A basic clutch capacity calculating unit calculates a clutch capacity of the DCT applying an engine speed, a degree of throttle opening, and a front wheel vehicle speed to a map. The basic clutch capacity calculating unit further calculates the DCT basic clutch capacity by amending the basic clutch capacity based on an oil temperature and a water temperature. An NE converted value calculating unit calculates an NE converted value obtained by converting a vehicle speed into an engine speed with the front wheel vehicle speed and a DCT speed change stage as input parameters. A hunting detecting unit detects hunting by comparing the engine speed with the NE converted value when a throttle operation is detected. A DCT clutch capacity correcting unit makes decreasing correction of a DCT clutch capacity when hunting is detected for suppressing the hunting.

A calibration method for a slip control arrangement of a driveline including a continuously variable transmission is described herein. The driveline includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the clutch prevents the prime mover from stalling. A calibration method to link a valve command value and a torque allowed to pass through the clutch includes preventing the vehicle from moving and increasing the pressure applied in the clutch while noting the torque % value developed by the prime mover.

Provided is a lock-up clutch control device of a vehicle in which a torque converter with a lock-up clutch is disposed between an engine and a transmission. This control device has a coasting capacity learning control section configured to decrease a LU differential pressure command value for the lock-up clutch during accelerator release operation and, when a slip of the lock-up clutch is detected during decrease of the LU differential pressure command value, update the LU differential pressure command value at the time of detection of the slip as a LU differential pressure learning value balanced with a coasting torque. The coasting capacity learning control section is further configured to, when operation of the PTC heater intervenes during coasting capacity learning control, correct the LU differential pressure command value by adding thereto a LU differential pressure correction value that corresponds to an increase of input torque to the lock-up clutch.

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 is provided for controlling a drivetrain of a vehicle, wherein the drivetrain comprises a multi-clutch transmission. The gear shift of the multi-clutch transmission is adapted to be performed either by power cut shift or by power shift dependent on predetermined vehicle shift conditions. The method includes detecting at least one of a plurality of indications of slippery road conditions and setting a slip risk factor, wherein the slip risk factor is dependent on the indication of slippery road conditions. If the slip risk factor is above a first predetermined threshold value the method further comprises controlling the multi-clutch transmission such that an upcoming gear shift is performed as a power-shift independently of if upcoming shift was determined to be performed as a power-cut shift or as a power shift.

A power transfer assembly for a motor vehicle includes a clutch protection system to prevent damage to an actively-controlled multi-plate mode clutch of the power transfer assembly. The clutch protection system includes a transfer case control module (TCCM) and an engine control module (ECM) configured to regulate the distribution of torque applied from an engine to front and rear output shafts of the power transfer assembly. The TCCM is in operable communication with the engine control module ECM, wherein TCCM is configured to detect slip in the actively-controlled multi-plate friction clutch and to communicate with the ECM to selectively reduce the output torque of the engine in response to detected slip.

A clutch control device includes an engine, a gearbox, a clutch device configured to disconnect and connect power transmission between the engine and the gearbox, a clutch actuator configured to drive the clutch device and vary a clutch capacity, an engine rotational number sensor configured to detect an engine rotational number, a throttle opening angle sensor configured to detect a throttle opening angle, and a controller configured to calculate a control target value of the clutch capacity, wherein the controller calculates an estimated engine torque and causes the clutch device to change a slip clutch capacity according to the estimated engine torque.

A method for operating a clutch in a power tool having an electric motor having an open-loop and closed-loop control device for closed-loop and open-loop control of motor power of the tool, and having a sensor, wherein the tool is operable in a first or second operating mode; in the first mode, the clutch is actuated after a predetermined time if a predetermined rotational speed threshold is undershot, and in the second mode, the clutch is actuated if a first predetermined motor current threshold value is exceeded. The method comprises setting the second mode; measuring the current of the motor; and reducing the motor rotational speed from a first rotational speed value to a second rotational speed value if a second predetermined current threshold value is exceeded, wherein a torque that can be generated by the tool is increased from a first torque value to a second torque value.

A basic clutch capacity calculating unit calculates a clutch capacity of the DCT applying an engine speed, a degree of throttle opening, and a front wheel vehicle speed to a map. The basic clutch capacity calculating unit further calculates the DCT basic clutch capacity by amending the basic clutch capacity based on an oil temperature and a water temperature. An NE converted value calculating unit calculates an NE converted value obtained by converting a vehicle speed into an engine speed with the front wheel vehicle speed and a DCT speed change stage as input parameters. A hunting detecting unit detects hunting by comparing the engine speed with the NE converted value when a throttle operation is detected. A DCT clutch capacity correcting unit makes decreasing correction of a DCT clutch capacity when hunting is detected for suppressing the hunting.

A method to estimate an amount of force in a clutch pack of a clutch actuation system. The method includes engaging an actuation motor to apply a set point force to the clutch pack and monitoring a position of the actuation motor when the set point force is applied. Additionally, the method includes determining one or more clutch clamping curves and one or more clutch releasing curves based on a relationship between the position of the actuation motor and an amount of torque applied by the actuation motor at position of the actuation motor. The method further includes modeling one or more frictional characteristics of the clutch actuation system and estimating an amount of clamping and releasing force within the clutch pack by using a control unit. The amount of torque applied to the clutch pack between the clutch clamping and releasing curves at the set point force is maintained.