A vehicle control device includes: a unit that acquires a first transmission torque transmitted in a first state in which a control pressure is controlled to a first pressure value, and a second transmission torque transmitted in a second state in which the control pressure is controlled to a second pressure value; a control unit including a storage unit that stores control data including data indicating a relationship between a friction coefficient and a surface pressure. The control unit calculates a first friction coefficient based on the data and the first pressure value, calculates a second friction coefficient based on the data and the second pressure value, calculates an estimated value of the touch point pressure based on the first and second pressure values, the first and second transmission torques, the first and second friction coefficients to control data based on the estimated value.

A method of disconnecting a generator from a source of mechanical rotation includes receiving a generator disconnect command and receiving a rotational position of a generator input member. The input member rotational angle is compared to the target disconnect angle range, and a determination made whether to disconnect the input member from a generator drive member based on the comparison.

A method of disconnecting a generator from a source of mechanical rotation includes receiving a generator disconnect command and receiving a rotational position of a generator input member. The input member rotational angle is compared to the target disconnect angle range, and a determination made whether to disconnect the input member from a generator drive member based on the comparison.

A vehicle control device includes: a unit that acquires a first transmission torque transmitted in a first state in which a control pressure is controlled to a first pressure value, and a second transmission torque transmitted in a second state in which the control pressure is controlled to a second pressure value; a control unit including a storage unit that stores control data including data indicating a relationship between a friction coefficient and a surface pressure. The control unit calculates a first friction coefficient based on the data and the first pressure value, calculates a second friction coefficient based on the data and the second pressure value, calculates an estimated value of the touch point pressure based on the first and second pressure values, the first and second transmission torques, the first and second friction coefficients to control data based on the estimated value.

A torque limiting coupling for a driveline has an input side that is connectable to a power unit and an output side that is connectable to a load. A first sensor is assigned to the input side and a second sensor is assigned to the output side of the torque limiting coupling to measure the rotational speed of the input and output side. At least an additional sensor or detector is assigned to the input and/or output side to enhance the resolution of the rotation measurement.

The invention relates to a clutch unit for a motor vehicle, comprising: a clutch, the clutch having an axially stationary, rotatable coupling element with an axially extending toothing, and an axially displaceable, rotatable mating element with an axially extending mating toothing, the mating element being displaceable into a first position and a second position; and a sensor unit, the sensor unit being disposed radially in relation to the axial extension of the toothing of the coupling element such that the sensor unit senses the toothing of the coupling element. When the mating element is in the first position and when it is in the second position, the sensor unit detects a sensor signal via which the rotational speed of the coupling element and the first position of the mating element, the second position of the mating element, or a position of the mating element between the first position and the second position can be determined. The invention also relates to a motor vehicle drive train comprising a clutch unit of this type.

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.

The integrated controller determines whether or not, regardless of execution of the WSC control, a rotation speed of the motor generator falls to less than an idle rotation speed and also whether or not differential rotation of the second clutch becomes less than a predetermined value, and determines that, if the determination is positive, a continuous MAX pressure failure has occurred in the second clutch.

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 for automatic detection of need for clutch calibration includes registering and storing in a data memory, before or in connection with engine shut down, a value of a clutch operating parameter, registering a corresponding value of the clutch operating parameter in connection with subsequent engine start up, and determining need for clutch calibration if the difference between the stored value of the clutch operating parameter and the corresponding value of the clutch operating parameter exceeds a predetermined threshold value.