A method for controlling a wheel slip of a vehicle is provided. The method includes estimating equivalent inertia information of a driving system based on operation information of the driving system during operation of a vehicle and subsequently, calculating the amount of calibration for calibrating a torque command of a driving device for driving the vehicle from the estimated equivalent inertia information of the driving system. The torque command of the driving device is calibrated using the calculated amount of calibration and subsequently the torque applied to a driving wheel is adjusted according to the calibrated torque command.

A powertrain system for a vehicle is described, and includes an internal combustion engine that is selectively coupled to a driveline. The engine is configured to operate in a coasting mode, wherein the coasting mode includes operating the powertrain system with the engine in an OFF state and decoupled from the driveline. Devices are configured to monitor an output torque request, vehicle speed, and vehicle operating conditions. An executable instruction set monitors the vehicle speed and the output torque request. The engine is controlled to operate in the coasting mode when the output torque request is within the predetermined torque region and the vehicle speed is greater than a minimum speed threshold. The engine is controlled to discontinue operating in the coasting mode in response to the output torque request being outside the torque region of the vehicle speed being less than a minimum speed threshold.

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 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 transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

A power shift transmission includes an input shaft and a gear housing including a gear assembly disposed therein. The gear assembly is driven by the input shaft. The transmission also includes an output shaft rotated by the gear assembly. The transmission also includes an auxiliary shaft extending through a portion of the gear housing. The auxiliary shaft is rotated by an internal combustion engine. The transmission also includes a clutch assembly movable from a disengaged position to an engaged position. The clutch assembly includes a first clutch portion coupled to the input shaft and a second clutch portion coupled to the auxiliary shaft. The second clutch portion transmits rotational force to the first clutch portion only with the clutch assembly in the engaged position. The transmission also includes an electric motor including an electric motor shaft in geared relationship with the first clutch portion.

A method of controlling a transmission includes determining a transmission kinematic state based on a commanded transmission gear range, a transmission input speed, and a transmission output speed, determining a transmission input torque, determining a first rotational acceleration of a first portion of the transmission rotationally disposed at a first reference point in the transmission, determining a second rotational acceleration of a second portion of the transmission rotationally disposed at a second reference point in the transmission, and determining a transmission output torque as a sum of a gear ratio of the commanded transmission gear range multiplied by the transmission input torque, a first aggregate inertia multiplied by the first rotational acceleration, and a second aggregate inertia multiplied by the second rotational acceleration, wherein the first and second aggregate inertias are based on the transmission kinematic state.

The present invention discloses a method for constructing linear luenberger observer for vehicle control. The method for constructing linear luenberger observer for vehicle control comprises the following steps: step 1: building a state-space equation of a driving system of a vehicle to judge observability of the driving system; step 2: dividing the state of the driving system into blocks, and reconstructing state components of the driving system to obtain an rewritten state observation equation of the driving system; step 3: introducing transformation into the rewritten state equation of the driving system to obtain an expression equation and an error equation of the Luenberger observer. The linear luenberger observer constructed by the present invention has low implementation difficulty. High-frequency noise in an output signal of a rotational speed sensor is reduced.

Disclosed are a hybrid vehicle torque adjusting method and device. The method includes: acquiring a requested torque of a front-axle engine and a requested torque of a rear-axle motor, determining a first compensation torque according to the filtered requested torque of the front-axle engine and an actual output torque of a front-axle transmission, and determining a target torque of the rear-axle motor according to the first compensation torque and the requested torque of the rear-axle motor. In the method, since a difference exists between the filtered requested torque of the front-axle engine and the actual output torque of the front-axle transmission during shifting of the front-axle transmission, after the difference is compensated by the rear-axle motor, a working condition that affects a dynamic performance of an entire vehicle can be eliminated, torques can be coordinated, and the dynamic performance of the entire vehicle can be improved.

A method for controlling a starting process of a vehicle includes activating a control sequence and setting a control sequence signal, defining a maximum engine drive torque, and detecting a drive request for a starting process. The method further includes, in response to the drive request, controlling a clutch-gearbox unit with an engagement process duration, controlling wheel slip of driven wheels by determining wheel speeds of the driven wheels and at least setting an output drive torque at the output shaft, and redefining the maximum engine drive torque depending on the wheel slip and a driving speed. The method also includes deactivating the control sequence and resetting the control sequence signal when limit values are reached.

A control apparatus for hybrid electric vehicle includes a shift operation detector and an electric motor controller. The shift operation detector detects an input of a shift operation. The electric motor controller controls an electric motor of the hybrid electric vehicle to generate motor torque directed to decreasing of torque difference, on a condition that: the input of the shift operation from a first stage into a second stage is detected by the shift operation detector; and first torque and second torque are different in magnitude from each other by the torque difference. The first torque is torque that is to be transmitted to a drive wheel during shifting of the automatic transmission. The second torque is torque that is to be transmitted to the drive wheel after the shifting of the automatic transmission is completed.