A method for controlling a dual clutch transmission (DCT) may include: determining, by a state determination unit, whether a clutch of the DCT is stuck; disabling, by a control unit, the clutch when it is determined that the clutch is stuck; controlling, by the control unit, the driving unit to control the disabled clutch through a reference operation; determining, by the state determination unit, whether the disabled clutch is normally operated, when a vehicle is stopped; and enabling, by the control unit, the clutch when it is determined that the disabled clutch is normally operated.

A control apparatus of an all-wheel drive vehicle includes a vehicle speed detector, a first clutch, a second clutch, and a clutch controller. The vehicle speed detector detects a speed of the all-wheel drive vehicle. The first clutch is provided between a parking mechanism and a drive force source of the all-wheel drive vehicle, and adjusts first drive force to be transmitted from the drive force source to an output shaft of an automatic transmission of the all-wheel drive vehicle. The second clutch is provided between the parking mechanism and a drive wheel of the all-wheel drive vehicle, and adjusts second drive force to be transmitted from the output shaft to the drive wheel. The clutch controller controls engagement force of the first and second clutches, and disengages the first and second clutches when the speed of the all-wheel drive vehicle is equal to or less than a predetermined speed.

A method for determining an operating force (F.sub.p) of a positioning actuator (3), whose adjustment movements are produced by virtue of an appropriate supply of a working medium via actuating at least one valve (4 to 7) associated with the positioning actuator (3). The operating force (F.sub.p) is determined by computational determination. To be able to carry out the computational determination of the operating force (F.sub.p) with little effort, by the at least one valve (4 to 7) in each case, a respective, essentially constant mass flow ({dot over (m)}.sub.iv, {dot over (m)}.sub.ov) of working medium is maintained either into the positioning actuator (3) and/or out of the positioning actuator (3).

A controllable one-way clutch has a first annular ring with a central axis of rotation and an outer periphery with at least one tooth. A second annular ring is arranged concentrically with the first annular ring and has a second periphery. A pivotal member is connected to the second annular ring and may be pivoted to an engaged position, when the pivotal member is engaged with the tooth of the first annular ring, from a disengaged position. The pivotal member is in the disengaged position when it is not engaged with the tooth. A sensor fixed to either the first or second annular ring detects the presence of the tooth as the first annular ring rotates. A controller is programmed to prevent the pivotal member from engaging the first ring in response to the sensor indicating the rotational speed of the first annular ring exceeds a threshold.

In engaging (connecting) a dog clutch by operating a synchromesh mechanism, when there occurs an uplock at the time when a first pressing force is caused to act on a hub sleeve, tooth tips of spline teeth of the hub sleeve contact with tooth tips of spline teeth of a synchronizer ring, and these spline teeth cannot be engaged. However, when a second pressing force is caused to act on the hub sleeve, the uplock is easy to be released. In addition, when torque from an engine is caused to act on the hub sleeve, a displacement is caused to occur in a rotation direction between the mutually contacting spline teeth. Thus, the uplock is reliably released.

A device for controlling a start of a vehicle includes a rotation speed obtaining unit that obtains an actual engine rotation speed of the engine, a target rotation speed computing unit that computes a target rotation speed of the engine in the slip control, a control target value computing unit that computes a control target value, which is a target value for controlling the engine rotation speed to the target rotation speed based on the actual engine rotation speed and the target rotation speed, and an instruction value computing unit that computes an instruction value for the lock-up clutch necessary to control the engine rotation speed to the control target value based on the control target value.

A vehicle includes a drive source, driving wheels driven by a driving force output from the drive source, and a clutch disposed between the drive source and the driving wheels. The clutch is switchable to an arbitrary fastening position between a connection state enabling transmission of the driving force between the drive source and the driving wheels, and a disconnection state disconnecting the transmission. A clutch actuator applies a fastening load to the clutch and provides a torque transmission capacity corresponding to the fastening load to the clutch. A controller controls operation of the drive source and operation of the clutch actuator. The controller includes a clutch temperature estimation circuit estimating the temperature of the clutch, and a driving force adjustment circuit performing driving force adjustment control to adjust the driving force transmitted to the downstream side of the clutch based on the estimated temperature of the clutch.

A clutch control system for vehicle is applied to a vehicle having a clutch and a transmission disposed in a power transmission path from an engine to a vehicle wheel. The system includes a first rotational speed detecting unit to detect a driving side rotational speed of the clutch, a second rotational speed detecting unit to detect a driven side rotational speed of the clutch, a half-clutch control unit, and a half-clutch transition control unit. The half-clutch control unit executes a first half-clutch control on the clutch actuator when a gear position of the transmission and a rotational direction of a driven side portion of the clutch are matched and executes, on the clutch actuator, a second half-clutch control, differing from the first half-clutch control, when the gear position of the transmission and the rotational direction of the driven side portion of the clutch are not matched.

In engaging (connecting) a dog clutch by operating a synchromesh mechanism, when there occurs an uplock at the time when a first pressing force is caused to act on a hub sleeve, tooth tips of spline teeth of the hub sleeve contact with tooth tips of spline teeth of a synchronizer ring, and these spline teeth cannot be engaged. However, when a second pressing force is caused to act on the hub sleeve, the uplock is easy to be released. In addition, when torque from an engine is caused to act on the hub sleeve, a displacement is caused to occur in a rotation direction between the mutually contacting spline teeth. Thus, the uplock is reliably released.