A control system of a hybrid vehicle, in which a driving power source for travel includes an engine that is started by cranking, a motor that can control a torque, and a clutch that is coupled with the motor and in which a transmission torque capacity continuously changes depending on a change of a control amount is configured to estimate a torque of the clutch based on the torque that the motor outputs, and change rates of the rotational speed of the motor and the clutch caused by changing the control amount, when the torque that the motor outputs is transmitted by the clutch that is in a slip state by changing the control amount.

Integrated stator disk devices, systems, and methods for torque generation are provided. The resistive torque-generating device can include an integrated stator disk system including at least one metallic stator disk having a planar disk body, and at least one rotor disposed adjacent to the at least one metallic stator disk such that there are at least two shear areas formed by the at least one metallic stator disk and the at least one rotor; and magneto-rheological material disposed between portions of the at least one metallic stator disk and the at least one rotor. In some embodiments, the rotor(s) is/are a bent rotor(s), thereby providing for increased torque generation while fitting within tight space constraints.

The control device for a hybrid vehicle includes: a mechanical power source; an electric motor to be used when the mechanical power source is started; a first clutch arranged between the mechanical power source and a first transmission mechanism including a plurality of gear shift stages; a second clutch arranged between the mechanical power source and a second transmission mechanism including a plurality of gear shift stages; an electrical power source coupled to an input shaft of the first transmission mechanism; and a control unit for controlling a torque of at least one of the second clutch or the electric motor so as to compensate a braking force decreased upon a gear shift in the electrical power source when a gear shift request for shifting the gear shift stage of the first transmission mechanism is made during a regeneration travel of the electrical power source.

Methods are provided for checking the actuating accuracy of a clutch arranged in a force flow between a fixable shaft and an electric machine of an electric or hybrid motor vehicle when at a standstill. One method includes: fixing the shaft, setting a defined setpoint torque on the clutch to be checked, continuously ramping up the electric machine up until the first slipping of the clutch, comparing the achieved torque of the electric machine with the setpoint torque preset on the clutch. Another method includes: fixing the shaft, ramping up the electric machine to a defined rotational speed, setting a defined setpoint torque on the clutch to be checked, comparing the torque of the electric machine needed to maintain a constant rotational speed with the setpoint torque set on the clutch.

A bench test calibration method for generating wet clutch torque transfer functions includes obtaining in-vehicle clutch torques at a set of shift conditions; performing a series of bench tests at various clutch pack clearances and lubrication oil flow rates at the set of shift conditions; adjusting clutch pack clearances and lubrication oil flow rates during the series of bench tests in response to a difference between a bench test measured clutch torques and the corresponding in-vehicle clutch torques exceeding a threshold; and recording relationships between first bench test measured torques and force profiles of a clutch actuator relative to the adjusted clutch pack clearances and lubrication oil flow rates for each of the set of shift conditions as a first transfer function.

A creep control method for a vehicle is disclosed. The creep control method includes a limit-setting step and a limit release step. In the limit-setting step, a controller compares a speed of an input shaft of a transmission with a predetermined creep reference speed, and, if it is determined that the speed of the input shaft is lower than the creep reference speed, a creep minimum torque of a clutch for controlling creep driving of the vehicle is set to be a predetermined lower limit torque, which is larger than 0. In the limit release step, if the controller determines that the speed of the input shaft is increased above the creep reference speed while the creep minimum torque is limited to the lower limit torque, the creep minimum torque is set to 0.

A method for controlling clutch pressure in an electronically controlled limited slip differential comprises receiving a target clutch pressure command indicative of a desired differential torque transfer setting. Processing the target clutch pressure command comprises estimating one of a motor current or a motor speed, calculating an integrated error of a target motor current or an integrated error of a target motor speed, calculating gains over time based on the estimated motor current or the estimated motor speed and based on the integrated error of the target motor current or the integrated error of the target motor speed, applying the calculated gains thereby forming a closed loop feedback, and calculating an oscillation. The target motor current or the target motor speed is applied to a motor connected to a clutch in the differential according to the calculated oscillation to control the clutch pressure of the differential.

A transmission for a vehicle having a prime mover with an output shaft. The transmission includes an offgoing clutch that is selectively connected to the output shaft, and a controller in communication with the prime mover. The controller includes an offgoing clutch control module that determines an offgoing clutch torque profile at the start of a torque phase in a power downshift that does not exceed a predetermined offgoing clutch energy threshold and a torque request module that limits a rate of input torque into the transmission from the prime mover based upon the determined offgoing clutch torque profile.

A vehicle driving system 1 includes a first motor/generator M/G1 which is mechanically connected to either of front wheels Wf and rear wheels Wr of a vehicle, a second motor/generator M/G2 which is electrically connected with the first motor/generator M/G1, and a flywheel FW which is mechanically connected with the second motor/generator M/G2 and which stores kinetic energy. The second motor/generator M/G2 is mechanically connected to the other of the front wheels Wf and the rear wheels Wr of the vehicle.

A system for a vehicle includes a desired pressure module, a valve actuation module, a filter module, and a capacity detection module. The desired pressure module selectively generates an increase in a desired pressure of hydraulic fluid for a clutch of an automatic transmission. The valve actuation module actuates a solenoid valve based on the desired pressure. The solenoid valve supplies hydraulic fluid to a regulator valve, and the regulator valve supplies hydraulic fluid to the clutch. The filter module filters an acceleration of a shaft of the automatic transmission to generate a filtered acceleration. The capacity detection module indicates whether the clutch reached torque carrying capacity based on the filtered acceleration.