A method of operating a vehicle cruise control includes confirming, by a cruise controller, a cruise input while a vehicle travels, and releasing, by a clutch protection cruise control, a cruise operation based on an increase in a clutch temperature confirmed by a cruise control release condition one or more times during the cruise operation.

A method and apparatus for correcting a physical slip and wear coefficient of a clutch comprising obtaining a torque difference according to a positional relation between an engine and the clutch; obtaining a correction weight value corresponding to an engine torque according to the torque difference; and correcting the physical slip and wear coefficient according to the correction weight value and a running-in state of the clutch. The method relates to obtaining a torque difference in real time by means of a positional relation between the engine and the clutch in a manner corresponding to the positional relation, obtaining a correction weight value corresponding to the engine torque according to the torque difference, and further correcting the physical slip and wear coefficient by combining the correction weight value and a running-in state of the clutch.

The disclosure is concerned with control system and control method, for a vehicle including a driving power source, drive wheels, a first clutch, and a second clutch. An electronic control unit, which is included in the control system, places the first clutch in a half-engaged state with a predetermined clutch torque capacity, when the vehicle is started, performs start control in a first mode using the second clutch, by gradually increasing a clutch torque capacity of the second clutch from a released state, and switches the start control from the first mode using the second clutch to a second mode using the first clutch, when the increased clutch torque capacity of the second clutch reaches the clutch torque capacity of the first clutch.

A control device for an automatic transmission is provided, which includes a vehicle-propelling friction engagement element configured to be engaged when a vehicle starts traveling, an other friction engagement element, a vehicle-propelling friction engagement element temperature detector configured to detect a temperature of the vehicle-propelling friction engagement element, an input torque detector configured to detect an input torque inputted into the automatic transmission, and a control unit comprising a lubricant supply control logic configured to control supply of lubricant to the vehicle-propelling friction engagement element and the other friction engagement element. The lubricant supply control logic switches the supply amount of lubricant to the vehicle-propelling friction engagement element according to the temperature of the vehicle-propelling friction engagement element, and switches the supply amount of lubricant to the another friction engagement element according to the input torque.

A control apparatus for a synchronous meshing mechanism that is equipped with a gear, a sleeve, a synchronizer ring, and a hydraulic actuator is provided. When it is determined that the sleeve and the gear have been rotationally synchronized with each other in an engagement transition period of the synchronous meshing mechanism, an electronic control unit with which the control apparatus is equipped sets a command pressure for the hydraulic actuator to an intermediate pressure that is lower than a meshing completion pressure. Besides, when meshing has not been completed even after the lapse of a predetermined time from a timing when the command pressure for the hydraulic actuator is set to the intermediate pressure, the electronic control unit sets the command pressure for the hydraulic actuator to the meshing completion pressure.

A method and apparatus for correcting a physical slip and wear coefficient of a clutch comprising obtaining a torque difference according to a positional relation between an engine and the clutch; obtaining a correction weight value corresponding to an engine torque according to the torque difference; and correcting the physical slip and wear coefficient according to the correction weight value and a running-in state of the clutch. The method relates to obtaining a torque difference in real time by means of a positional relation between the engine and the clutch in a manner corresponding to the positional relation, obtaining a correction weight value corresponding to the engine torque according to the torque difference, and further correcting the physical slip and wear coefficient by combining the correction weight value and a running-in state of the clutch.

An apparatus (a controller), and systems and methods for management of inputs, determination of a calculated clutch temperature, and control of action related to the clutch of a transmission system, and notification improvements to a user associated therewith are disclosed.

Power transmission systems including clutch arrangement and control systems are adapted to be used in numerous different operational environments. Such power transmission systems may include clutch arrangements that provide more effective power transmission capabilities as well as greater durability and longer life. Control arrangements are provided to more effectively control and monitor clutch operation in ways that provide for greater system flexibility and drive options.

A method for operating an electrohydraulic transmission clutch of a motor vehicle, wherein, for a clutch operation, a hydraulic pressure is set by way of a regulating device of a controller as a function of a clutch signal, and, through the pressure, a disengagement element of the transmission clutch is moved through a soft region into a rigid region via a rigid point, or vice versa. The soft region is to be compensated for. Further, as a function of the clutch signal, the regulating device generates a preliminary target value signal for the pressure and a time derivative of the preliminary target value signal is generated as a movement signal, and a pilot control generates a pilot control signal as a function of the movement signal, and the preliminary target value signal and the pilot control signal are combined to give a final actuating value signal for the pressure.

The present disclosure includes: a creep control unit configured to perform a creep control including bringing one of a first clutch and a second clutch into a half-clutch state and bringing the other into a disengaged state, so as to transmit a predetermined torque from a drive source to a transmission mechanism via a clutch device; and a clutch switching control unit configured to, when a vehicle stops during the performing of the creep control, perform a clutch switching control including, on the basis of the heat-generating state of the one clutch that is maintained in the half-clutch state from the stop of the vehicle, switching the one clutch from the half-clutch state to the disengaged state and switching the other clutch from the disengaged state to the half-clutch state.