A method for controlling a clutch unit for a drive train of a motor vehicle, wherein the clutch unit comprises a wet-running friction clutch for controllably transmitting torque from an input element to an output element of the clutch unit, wherein the clutch unit comprises oil for cooling the friction clutch, wherein heat inputs which contribute to heating the oil of the clutch unit are calculated, heat outflows which contribute to cooling the oil of the clutch unit are calculated and, as a function of the heat inputs and heat outflows, a maximum admissible clutch torque is calculated, and wherein the current clutch torque of the friction clutch is limited to the maximum admissible clutch torque.

A method ascertains a characteristic variable of a clutch installed into the powertrain of a vehicle for transmitting torque between a clutch input and a clutch output. A first electric motor is connected to the clutch input to introduce a first drive torque into the clutch. The torque is ascertained when the vehicle is at a standstill in that the clutch is first opened; the first electric motor is regulated at a first rotational speed; the clutch output is regulated at a second rotational speed; a counter torque which counteracts the transmission torque is applied to the clutch output; the clutch is then closed in order to assume a slipping state in which a specific differential rotational speed between the clutch input and the clutch output is present; the first drive torque is then ascertained; and the transmission torque is determined on the basis of the first drive torque.

A clutch control method for a vehicle includes: increasing, by a controller, a clutch torque to a refill execution torque at a predetermined first inclination when a predetermined first reference time period has elapsed in a micro-slip state of a clutch; increasing, by the controller, the clutch torque to a refill torque at a predetermined second inclination to initiate refilling of a pressure chamber of a hydraulic-driving actuator with oil in a reservoir tank when the clutch torque reaches the refill execution torque; and maintaining the clutch torque at the refill torque during a predetermined second reference time period.

This clutch control device includes an engine (13), a transmission gear (21), a clutch device (26), a clutch actuator (50), a control unit (60), a control parameter sensor (58), a clutch operator (4b), and a clutch operation amount sensor (4c), wherein the control unit (60) is configured to enable intervention of a manual clutch operation according to the clutch operator (4b) during automatic control of the clutch device (26) according to the clutch actuator (50), and the control unit (60) is configured to set a control target value of a clutch capacity to a connection preparation target value (Py) acquired by causing an operation target value (Pv) corresponding to an amount of operation of the clutch operator (4b) to approach a disconnection determination value (Pz) in a case in which a control parameter detected by the control parameter sensor (58) reaches the disconnection determination value (Pz) set in advance at a time of performing a clutch disconnection operation through intervention of the manual clutch operation.

A method for controlling a clutch unit for a drive train of a motor vehicle, wherein the clutch unit comprises a wet-running friction clutch for controllably transmitting torque from an input element to an output element of the clutch unit, wherein the clutch unit comprises oil for cooling the friction clutch, wherein heat inputs which contribute to heating the oil of the clutch unit are calculated, heat outflows which contribute to cooling the oil of the clutch unit are calculated and, as a function of the heat inputs and heat outflows, a maximum admissible clutch torque is calculated, and wherein the current clutch torque of the friction clutch is limited to the maximum admissible clutch torque.

A method ascertains a characteristic variable of a clutch installed into the powertrain of a vehicle for transmitting torque between a clutch input and a clutch output. A first electric motor is connected to the clutch input to introduce a first drive torque into the clutch. The torque is ascertained when the vehicle is at a standstill in that the clutch is first opened; the first electric motor is regulated at a first rotational speed; the clutch output is regulated at a second rotational speed; a counter torque which counteracts the transmission torque is applied to the clutch output; the clutch is then closed in order to assume a slipping state in which a specific differential rotational speed between the clutch input and the clutch output is present; the first drive torque is then ascertained; and the transmission torque is determined on the basis of the first drive torque.

The present document relates to a method of disengaging a clutching device. The method comprises sweeping an output torque of an electric motor drivingly connected to the clutching device such that a torque transmitted by the clutching device vanishes at least temporarily during the sweep, and disengaging the clutching device during the sweep. The present document further relates to an electric driveline for carrying out the method.

This clutch control device includes an engine (13), a transmission (21), a clutch device (26) configured to connect and disconnect motive power transmission between the engine (13) and the transmission (21), a clutch actuator (50) configured to drive the clutch device (26) and change a clutch capacity, and a control unit (60) configured to calculate a target value (Pt) of a control parameter (Ps) for the clutch capacity. When the target value (Pt) of the control parameter (Ps) immediately after system startup is defined as a first control target value (P1) and the target value (Pt) of the control parameter (Ps) during a clutch stroke at the time of the system startup is defined as a second control target value (P2), the control unit (60) is configured to set the first control target value (P1) to a value greater than the second control target value (P2).

A transmission for an energy storage and recovery system comprises a variable slip transmission and a clutch arranged to transmit drive while slipping. The level of torque transmitted through the slipping clutch is dependent on the clutch force but is independent of the clutch slip speed. Preferably the clutch is provided by a plurality of clutches connected in parallel in a range extender. When drive is transferred between clutches in parallel, the clutch forces of both clutches are controlled to maintain the total torque transmitted by the clutches. This reduces torque fluctuations at the energy source/sink during clutch transfer. Where there are two slipping clutches in series, one clutch is controlled to provide the required torque and the other clutch is controlled in response to a clutch slip speed. This helps to control the speed of rotation of the mass between the clutches.

A clutch control method for a vehicle includes: increasing, by a controller, a clutch torque to a refill execution torque at a predetermined first inclination when a predetermined first reference time period has elapsed in a micro-slip state of a clutch; increasing, by the controller, the clutch torque to a refill torque at a predetermined second inclination to initiate refilling of a pressure chamber of a hydraulic-driving actuator with oil in a reservoir tank when the clutch torque reaches the refill execution torque; and maintaining the clutch torque at the refill torque during a predetermined second reference time period.