A hybrid electric vehicle having a motor and an engine that are selectively connected on a driveline and controlled by a controller. The controller is configured to schedule additional motor torque to compensate for engine inertia drag based upon a clutch pressure value and a clutch slip speed value during a period of clutch engagement. The controller is also configured to maintain vehicle acceleration using a proportional integral controller to adjust the motor torque during a period of clutch engagement.

A damping control device for a hybrid vehicle is provided that make it possible to suppress behavior that differs from a request of a driver. The damping control device includes a controller that calculates an amount of change in a target driving torque, and calculates an amount of change in a target motor torque. The damping control device also includes a damping rate variation unit that sets the damping of a feed forward control unit to a first damping rate when the target driving torque change amount and the target motor torque change amount both are positive or negative, and to a second damping rate, which is smaller than the first damping rate, when the target driving torque change amount and the target motor torque change amount have opposite positivity or negativity.

A damping control device for an electric vehicle is having a continuously variable transmission between a motor and left and right front wheels. The damping control device drive system includes a feedback control unit, which suppresses a vibration accompanying a disturbance in the rotational speed of the motor, and an operation determination unit, which determines whether or not an absolute value of a second-order differential of the transmission ratio is equal to, or greater than, a predetermined value, wherein when the absolute value of the second-order differential of the transmission ratio is equal to, or greater than, the predetermined value. The feedback control unit performs control of the output torque of the motor whereby a compensation torque component for suppressing a vibration accompanying a gear shift is subtracted from a compensation torque.

A driving assist system for a vehicle includes a sensor disposed at the equipped vehicle and having a field of sensing exterior of the equipped vehicle and forward of the equipped vehicle. A controller includes a processor operable to process data captured by the sensor. The controller, responsive at least in part to an initial speed setting of an adaptive cruise control system of the equipped vehicle, controls acceleration of the equipped vehicle. The controller, responsive at least in part to processing by the processor of data captured by the sensor, determines presence of a target vehicle ahead of the equipped vehicle and determines an acceleration profile to adjust the speed of the vehicle from the current vehicle speed to a target speed. The controller adjusts the acceleration of the equipped vehicle responsive to the acceleration profile, which has smooth transitions between the initial speed setting and the target speed.

Operating a drive train of a vehicle with a clutch unit for distributing torque on a primary axis and a secondary axis of the vehicle comprises: a) determining an available drive torque; b) determining excess torque on the primary axis; c) determining an actual maximum torque on the secondary axis; d) determining the excess torque on the secondary axis insofar as the maximum torque is not exceeded.

A method for operating a drive device for a motor vehicle including an internal combustion engine and an electrical machine. A drive shaft of the internal combustion engine can be coupled to a machine shaft of the electrical machine by a shift clutch. The shift clutch is opened in a first shift state for decoupling the internal combustion engine and the electrical machine, and is closed in a second shift state for coupling the internal combustion engine and the electrical machine. When a switching occurs from the first shift state to the second shift state, a clutch target torque that is set at the shift clutch is determined in a first mode of operation by a closed-loop control, and in a second mode of operation is determined by an open-loop control.

Methods and systems are provided for controlling a component of a vehicle. In one embodiment, a method includes: receiving, by a processor, data associated with a center of gravity of the vehicle; determining, by a processor, a wheel moment adjustment command for each wheel of the vehicle based on the received data; determining, by a processor, at least one control output based on driver commands and the wheel moment adjustment command for each wheel; and selectively controlling, by a processor, at least one component associated with at least one of an active safety system and a chassis system of the vehicle based on the at least one control output.

A vehicle control device is configured such that if, during an automatic driving mode in which a vehicle is automatically driven regardless of operations by a driver, such automatic driving mode is temporarily stopped by a prescribed operation by the driver and a normal driving mode in which the vehicle is driven in accordance with the operations of the driver is entered, and thereafter the automatic driving mode is returned to from the normal driving mode, specific control is implemented in the post-return automatic driving mode, such control being determined on the basis of the driving state of the vehicle during the normal driving mode before the return.

Provided herein is a method and control system for a multiple-mode continuously variable transmission having a ball planetary variator. The control system has a transmission control module configured to receive a plurality of electronic input signals, and to determine a mode of operation from a plurality of control ranges based at least in part on the plurality of electronic input signals. The transmission control module includes a CVP control module. The CVP control module is adapted to implement a hydraulic pressure control process using fuzzy logic computations for operating in a micro slip speed region of the CVP. The fuzzy logic computations include determining weighting coefficients that are applied to minimum and maximum hydraulic pressure limits in the transmission.

The present invention relates to a powertrain control system (1) for a vehicle. The powertrain control system (1) includes a torque limit calculator (47) for generating a torque control signal based (57) on one or more vehicle operating parameters. A torque request module (43) is provided for generating a torque request signal (45) and a torque control module (7) controls the torque applied by the powertrain. The torque control module (7) is configured to receive the torque request signal (45) from the torque request module (43) and the torque control signal (57) from the torque limit calculator (47) and to control the torque applied by the powertrain in dependence on the torque request signal (45) and the torque control signal (57). The present invention also relates to a control system; and a method of operating a powertrain control system.