A method of setting a clutch control reference value may make it possible to more accurately learn the VKP of a hydraulic multi-plate clutch controlled by a solenoid valve, improving the accuracy of clutch control, and furthermore, to improve the quality of shifting a vehicle by the precise control of a transmission provided with such a clutch.

A method of setting a clutch control reference value may make it possible to more accurately learn the VKP of a hydraulic multi-plate clutch controlled by a solenoid valve, improving the accuracy of clutch control, and furthermore, to improve the quality of shifting a vehicle by the precise control of a transmission provided with such a 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.

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 device for actuating a clutch, having an actuator with a pneumatic chamber (K.sub.P) delimited by a pneumatic active area (A.sub.P), two hydraulic chambers (K.sub.H1, K.sub.H2) each delimited by a hydraulic active area (A.sub.H1, A.sub.H2), and a control element (G) that is actively connected to the clutch and can be moved and subjected to a force by the active areas. The pneumatic active area is subjected to a pneumatic pressure by a compressed air source (Q.sub.P) to generate force in an actuating direction (B). The hydraulic chambers can each be hydraulically connected to a storage container (Q.sub.H) for hydraulic fluid by an electromagnetically actuatable 2/2-way proportional valve (V.sub.H1, V.sub.H2). Furthermore, a control system (CPU) is provided to independently control the pressure application of the pneumatic chamber and valve positions of the 2/2-way proportional valves.

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.

At the time when a hydraulic actuator is operated to engage a dog clutch, after it is detected that a hydraulic pressure for operating the hydraulic actuator is higher than or equal to a predetermined hydraulic pressure, it is determined whether the dog clutch is not engaged. Therefore, non-engagement determination due to insufficient hydraulic pressure for operating the hydraulic actuator is prevented. Thus, at the time when the hydraulic actuator is operated to engage the dog clutch, it is possible to prevent consumption of time to engage the dog clutch due to unnecessary re-engagement operation.

A device for actuating a clutch, having an actuator with a pneumatic chamber (K.sub.P) delimited by a pneumatic active area (A.sub.P), two hydraulic chambers (K.sub.H1, K.sub.H2) each delimited by a hydraulic active area (A.sub.H1, A.sub.H2), and a control element (G) that is actively connected to the clutch and can be moved and subjected to a force by the active areas. The pneumatic active area is subjected to a pneumatic pressure by a compressed air source (Q.sub.P) to generate force in an actuating direction (B). The hydraulic chambers can each be hydraulically connected to a storage container (Q.sub.H) for hydraulic fluid by an electromagnetically actuatable 2/2-way proportional valve (V.sub.H1, V.sub.H2). Furthermore, a control system (CPU) is provided to independently control the pressure application of the pneumatic chamber and valve positions of the 2/2-way proportional valves.

A clutch control method for a vehicle includes steps of: calculating, by a controller, an estimated clutch torque by substituting a plurality of parameters, and a sensed stroke of a clutch actuator into a predetermined characteristic function; updating, by the controller, the parameters as new values by a prediction error method using a torque error, which is a difference between a reference clutch torque and the estimated clutch torque; calculating a desired stroke by substituting a desired clutch torque and the updated parameters into a predetermined characteristic inverse function; and driving the clutch actuator based on the calculated desired stroke to control the clutch by the controller. The plurality parameters represent physical properties of a clutch, and the predetermined characteristic function represents characteristics of a clutch transmission torque to a clutch actuator stroke. In addition, the predetermined characteristic inverse function represents a clutch actuator stroke to a clutch transmission torque.

An object of the invention is to provide a hybrid vehicle control device capable of shortening the time from an engine start request to the engine start. The hybrid vehicle control device is provided with an integrated controller configured to execute processing for starting an engine by bringing a first clutch into engagement, while slipping a second clutch, and by increasing a torque of a motor generator, when it has been determined that an engine start request is present, and a first clutch engagement control section, which is included in the integrated controller and configured to command a start of engagement of the first clutch once the difference between the torque of the motor generator and a second clutch transmitted torque capacity command value becomes greater than or equal to a preset slip prediction determination threshold value after having been determined that the engine start request is present.