A system and method for modifying the engine pull-up (EPU) logic within a hybrid vehicle based on max motor torque that accounts for the drop or change in available motor torque due to the opening/slipping of a torque converter bypass clutch during engine starts is disclosed. An engine pull-up threshold is determined from max available motor torque at a virtual impeller speed, where the virtual impeller speed is the impeller speed that would result if the torque converter bypass clutch was open/slipping and transferring the same amount of torque.

A method for estimating cardan shaft moments in a vehicle includes performing a state space modelling of a physical model for force transmission in at least one drive train The at least one drive train is formed with at least one drive machine, at least one axle and at least two axle shafts each with a respective wheel. The method further includes selecting the physical model as a torsional oscillator chain in which a respective drive machine inertia moment is assigned to the respective drive train and a respective wheel inertia moment is assigned to the respective wheel. The respective drive machine inertia moment is connected by a respective spring-damper element to the respective wheel inertia moment of the respective wheel which is connected to the respective axle shaft. A vehicle mass is connected by a respective spring-damper element to the respective wheel inertia moment of the respective wheel.

A method for controlling wheel slip of a vehicle includes: observing and estimating equivalent inertia information of a driving system in real time based on operation information of the driving system by receiving the operation information of the driving system for driving the vehicle; calculating the compensated amount for compensating a torque command of a driving device from the equivalent inertia information of the driving system observed and estimated by a controller; compensating the torque command of the driving device by using the calculated compensated amount; and performing a control of a torque applied to a driving wheel according to the compensated torque command.

The present disclosure provides a shifting control method for hybrid vehicles to reduce the occurrence of a clutch releasing phenomenon due to an excessive change in input torque of a transmission during shifting of the vehicle, including: an entering step of performing, by a controller, a control to enter a torque hand over control in response to power off down shifting; and a rising control step of controlling, by the controller, an engagement side clutch torque to rise to correspond to a changed input torque of a transmission when a change rate in input torque of the transmission is equal to or more than a reference value during the torque hand over process.

The invention relates to a method for vibration dampening of a drive train, including an internal combustion engine which has an engine torque (Mvm) from a crankshaft, an electric machine, a transmission which has a transmission input shaft and a torque transmission device arranged between the crankshaft and the transmission input shaft, which torque transmission device has at least one flywheel mass capable of oscillating with a moment of inertia (J 1, J2, J3) and a state controller for controlling the electric machine by a compensation torque (Mregler) compensating for torsional vibrations on the transmission input shaft. In order to achieve high-quality vibration damping, input variables of the state controller are determined by at least one observer for reconstructed rotational characteristic values of the at least one flywheel mass from detected rotational speeds or angles of rotation of the drive train, and the reconstructed rotational characteristic values are determined according to the disturbance variables in the form of a load torque (Mlast) from an output of the torque transmission device and of an induced torque (Mind) transmitted via the torque transmission device from the motor torque of the internal combustion engine.

A powertrain system including an electric machine rotatably coupled to a crankshaft of an internal combustion engine via a belt is described, wherein the electric machine is disposed to generate torque. A method for controlling the electric machine includes monitoring rotational position of the electric machine, and periodically executing a speed observer to determine a rotational speed of the electric machine based upon the monitored rotational position of the electric machine. An acceleration observer is periodically executed to determine an acceleration rate, wherein the acceleration rate is determined based upon a time-based change in the rotational speed of the electric machine. A virtual inertia term is determined based upon the acceleration rate, and a torque compensation term is determined based upon the virtual inertia term and the acceleration rate. The electric machine is controlled to generate torque based upon the torque compensation term.

A method and a system for a vehicle comprising: one or more power sources including at least one electrical machine; and a drivetrain for transferring torque between the one or more power sources and at least one drive wheel of the vehicle. The method comprises: controlling, when no positive drive torque (T.sub.drive) is transferred from the drivetrain to the at least one drive wheel, the at least one electrical machine to provide a backlash torque (T.sub.backlash) to the drivetrain, the backlash torque (T.sub.backlash) having a controlled value for turning the drivetrain if there is a backlash present in the drivetrain.

A motor vehicle includes at least two drive motors, an automatic gearbox, and an electronic control unit, which, during a gear ratio adjustment between an engagement and a loading of a shift element, causes the shift element to be loaded with a predefined torque gradient at a first point in time at which at least one tooth-to-tooth position exists, up to a second point in time, cause the predefined torque to be limited to a maximum permissible torque during a predefined waiting period from the second point in time up to a third point in time, and cause the shift element to be further loaded with the previously predefined torque gradient after the waiting period or when the engaged state is detected.

A control system includes a first control device and a second control device. The second control device transmits, to the first control device, a resonance influence torque or a first motor rotation angle speed, and information acquisition timing, which is an acquisition timing of the first motor rotation angle speed. The first control device calculates an engine inertia torque based on an engine rotation angle speed. The first control device selects the resonance influence torque based on the first motor rotation angle speed acquired at a predetermined derivation timing, based on the received information acquisition timing, and derives, as an engine torque, a sum of the resonance influence torque and the engine inertia torque, calculated based on the engine rotation angle speed derived at the predetermined derivation timing.

A control system includes a first control device and a second control device. The second control device transmits, to the first control device, a resonance influence torque or a first motor rotation angle speed, and information acquisition timing, which is an acquisition timing of the first motor rotation angle speed. The first control device calculates an engine inertia torque based on an engine rotation angle speed. The first control device selects the resonance influence torque based on the first motor rotation angle speed acquired at a predetermined derivation timing, based on the received information acquisition timing, and derives, as an engine torque, a sum of the resonance influence torque and the engine inertia torque, calculated based on the engine rotation angle speed derived at the predetermined derivation timing.