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 four-wheel-drive vehicle includes: a pump that is actuated by an electric motor; a friction clutch that has a plurality of clutch plates that are pressed by a piston that is movable by working oil discharged from the pump; a control device that controls the electric motor; front wheels, to which a drive force of an engine is always transferred; and rear wheels, to which the drive force of the engine is transferred in accordance with the fastening force of the friction clutch. When it is determined that the vehicle is in a high fastening force-requiring state in which it is necessary for the friction clutch to transfer a large drive force temporarily, the control device causes the electric motor to output torque that is larger than torque that the electric motor can continuously output.

A driver assistance device for a motor vehicle with a drive assembly, which can be connected to a drivetrain via a clutch that can be activated by an actuator. The clutch being a component of an electronically controlled clutch system, in which a clutch pedal sensor detects an actuation of a clutch pedal on the driver's side and in which an analysis unit determines, in a first control mode on the basis of the detected clutch pedal actuation, a clutch torque and actuates the clutch with a corresponding clutch signal. For an adjustment of the clutch response on the driver's side, the analysis unit is associated with an input unit, for the actuation of which, on the driver's side, it is possible to shift between the first control mode and at least one second control mode.

A method for controlling engagement of a power take-off (PTO) clutch may include transmitting a PTO control command for initiating engagement of the PTO clutch, determining that an output speed for the PTO clutch has not increased within a predetermined time period following the transmission of the PTO control command, and determining an average engine pre-load for the work vehicle over a time period occurring prior to transmission of the PTO control command. Moreover, in response to determining that the output speed for the PTO clutch has not increased within the predetermined time period, the method may include transmitting a speed control command associated with increasing a requested engine speed for the work vehicle, determining an adaptive torque command for controlling the engagement of the PTO clutch as a function of the average engine-pre-load, and controlling the engagement of the PTO clutch based on the adaptive torque command.

The invention relates to a method for increasing the availability of a hybrid separating clutch in a hybrid drive train of a motor vehicle, wherein the hybrid separating clutch is disposed between an internal combustion engine and an electric traction drive. In the method where even in the event of a fault the motor vehicle continues to be driven, the hybrid separating clutch is controlled by a hydrostatic actuator, and when a malfunction of the hydrostatic actuator is detected, for actuation of the hybrid separating clutch which is engaged in the non-actuated state, the last state of the hydrostatic actuator detected by a control mechanism is used for estimation of a minimum clutch torque which can be transmitted.

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 for operating a drivetrain for a motor vehicle, said method includes: reducing a transmission torque transmitted between a primary drive axle operatively connected with a secondary drive axle of the motor vehicle via a clutch configured to allow adjustment of the transmission torque when determining at the secondary drive axle a wheel slip which exceeds a defined slip threshold value.

A clutch control method of a vehicle may include estimating a change in an input torque supplied by a power source based on an extent to which an acceleration pedal is depressed by the controller; obtaining an additional torque at a level to prevent slippage of a clutch against the input torque estimated in the estimating of a change in input torque by the controller; determining a final clutch control torque for controlling the clutch by adding the additional torque, which is obtained in the obtaining of an additional torque, to the input torque by the controller; and controlling the clutch by operating a clutch actuator with the final clutch control torque determined in the determining of a final clutch control torque by the controller.