A method for reducing vibration of a drive shaft of an eco-friendly vehicle includes calculating a model velocity of the drive shaft, obtaining a vibration component based on a deviation between an actual velocity of the drive shaft and the calculated model velocity, and generating a vibration reduction compensation torque for reduction in vibration of the drive shaft from the vibration component.

The present invention relates to a universal powertrain for controlling an effort request and/or a flow request to a powertrain based on a demanded effort or demanded flow for the powertrain. The universal controller includes a configurable powertrain model and a configurable optimiser module. The universal controller is configurable to control a class of generic powertrains comprising J generic power sources, K generic power sinks, and L generic couplings. The universal controller is arranged to receive an input file of a plurality of input parameters to configure the universal controller to control a specific powertrain having a powertrain architecture with N power sources, M power sinks, and X couplings, the configurable powertrain model comprising: (a) a generic powertrain component library configured to provide a model of each of the N power sources, M power sinks and X couplings of the specific powertrain, and (b) a connection parameter module configured to define a model architecture of the N power source models, M power sink models and X coupling models which is representative of the powertrain architecture based on flow weight parameters and effort weight parameters of the input file, the configurable optimiser module comprising: a generic performance objective function library comprising a plurality of configurable performance objective functions from which a cost function is configurable based on input parameters of the input file, wherein the configurable optimiser module is configurable to calculate at least one of an optimised effort request or an optimised flow request for each of the N power sources of the specific powertrain based on: the cost function, the powertrain model of the specific powertrain, the demanded effort request of demanded flow request.

The invention relates to a method (30) for the active damping control for an electric vehicle or hybrid vehicle having an electric motor drive element (4), comprising the steps of receiving a current target torque value (tq.sub.ElmDes) of the electric motor drive element (4), determining a current rotational angle value (.sub.ElmAct) of the electric motor drive element (4), and determining a current damping torque value (tq.sub.Dmp), characterized in that the current damping torque value (tq.sub.Dmp) is determined using a reduced drive train model (rTSM).

A method estimates a torque of a heat engine in a vehicle hybrid transmission including at least a heat engine and an electric machine together or separately supplying a heat engine torque and heat engine torque intended for wheels of the vehicle. The method uses a measurement of a speed of the heat engine, a value of the heat engine torque reference, and a value of the electric machine torque. The method also sums an estimate of a total torque supplied by the transmission to the wheels and of an estimate of an equivalent resistive torque of the transmission to determine the estimated heat engine torque.

Apparatuses, methods, systems and controls including dynamic vehicle parameter determination are disclosed. One embodiment is a method of operating a vehicle system including a powertrain comprising a prime mover structured to propel the vehicle, and an electronic control system in operative communication with the prime mover and the transmission. The method includes estimating a plurality of coefficients of a vehicle loss model, evaluating a convergence criterion for the plurality of estimated coefficients, setting converged values of the plurality of coefficients if the convergence criterion is satisfied, determining a vehicle powertrain command utilizing the converged values of the plurality of coefficients, and transmitting a vehicle powertrain command to control operation of one or more powertrain components.

A hybrid system includes a transmission control module, a power source, a transmission, and a drive train. The transmission control module partially operates the hybrid system and receives operating information from various components of the system, calculates power losses in the drive train, and calculates the driving torque needed to reach a target power profile determined from a driver's input.

A hybrid system includes a transmission control module, a power source, a transmission, and a drive train. The transmission control module partially operates the hybrid system and receives operating information from various components of the system, calculates power losses in the drive train, and calculates the driving torque needed to reach a target power profile determined from a driver's input.

A hybrid system includes a transmission control module, a power source, a transmission, and a drive train. The transmission control module partially operates the hybrid system and receives operating information from various components of the system, calculates power losses in the drive train, and calculates the driving torque needed to reach a target power profile determined from a driver's input.

A hybrid system includes a transmission control module, a power source, a transmission, and a drive train. The transmission control module partially operates the hybrid system and receives operating information from various components of the system, calculates power losses in the drive train, and calculates the driving torque needed to reach a target power profile determined from a driver's input.

A control apparatus for a hybrid electrically-operated vehicle that includes an engine, a rotating machine, a transmission apparatus and an engine connection/disconnection device which is to be engaged to connect a power transmission between the engine and the transmission apparatus and which is to be released to disconnect the power transmission between the engine and the transmission apparatus. The control apparatus executes a vibration suppression control by using a first vibration model in which the engine connection/disconnection device is engaged and a second vibration model in which the engine connection/disconnection device is released, such that the vibration suppression control is executed also during a switch control for switching between an engine driving mode and a motor driving mode, by using one of the first and second vibration models which is used in execution of the vibration suppression control before start of the execution of the switch control.