A method for determining the engaged gear in a manual gearbox of a vehicle comprising a number of gears is described, wherein the vehicle comprises an engine, the manual gearbox, and at least one clutch. The method comprises the following steps: determination of the revolution rate of the engine as a function of time; differentiating the determined revolution rate of the engine against time; determination of the speed of the vehicle; and determination of the engaged gear based on characteristic curves of the revolution rate of the engine as a function of time for a number of the gears in the case of a fixed rate of engagement of the clutch, the revolution rate of the engine, the differential of the revolution rate of the engine against time and the speed of the vehicle.

An illustrative example vehicle torque control system includes a clutch that is at least partially automatically controllable. A manual clutch control means allows a driver to control engagement of the clutch. A clutch control means automatically controls a characteristic of clutch engagement based on a selected drive mode.

A clutch actuator for a manual-shift motor vehicle transmission, includes a driver-operated clutch pedal or lever, a clutch linkage between a clutch of the motor vehicle and the pedal or lever, and a damper adapted to delay clutch engagement on a fast release of the clutch pedal or lever. The damper is effective to delay clutch engagement only within a limited range of a whole clutch engagement movement and is substantially ineffective outside the limited range and within the whole range of a clutch disengagement movement.

The present disclosure relates to a technique for improving durability of a clutch and shifting stability. The present disclosure provides a method of controlling a clutch of an automated manual transmission (AMT) vehicle, which reduces a micro-slip control time in order to improve durability of the clutch by performing a full-lock control of the clutch after slip control for learning a clutch characteristic curve. Additionally, the method shortens time to open the clutch for a subsequent shifting by predicting the time when a shift restarts after the full-lock control and by resuming the micro-slip control.

A digital display type similar to a tachometer or fuel gauge for an automobile for numerically displaying the optimal shift point. The will serve several purposes. This will allow less wear and tear on the clutch, elongate the life of the clutch, prevent it from burning out as quickly it would reducing overall cost in the long run and providing a smoother, safer ride.

Disclosed herein is a gear actuator for a double clutch transmission, which includes a power module (100), including odd and even-numbered stage select solenoids and shift motors, a controller directly connected to them, and select levers connected to select rods of the select solenoids, shift modules (200) for transmitting the rotational forces of the shift motors to a control shaft assembly (300), the control shaft assembly (300) for transmitting the operating force of the power module (100) to a shift lug, and a body housing (400) having the power module (100), the shift modules (200), and the control shaft assembly (300) installed therein. Accordingly, the gear actuator can have a more compact structure and be easily assembled by modularization.

A control system for a vehicle having an electric motor for providing drive torque to at least one wheel of the vehicle, an internal combustion engine for providing drive torque to at least one wheel of the vehicle, a manual transmission unit having a user selectable gear ratio that includes at least one user selectable forward gear and/or reverse gear, and a clutch actuator, the control system comprising a controller arranged to have three user selectable modes of operation, wherein in a first mode of operation the controller is arranged to allow the clutch actuator to engage and disengage the internal combustion engine from the manual transmission unit based upon a user selection, wherein when the clutch actuator is arranged to engage the internal combustion engine with the manual transmission unit, torque generated by the internal combustion engine is applied to the at least one wheel, and the electric motor is arranged to provide drive torque to the at least one wheel of the vehicle based on whether the user has selected the at least one forward gear or the at least one reverse gear; and in a second mode of operation the controller is arranged to allow the clutch actuator to engage and disengage the internal combustion engine from the manual transmission unit based upon a user selection, and to prevent the electric motor from providing drive torque to the at least one wheel of the vehicle; and in a third mode of operation the controller is arranged to allow the electric motor to provide drive torque to the at least one wheel of the vehicle based on whether the user has selected the at least one forward gear or the at least one reverse gear and to configure the clutch actuator to disengage the internal combustion engine from the manual transmission unit.

The present disclosure provides a clutch control method, including: a variation setting step of setting, by a controller, a current torque variation depending on a difference between a just previous clutch control torque and a clutch target torque; a limit determining step of determining whether a jerk of a clutch control torque need not be limited when the clutch control torque is reduced and then is increased or when the clutch control torque is continuously reduced by using the current torque variation and a just previous torque variation; a direction setting step and a limit setting step to determine a final torque variation based on the outcome of the limit determining step; and a control torque calculating step of calculating the clutch control torque to control a clutch.

A launch control method of a vehicle includes: a clutch hold step of maintaining a clutch torque until an engine torque becomes smaller than the clutch torque, when a driver releases an accelerator pedal during launch control; a time constant determination step in which a time constant for a rate of releasing the clutch torque is determined depending on a difference between the clutch torque and a target creep torque when the engine torque becomes smaller than the clutch torque; a filter processing step of processing the time constant and the target creep torque using a low-pass filter that has the time constant and the target creep torque as an input and has a nominal clutch torque as an output; and a clutch control step of controlling a clutch using the nominal clutch torque.

A vehicle having a clutch which connects an engine with a driveline which includes a multi-ratio gearbox, the clutch having an actuator which can be operated by a vehicle driver to engage and disengage the clutch, the actuator also having a control system arranged to move the clutch between fully engaged and fully released positions through a range of positions allowing variable levels of clutch slip in order to automatically reduce torsional vibrations in the driveline. The control system is configured to recognize a plurality of predetermined Vehicle Operation Modes defined by the combination of a Clutch Slip Status criterion as hereinbefore defined with one or more of the hereinbefore defined operating criteria of Manual Clutch Position Control Input Interface Status, Release Bearing Position Status and Slip Velocity Demand Status and, dependent on the recognized Vehicle Operation Mode, the control system applies a different clutch control strategy to achieve the required level of clutch slip to damp vibration in the driveline and provide transition between the different Vehicle Operation Modes without exciting an uncomfortable level of vibration in the driveline.