6. The method of claim 5 , further comprising referencing the torque converter turbine torque map via accelerator pedal position.7. The method of claim 1 , further comprising limiting a rate of change of the requested torque converter impeller speed.8. A vehicle system claim 1 , comprising:an electric machine;a torque converter coupled to the electric machine and a step ratio transmission;a controller including executable instructions ...

SYSTEM FOR CONTROLLING AN ENGINE DISCONNECT CLUTCH IN A HYBRID VEHICLE

A vehicle includes an engine having a crankshaft, an electric machine having a rotor, a disconnect clutch having an input secured to the crankshaft and an output secured to the rotor, a hydraulic pump mechanically powered via rotation of the rotor and configured to supply hydraulic fluid to the actuate the disconnect clutch, a torque converter having an impeller secured to the rotor, and controller. The controller is programmed to, responsive to a speed of the impeller decreasing to less than a first threshold, which is indicative of a subsequent shutdown of the hydraulic pump, and responsive to the disconnect clutch being open while the engine is shut down, advance the disconnect clutch to a touch point where opposing sides of disconnect clutch make contact but substantially zero power is transferred between the engine and the electric machine. 1. A vehicle comprising:an engine and an electric machine each configured to deliver power to at least one drive wheel;a disconnect clutch disposed between the engine and the electric machine;a step-ratio transmission disposed between the electric machine and the at least one drive wheel;a torque converter having an impeller and disposed between the electric machine and the step-ratio transmission;a primary hydraulic pump mechanically powered via rotation of electric machine and configured to supply hydraulic fluid to actuate the disconnect clutch and a plurality of clutches within the step-ratio transmission; anda controller programmed to, responsive to a speed of the impeller decreasing to less than a first threshold, which is indicative of a subsequent shutdown of the hydraulic pump, and responsive to the disconnect clutch being open while the engine is shut down, operate the primary hydraulic pump to advance the disconnect clutch to a touch point where opposing sides of disconnect clutch make contact but substantially zero power is transferred between the engine and the electric machine.2. The vehicle of claim 1 , ...

LOCK-UP-CLUTCH CONTROL DEVICE FOR VEHICLE

A vehicle lock-up clutch control device includes a torque converter, a fuel cutoff control unit and a lock-up release/transmission cooperative control unit. The torque converter is disposed between an engine and a continuously variable transmission. The fuel cutoff control unit is configured to prevent fuel injection to the engine while in a coasting state with the driver's foot away from the accelerator, and configured to restart the fuel injection based on a fuel recovery permission. The lock-up release/transmission cooperative control unit is configured to carry out a cooperative control of a lock-up release control for reducing the clutch engagement capacity of the lock-up clutch and a transmission control for shifting the transmission. Then, if there is an accelerator depression operation while coasting with the lock-up clutch in an engaged state, the lock-up release timing and the shift timing are offset from one another. 1. A vehicle lock-up clutch control device comprising:a torque converter including a lock-up clutch provided in the vehicle between an engine and a transmission;a fuel cutoff control unit that stops fuel injection to the engine while in a coasting state by releasing a foot from an accelerator, and restarts fuel injection based on a fuel recovery permission; anda lock-up release/transmission cooperative control unit that carries out a cooperative control of a lock-up release control that reduces the clutch engagement capacity of the lock-up clutch, and a transmission control that shifts the transmission, the lock-up release/transmission cooperative control unit offsets a lock-up release timing and a shift timing if there is an accelerator depression operation while coasting with the lock-up clutch in an engaged state.2. The vehicle lock-up clutch control device according to claim 1 , whereinthe lock-up release/transmission cooperative control unit starts a downshift control after the lock-up release control is started first and a lock-up ...

DRIVE TRAIN SLIP FOR VIBRATION MITIGATION DURING SKIP FIRE OPERATION

A variety of methods and devices for mitigating power train vibration during skip fire operation of an engine are described. In one aspect, the slip of a drive train component (such as a torque converter clutch) is based at least in part upon a skip fire characteristic (such as firing fraction, selected firing sequence/pattern, etc.) during skip fire operation of an engine. The modulation of the drive train component slip can also be varied as a function of one or more engine operating parameters such as engine speed and/or a parameter indicative of the output of fired cylinders (such as mass air charge). 1operating an engine in a skip fire operational mode; andmodulating slip of a drive train component based at least in part upon a skip fire characteristic.. A method of mitigating power train vibration during skip fire operation of an engine, the method comprising: This application is a Continuation of U.S. patent application Ser. No. 13/963,819, filed on Aug. 9, 2013 which claims priority to U.S. Provisional Patent Application No. 61/682,553, filed Aug. 13, 2012, both of which are hereby incorporated by reference in their entirety.The present invention relates generally to skip fire control of internal combustion engines. More particularly the slip of a power train component such as a torque converter clutch is used to help mitigate vibration during skip fire operation of an engine.Most vehicles in operation today (and many other devices) are powered by internal combustion (IC) engines. Internal combustion engines typically have a plurality of cylinders or other working chambers where combustion occurs. Under normal driving conditions, the torque generated by an internal combustion engine needs to vary over a wide range in order to meet the operational demands of the driver. Over the years, a number of methods of controlling internal combustion engine torque have been proposed and utilized. Some such approaches contemplate varying the effective displacement of the ...

POWERTRAIN LASH MANAGEMENT

Methods and systems are provided for adjusting powertrain torque in a vehicle based on driver intent. Driver intent is inferred based on foot motion inside a foot well monitored via a foot well region sensor and changes in clearance outside the vehicle monitored via a range sensor. By adjusting powertrain torque based on operator foot motion and traffic movements outside the vehicle, frequency of lash transitions can be reduced and lash transition initiation can be adjusted based on expected changes in torque demand. 1. A method for an engine of a vehicle , comprising:following an operator foot-off accelerator pedal event,distinguishing between a driver intent to brake or coast based on each of operator foot motion inside the vehicle and traffic pattern outside the vehicle; andvarying a lash adjustment during torque transition through a lash region based on the driver intent.2. The method of claim 1 , wherein the varying includes varying an initiation of the lash adjustment through the lash region based on the driver intent claim 1 , the lash adjustment initiated earlier when the inferred driver intent includes coasting claim 1 , the lash adjustment initiated later when the inferred driver intent includes braking.3. The method of claim 1 , wherein the varying includes varying lash in a vehicle driveline by adjusting an amount of positive or negative torque applied to the driveline.4. The method of claim 1 , wherein the varying includes varying an amount and rate of powertrain braking applied on a driveline following the foot-off accelerator pedal event based on the driver intent.5. The method of claim 4 , wherein the rate of powertrain braking is further based on a rate of pedal displacement during the foot-off pedal event.64. The method of claim 4 , wherein the varying includes:when the driver intent includes coasting, applying powertrain braking to reduce a drivetrain torque to a level outside the lash region of a powertrain of the vehicle; andthen maintaining the ...

VEHICLE CONTROL APPARATUS

A vehicle control apparatus for a vehicle including an automatic transmission having a torque converter provided with a lock-up clutch, the vehicle control apparatus including a kick-down controller that performs kick-down control to change a transmission ratio to a low side and to increase a number of engine revolutions based on a kick-down request in accordance with an accelerator operation; and a lock-up controller that performs lock-up disengagement control based on the kick-down request to set the lock-up clutch to a disengaged state according to meeting of a disengagement condition. When the kick-down request not during the kick-down control is called a normal kick-down request and the kick-down request during the kick-down control is called a second-time kick-down request, the lock-up controller performs lock-up disengagement control according to the second-time kick-down request based on the disengagement condition which is more eased than the disengagement condition used for the normal kick-down request. 1. A vehicle control apparatus for a vehicle including an automatic transmission having a torque converter provided with a lock-up clutch , the vehicle control apparatus comprising:a kick-down controller that performs kick-down control to change a transmission gear ratio to a low side and to increase a number of engine revolutions based on a kick-down request in accordance with an accelerator operation; anda lock-up controller that performs lock-up disengagement control based on the kick-down request to set the lock-up clutch to a disengaged state according to meeting of a disengagement condition,wherein, when the kick-down request while the kick-down control is not in operation is referred to as a normal kick-down request and the kick-down request while the kick-down control is in operation is referred to as a second-time kick-down request, the lock-up controller performs lock-up disengagement control according to the second-time kick-down request based on ...

VEHICLE CONTROLLER

A vehicle controller includes a first abrupt deceleration determining unit (a rotation change rate determining unit, an ABS determining unit) configured to determine an abrupt deceleration state of a vehicle, and a second abrupt deceleration determining unit (a brake determining unit) having a required time for determining an abrupt deceleration shorter in comparison with that of the first abrupt deceleration determining unit, wherein any one of the first abrupt deceleration determining unit and the second abrupt deceleration determining unit is used for determining the abrupt deceleration of the vehicle according to a vehicle speed of the vehicle or a road surface friction coefficient, and the second abrupt deceleration determining unit is used for determining the abrupt deceleration in a region where the vehicle speed or the road surface friction coefficient is lower than the first abrupt deceleration determining unit. 1. A vehicle controller comprising:a first abrupt deceleration determining unit configured to determine a generation of an abrupt deceleration state of a vehicle; anda second abrupt deceleration determining unit having a required time for determining an abrupt deceleration shorter in comparison with that of the first abrupt deceleration determining unit, whereinany one of the first abrupt deceleration determining unit and the second abrupt deceleration determining unit is selected according to a vehicle speed of the vehicle or a road surface friction coefficient and is used for determining the abrupt deceleration of the vehicle,the second abrupt deceleration determining unit is selected in a region where the vehicle speed or the road surface friction coefficient is lower than the first abrupt deceleration determining unit and is used for determining the abrupt deceleration, andthe first abrupt deceleration determining unit is selected in a region where the vehicle speed or the road surface friction coefficient is higher than the second abrupt ...

Vehicle control device

A vehicle control device is configured to: execute a fuel cut control for stopping fuel supply to the internal combustion engine in response to a deceleration request to the vehicle; engage the lock-up clutch and open a throttle of the vehicle during the execution of the fuel cut control; close the throttle and execute the motor assist in a case where there is an acceleration request to the vehicle while the lock-up clutch is engaged, the throttle is opened, and the fuel cut control is executed; end the fuel cut control and resume fuel supply to the internal combustion engine when an intake pressure of the internal combustion engine reaches a predetermined startable negative pressure after the throttle is closed; and disengage the lock-up clutch when the fuel supply to the internal combustion engine is resumed.

VEHICLE CONTROL DEVICE

A vehicle control device controls a vehicle including an internal combustion engine, an electric motor, a drive wheel, and a lock-up clutch provided in a power transmission path from the internal combustion engine and the electric motor to the drive wheel. The vehicle control device is configured to: not execute a motor vibration damping control and a slip vibration damping control in a non-vibration damping region; execute the motor vibration damping control and the slip vibration damping control in a first vibration damping region in a high load state or a low rotation speed state; and execute the motor vibration damping control and not execute the slip vibration damping control in a second vibration damping region in a medium load state or a medium rotation speed state. 1. A vehicle control device for controlling a vehicle including an internal combustion engine , an electric motor , a drive wheel , and a lock-up clutch provided in a power transmission path from the internal combustion engine and the electric motor to the drive wheel , wherein:the internal combustion engine is configured to be switchable between an all-cylinder operation in which all cylinders are operated and a cylinder deactivation operation in which some cylinders are operated in a deactivated state;the lock-up clutch is in an engaged state in which an output from at least one of the internal combustion engine and the electric motor is transmitted to the drive wheel with high efficiency, and in a slip state in which the output is transmitted to the drive wheel with efficiency lower than in the engaged state;the vehicle control device is capable of switching an operation state of the internal combustion engine between the all-cylinder operation and the cylinder deactivation operation based on a target torque with respect to a crank end torque, which is a torque at a shaft end of a crankshaft of a power plant torque output from a power plant including the internal combustion engine and the ...

VEHICLE CONTROL DEVICE

A vehicle control device is configured to execute a fuel cut control for stopping fuel supply to an internal combustion engine in response to a deceleration request to a vehicle; disengage a lock-up clutch and open a throttle of the vehicle during execution of fuel cut control; execute motor assist in a case where there is an acceleration request to a vehicle while the lock-up clutch is disengaged and the throttle is opened; and execute a motor torque reduction control for temporarily reducing an output from an electric motor based on a rotation speed of the internal combustion engine and a rotation speed of a main shaft during the execution of the motor assist. 1. A vehicle control device for controlling a vehicle that includes an internal combustion engine , an electric motor coupled to the internal combustion engine , and a drive wheel coupled to the internal combustion engine and the electric motor via a power transmission device and that is configured to execute a motor assist for assisting driving of the drive wheel by power of the electric motor ,wherein the power transmission device includes a torque converter, a lock-up clutch, and a main shaft configured to output, to the drive wheel, power of at least one of the internal combustion engine and the electric motor transmitted via at least one of the torque converter and the lock-up clutch,the vehicle control device is configured to:execute a fuel cut control for stopping fuel supply to the internal combustion engine in response to a deceleration request to the vehicle:disengage the lock-up clutch and open a throttle of the vehicle during the execution of the fuel cut control;execute the motor assist in a case where there is an acceleration request to the vehicle while the lock-up clutch is disengaged and the throttle is opened; andexecute a motor torque reduction control for temporarily reducing an output from the electric motor based on a rotation speed of the internal combustion engine and a rotation speed ...

MANAGEMENT OF TRANSMISSION TRANSITIONS IN WHEEL TORQUE- BASED ACTUATOR TORQUE DETERMINATION SYSTEM

Systems and control methods can provide for determining a TrnAin torque request from desired vehicle acceleration in a vehicle that utilizes a WTC architecture to allow for smooth transition between different transmission states, such as torque converter bypass clutch states and shifts between transmission gear ratios. The methods provide consistent and smooth vehicle acceleration profile during transmission state transitions. The methods also provide the ability to track the desired vehicle acceleration consistently from virtual driver demand sources, such as adaptive cruise control, autonomous vehicle, or remote parking, without allocating any additional resource to account for transmission state transitions. The proposed methods are applicable to any TC-based automatic transmission drivetrain, such as conventional powertrain, MHT, P4 HEV, or even BEV powertrains where the motor is located on the impeller side of a torque converter. 1. A method for controlling a source of propulsive rotary power in a vehicle powertrain of a vehicle , the vehicle powertrain having a transmission and a torque converter , including a lock-up clutch , that is disposed in a power path between the source of rotary power and the transmission , the method comprising:determining, via a controller, a compensated TRNAIN torque request, the compensated TRNAIN torque request including an uncompensated TRNAIN torque request and an inertia compensation component, the inertia compensation component being indicative of a torque transmitted through the torque converter over a fluid path of the torque converter that is disposed between an input of the torque converter and an output of the torque converter; andcontrolling, via the controller, operation of the source of rotary power to satisfy the compensated TRNAIN torque request when the lock-up clutch is operating in a slipping state.2. The method of claim 1 , wherein prior to determining the compensated TRNAIN torque request claim 1 , the method ...

Methods and system for decelerating a vehicle

A method for improving operation of a vehicle that includes an engine, a transmission, and a torque converter clutch is disclosed. In one example, the method assesses whether or not driver braking is expected and adjusts driveline braking accordingly. The method freewheels the driveline to extend vehicle coasting when driver braking is not expected and the method increases or decreases driveline braking based on a closing distance between the vehicle and an object in the vehicle's path.

In-vehicle controller and vehicle control method

An in-vehicle controller includes processing circuitry. The processing circuitry stops injection of fuel under a preset fuel cutoff condition including a lockup clutch being in an engagement state. A request for raising heating performance of a heater core is a heater actuation request, and an amount of particulate matter deposited on a filter is a deposition amount. The processing circuitry controls the lockup clutch in a disengagement state when a heater actuation request is generated and the deposition amount is less than a preset deposition amount threshold. The processing circuitry controls the lockup clutch in the engagement state when the heater actuation request is generated and the deposition amount is greater than or equal to the preset deposition amount threshold.

MULTI-MODE ENGINE-DISCONNECT CLUTCH ASSEMBLIES AND CONTROL LOGIC FOR HYBRID ELECTRIC VEHICLES

Presented are engine-disconnect clutches with attendant control logic, methods for making/operating such disconnect clutches, and hybrid electric vehicles (HEV) equipped with an engine that is coupled to/decoupled from a transmission and electric motor via a disconnect clutch. A representative method for controlling an HEV powertrain includes receiving an HEV powertrain operation command, then determining a clutch mode of a multi-mode clutch device to execute the HEV powertrain operation. This multi-mode clutch device is operable in: a lock-lock mode, in which the clutch device transmits torque to and from the engine; a free-free mode, in which the clutch device disconnects the engine's output member from the transmission's input member, preventing torque transmission to and from the engine; a lock-free mode, in which the clutch device transmits torque from but not to the engine; and, a free-lock mode, in which the clutch device transmits torque to but not from the engine. 1. A method for controlling operation of a hybrid electric vehicle (HEV) powertrain , the HEV powertrain including an engine with an engine output member , a transmission with a transmission input member , an electric motor with a motor output member selectively connectable to the transmission input member , and a multi-mode clutch device selectively disconnecting the engine output member from the transmission input member , the method comprising:receiving a command signal indicative of an HEV powertrain operation, the HEV operation being dependent upon a driver input and a current vehicle operating condition;determining a current clutch mode of the multi-mode clutch device, the current clutch mode being dependent upon the current vehicle operating condition; a lock-lock mode in which the multi-mode clutch device transmits torque to and from the engine,', 'a free-free mode in which the multi-mode clutch device disconnects the engine output member from the transmission input member and thereby ...

METHODS AND SYSTEMS FOR A FOUR WHEEL DRIVE VEHICLE DRIVELINE

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline operation may be adjusted in response to operating the hybrid vehicle in a four wheel drivel low gear range. The approaches may improve vehicle drivability and reduce driveline degradation. 1. A method of adjusting operation of a hybrid vehicle , comprising:automatically restarting an engine in response to a first condition while the hybrid vehicle is operating in a four wheel drive low gear range; andautomatically restarting the engine in response to a second condition other than the first condition while the hybrid vehicle is not operating in the four wheel drive low gear range.2. The method of claim 1 , where the engine is not started in response to releasing a brake pedal during the second condition claim 1 , and where the engine is started in response to releasing a brake pedal during the first condition.3. The method of claim 1 , where the hybrid vehicle is operating in a four wheel drive high gear range during the second condition.4. The method of claim 1 , where the hybrid vehicle is operating in a two wheel drive mode during the second condition.5. The method of claim 1 , further comprising providing wheel torque up to a threshold amount via a driveline integrated starter generator without supplying torque via the engine after restarting the engine during the second condition.6. The method of claim 5 , further comprising providing wheel torque via the driveline integrated starter generator and the engine for wheel torques greater than the threshold amount.7. The method of claim 1 , where the hybrid vehicle includes a driveline disconnect clutch claim 1 , and further comprising locking the driveline disconnect clutch in a closed state while the hybrid vehicle is operated in a four wheel drive mode and until the four wheel drive mode is exited.8. A method of adjusting operation of a hybrid vehicle claim 1 , comprising:automatically restarting an engine in ...

CONTROL DEVICE FOR AUTOMATIC TRANSMISSION FOR VEHICLE

A sticking condition of a lock-up clutch is judged by an oil temperature of hydraulic oil and a slip ratio of the LC. An intake air amount of an engine is increased while the LC is judged to be in a sticking condition, and the increase of the intake air amount of the engine is terminated when the judgment to be in the sticking condition is canceled. This enables to effectively prevent an rotation speed of the engine from decelerating in a range (timing) where a sticking of the LC occurs, and further prevent the rotation speed of the engine from rapidly accelerating in a range where a sticking of the LC does not occur. Therefore, decelerations of engine rotation speed due to a sticking of the lock-up clutch and rapid accelerations of engine rotation speed after the sticking has been eliminated can both be prevented. 2. The control device for the automatic transmission according to claim 1 , wherein the lock-up clutch has a multiple plate clutch structure formed by alternately laminating a plurality of clutch plates disposed on a member on a side of the engine and another plurality of clutch plates disposed on a member on a side of the automatic transmission. The present invention relates to a control device for an automatic transmission for a vehicle having a torque converter provided with a lock-up clutch.As described in Patent Documents 1 and 2, in an automatic transmission for a vehicle, a lock-up clutch capable of mechanically coupling an output shaft of an engine to an input shaft of the automatic transmission is provided in a torque converter. In addition, by engaging the lock-up clutch under certain conditions, engine rotation speed is kept low to improve fuel consumption.Generally, the lock-up clutch is engaged when the automatic transmission is set to a predetermined gear shift stage. However, shocks and torque fluctuations transmitted between the input shaft and the output shaft cannot be absorbed when the lock-up clutch is fully engaged. Accordingly, ...

LOCK UP CLUTCH CONTROLS - HIGH IDLE SET POINT

An engine control system is provided where the engine control system includes a torque converter, an engine connected to the torque converter, a transmission connected to the torque converter, a lock-up clutch housed in the torque converter wherein the lock-up clutch is configured to mechanically connect the engine and the transmission when the lock-up clutch is engaged, an engine speed sensor configured to obtain a prior engine speed which is measured prior to engagement of the lock-up clutch, a transmission speed sensor configured to obtain a prior transmission speed which is measured prior to the engagement of the lock-up clutch, and an engine control module configured to determine a desired engine speed at a speed lower than the prior engine speed and adjust a speed of the engine to the desired engine speed just prior to the movement of the lock-up clutch for the engagement or as the lock-up clutch moves toward the engagement. 1. An engine control system , comprising:a torque converter;an engine operatively connected to the torque converter;a transmission operatively connected to the torque converter;a lock-up clutch housed in the torque converter wherein the lock-up clutch is configured to mechanically connect the engine and the transmission when the lock-up clutch is engaged;an engine speed sensor configured to obtain a prior engine speed which is measured prior to engagement of the lock-up clutch;a transmission speed sensor configured to obtain a prior transmission speed which is measured prior to the engagement of the lock-up clutch; determine a desired engine speed at a speed lower than the prior engine speed; and', 'lower a speed of the engine to the desired engine speed at least one of just prior to the movement of the lock-up clutch and as the lock-up clutch moves toward the engagement., 'an engine control module configured to2. The engine control system according to claim 1 , wherein the engine control module is further configured to incrementally lower ...

LOCK UP CLUTCH (LUC) CONTROLS - ENGINE CONTROL WHEN LUC CHANGES STATE

An engine control system is provided where the engine control system includes a torque converter, an engine connected to the torque converter, a transmission connected to the torque converter, a lock-up clutch housed in the torque converter wherein the lock-up clutch is configured to mechanically connect the engine and the transmission when the lock-up clutch is engaged, and an engine control module that is configured to operate the engine at a first torque lug curve when the lock-up clutch is engaged and operate the engine at a second torque lug curve when the lock-up clutch is disengaged. 1. An engine control system , comprising:a torque converter;an engine operatively connected to the torque converter;a transmission operatively connected to the torque converter;a lock-up clutch housed in the torque converter wherein the lock-up clutch is configured to mechanically connect the engine and the transmission when the lock-up clutch is engaged; andan engine control module configured to:operate the engine at a first torque lug curve when the lock-up clutch is engaged and operate the engine at a second torque lug curve when the lock-up clutch is disengaged.2. The control system of claim 1 , wherein the torque converter has an efficiency up to 100% when the lock-up clutch is engaged.3. The engine control system of claim 1 , wherein the engine operates at the first torque lug curve as the lock-up clutch moves toward engagement or prior to the movement of the lock-up clutch for the engagement.4. The engine control system of claim 1 , wherein the engine operates at the second torque lug curve as the lock-up clutch moves toward disengagement or prior to the movement of the lock-up clutch for the disengagement.5. The engine control system of claim 1 , wherein the second torque lug curve increases engine torque and transmission speed compared to operating the engine at the first torque lug curve.6. The engine control system of claim 1 , wherein the first torque lug curve ...

METHODS AND SYSTEMS FOR POWERTRAIN NVH CONTROL IN A VEHICLE

Methods and systems are provided for adjusting noise, vibration, and harshness (NVH) limits for a vehicle based on a number of occupants in the vehicle. In one example, a method may include responsive to detecting zero occupants, reducing NVH constraints for operating the vehicle and adjusting one or more vehicle operating parameters based on the reduced NVH constraints. 1. A method for operating a vehicle , comprising:during an autonomous mode of vehicle operation, altering noise, vibration, and harshness (NVH) limits for a powertrain of the vehicle responsive to detecting zero occupants within the vehicle to improve fuel economy.2. The method of claim 1 , wherein altering the NVH limits responsive to detecting zero occupants includes setting a higher NVH threshold with respect to a lower NVH threshold when one or more occupants are present in the vehicle claim 1 , and adjusting one or more parameters of powertrain operation based on the higher NVH threshold.3. The method of claim 2 , wherein the powertrain includes an engine coupled to a transmission through a torque converter and adjusting one or more parameters of the powertrain operation based on the higher NVH threshold includes adjusting one or more of an idle operation of the engine claim 2 , a variable displacement engine (VDE) mode of engine operation claim 2 , a torque converter slip claim 2 , shut off fuel supplied to the engine during deceleration (DFSO) operation claim 2 , and an exhaust gas recirculation percentage of recirculated exhaust gas and air inducted into the engine for combustion.4. The method of claim 3 , wherein adjusting one or more parameters of the powertrain operation based on the higher NVH threshold further includes switching to the VDE mode of engine operation during an idle condition claim 3 , and increasing an amount of spark retard applied to engine combustion during the idle condition.5. The method of claim 3 , wherein adjusting one or more parameters of powertrain operation ...

Control device for continuously variable transmission

A control device for a continuously variable transmission includes: a lock-up clutch of a torque converter which is arranged to connect and disconnect a power transmission between a power source and the driving wheel; a control section configured to output a hydraulic pressure command value, and to control a transmission gear ratio of the continuously variable transmission and an engagement state of the lock-up clutch in accordance with a traveling state of a vehicle; a learning control section configured to perform a learning control of the engagement state of the lock-up clutch with respect to the control command value; an oil vibration sensing section configured to sense an oil vibration; and a learning control prohibiting section configured to prohibit the learning control when the oil vibration sensing section senses the oil vibration.

CONTROL APPARATUS AND CONTROL METHOD FOR VEHICLE POWER TRANSMISSION SYSTEM

A control apparatus includes an ECU that is configured to: start engagement transition control for outputting an engagement transitional hydraulic pressure command value that causes an engagement device to be actuated from a released state toward an engaged state from when an operating member is displaced from a non-drive operating position; when an engagement transition time is longer than a target time, learn the engagement transitional hydraulic pressure command value such that the engagement transitional hydraulic pressure command value increases; when the engagement transition time is shorter than the target time, learn the engagement transitional hydraulic pressure command value such that the engagement transitional hydraulic pressure command value reduces; and prohibit learning of the engagement transitional hydraulic pressure command value or invalidate the learned engagement transitional hydraulic pressure command value, when the operating time of the operating member is longer than a predetermined time. 1. A control apparatus for a power transmission system for a vehicle , the vehicle including a driving force source , a drive wheel , an engagement device and an operating member , the engagement device being configured to connect or interrupt a power transmission path between the driving force source and the drive wheel , the control apparatus comprising execute control for engaging the engagement device when the operating member is in a drive operating position;', 'execute control for releasing the engagement device when the operating member is in a non-drive operating position;', 'start engagement transition control for outputting an engagement transitional hydraulic pressure command value that causes the engagement device to be actuated from a released state toward an engaged state at a start point at which the operating member has been displaced from the non-drive operating position;', 'determine whether an engagement transition time from when the ...

CONTROL SYSTEM FOR HYBRID VEHICLE

A control system for hybrid vehicles configured to improve energy efficiency by controlling a speed difference in a coupling. The hybrid vehicle comprises: a power split mechanism; an engine connected to a first rotary element; a first motor connected to the second rotary element; a second motor connected to the third rotary element; drive wheels to which a torque is delivered from the third rotary element; and a coupling comprising a drive member and a driven member. A controller is configured to change the speed difference in the coupling, and to change a speed or a torque of at least one of the first motor and the second motor after changing the speed difference in the coupling. 1. A control system for a hybrid vehicle , comprising:a power split mechanism that performs a differential action among a first rotary element, a second rotary element, and a third rotary element;an engine that is connected to the first rotary element;a first motor that is connected to the second rotary element;a second motor that is connected to the third rotary element; anddrive wheels to which a torque is delivered from the third rotary element;a coupling comprising a drive member to which the torque of the third rotary element is applied and a driven member that delivers the torque to the drive wheels, in which a speed difference between the drive member and the driven member can be controlled; anda controller that controls the first motor, the second motor, and the coupling,wherein the controller is configured tochange the speed difference in the coupling, andchange a speed or a torque of at least one of the first motor and the second motor with changing the speed difference in the coupling.2. The control system for a hybrid vehicle as claimed in claim 1 , wherein the controller is further configured to change the speed difference in the coupling and the speed or the torque of at least one of the first motor and the second motor in such a manner that a total efficiency of: a power ...

CONTROL DEVICE OF VEHICLE

A vehicle control device has an engine, automatic transmission, and torque converter disposed between the engine and the automatic transmission. The torque converter includes a lockup clutch coupling an input member to an output member of the torque converter. The control device has: a slip control portion controlling lockup clutch slip when deceleration running; and a fuel cut control portion performing an engine fuel cut when deceleration running and to terminate the fuel cut when an engine rotation speed is reduced to a predetermined rotation speed or less during the fuel cut, the fuel cut control portion being permitted to perform the fuel cut, based on lockup clutch slip pressure controlled by the slip control portion has reached a slip pressure value at which the engine rotation speed does not decrease due to a shortage of torque capacity of the lockup clutch even when the fuel cut is performed. 1. A control device of a vehicle provided with an engine , an automatic transmission and a torque converter disposed between the engine and the automatic transmission , and the torque converter including a lockup clutch directly coupling an input member to an output member of the torque converter , the control device of a vehicle comprising:a slip control portion configured to control a slip of the lockup clutch at the time of deceleration running; anda fuel cut control portion configured to perform a fuel cut of the engine at the time of deceleration running and to terminate the fuel cut when an engine rotation speed is reduced to a predetermined rotation speed or less during the fuel cut,the fuel cut control portion being permitted to perform the fuel cut of the engine, based on the fact that a slip pressure of the lockup clutch controlled by the slip control portion has reached a slip pressure value at which the rotation speed of the engine does not decrease due to a shortage of torque capacity of the lockup clutch even when the fuel cut is performed.2. The control ...

Control Device, Drive Train, Method And Program For Reducing Noise Development In A Drive Train And/Or For Increasing Inertia In An Idle Speed

A control device for a drivetrain of a vehicle, includes a drive engine, a starting element, and a coupling element. The coupling element brakes a secondary side when the control device receives an input signal indicating a switching off of the drive engine. The starting element includes a mass damper torsional damper arrangement with at least one damper mass. The starting element is coupled with the drive engine by a primary side and with the mass damper torsional damper arrangement by a secondary side so as to be fixed with respect to relative rotation, and the coupling element is constructed to brake the secondary side by coupling with the primary side of the starting element and/or by coupling with a reference component that stationary when the vehicle is stationary. This makes it possible to find a better compromise between comfort, responsiveness, economical, and ecological aspects of the drivetrain.

METHOD FOR OPERATING A DRIVE TRAIN

A rotational speed-regulated internal combustion engine in a working machine, for example a wheel loader, shortly before the engaging a bridging clutch of a hydrodynamic torque converter, is switched over in such manner that the internal combustion engine operates under torque regulation when the bridging clutch of the hydrodynamic torque converter is engaged. 16-. (canceled)7. A method of operating a drive-train that has a drive motor , a hydrodynamic torque converter and a bridging clutch that bridges the hydrodynamic torque converter , whereby when the bridging clutch is actuated in an engaging direction , the drive motor being functionally connected to the input shaft of a transmission such that when the drive-train is operating:controlling the drive motor, with a control unit, in such manner that the drive motor operates under rotational speed regulation, anddepending on a driving situation of the drive-train, controlling the drive motor, with a control unit, in such manner that the drive motor operates under torque regulation.8. The method according to claim 7 , further comprising claim 7 , below a predefined rotational speed of the drive motor and regardless of the driving situation claim 7 , controlling the drive motor claim 7 , with the control unit claim 7 , in such manner that the drive motor operates under rotational speed regulation.9. The method according to claim 7 , further comprising claim 7 , when the bridging clutch is actuated in the engaging direction claim 7 , controlling the drive motor claim 7 , with the control unit claim 7 , in such manner that the drive motor operates under torque regulation.10. The method according to claim 9 , further comprising shortly before closing of the bridging clutch claim 9 , controlling the drive motor claim 9 , with the control unit claim 9 , in such manner that the drive motor operates under torque regulation.11. The method according to claim 7 , further comprising when the bridging clutch is actuated in a ...

CONTROL SYSTEM FOR HYBRID VEHICLE

Provided is a control system () for a hybrid vehicle () which is configured to directly transmit an output of an internal combustion engine () to a driven wheel () via a lockup clutch () and transmit an output of an electric motor is to the driven wheel by disengaging the lockup clutch depending on an operating state of the vehicle. The control system is configured to activate a warning unit () when the oil pressure is below a prescribed oil pressure threshold value and the rotational speed of the engine detected by the rotary encoder is higher than a rotational speed threshold value. The rotational speed threshold value is a first threshold value when the lockup clutch is fully disengaged, and a second threshold value higher than the first threshold value when the lockup clutch is fully engaged, being engaged and being disengaged. 1. A control system for a hybrid vehicle , the hybrid vehicle being configured to operate in a direct drive mode where an output of an internal combustion engine is directly transmitted to a driven wheel via a lockup clutch and a hybrid drive mode and/or an electric drive mode where the lockup clutch is disengaged , and an output of an electric motor is transmitted to the driven wheel depending on an operating state of the vehicle including a rotational speed of the engine , the control system comprising:an oil pressure sensor for detecting a pressure of lubricating oil for the engine;a rotary encoder for detecting the rotational speed of the engine;a clutch sensor for detecting a state of the lockup clutch; anda warning unit for providing a visual and/or acoustic warning to a vehicle operator;the control system being configured to activate the warning unit when the oil pressure detected by the oil pressure sensor is below a prescribed oil pressure threshold value and the rotational speed of the engine detected by the rotary encoder is equal to or higher than a rotational speed threshold value, the rotational speed threshold value being ...

HYBRID VEHICLE CONTROL APPARATUS

The hybrid vehicle has a motor generator disposed in a power transmission path and performing as an electric motor and an electric generator, a direct injection engine configured to execute an ignition start in which fuel is injected into any cylinder with a piston stopped in an expansion stroke and ignited for the start, and an engine connecting/disconnecting clutch of friction engagement type directly connecting and interrupting the direct injection engine to/from the motor generator. The control device of the hybrid vehicle has an MG creep mode in which the motor generator is used as an electric motor and rotationally driven at a predetermined first rotation speed to generate a creep torque while the engine connecting/disconnecting clutch is interrupted and the direct injection engine is stopped, and a charging creep mode in which the direct injection engine is operated at a predetermined second rotation speed higher than the first rotation speed to generate the creep torque with the motor generator used as an electric generator to charge a battery while the engine connecting/disconnecting clutch is connected, the control device performs the ignition start of the direct injection engine during the MG creep mode and provides connection control of the engine connecting/disconnecting clutch after a rotation speed of the direct injection engine exceeds a rotation speed of the motor generator to raise the rotation speed of the motor generator and directly connect the direct injection engine to the motor generator when a transition is made from the MG creep mode to the charging creep mode. 1. A control device of a hybrid vehicle , the hybrid vehicle havinga motor generator disposed in a power transmission path and performing as an electric motor and an electric generator,a direct injection engine configured to execute an ignition start in which fuel is injected into any cylinder with a piston stopped in an expansion stroke and ignited for the start, andan engine ...

CONTROL DEVICE OF VEHICLE

A control device includes a controller configured to perform control to increase a rotational speed of a power source when a brake is stepped on and accelerator opening becomes a predetermined value or larger while a vehicle stops, and thereafter, when the brake is stepped off, engage a plurality of engaging units to transmit a power, and start the vehicle. The controller includes: a parameter obtaining unit configured to obtain a parameter indicating requested acceleration when the vehicle starts; and a slip control unit configured to perform slip control on at least one of the plurality of engaging units such that difference in rotational speed occurs between frictionally engaging elements and set number of engaging units on which the slip control is performed according to a value of the obtained parameter when the vehicle starts. 1. A control device mounted on a vehicle provided with a power source and an automatic transmission including a plurality of engaging units including engaging elements frictionally engaging with each other , the automatic transmission allowing or blocking power transmission between the power source and a drive wheel of the vehicle by controlling engagement of the plurality of engaging units , the control device comprising:a controller configured to perform control to increase a rotational speed of the power source when a brake is stepped on and accelerator opening becomes a predetermined value or larger while the vehicle stops, and thereafter, when the brake is stepped off, engage the plurality of engaging units to transmit the power, and start the vehicle, the controller including:a parameter obtaining unit configured to obtain a parameter indicating requested acceleration when the vehicle starts; anda slip control unit configured to perform slip control on at least one of the plurality of engaging units such that difference in rotational speed occurs between the frictionally engaging elements and set number of engaging units on which ...

TORQUE CONVERTER CLUTCH LOCKUP DURING SKIP-FIRE OPERATION

A variety of methods and arrangements for determining conditions when an engine-decoupling friction interface may be locked-up during skip-fire operation of an internal combustion engine are described. In some embodiments, the engine-decoupling friction interface is the lockup clutch of a torque converter situated in a powertrain that transmits motive power from the engine to a wheel. Rotation of the wheel causes vehicle motion. 1. A method of operating a vehicle having an internal combustion engine and a powertrain , wherein the powertrain includes an engine-decoupling friction interface , the method comprising:operating the engine in a skip-fire manner to supply motive power to move the vehicle;transferring the engine motive power through the friction interface;locking-up the friction interface under certain engine skip-fire operating conditions.2. The method of wherein the engine-decoupling friction interface is selected from the group consisting of:a lockup clutch of a torque converter;an input clutch of an automated manual transmission;an input clutch of a dual-clutch transmission.3. A method as recited in wherein the certain engine skip-fire operation conditions produce little or no vibration at the first and second powertrain resonances.4. A method as recited in wherein the certain engine skip-fire operation conditions correspond to a predetermined set of engine skip-fire operation conditions.5. A method as recited in wherein the powertrain includes a multi-speed transmission.6. A method as recited in wherein the certain engine skip-fire operation condition varies depending on the current transmission gear setting.7. A method as recited in wherein the certain engine skip-fire operation condition predominately produces frequencies in the vicinity of the tuned absorber mode frequency of the powertrain.8. A method as recited in wherein the certain engine skip-fire operation condition predominately produces frequencies in the vicinity of the low response above ...

Lockup clutch control device

First temporary capacity reduction control that when acceleration ON is judged during coasting lock-up, brings lock-up clutch ( 20 ) into slip state by decreasing torque transmission capacity of lock-up clutch and subsequently returns lock-up clutch to lock-up state by increasing torque transmission capacity is executed. Control unit performing second temporary capacity reduction control that when return of accelerator pedal depression is judged during the progress of returning to lock-up state, decreases torque transmission capacity again and subsequently returns lock-up clutch to lock-up state by increasing torque transmission capacity is provided. In second temporary capacity reduction control, torque transmission capacity is decreased with predetermined torque transmission capacity by which lock-up clutch is not fully disengaged being lower limit value. Abrupt engagement of lock-up clutch and engine racing can be therefore avoided when acceleration is changed from ON to OFF during control of lock-up clutch from disengagement or slip state to lock-up state.

HYBRID ELECTRIC VEHICLE AND METHOD OF STARTING ENGINE

Two methods may be used to start the engine of a hybrid electric vehicle while the vehicle is moving under electric power. When smoothness is most important, a disconnect clutch is partially engaged to initiate engine rotation and then released as the engine accelerates under its own power toward a motor speed. When rapid starting is most important, the disconnect clutch torque capacity is controlled to decrease the time required for the engine to accelerates to the motor speed. A torque converter bypass clutch is disengaged during the engine restart under either method. Also, the motor torque is adjusted under either method to compensate for the torque provided to the engine. 1. A method of operating a hybrid-electric-vehicle having an electric motor and an internal combustion engine selectively coupled by a disconnect clutch , the method comprising:propelling the vehicle with the electric motor while an engine speed is zero;partially engaging the disconnect clutch to increase the engine speed;disengaging the disconnect clutch and providing fuel to the engine while the engine speed is between zero and an idle speed; andfully engaging the disconnect clutch when the engine speed is substantially equal to a motor speed.2. The method of further comprising controlling the engine in a speed control mode with a target speed based on the motor speed after disengaging the disconnect clutch and before fully engaging the disconnect clutch.3. The method of further comprising:disengaging a torque converter bypass clutch while partially engaging the disconnect clutch; andengaging the torque converter bypass clutch after fully engaging the disconnect clutch.4. The method of further comprising controlling the engine in a torque control mode after engaging the torque converter bypass clutch.5. A method of operating a hybrid-electric-vehicle comprising:while an engine is not rotating, propelling the vehicle by using an electric motor to rotate a torque converter impeller faster than ...

Methods and system for operating a vehicle transmission

Systems and methods for operating a hybrid vehicle driveline that includes an engine and a motor are presented. In one example, the systems and methods include one or more speed control modes where torque output of a motor is adjusted responsive to different control parameters in the different control modes.

CONTROL DEVICE FOR VEHICLE DRIVE DEVICE

A control apparatus for a vehicular drive system is provided with: a fluid-operated power transmitting device having an input rotary member configured to receive a drive force from an engine, an output rotary member from which the drive force is transmitted to drive wheels, and a lock-up clutch configured to mechanically connect the input rotary member and the output rotary member to each other; a first electric motor connected directly or indirectly to said input rotary member; and a second electric motor connected directly or indirectly to a power transmitting path between said fluid-operated power transmitting path and said drive wheels, the control apparatus comprising: a hybrid control portion configured to control said first electric motor and said second electric motor to generate an engine starting torque for starting said engine while a power transmitting path between said second electric motor and said drive wheels is placed in a power cutoff state or a restricted power transmitting state and while said lock-up clutch is given a torque capacity. 1. A control apparatus for a vehicular drive system provided with: a fluid-operated power transmitting device having an input rotary member configured to receive a drive force from an engine , an output rotary member from which the drive force is transmitted to drive wheels , and a lock-up clutch configured to mechanically connect the input rotary member and the output rotary member to each other; a first electric motor connected directly or indirectly to said input rotary member; and a second electric motor connected directly or indirectly to a power transmitting path between said fluid-operated power transmitting path and said drive wheels , the control apparatus comprising:a hybrid control portion configured to control said first electric motor and said second electric motor to generate an engine starting torque for starting said engine while a power transmitting path between said second electric motor and said ...

CONTROL DEVICE OF AUTOMATIC TRANSMISSION

A control device of an automatic transmission to set and control a gear position based on a vehicle speed and an accelerator opening degree, includes a controller determining a high load travel based on a travel resistance during travel control on a gear shift line, which is set such that a region on a higher accelerator opening degree side of a downshift line is a region where a lock-up clutch is to be turned off, and turning off the lock-up clutch before downshifting when determining the high load travel. 1. A control device of an automatic transmission to set and control a gear position based on a vehicle speed and an accelerator opening degree , the control device comprising:a controller configured to determine a high load travel based on a travel resistance during travel control on a gear shift line, which is set such that a region on a higher accelerator opening degree side of a downshift line is a region where a lock-up clutch is to be turned off, and turn off the lock-up clutch before downshifting when determining the high load travel.2. The control device of the automatic transmission according to claim 1 ,wherein the controller is configured to turn off the lock-up clutch before the downshifting when determining the high load travel and determining travelling in the gear position where a difference in a driving force to be generated, which is between before and after the downshifting, is equal to or greater than a predetermined value. The present application claims priority to and incorporates by reference the entire contents of Japanese Patent Application No. 2018-009316 filed in Japan on Jan. 24, 2018.The present disclosure relates to a control device of an automatic transmission.Japanese Laid-open Patent Publication No. 2005-201225 discloses a technology which, in a vehicle including a torque converter with a lock-up clutch, appropriately satisfies both gear shift responsiveness and gear shift shock upon downshifting. Specifically, in the technology ...

METHODS AND SYSTEMS FOR HYBRID DRIVELINE CONTROL

Systems and methods for operating and hybrid driveline are presented. In one example, driver demand torque may be supplied to vehicle wheels via a hydraulic torque path and a friction torque path. Torque is distributed between the friction torque path and the hydraulic torque path in a way that ensures that driver demand torque is met and the friction torque path transfers torque up to its capacity. 1. A method for operating a driveline , comprising:operating an electric machine coupled to an engine through a disconnect clutch in a torque control mode in response to a torque converter clutch torque capacity available at a transmission line pressure being greater than a driver demand torque; andoperating the electric machine in a speed control mode in response to the torque converter clutch torque capacity available at the transmission line pressure being less than the driver demand torque, the electric machine positioned between the disconnect clutch and the torque converter.2. The method of claim 1 , wherein the engine is a direct injection engine.3. The method of claim 2 , wherein the engine is coupled to a turbocharger.4. The method of claim 3 , wherein a dual mass flywheel is coupled between the engine and the disconnect clutch.5. The method of claim 3 , wherein the electric machine is a driveline integrated starter/generator claim 3 , and where the electric machine is operated in the speed control mode during an engine start.6. The method of claim 1 , further comprising adjusting a torque converter impeller speed in response to a torque converter turbine speed and a difference between driver demand torque and torque transferred across a torque converter via a torque converter clutch.7. The method of claim 1 , further comprising operating the electric machine in the torque control mode instead of the speed control mode in response to the driveline operating in a regenerative braking mode.8. The method of claim 1 , further comprising adjusting a torque of the ...

VEHICLE CONTROL APPARATUS

A vehicle control device includes an engine, an electric motor, a clutch, and a hydraulic power transmission device having a lockup clutch disposed on a power transmission path between the electric motor and drive wheels, the control device increasing the electric motor output torque while slip-engaging or releasing the lockup clutch when the engine is started by engaging the clutch during motor running performed by using only the electric motor as a drive force source for running with the clutch released and the lockup clutch engaged, the control device raising the clutch actual torque capacity toward clutch engagement after starting an increase in the electric motor output torque when a torque difference between a torque capacity of the lockup clutch and the output torque of the electric motor falls within a predetermined range as the torque capacity of the lockup clutch is reduced at the start of the engine. 1. A control device of a vehicle including an engine , an electric motor configured to output power for running and power required for starting the engine , a clutch disposed on a power transmission path between the engine and the electric motor , and a hydraulic power transmission device having a lockup clutch disposed on a power transmission path between the electric motor and drive wheels , the control device increasing an output torque of the electric motor while slip-engaging or releasing the lockup clutch when the engine is started by engaging the clutch during motor running performed by using only the electric motor as a drive force source for running with the clutch released and the lockup clutch engaged ,the control device raising an actual torque capacity of the clutch toward engagement of the clutch after starting an increase in output torque of the electric motor when a torque difference between a torque capacity of the lockup clutch and the output torque of the electric motor falls within a predetermined range as the torque capacity of the lockup ...

Lockup control device and lockup control method for vehicle power transmission device

Provided is a lockup control device and a lockup control method for a vehicle power transmission device provided with a fluid transmission device including a lockup clutch. The lockup clutch is controlled to perform slip-engagement such that a differential rotation between an input-side rotating member and an output-side rotating member of the fluid transmission device is a target differential rotation set in advance, and the target differential rotation is corrected based on transition of a heat accumulation amount applied to friction members of the lockup clutch.

Control Apparatus for Vehicle and Control Method for Vehicle

An electronic control unit starts shift initial oil pressure control after the completion of lockup initial oil pressure control when shift control is performed during the performance of lockup control, the electronic control unit starts shift initial oil pressure control after the completion of lockup initial oil pressure control. Besides, the electronic control unit places priority on the shift control and starts the lockup initial oil pressure control after the completion of the shift initial oil pressure control, when the lockup control is performed during the performance of the shift control. Therefore, the shift initial oil pressure control and the lockup initial oil pressure control are prevented from occurring at the same time when the shift control and the lockup control are performed at the same time. 2. The control apparatus according to claim 1 , whereinthe electronic control unit is configured to determine whether a fuel-efficient running mode in which priority is placed on fuel economy is in use, andplace priority on the lockup initial oil pressure control and start the shift initial oil pressure control after completion of the lockup initial oil pressure control, when the fuel-efficient running mode is in use.3. The control apparatus according to claim 1 , whereinthe electronic control unit is configured to determine whether a driveability running mode in which priority is placed on driveability is in use, andplace priority on the shift initial oil pressure control and start the lockup initial oil pressure control after completion of the shift initial oil pressure control, when the driveability running mode is in use.4. The control apparatus according to claim 1 , whereinfirst shift control is defined as control for selecting one of the plurality of the shift stages, and second shift control is defined as control for selecting one of the plurality of the shift stages that is different from the shift stage selected in the first shift control, in the ...

Control Apparatus for Vehicle and Control Method

In the case where the lockup clutch is in the complete engagement state when a changeover between shift stages is made with the second shift mode selected, an electronic control unit holds the lockup clutch in the complete engagement state. Meanwhile, in the case where the lockup clutch is in the slip engagement state, the electronic control unit holds the lockup clutch in the slip engagement state based on a slip amount of the torque converter, or switches the lockup clutch to the complete engagement state. 1. A control apparatus for a vehicle , the vehicle includingan engine,a torque converter connected to the engine, the torque converter including a pump impeller and a turbine runner,a lockup clutch provided between the pump impeller and the turbine runner, the lockup clutch being configured to change over to one of a complete engagement state, a slip engagement state and a complete release state in accordance with an operating state of the vehicle, andan automatic transmission connected to the engine via the torque converter, the automatic transmission including shift stages, the automatic transmission being configured such that a first shift mode or a second shift mode is selected by a driver, a region of each of the shift stages being set such that, at the same throttle opening degree and the same shift stage, the region in the second shift mode is offset toward a higher engine speed side with respect to the region in the first shift mode,the control apparatus comprising i) hold the lockup clutch in the complete engagement state when the second shift mode is selected and a changeover between the shift stages is made with the lockup clutch being in the complete engagement state, and', 'ii) hold the lockup clutch in the slip engagement state or switch the lockup clutch to the complete engagement state, when the second shift mode is selected and a changeover between the shift stages is made with the lockup clutch being in the slip engagement state., 'an ...

METHODS AND SYSTEMS FOR CONDITIONALLY ENTERING A DRIVELINE SAILING MODE

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a driveline may selectively enter a sailing mode to provide quick driveline torque response with reduced impact on fuel economy. 1. A driveline operating method , comprising:providing torque to a driveline coupled to vehicle wheels via an engine and a driveline integrated starter/generator (DISG);entering a sailing mode during select conditions, the sailing mode including providing DISG torque to the driveline and idling the engine without providing engine torque to the driveline; andadjusting a driveline disconnect clutch responsive to the sailing mode.2. The method of claim 1 , where the engine is a direct fuel injection engine claim 1 , and wherein the disconnect clutch is coupled between the engine and the DISG.3. The method of claim 1 , further comprising stopping the engine; and closing the disconnect clutch to rotate and start the engine.4. The method of claim 1 , further comprising stopping the engine; and starting the engine based on a battery state of charge.5. The method of claim 1 , further comprising adjusting a torque converter clutch slip during the sailing mode.6. The method of claim 5 , further comprising adjusting an engine torque responsive during the sailing mode when adjusting the torque converter clutch slip.7. The method of claim 1 , where the engine is idled at a sailing mode idle speed that is a lower idle speed than a base idle speed when the engine is coupled to the DISG.8. A driveline operating method claim 1 , comprising:providing torque to a driveline coupled to vehicle wheels via an engine and a driveline integrated starter/generator (DISG);entering a sailing mode during select conditions, the sailing mode including providing DISG torque to the driveline and idling the engine without providing engine torque to the driveline;advancing spark timing and reducing an engine air amount in response to entering the sailing mode; andduring hill ...

Coordinated torque and speed control systems and logic for hybrid electric vehicles

Presented are model-based control systems for operating parallel hybrid powertrains, methods for making/using such systems, and motor vehicles with parallel hybrid powertrains and model-based torque and speed control capabilities. A method for controlling operation of a hybrid powertrain includes receiving a command signal for a hybrid powertrain operation associated with a driver input and a current operating mode of the powertrain. A desired output torque for executing the powertrain operation is then determined. The method determines if a speed differential between an engine speed of an engine and a torque converter output speed of a torque converter is less than a calibrated threshold; if so, the method responsively engages a clutch device to operatively connect the engine's output member to the transmission's input member. Engine torque is then coordinated with motor torque such that the sum of the engine and motor torques is approximately equal to the desired output torque.

METHOD AND SYSTEM FOR CONTROLLING SAILING STOP IN VEHICLE

Variator () and forward clutch (Fwd/C) disposed in series are provided between engine () having starter motor () and driving wheel (). Sailing stop control that, on the basis of satisfaction of sailing entering condition, interrupts power transmission by frictional engagement element (Fwd/C), stops engine () and performs coast-travel is performed. When sailing entering condition is satisfied, coast-travel is started with rotation stop timing of variator () being delayed with respect to rotation stop timing of engine (). When accelerator pedal depression operation intervenes after start of coast-travel, engine () is restarted by starter motor (). When judged that input and output rotation speeds of frictional engagement element (Fwd/C) become synchronization rotation speed after restart of engine (), frictional engagement element (Fwd/C) is reengaged. Shift response from coast-travel to normal travel is therefore improved at change-of-mind at which sailing quitting condition is satisfied during progress of automatic stop of engine. 2. (canceled)3. (canceled)4. A sailing stop control device of a vehicle comprising:a transmission and a frictional engagement element that are disposed in series between an engine and a driving wheel;a starter motor that starts the engine;a torque converter having a lock-up clutch between the engine and the transmission; anda sailing stop controller that, on the basis of satisfaction of a sailing entering condition, interrupts power transmission by the frictional engagement element, stops the engine and performs coast-travel of the vehicle, and when the sailing entering condition including a brake OFF condition is satisfied, start release of the lock-up clutch, stop fuel injection of the engine after completion of the release of the lock-up clutch and release the frictional engagement element after stop of the fuel injection of the engine,', 'when a sailing quitting condition is satisfied after the coast-travel is started, restart the ...

Control apparatus and control method for vehicle

A threshold that is used in determining, based on a deviation between slip amounts, whether to stop slip control or not during the performance of feedback control in slip control is made smaller when pitch damping control is being performed than when pitch damping control is not being performed, during the performance of slip control of a lockup clutch. Therefore, slip control is likely to be stopped when the torque input to the lockup clutch is likely to fluctuate. In consequence, a control apparatus and a control method for a vehicle that make it possible to stably perform slip control of the lockup clutch while increasing the number of opportunities to perform the slip control and pitch damping control are provided.

Storage system management apparatus and management method

The present invention is provided to make effective use of a storage area, and to enhance user usability. A management apparatus determines a reallocation destination of each logical storage area on the basis of an access load on each logical storage area by a host computer and an allocation status of each logical storage area in a storage-destination storage tier. A monitoring mode selection part for selecting any one of multiple monitoring modes selects a prescribed monitoring mode from the multiple monitoring modes on the basis of allocation time information related to a time at which each logical storage area is allocated to an allocation-destination storage tier.

IN-VEHICLE CONTROL DEVICE

An in-vehicle control device carries out fuel cut-off for stopping fuel injection from a fuel injection valve when a prescribed fuel cut-off condition including that a lockup clutch with which a torque converter is equipped is engaged and that an accelerator is off is fulfilled. Besides, the in-vehicle control device performs a fuel cut-off suspension process for carrying out fuel injection from the fuel injection valve and releasing the lockup clutch when there is a request to suspend fuel cut-off with the accelerator off. Also, the in-vehicle control device performs a speed increase process for performing shift control of an automatic transmission such that the rotational speed of a turbine impeller with which the torque converter is equipped becomes higher while the fuel cut-off suspension process is performed than when fuel cut-off is carried out. 1. An in-vehicle control device that is applied to a vehicle that is equipped with an internal combustion engine , an automatic transmission , and a torque converter having an input shaft that is connected to a crankshaft of the internal combustion engine , an output shaft that is connected to the automatic transmission , and a lockup clutch that is provided between the input shaft and the output shaft , whereinthe internal combustion engine has a fuel injection valve that supplies fuel to a cylinder, and a filter that is provided in an exhaust passage to collect particulate matter in exhaust gas, andthe torque converter has a pump impeller that is provided on the input shaft, and a turbine impeller that is provided on the output shaft to transmit a torque between the turbine impeller and the pump impeller via a fluid,the in-vehicle control device performing a fuel cut-off process for carrying out fuel cut-off for stopping fuel injection from the fuel injection valve when a prescribed fuel cut-off condition including that the lockup clutch is engaged and that an accelerator is off is fulfilled, a fuel cut-off ...