Methods and a system are provided for shaping a torque profile for a motor of a hybrid vehicle. In one example, the method includes during a vehicle launch, an off condition of an engine, and upon receiving an engine start request, predicting a time of engine engagement, predicting a driver requested torque at the engine engagement; and reducing the driver requested torque until the predicted time of engine engagement based on the predicted driver requested torque at the engine engagement. The predicting of at least one of the time of engine engagement and the driver requested torque at the engine engagement may be based on a current position of an accelerator pedal and a driver profile. The method may further include controlling motor torque profile based on the reduced driver request torque.

A method for controlling an acceleration rate of a vehicle includes monitoring a first current speed and a first acceleration rate of the vehicle based on the vehicle moving from a standstill. The method also includes setting an initial target acceleration rate to an adjusted target acceleration rate based on the first acceleration rate satisfying a first acceleration adjustment condition and the first current speed satisfying a second acceleration adjustment condition. The method further includes monitoring a second acceleration rate and a second current acceleration rate of the vehicle based on setting the initial target acceleration rate to the adjusted target acceleration rate. The method still further includes setting the adjusted target acceleration rate to the initial target acceleration rate based on the second acceleration rate satisfying a first target acceleration condition or the second current speed satisfying a second target acceleration condition.

A hybrid transmission (10) for a motor vehicle with an internal combustion engine (VM) and an electric prime mover (EM1) is provided. The hybrid transmission (10) includes a first transmission input shaft (14) for a first sub-transmission, a second transmission input shaft (16) for a second sub-transmission, at least one countershaft (18), multiple gear change devices (A-F) for engaging gear steps (E1, E2, 1, 2, 3, 4), and idler gears and fixed gears arranged in multiple gear set planes for forming the gear steps. A portion of the gear steps are engageable for the internal combustion engine, and a portion of the gear steps are engageable for the electric prime mover. At least one of the gear steps is engageable for the internal combustion engine and for the electric prime mover regardless of the gear step engaged for the particular other machine.

A system for controlling a lock-up of engine clutch may include an engine and a motor; the engine clutch mounted between the engine and the motor and configured to selectively transmit power of the engine between the engine and the motor; a hybrid starter generator (HSG) connected to a crank pulley of the engine and driven to start the engine; and a controller connected to the HSG and configured to determine a virtual engine speed in an engine firing process and a torque reduction ratio of the HSG according to the virtual engine speed after an engine cranking process and determine a correction reduction ratio with respect to the torque reduction ratio of the HSG using a difference value between the virtual engine speed and an actual engine speed, and adjust an increase or a decrease of the torque reduction ratio of the HSG to synchronize an engine speed with a motor speed for the lock-up of the engine clutch.

The invention relates to a multifunctional, flameproofed transmission control module [10] adapted for automatically altering transmission performance based on an alert received from a Proximity Detection System (PDS) [12]. The transmission control module [10] comprises a Proximity Detection Interface (PDI) [14] which is electronically linked to a PDS [12] and which is adapted to reduce transmission performance and vehicle speed the moment an obstacle is detected within a detection zone, and to allow an increase in transmission performance and vehicle speed the moment an obstacle is no longer detected within a detection zone.

A controller and a control method to a vehicle, the controller and the control method executing brake control in which primary information is selectively supplemented by secondary information that is information on an assumed state related to connection and disconnection of a clutch. The controller includes a determination section that determines whether an actual state and the assumed state, which are related to the connection and the disconnection of the clutch, match each other in accordance with a temporal change in the secondary information; and a brake control section that executes the brake control by using the primary information but not the secondary information in the case where the determination section determines that the actual state and the assumed state do not match each other.

The present technology relates to a vehicle control device, a vehicle control method, a program, and a vehicle that enable automatic driving to safely bring a vehicle from a parking position to a vehicle traffic region.

A vehicle control device includes a notification control unit that controls a notification to surroundings in a case where a vehicle moves from a parking position and an operation control unit that automatically moves the vehicle from the parking position to make the vehicle join a vehicle traffic region and temporarily stops the vehicle before the vehicle enters the vehicle traffic region. The present technology is applied to, for example, a vehicle that automatically drives.

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.

The vehicle control device includes a start determination unit configured to determine whether or not the inter-vehicle distance between the preceding vehicle and the host vehicle has become equal to or greater than a start threshold greater in value than the stop threshold, and a vehicle control unit configured to start the host vehicle based on a preset speed profile after the start determination unit determines that the inter-vehicle distance between the preceding vehicle and the host vehicle is equal to or greater than the start threshold and maintain the stopped state of the host vehicle until the start determination unit determines that the inter-vehicle distance between the preceding vehicle and the host vehicle is equal to or greater than the start threshold after the preceding vehicle and the host vehicle stop.

Provided is a dual clutch transmission for an internal combustion engine including a motor generator unit, MGU (M), for providing electric or hybrid driving capability wherein the MGU (M) is selectively connectable to a (one) transmission input shaft, or transmission output shaft or to neither shaft.