A device for controlling a start of a vehicle includes a rotation speed obtaining unit that obtains an actual engine rotation speed of the engine, a target rotation speed computing unit that computes a target rotation speed of the engine in the slip control, a control target value computing unit that computes a control target value, which is a target value for controlling the engine rotation speed to the target rotation speed based on the actual engine rotation speed and the target rotation speed, and an instruction value computing unit that computes an instruction value for the lock-up clutch necessary to control the engine rotation speed to the control target value based on the control target value.

Provided is a method for controlling a dual clutch transmission of a vehicle with a first clutch associated with a first set of gears and a second clutch associated with a second set of gears. The method includes the steps of a) engaging the first clutch to transmit the torque through one of the associated first set of gears, while the second clutch is not engaged, and b) thereafter engaging, before the first clutch is fully closed, the second clutch at least partially and releasing the first clutch assembly until the first clutch is completely disengaged.

The present invention relates to a launch control unit for selectively engaging a revised shift control strategy. The revised shift control strategy is operable to control an internal combustion engine and/or an automatic transmission of a motor vehicle. The launch control unit can be configured to receive a brake signal from a foot brake and a torque demand from a throttle pedal. In use, the launch control unit is operable to engage said revised shift control strategy upon receipt of a torque demand greater than or equal to an upper torque threshold within a predefined time period of receipt of a brake signal less than or equal to a lower brake threshold.

After engagement of a clutch is suppressed from being started and a rotational speed of an input shaft of an automatic transmission is suppressed from being increased due to an increase in rotation resistance of the input shaft of the automatic transmission, which occurs by half-engagement of a clutch, the clutch is disengaged, and the clutch is completely engaged. In this way, the clutch is completely engaged after the rotational speed of the input shaft is suppressed from being increased. Thus, a heat generation amount of the clutch can be reduced, and furthermore, durability of the clutch can be improved by a reduction in the heat generation amount.

A method of controlling a dual clutch transmission, a dual clutch transmission, and a vehicle equipped with the same which can reduce the load on a clutch on a start gear side to reduce the wear thereof and therefore make the clutch replacement interval longer. There are a first input shaft to be connected to a first clutch and a second input shaft to be connected to a second clutch. A set of odd-numbered gears and a set of even-numbered gears are arranged respectively across the first input shaft and second input shaft and an output shaft. When a vehicle starts, a start gear and a support gear are synchronously engaged to the second input shaft and the first input shaft, respectively, and simultaneously connecting the first clutch and the second clutch partially (half clutch state) to the first input shaft and the second input shaft, respectively, the support gear having a gear ratio smaller than that of the start gear by one speed or higher.

A system for operating a dual clutch transmission, including launch/creep controller, shift logic, and a clutch control assembly. The shift logic is configured to intercept a torque command including a target clutch torque from the launch/creep controller as it transmits the target clutch torque to the clutch assembly. The shift logic engages a preparation phase that increases torque on an on-coming clutch to a prefill torque. The shift logic then engages a torque phase that transfers torque between the off-going clutch and the on-coming clutch by simultaneously decreasing the off-going clutch torque and increasing the on-coming clutch torque. The off-going clutch and the on-coming clutch remain in a slipping state that maintains the target clutch torque during the transfer.

A drive device for a vehicle having a combustion engine and a multistage manual transmission having first and second sub-transmissions, each of which has a separate input shaft. A first input shaft of the first sub-transmission couples, via a first clutch, the combustion engine or is assigned an electrical machine. A second input shaft of a second sub-transmission couples, via a second clutch, the combustion engine. The first input shaft is additionally assigned a start-up element having at least one hydrodynamic transfer element, which has first and second functional wheels which together form a working chamber. The working chamber can be filled with fluid in order to generate a hydrodynamic transfer torque such that at least one start-up function, affecting the first sub-transmission, can carried out by way of the start-up element.

A method of controlling operation of a vehicle is disclosed, wherein the vehicle comprises a transmission and a power source operably connected to driven wheels of the vehicle via the transmission. The transmission is controllable between at least two different gears to provide at least two different transmission ratios between the power source and the driven wheels of the vehicle. The method comprises the steps of selecting a starting gear in the transmission based on an inputted target speed, and then accelerating the vehicle from standstill with the starting gear engaged in the transmission. The present disclosure further relates to a computer program, a computer-readable medium, a control arrangement, and a vehicle.