A clutch device has at least a multiplicity of clutch discs which are in frictional contact with one another, and a control unit which controls the clutch device. The clutch device is calibrated repeatedly during an operating time of the clutch device. A first calibration is performed at a first point in time. A second calibration is performed at a second point following the first calibration. The first point in time and the second point in time are within a first operating time of the clutch device and occur within a first time interval. At least a third calibration is performed in a subsequent second operating time at a third point in time. At least the second calibration is performed within a second interval of the third point in time. The first and second intervals are determined by the control unit based on a mileage of a vehicle or an energy input into the clutch device. The first interval is shorter than the second interval.

A method for controlling clutch pressure in an electronically controlled limited slip differential comprises receiving a target clutch pressure command indicative of a desired differential torque transfer setting. Processing the target clutch pressure command comprises estimating one of a motor current or a motor speed, calculating an integrated error of a target motor current or an integrated error of a target motor speed, calculating gains over time based on the estimated motor current or the estimated motor speed and based on the integrated error of the target motor current or the integrated error of the target motor speed, applying the calculated gains thereby forming a closed loop feedback, and calculating an oscillation. The target motor current or the target motor speed is applied to a motor connected to a clutch in the differential according to the calculated oscillation to control the clutch pressure of the differential.

A hydraulic actuation device for a motor vehicle friction clutch has a manually actuatable master cylinder, that has a master pressure chamber which, in a rest position, is fluidically connected to a reservoir. The master cylinder is connected to a slave arrangement that is functionally connected to the motor vehicle friction clutch. A pressure line connects the master pressure chamber to the slave arrangement and in which incorporates an electrically actuatable valve arrangement with an electrically actuatable proportional valve and, connected in parallel, a first check valve which blocks in the direction of the master pressure chamber. A motor pump is connected, on the input side, to the reservoir and can be connected, on the output side, to the pressure line between the valve arrangement and the slave pressure chamber through a second check valve that blocks in the direction of the motor pump.

A method for adjusting a co-efficient of friction of a disconnect clutch of a hybrid vehicle, the hybrid disconnect clutch separating or connecting an internal combustion engine and an electrical motor, including: delivering, to drive wheels of the hybrid vehicle, a torque output by the internal combustion engine and the electrical motor; determining the co-efficient of friction while the disconnect clutch is in a slipping state; operating the disconnect clutch in first and second operating modes, the first mode including an open state of the disconnect clutch and the second mode including a closed state of the disconnect clutch; and increasing the co-efficient of friction for more rapid adjustment of the slipping state only in the transition from the closed state to the opened state.

A method for operating a drive train of a motor vehicle includes performing a startup operation of the motor vehicle or a stopping operation of the motor vehicle. A starting component (3) is engaged or bridged during the startup operation or the stopping operation of the motor vehicle. The startup operation is driven by a drive source (1). The method also includes comparing an actual value of an output shaft (22) based variable with a target value of the output shaft (22) based variable during the startup operation or the stopping operation and, on reaching or exceeding a specific deviation of the actual value from the target value, moving the starting component (3) into a slipping state. The starting component (3) transmits torque in the slipping state. A related drive train module for a motor vehicle is also provided.

A method is provided for calibrating a control algorithin of a clutch control unit of a vehicle. The method includes requesting, clutch disengagement, or engagement, monitoring clutch actuator position, determining a time interval that starts with the clutch disengagement or engagement request and ends when the clutch actuator has reached a predetermined position, and calibrating an estimated time interval of the control algorithm starting with clutch disengagement or engagement bequest and when the clutch actuator has reached a predetermined position based on the determined time interval. A computer program for implementing the method, as well as a vehicle comprising a clutch control unit calibrated according to the method, are also provided.

The present disclosure provides a control method for a vehicle with a DCT, the method including: a diagnosing step of disengaging a corresponding clutch and limiting engine torque to suppress an increase in engine RPM when a controller detects an error from a hall sensor signal, and then applying a test pulse for diagnosing the hall sensor; a reset attempting step of attempting to reset the clutch to an initial position when the controller determines that the hall sensor signal is normal after the diagnosing step; and a returning step of starting normal control of the clutch from the initial position to a target clutch stroke by means of the controller and of removing the limiting of the engine torque, when the clutch is reset to the initial position in the reset attempting step.

An interconnect drive system for an aircraft has a driveline and clutch control system. The driveline comprises a shaft for each propulsion assembly, each shaft for transferring torque to and from the associated propulsion assembly, and a clutch operably coupling the shafts and configured for selective engagement. The clutch is capable of transferring a first amount of torque between the shafts while engaged and a second amount of torque between the shafts while disengaged. The system also has a clutch control system, comprising a computer operably connected to the clutch for controlling operation of the clutch and sensors for sensing torque applied to the driveline, output from the sensors being communicated to the computer. The computer commands operation of the clutch in response to the output from the sensors, the clutch being commanded to disengage to relieve a transient torque imbalance in the driveline.

In a clutch engagement control system for engagement and disengagement of transmission of a rotational force between a mainshaft and a countershaft, when clutch engagement control is executed based on the determination that rotational speeds of both the shafts agree with each other, even if unexpected variations in countershaft rotational speed result from torsion occurring downstream of the countershaft in a drive system and/or the like, smooth engagement control is implemented. A control value of countershaft rotational speed at each time is updated and managed. If a threshold value is exceeded by a difference between a countershaft rotational speed actual measured value and the preceding control value, the threshold value is added to the preceding value to obtain the control value. If the threshold value does not exceed the difference, the actual measured value at this time is set as a control value without any change.

A control device for a power transmission mechanism is provided, performing control so that a driving wheel reliably obtains torque when a vehicle is started. In a vehicle having a power transmission mechanism that includes a power transmission path transmitting power from a power source to a first driving wheel and a second driving wheel, and a power transmission element arranged in the power transmission path between the power source and the second driving wheel, a control device for a power transmission mechanism includes a control section controlling a fastening force of the power transmission element so as to control power transmission capacity of the power transmission mechanism from the power source to the second driving wheel, wherein when the control section acquires that the vehicle transitions from a traveling state to a stop state, the acquisition triggers the control section to increase the power transmission capacity.