Methods and systems are provided for operating a vehicle that may be propelled via a primary axle and a secondary axle. In one example, a propulsion source of a secondary axle may be decoupled from at least one wheel via a dog clutch that includes teeth. The dog clutch may be disengaged in a way that reduces driveline noise and may reduce a possibility of driveline degradation.

A transport refrigeration system includes a trailer having an axle; a transport refrigeration unit mounted to the trailer, transport refrigeration unit configured to cool a cargo compartment of the trailer; an axle driven generator connected to the axle, the axle driven generator configured to provide power to the transport refrigeration unit; a controller in communication with the axle driven generator, the controller configured to disengage the axle driven generator from the axle in response to the presence of one or more disengagement conditions.

In one aspect, a control method and a control apparatus are provided for protecting a damper clutch of a vehicle. In one aspect, the control method of protecting the damper clutch of the vehicle includes determining whether a vehicle state satisfies a condition for operating a damper clutch protection logic, calculating a slip power in real time on the basis of a turbine speed of a torque converter, an engine speed, a capacity coefficient of the torque converter, a clutch torque, and a hydraulic torque when the condition for operating the damper clutch protection logic is satisfied, determining whether a repetitive tip-in/tip-out that is intentionally performed occurs or not on the basis of a change in the slip power that is calculated in real time for a set time, and operating the damper clutch protection logic for restraining a slip of the damper clutch when there is the repetitive tip-in/tip-out that is intentionally performed.

An electronic automatically decoupling hub assembly is disclosed herein. The assembly has an axle and a hub shell rotationally positioned about the axle. A controller provides automatic activation/deactivation signals to an inductor. The assembly has a bearing rotationally positioned about the axle and a ratchet ring, having a plurality of teeth, rotationally positioned about the bearing. One or more pawls are provided to engage with at least some of the teeth of the ratchet ring and a seal is used to contain the pawls within the assembly. A cassette body assembly is coupled with the ratchet ring and an end cap is used to prevent a contaminant from entering into the decoupling hub assembly.

A method ascertains a characteristic variable of a clutch installed into the powertrain of a vehicle for transmitting torque between a clutch input and a clutch output. A first electric motor is connected to the clutch input to introduce a first drive torque into the clutch. The torque is ascertained when the vehicle is at a standstill in that the clutch is first opened; the first electric motor is regulated at a first rotational speed; the clutch output is regulated at a second rotational speed; a counter torque which counteracts the transmission torque is applied to the clutch output; the clutch is then closed in order to assume a slipping state in which a specific differential rotational speed between the clutch input and the clutch output is present; the first drive torque is then ascertained; and the transmission torque is determined on the basis of the first drive torque.

A line pressure control method for a double clutch transmission (DCT) includes estimating a line pressure, which decreases with stoppage of an electric oil pump, based on a linear regression model using state variables of the DCT that are related to a line pressure change, and driving the electric oil pump when the line pressure estimated based on the linear regression model reaches a predetermined lower limit.

A method of controlling a hybrid power train may include: driving a first input shaft connected to a second motor-generator by the second motor-generator to synchronize a speed of a driven gear of a target gear position with a speed of an output shaft; moving a sleeve to directly connect the second input shaft, the output shaft, and the driven gear of the target gear position; decreasing torque of the first motor-generator and increasing torque of the second motor-generator to converge torque transferred from the second motor-generator to the output shaft, to torque of the output shaft; moving the sleeve to release the second input shaft and maintain only the output shaft and the driven gear; and increasing torque of an engine and decreasing the torque of the second motor-generator to converge torque transferred from the engine to the output shaft, to the torque of the output shaft.

A method for determining a kiss point is disclosed. A drive unit having one or more motors with a motor output shaft is provided. One or more actuation profiles are ran and an amount of motor current and motor shaft position data is measured. The data measured is filtered and one or more motor current vs. motor shaft position plots having one or more curves with a high force and high current region are generated. A derivative is calculated over the curves and a slope of the high force and high current region is determined. A relative slope threshold is determined by multiplying the slopes by a predetermined percentage. One or more lines having a slope substantially equal to the relative slope threshold are plotted. The kiss point is determined based on the position of the motor shaft where the derivative of the curves equals the slope of the lines plotted.

A method of operating a vehicle drivetrain for rocking the vehicle free. The drivetrain has a transmission with an input and an output that can be coupled by a clutch. The input and output are connected to a drive aggregate and a drive output, respectively. The clutch is actuated based on driver actuation of an accelerator and a rotational speed of the drive output such that following accelerator actuation, when its actuation decreases, the clutch disengages with a first opening gradient. Then, based on a calculated point in time at which drive aggregate torque upon the clutch corresponds to torque on the clutch from the drive output, the clutch disengages with a second, smaller opening gradient. And depending on a rotational speed of the drive output relative to a limit value, the clutch either initiates or terminates engagement with a first closing gradient.

A control device includes: an engagement mechanism having a first engagement element and a second engagement element; and an actuator that generates a thrust that brings the first engagement element and the second engagement element close to each other when the engagement mechanism is engaged. The control device performs engagement with the thrust of the actuator when a differential rotation speed of the engagement mechanism is less than a predetermined value. In the control device, a parameter indicating an operating state of the actuator is detected, a target differential rotation speed is calculated in accordance with a value of the detected parameter, and the differential rotation speed is controlled to the calculated target differential rotation speed.