A vehicle propulsion system includes an engine including a crankshaft and adapted to generate torque, a crankshaft sensor that outputs a signal that is indicative of a rotary position of the crankshaft, a transmission with a clutch that is connected to the engine to receive the torque from the engine, a drive member connected to the transmission to receive torque from the transmission, and a controller that commands operation of the clutch based upon the signal from the crankshaft sensor for controlling engine compression pulse disturbances as the engine speed changes from an elevated rpm to low or zero rpm as well as low or zero rpm to an elevated rpm.

A method of predicting the health of and controlling a hydraulic pressure actuated torque converter lock-up clutch includes determining rotational input and output speeds of the torque converter. The method also includes determining a magnitude of the hydraulic pressure. The method additionally includes determining a level of performance of the clutch across multiple torque converter operating modes using the determined input and output torque converter speeds and the determined magnitude of the hydraulic pressure. The method also includes calculating a numeric state of health (SOH) coefficient of the clutch that quantifies a relative severity of degradation of a plurality of clutch characteristics across the multiple torque converter operating modes. Furthermore, the method includes executing a control action relative to the clutch when the calculated numeric SOH coefficient for specified torque converter operating mode(s) is less than a calibrated SOH threshold.

An adaptive control device is provided for a vehicle starting clutch. The adaptive control device includes a reverse brake as the starting clutch, and a clutch adaptive controller. The reverse brake is interposed between an engine and motor/generator, and the left and right rear wheels and is slip-engaged at a time of starting. The clutch adaptive controller performs clutch adaptive control, in which the reverse brake is subjected to a state in which a temperature of the reverse brake is at, or above, a second threshold for a timed period, at least one time before a vehicle begins to move.

The invention relates to a method for controlling a drivetrain having an internal combustion engine, a dual-clutch transmission, having a first and second sub-transmission having at least one shiftable gear ratio, a first friction clutch disposed between the internal combustion engine and the first sub-transmission and a second friction clutch disposed between the internal combustion engine and the second sub-transmission to provide a drivetrain torque at a transmission output of the dual-clutch transmission by transferring an engine torque adjusted thereto via the friction clutches. So as to be able to continue operating a friction clutch which may have a previously damaged friction lining, at a first clutch torque transferred via the first friction lining, depending on a friction coefficient and a current temperature of a second friction lining of the second friction clutch, the second friction clutch is engaged at a gear ratio selected in the second sub-transmission and the friction lining is heated to a specified temperature.

A system and method for determining a remaining useful life of a portion of a wet clutch system is provided. The system comprises a first clutch assembly, a proportional valve, a sensor, and a controller. The proportional valve regulates a pressure applied to the first clutch assembly. The sensor measures a response of the first clutch assembly during one of engaging and disengaging a first portion of the first clutch assembly with a second portion of the first clutch assembly. The controller controls the proportional valve, calculates a mean coefficient of friction of the first clutch assembly based on the sensed response of the first clutch assembly, and determines a remaining useful life of a portion of the wet clutch system based on the mean coefficient of friction of the first clutch assembly.

A method for learning an upwards friction coefficient of an engine clutch of a hybrid vehicle includes: after the engine clutch is engaged, disengaging, by a controller, the engine clutch which connects an engine with a motor or disconnects the engine from the motor; when the engine clutch is disengaged, comparing, by the controller, a temperature of the engine clutch with a threshold value; and when the temperature of the engine clutch is less than the threshold value, increasing, by the controller, a friction coefficient of the engine clutch up to a certain value.

A method for learning an upwards friction coefficient of an engine clutch of a hybrid vehicle includes: after the engine clutch is engaged, disengaging, by a controller, the engine clutch which connects an engine with a motor or disconnects the engine from the motor; when the engine clutch is disengaged, comparing, by the controller, a temperature of the engine clutch with a threshold value; and when the temperature of the engine clutch is less than the threshold value, increasing, by the controller, a friction coefficient of the engine clutch up to a certain value.

A method for calibrating a clutch control of a drivetrain of a motor vehicle, wherein the drivetrain has a motor configured as an electric motor, the method including blocking an output of the drivetrain, operating the motor with a value for a first operating variable, and actuating a clutch with a first value for a clutch actuating variable. The method further includes ascertaining a first value of a second operating variable of the motor when the clutch is actuated with the first value and actuating the clutch with a second value for the clutch actuating variable. The method further includes ascertaining a second value of the second operating variable of the motor when the clutch is operated with the second value for the clutch actuating variable and determining clutch characteristics data as a function of the ascertained first and second values of the second operating variable.

A method actively changes the frictional value of a hybrid disconnect clutch installed in a powertrain of a vehicle in which a first electric motor (18) is connected to a clutch input (21) and an internal combustion engine (17), and a second electric motor (19) is connected to a clutch output (22) and a vehicle output (23). The frictional value of the hybrid disconnect clutch is actively changed, in order to roughen a surface of the friction linings on the hybrid disconnect clutch (20). A slip situation is established at the hybrid disconnect clutch (20), and during this slip situation energy is introduced into the hybrid disconnect clutch (20) in a controlled manner.