A controller for a vehicle driven by transmitting a torque generated by a torque generator to driving wheels corrects the torque generated by the torque generator according to a torsion rate of an elastic torsion element present in a torque transmission system extending from the torque generator to the driving wheels to reduce the torsional vibration of the elastic torsion element. The torque generator may include an engine and a clutch to transmit a rotation of the engine to the torque transmission system. The controller may include a clutch controller to correct the torque generated by the torque generator by controlling the transmission torque of the clutch according to the torsion rate of the elastic torsion element.

A controller executes a method to manage an engine connect/disconnect decision in a powertrain having an engine, transmission, electric machine, and a battery pack and power inverter module (“TPIM”). In response to vehicle ground speed being less than a calibrated maximum electric vehicle accelerator pedal signal (“EV.sub.APS”) level, the controller calculates a delta APS (“ΔAPS”) value by subtracting a scaled APS value from the actual APS level. The scaled APS value is a scaled variant of a maximum EV.sub.APS value selected from a maximum EVS.sub.APS table, the latter populated based on inverter temperature, state of charge of the battery pack, and ground speed. When the ΔAPS value exceeds a threshold, the controller connects the engine to the transmission via an engine disconnect clutch. The engine is disconnected based on acceleration of the vehicle and the above-noted factors.

A wheel loader includes a boom, a forward clutch, and a controller configured to control hydraulic pressure of hydraulic oil supplied to the forward clutch. The controller performs clutch hydraulic pressure control for bringing the forward clutch into a semi-engagement state by controlling the hydraulic pressure of the hydraulic oil supplied to the forward clutch on condition that the wheel loader advances while raising the boom in at least a loaded state.

A powertrain for a vehicle is disclosed that includes an electromagnetic driving unit (10) and a transmission module (20) having a controllable clutch (21) the powertrain further includes a control system to control the electromagnetic driving unit and to control the clutch. The controller has a safety operational mode wherein it controls an engagement of the controllable clutch with a feedback loop in which a desired extent of engagement is positively correlated to a difference between an extent of slip as indicated by the slip indicator and a positive reference value for the extent of slip, wherein the slip indicator indicates the extent of slip with a sign that is the product of the sign of the difference between the rotational speed of the input shaft and a rotational speed of the output shaft and a desired driving torque sign.

A mean rate decision method for a clutch motor is disclosed. The method includes determining whether the clutch motor and a gear sensor are in an electrical failure state; when it is determined the clutch motor and the gear sensor are not in the electrical failure state, determining whether there is a driver's starting intention on the basis of state information on the clutch pedal; setting a target position of the clutch motor according to a pedal setting value set by the clutch pedal; and when it is determined that there is no driver's starting intention and that an actual position of the clutch motor exceeds the target position of the clutch motor, determining a failure of the clutch motor on the basis of an excess movement amount and an excess duration in the excess state.

A shift control method can be used for a vehicle with a dual-clutch transmission (DCT). A controller determines whether or not a power-on upshift is initiated in a state in which a high performance mode has been selected. The controller performs a torque phase in which a coupling-side clutch torque is gradually increased and a release-side clutch torque is gradually released. The coupling-side clutch torque is gradually increased to a target coupling-side clutch torque corresponding to a value obtained by adding a push feel torque to a base torque. The controller performs an inertia phase in which the coupling-side clutch torque is gradually increased while tracing an engine torque such that an engine speed is synchronized with a coupling-side clutch speed. The controller completes speed change through gradual decrease of the coupling-side clutch torque.

A driving force distribution control device mounted on a four-wheel drive vehicle is provided. A coupling mechanism controller connects a drive shaft with an auxiliary driving wheel and sets a fastening force as a first fastening force, when an increase rate in an accelerator opening becomes more than a given value and a vehicle speed is below a given first speed, and changes the fastening force from the first fastening force to a second fastening force, when a slip of at least one of main driving wheels is detected after the fastening force is set to the first fastening force, and before a given time period has lapsed from the setting of the fastening force, or before the vehicle speed becomes faster than a given second speed. The second fastening force at least immediately after the change of the fastening force is a value larger than the first fastening force.

A work vehicle monitoring system includes a work vehicle and a monitoring device provided on an exterior of the work vehicle. The work vehicle includes a steering clutch, a rotary member having a first hydraulic fluid supply channel, a drive unit, a support member having a second hydraulic fluid supply channel, a sealing ring disposed between the first hydraulic fluid supply channel and the second hydraulic fluid supply channel, a controller that controls a pressure of a hydraulic fluid inside the first hydraulic fluid supply channel and the second hydraulic fluid supply channel, and an external output component that outputs data related to the pressure, a rotational speed, and a time. The monitoring device accepts the data from the external output component and outputs maintenance information about the sealing ring when a predicted wear amount of the sealing ring obtained from the determination basis data exceeds a specific threshold.

This vehicle transmission system includes a transmission (21), a clutch device (26), a clutch control unit (61), and a shift operation detecting means (48), and, when a hydraulic pressure is supplied from a clutch actuator (50) to a slave cylinder (28), the clutch device (26) moves to a connection side, in an in-gear stop state in which the transmission (21) is in an in-gear state, and a vehicle (1) is in a stop state, the clutch actuator (50) supplies a standby hydraulic pressure (WP) to the slave cylinder (28), and the clutch control unit (61) sets the standby hydraulic pressure (WP) to a first setting value (P1) during non-detection in which a shift operation is not detected by the shift operation detecting means (48) and sets the standby hydraulic pressure (WP) to a second setting value (P2) lower than the first setting value (P1) when the shift operation is detected by the shift operation detecting means (48).

A vehicle transmission includes a plurality of friction clutches and a selectable one-way clutch. The transmission also includes a controller programmed to, in response to detecting a component fault, switch the selectable one-way clutch from a passive state to an active state by commanding engagement of a first subset of the friction clutches to establish a slip elimination state. The controller is also programmed to, following establishment of the slip elimination state, command the selectable one-way clutch to the active state.