A method of controlling a powertrain of a vehicle is carried out such that during shifting in which a first clutch is released and a second clutch is engaged, whether a current shift phase is a torque phase or an inertia phase is determined. Different cost functions for the torque phase and the inertia phase are predefined. A control input change for minimizing the cost functions in the torque phase and the inertia phase is calculated. At least two among input torque, first clutch torque, or second clutch torque input to a transmission are controlled by applying the control input change calculated for the torque phase and the inertia phase.

A method of controlling a powertrain of a vehicle is carried out such that during shifting in which a first clutch is released and a second clutch is engaged, whether a current shift phase is a torque phase or an inertia phase is determined. Different cost functions for the torque phase and the inertia phase are predefined. A control input change for minimizing the cost functions in the torque phase and the inertia phase is calculated. At least two among input torque, first clutch torque, or second clutch torque input to a transmission are controlled by applying the control input change calculated for the torque phase and the inertia phase.

A quickshifter-equipped vehicle control unit includes an engine speed calculator configured to calculate an engine speed and a shift controller configured to operate in a quick shift mode and in a normal shift mode. The quick shift mode is a mode in which upon detection of the shift operation, the shift controller adjusts an output of an engine while keeping a main clutch in an engaged state, and the normal shift mode is a mode in which upon detection of the shift operation, the shift controller controls a clutch actuator to bring the main clutch into a disengaged state. The shift controller selects the quick shift mode when the engine speed is higher than a predetermined rotational speed threshold, and selects the normal shift mode when the engine speed is lower than the rotational speed threshold.

A quickshifter-equipped vehicle control unit includes an engine speed calculator configured to calculate an engine speed and a shift controller configured to operate in a quick shift mode and in a normal shift mode. The quick shift mode is a mode in which upon detection of the shift operation, the shift controller adjusts an output of an engine while keeping a main clutch in an engaged state, and the normal shift mode is a mode in which upon detection of the shift operation, the shift controller controls a clutch actuator to bring the main clutch into a disengaged state. The shift controller selects the quick shift mode when the engine speed is higher than a predetermined rotational speed threshold, and selects the normal shift mode when the engine speed is lower than the rotational speed threshold.

A control system for a movable body configured to move by utilizing a motor torque generated by a drive motor, is provided. The system includes the drive motor including a rotor configured to output a rotational force and provided with a variable-magnetic-force magnet, and a stator opposing the rotor with a gap therebetween and provided with a plurality of coils, a powertrain component provided so as to be associated with the drive motor, and a controller having a magnetization controlling module configured to control magnetizing current flowing through the coils so as to change a magnetic force of the variable-magnetic-force magnet. During a demagnetization control in which the magnetic force of the variable-magnetic-force magnet is reduced by the magnetization controlling module, the controller operates the powertrain component to suppress a decrease in a moving force applied to the movable body due to a decrease in the motor torque.

A control system for a movable body configured to move by utilizing a motor torque generated by a drive motor, is provided. The system includes the drive motor including a rotor configured to output a rotational force and provided with a variable-magnetic-force magnet, and a stator opposing the rotor with a gap therebetween and provided with a plurality of coils, a powertrain component provided so as to be associated with the drive motor, and a controller having a magnetization controlling module configured to control magnetizing current flowing through the coils so as to change a magnetic force of the variable-magnetic-force magnet. During a demagnetization control in which the magnetic force of the variable-magnetic-force magnet is reduced by the magnetization controlling module, the controller operates the powertrain component to suppress a decrease in a moving force applied to the movable body due to a decrease in the motor torque.

Systems and methods of controlling a vehicle in a stable drift are provided. With the goal of enhancing the driver experience, the disclosed drift control systems provide an interactive drift driving experience for the driver of a vehicle. In some embodiments, a driver is allowed to take manual control of a vehicle after a stable drift is initiated. For safety reasons, an assisted driving system may provide corrective assistance to prevent the vehicle from entering an unstable/unsafe drift. In other embodiments, an autonomous driving system retains control of the vehicle throughout the drift. However, the driver may perform “simulated drift maneuvers” such as counter-steering, and clutch kicking in order to communicate their desire to drift more or less aggressively. Accordingly, the autonomous driving system will effectuate the driver's communicated desire in a manner that keeps the vehicle in a safe/stable drift.

Systems and methods of controlling a vehicle in a stable drift are provided. With the goal of enhancing the driver experience, the disclosed drift control systems provide an interactive drift driving experience for the driver of a vehicle. In some embodiments, a driver is allowed to take manual control of a vehicle after a stable drift is initiated. For safety reasons, an assisted driving system may provide corrective assistance to prevent the vehicle from entering an unstable/unsafe drift. In other embodiments, an autonomous driving system retains control of the vehicle throughout the drift. However, the driver may perform “simulated drift maneuvers” such as counter-steering, and clutch kicking in order to communicate their desire to drift more or less aggressively. Accordingly, the autonomous driving system will effectuate the driver's communicated desire in a manner that keeps the vehicle in a safe/stable drift.

In at least one embodiment, a system for a class 7 or 8 vehicle is provided. The system includes a first motor, a second motor, and a controller. The first motor is configured to generate torque for the vehicle. The second motor is configured to drive an engine of the vehicle such that the vehicle meets a desired speed as set forth by a driver. The controller is configured to drive at least one of the first motor and the second motor and to receive a first signal indicative of a speed of the vehicle. The controller is further configured to deactivate the first motor if the speed of the vehicle is greater than a predetermined speed limit.

In at least one embodiment, a system for a class 7 or 8 vehicle is provided. The system includes a first motor, a second motor, and a controller. The first motor is configured to generate torque for the vehicle. The second motor is configured to drive an engine of the vehicle such that the vehicle meets a desired speed as set forth by a driver. The controller is configured to drive at least one of the first motor and the second motor and to receive a first signal indicative of a speed of the vehicle. The controller is further configured to deactivate the first motor if the speed of the vehicle is greater than a predetermined speed limit.