A control apparatus for an all-wheel drive vehicle that includes (i) a power source, (ii) a power distribution device for distributing a power from the power source to front and rear wheels, (iii) a differential limiting mechanism for placing the power distribution device in a differential limiting state in which a rotational difference between the front wheels and the rear wheels is limited, and (iv) a braking device for applying a wheel braking torque to each of the front and rear wheels. When the power distribution device is placed in the differential limiting state and the wheel braking torque is applied to each of the front wheels and the rear wheels, a torque limiting control is executed for setting an upper limit value of a torque of the power source to a smaller value when the wheel braking torque is large than when the wheel braking torque is small.

A method of reducing rollback of a electric vehicle, including determining a position baseline of the electric vehicle; determining a position compensated speed of the electric vehicle based on the position baseline; determining a hold torque as a function of the position compensated speed; and generating a command to apply the hold torque to the motor-generator of the electric vehicle.

A method may include monitoring, by a processor associated with an autonomous vehicle, a status of a traffic light. The method may include monitoring, by the processor, a movement status of at least one vehicle within a same lane as the autonomous vehicle, the at least one vehicle having a stationary position in relation to the traffic light. The method may include executing, by the processor, a computer model to predict a change of movement status for the at least one vehicle in accordance with the status of the traffic light. The method may include in response to the computer model predicting a change of movement status for the at least one vehicle from the stationary position to a moving status, instructing, by the processor, the autonomous vehicle to increase a torque value of the autonomous vehicle at a predetermined time before the change of the movement status.

A control apparatus for an electric vehicle that includes (i) an electric motor, (ii) a high-low switching device configured to establish a high gear position or a low gear position, (iii) a center differential configured to transmit rotation outputted from the high-low switching device, to the front and rear wheels, while allowing differential rotation between the front and rear wheels, and (iv) a high-low selection device configured to select the high gear position or low gear position that is to be established in the high-low switching device. The control apparatus includes a creep control portion configured to execute a creep control for generating a creep torque during stop of the vehicle. The creep control portion executes a creep cut for stopping the creep control under a predetermined constant condition, and stops the execution of the creep cut when the low gear position is selected during execution of the creep cut.

A machine system and method are disclosed to generally prevent the tire slip of a machine conducting work. The machine system utilizes a controller in operable communication with a lift cylinder and lift cylinder pressure signal responsively producing a signal corresponding to a pressure within the lift cylinder. The controller utilizing the lift cylinder pressure signal to determine a rimpull limit for the machine and operably adjusting a torque of the machine to the rimpull limit proactively.

A control device for an automatic transmission includes a continuously variable transmission mechanism, a torque converter, a target transmission ratio calculation unit, a feedback control unit, and a phase compensation unit. The torque converter has a lock-up clutch. The target transmission ratio calculation unit is configured to calculate a target transmission ratio based on a travelling state. The feedback control unit is configured to perform feedback control based on an actual value indicative of a state of the continuously variable transmission mechanism. The phase compensation unit is configured to perform phase lead compensation of the feedback control based on the travelling state. The phase compensation control unit is configured to halt the phase lead compensation when an unstable travelling state of a vehicle is detected. The phase compensation control unit is further configured to release the lock-up clutch when the phase lead compensation is halted.

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.

In a hybrid electric vehicle and a touchpoint learning method therefor, while a motor is driven, an engagement oil pressure of an engine clutch is adjusted step-by-step, to learn a touchpoint, thereby reducing touchpoint learning time and improving learning accuracy. The touchpoint learning method may include: determining whether a touchpoint learning entry condition previously set is satisfied or not; controlling a first motor connected to one end of an engine clutch to be in a stopped state when the learning entry condition is satisfied; maintaining a second motor connected to the other end of the engine clutch at a preset speed; changing an engagement oil pressure of the engine clutch step-by-step; and learning a touchpoint of the engine clutch based on a torque change of the second motor.

A system for improving performance or efficiency of operation of a vehicle. The system includes a sensor configured to detect current vehicle speed data and current vehicle slope data. The system includes a pedal control unit configured to detect current pedal position data. The system includes an electronic control unit (ECU) configured to determine expected driving power demand based on current vehicle speed data and vehicle slope data. The ECU is configured to determine detected driving power demand based on current pedal position data. The ECU is configured to detect a drafting condition when the expected driving power demand exceeds the detected driving power demand. The ECU is configured to adjust, when the drafting condition is detected, at least one of a chassis control setting, an engine control setting, a transmission control setting, or a hybrid control setting to improve performance or efficiency of operation of the vehicle.

A control system of a vehicle includes a driving source configured to generate a driving force of the vehicle and transmit the driving force to driving wheels, without intervention of a torque converter, a transmission provided between the driving source and the driving wheels, a friction engagement element used for starting the vehicle, the friction engagement element being provided between the driving source and the driving wheels so as to be engageable and disengageable, and a controller configured to control an engaging force of the friction engagement element to adjust the driving force transmitted from the driving source to the driving wheels. The controller sets a target acceleration of the vehicle based on a rotational speed difference between an input rotational speed and an output rotational speed of the transmission, and controls the engaging force based on the target acceleration.