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.

A vehicle includes a transmission, an engine, a clutch, and a controller. The transmission has an input. The engine is configured to generate and deliver torque to the input. The clutch is configured to connect and disconnect the engine from the input, and to crank the engine during an engine start. The controller is programmed to, in response to a command to adjust a torque of the clutch during an engine start and a presence of first condition of the clutch, drive a clutch actuator pressure to a first desired value based on a first transfer function. The controller is further programmed to, in response to a command to adjust the torque of the clutch during the engine start and a presence of a second condition of the clutch, drive the clutch actuator pressure to a second desired value based on a second transfer function.

A vehicle includes an engine, a clutch, and a controller. The clutch is configured to crank the engine during an engine start. The controller is programmed to, in response to a command to start the engine, adjust a clutch actuator pressure to drive a disconnect clutch torque toward a desired value. The controller is further programmed to, in response to variances of the disconnect clutch torque relative to the clutch actuator pressure exceeding a threshold, issue a disconnect clutch fault.

A control device for a vehicle includes a drive shaft, an engagement element, an engine coupled via the engagement element, an electric motor coupled without via the engagement element, and a control unit that instructs a reengagement of the engagement element when an accelerator pedal opening increases to equal to or more than a predetermined degree of opening during switching of driving sources in which an engagement capacity of the engagement element is decreased while a torque of the electric motor is increased, and increases the torque of the electric motor to more than the torque of the electric motor before the accelerator pedal opening increases to equal to or more than the predetermined degree of opening until the engagement capacity of the engagement element starts increasing.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets controls the shift actuator with actuating and opposing pulses, and interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A controller adjust a clutch actuator position is response to movement of a clutch pedal. During an engagement or a disengagement, the controller monitors sensor signals to determine the actuator position corresponding to the touch point. The sensors may directly indicate clutch torque or may respond indirectly. A Giant Magneto Resistive (GMR) sensor provides a precise shaft rotational position signal which can be twice numerically differentiated to yield an accurate and stable acceleration signal. The controller updates the touch point based on a change in the sensed acceleration or torque. The controller then adjusts the relationship of actuator pedal position to clutch pedal position, making mechanical wear adjustment unnecessary.

A method for starting a combustion engine of a hybrid motor vehicle drivetrain, in which there is a connection clutch interposed between the combustion engine and the electric motor for transmitting a torque between the combustion engine and the electric motor, and a main clutch interposed between the gearbox and the electric motor. From an initial state in which the electric motor generates a drive torque and the combustion engine is stopped, the main clutch is kept in a closed state so as to transmit the torque generated by the electric motor to the gearbox, and the connection clutch is controlled so as to transmit a drive torque between the electric motor and the combustion engine and perform a torque-limiting function between the combustion engine and the electric motor in order to limit the transmission of acyclisms between the combustion engine and the electric motor.

A hybrid-vehicle system includes an internal combustion engine configured to deliver a first rotational torque to a crankshaft. The first rotational torque is a maximum torque deliverable by the internal combustion engine. The hybrid-vehicle system also includes a transmission selectively rotatably coupled to the crankshaft, and an assembly including an electric machine rotatably coupled to the transmission and configured to deliver a second rotational torque directly to the transmission. The assembly also includes a one-way clutch configured to rotationally couple the crankshaft and the transmission. The assembly further includes a friction clutch moveable between an engaged state where the crankshaft and the transmission are rotationally coupled, and a disengaged state where the crankshaft and the transmission are rotationally decoupled. The friction clutch is further defined as a latching friction clutch.

A method to control a road vehicle for the execution of a standing start; the control method comprises the steps of: engaging a gear in a transmission while a corresponding clutch is open; progressively closing the clutch causing the clutch to transmit a torque that causes the rotation of at least a pair of drive wheels; determining a target slip of the drive wheels; cyclically determining a real slip of the of the drive wheels; and continuously modulating the torque transmitted by the clutch during the closing of the clutch based of a difference between the target slip of the drive wheels and the real slip of the of the drive wheels.

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