The present invention provides a method for searching a touch point of a clutch in a dual clutch transmission, including: (a) a step of checking whether a touch point searching condition for a non-driving clutch and a driving clutch is met or not; (b) when the search condition of the step (a) is met, a step of detecting a searching point at which an absolute value of a difference between an acceleration value of an engine and an acceleration value of the driving clutch is larger than a threshold value after applying a position value of the non-driving clutch to the engine; and (c) a step of determining a position of the non-driving clutch corresponding to the searching point as the touch point.

A T-S curve correction method for a clutch system may include: detecting differences between actual positions of a clutch in first and second torque regions and a position on a T-S curve; determining whether the difference between the actual position in the first torque region and the position on the T-S curve is equal to or more than a first reference value; determining whether the difference between the actual position in the second torque region and the position on the T-S curve is equal to or less than a third reference value, when the difference of the actual position in the first torque region is equal to or more than the first reference value; and correcting the slope of the T-S curve in the increasing direction, when the difference of the actual position in the second torque region is equal to or less than the third reference value.

A method of preventing a vehicle clutch from sticking includes a wear compensation actuation step of actuating a wear compensation device in conjunction with engagement actuation of a clutch actuator after an ignition is turned off when an actuation condition of the wear compensation device is satisfied, and a clutch control step of controlling a clutch position so that the clutch position returns to a disengaged state of the clutch actuator by reactuating the wear compensation device, when a clutch position based on an amount of variation in an actuation length of the actuation rod fails to return to the disengaged state of the clutch actuator during returning of the engaged clutch actuator.

A method for operating a drive train of a vehicle having a clutch assembly, in particular for distributing torque to a primary axle and a secondary axle of the vehicle and/or for distributing torque between two wheels of one axle of the vehicle, comprises at least the following steps: a) determining temperature data at least from an electronic control unit which is assigned to the clutch assembly, or from an actuation unit of the clutch assembly; b) evaluating the temperature data determined in step a); and c) reducing an effective value of a control current at least of the electronic control unit or of the actuation unit by pulsing the control current if the evaluation in step b) reveals that a temperature at least of the electronic control unit or of the actuation unit exceeds a threshold value.

A system for controlling transmission shifting includes a controller that receives a shift request signal and determines if a clutch has been unapplied for more than a predetermined time. With a yes determination, a maximum fill time value for hydraulic fluid to be applied to a clutch control circuit is determined, the maximum fill time value being a function of time the clutch has been unapplied and temperature. A signal indicative of an amount of engine RPM flare after the transmission executes the requested shift is received and a modified maximum fill time value is determined as a function of this flare. The modified maximum fill time value is stored as a replacement for the maximum fill time value for use with a subsequent transmission shifts using this clutch, and reduces an amount of air in the control circuit and an amount of flare with subsequent transmission shifts.

A control system is for a vehicle (Ve), and the control system comprises an electronic control unit (18). The electronic control unit (18) is configured to (i) produce differential rotation by controlling a rotational speed of either a first clutch member (24) or a second clutch member (25) of a selectable one-way clutch (17) by a motor (2), and (ii) execute the following processes in an order of (1.) to (4.) in the case where the electronic control unit (18) switches the selectable one-way clutch (17) from a disengaged state to a engaged state: (1.) controlling the motor (2) such that the differential rotation becomes the negative differential rotation; (2.) switching the selectable one-way clutch (17) from a second state to a first state; (3.) controlling the motor (2) such that the differential rotation becomes the positive differential rotation; and (4.) engaging a part of a strut with a part of the second clutch member (25).

The present disclosure provides a driving control method for hybrid type vehicles with a DCT. The method includes: receiving the motor speed from a driving motor; when abnormality of the motor speed is detected, requesting driving of an engine and determining whether an engine clutch is engaged; if it is determined that the engine clutch is released, controlling a clutch of a current driving stage using a clutch torque higher than a transmission input torque; controlling the current driving stage to be a limp home driving stage set in advance to be in a limp home driven status.

Disclosed herein are a method capable of controlling an engine clutch by estimating the speed of an electric motor in a situation where the speed of the motor is not measured, and a hybrid vehicle for performing the same. The method of controlling an engine clutch of a parallel-type hybrid vehicle includes determining whether a state of a transmission clutch and a predetermined state condition of an engine clutch are satisfied in a first controller, when an error occurs in motor RPM information sent from a second controller, replacing the motor RPM information with an input RPM of a transmission or an RPM of an engine, based on a result of the determination in the first controller, so as to send the same to a third controller, and controlling the engine clutch using the replaced motor RPM information in the third controller.

A control device includes a deceleration flex-torque calculation unit that calculates a target torque capacity of a lock-up clutch when a state of the lock-up clutch is controlled to a deceleration flex control state, an acceleration flex-torque calculation unit that calculates a target torque capacity of the lock-up clutch when the state of the lock-up clutch is controlled to an acceleration flex control state, and a control unit that controls a torque capacity of the lock-up clutch to a target torque capacity calculated by the acceleration flex-torque calculation unit, during a period until a target torque capacity calculated by the acceleration flex-torque calculation unit falls below a target torque capacity calculated by the deceleration flex-torque calculation unit, when the state of the lock-up clutch is shifted from the acceleration flex control state to the deceleration flex control state.

The present disclosure provides a driving control method for hybrid type vehicles with a DCT. The method includes: receiving the motor speed from a driving motor; when abnormality of the motor speed is detected, requesting driving of an engine and determining whether an engine clutch is engaged; if it is determined that the engine clutch is released, controlling a clutch of a current driving stage using a clutch torque higher than a transmission input torque; controlling the current driving stage to be a limp home driving stage set in advance to be in a limp home driven status.