A power transmission device for a vehicle includes a control unit adapted to automatically control engagement or disengagement of a clutch, and is further equipped with a clutch lever for manually engaging or disengaging the clutch. The power transmission device includes a manual mode in which the clutch is engaged or disengaged by a driver performing an engagement or disengagement operation with the clutch engagement/disengagement operating element and an automatic mode in which the clutch is engaged or disengaged under the control of the control unit without the driver performing the engagement or disengagement operation. The manual mode or the automatic mode is selectable by the driver. In the manual mode, it is further possible to select a plurality of control modes with differing levels of intervention of the automatic control.

A method for mitigating clunk in a driveline of a vehicle system during a declutch event includes determining a current torque request of a prime mover based on an accelerator pedal position of an accelerator pedal of the vehicle system. The method includes determining a clutch pedal position and determining, via a controller, a clutch pedal speed based on a change of the clutch pedal position over time. The method further includes modifying, via the controller, the current torque request to obtain a modified torque request based on the clutch pedal position and the clutch pedal speed such that a stored potential energy in the driveline is minimized by a time that the clutch pedal of the vehicle system is disengaged during the declutch event.

A method for mitigating clunk in a driveline of a vehicle system during a declutch event includes determining a current torque request of a prime mover based on an accelerator pedal position of an accelerator pedal of the vehicle system. The method includes determining a clutch pedal position and determining, via a controller, a clutch pedal speed based on a change of the clutch pedal position over time. The method further includes modifying, via the controller, the current torque request to obtain a modified torque request based on the clutch pedal position and the clutch pedal speed such that a stored potential energy in the driveline is minimized by a time that the clutch pedal of the vehicle system is disengaged during the declutch event.

A method for operating a dual-clutch transmission with two clutches. During realization of a ratio, a first clutch is closed and a second clutch is open. During a ratio change, the first clutch is opened and the second clutch is closed. During a ratio change within short operating times, a target actuating pressure of the clutch for engagement is set to a fast-charging pressure level and subsequently adjusted to a closing pressure level, while a target actuating pressure of the clutch for disengagement is adjusted to an opening pressure level before setting the closing pressure level of the clutch for engagement. At least during a ratio change, an actual actuating pressure of the clutch for engagement is monitored and the target actuating pressure of the clutch for disengagement is adjusted to the opening pressure level if the actual actuating pressure of the clutch for engagement exceeds a pressure threshold.

A system for controlling a clutch in a heavy vehicle including an internal combustion engine and an automated mechanical transmission, where the engine is running, the clutch is engaged and the transmission is in neutral, including an electronic control unit adapted to receive a request to shut down the engine, to disengage the clutch of the transmission, and to shut down the engine, where the electronic control unit is adapted to reengage the clutch when the rotation of the engine and the rotation of the transmission input shaft is zero, and to actively slow down rotation of the transmission input shaft by the use of a brake device if the stop time for the transmission input shaft exceeds a predefined time interval. The advantage of the invention is that vibrations and noise are reduced during shut down of the engine.

A method of reducing rollback of a electric vehicle, including determining a position baseline of the electric vehicle; determining a position compensated speed of the electric vehicle based on the position baseline; determining a hold torque as a function of the position compensated speed; and generating a command to apply the hold torque to the motor-generator of the electric vehicle.

A method of controlling an all-wheel-drive system connect event including providing a power transmission apparatus having a clutch, a propeller shaft, and a rear drive unit with a clutch pack assembly. The rear drive unit clutch pack is actuated by creating a model of the propeller shaft rotational speed, adapting the model parameters to compensate for temperature and vehicle wheel speed, storing the model, adapting the model utilizing information collected during a previous all-wheel-drive system connect event, and developing a set point for the clutch driving element utilizing the model and a multi-loop control architecture. The power transmission apparatus clutch is then engaged.

A driving force control method is provided for engine clutch slipping of a TMED HEV that includes an engine 10 and a second motor 50, a first motor 30 disposed at a transmission side, an engine clutch 20 interposed between the engine 10 and the first motor 30, and a multi-clutch transmission 35 connected with an output terminal of the first motor 30. The method includes verifying whether a control for maintaining a target speed of the engine is achieved by an engine feedback control or by a second motor torque feedback control and applying clutch pressure for the clutch slipping with hydraulic pressure. When the clutch pressure is applied clutch slipping transmission torque is estimated. Torque of the engine clutch is equivalent to the pressure as a load. Second motor dischargeable limit torque, second motor assist torque, and engine torque are calculated to then execute a slip control.

A vehicle includes an electric machine, battery, torque converter bypass clutch, drive wheel, and controller. The electric machine is configured to recharge the battery via regenerative braking. The torque converter bypass clutch is disposed between the electric machine and the drive wheel. The controller is programmed to, in response to a negative drive wheel torque command during a regenerative braking event, adjust a closed-state torque capacity of the torque converter bypass clutch based on the torque command.

A vehicle launch control method may include judging, by a controller, whether or not a vehicle starts to be launched, determining, by the controller, target clutch torque through a designated first determination method and controlling a clutch based on the determined target clutch torque, upon judging that the vehicle starts to be launched, and determining, by the controller, target clutch torque through a designated second determination method differing from the first determination method and controlling the clutch based on the determined target clutch torque, when an engine speed variation and engine speed jerk respectively satisfy designated variation conditions and jerk conditions during determination of the target clutch torque through the first determination method and control of the clutch based on the determined target clutch torque.