A method includes measuring a parameter indicative of a measured torque in a PTO clutch, determining an incremental torque based at least in part on proportional-integral-derivative (PID) control logic, determining a command torque, wherein the command torque is a sum of the measured torque and the incremental torque, generating a control signal, wherein a current of the control signal corresponds to the command torque and a pressure in a cylinder of the PTO clutch, providing the control signal to the PTO clutch, reducing the incremental torque if an engagement power exceeds an engine power output, and ceasing engagement if an energy absorbed by the clutch exceeds an energy rating of the PTO clutch.

A method for stabilizing an engine clutch control includes transmitting an engine clutch operation start command from a controller to an engine clutch system, the engine clutch system including an engine clutch, detecting a hydraulic pressure generated during the operation of the engine clutch system, carrying out an oil leakage judgment mode using the controller so as to judge whether the hydraulic pressure is a normal hydraulic pressure where the operation of the engine clutch is available or if the hydraulic pressure an abnormal hydraulic pressure where the operation of the engine clutch is unavailable, and changing an operation mode to an emergency operation mode wherein the operation of the engine clutch is stopped in case of abnormal hydraulic pressure, and carrying out an operation mode change by operating the engine clutch in a case of normal hydraulic pressure, based on a control by the controller.

An apparatus for controlling a clutch in an environmentally friendly vehicle includes: a clutch configured to transfer or block power generated in a power generator; a clutch actuator configured to measure a pressure of the clutch using a pressure sensor embedded therein; and a controller configured to compare the pressure measured through the pressure sensor with reference data and inspect whether or not abrasion occurs in the clutch depending on the comparison.

Mechanisms are provided for automatically predicting vehicle weight of a moving vehicle. Vehicle operation data is obtained from one or more on-board sensors/systems of the vehicle and features are extracted. The features are filtered based on a required working condition of the vehicle to identify intervals of features having valid feature data to thereby generate a filtered valid data. The filtered valid data is processed by a first artificial intelligence (AI) computer model based on time slices of the filtered valid data to generate a first prediction of vehicle weight, and by a second AI computer model based on buckets of key variables to generate a second prediction of vehicle weight. The first prediction is fused with the second prediction to generate a final prediction of vehicle weight which is output to downstream computing logic.

ECU of the motor vehicle controls the driving condition of the engine and the shift stage of the automatic transmission. ECU controls a determination step of determining whether a downshift occurs in the accelerator-on state during the downshift associated with the accelerator-off, and a torque-up step of increasing the torque based on the operation of the electronic control throttle of the engine when the downshift occurs in the accelerator-on state. In the torque-up step, the first throttle torque request amount in the first period before the start of the inertia phase is made smaller than the second throttle torque request amount in the second period after the start of the inertia phase.

ECU of the motor vehicle controls the driving condition of the engine and the shift stage of the automatic transmission. ECU controls a determination step of determining whether a downshift occurs in the accelerator-on state during the downshift associated with the accelerator-off, and a torque-up step of increasing the torque based on the operation of the electronic control throttle of the engine when the downshift occurs in the accelerator-on state. In the torque-up step, the first throttle torque request amount in the first period before the start of the inertia phase is made smaller than the second throttle torque request amount in the second period after the start of the inertia phase.

A powertrain has a dog-clutch, having a primary part and a secondary part, a controller, wherein the dog-clutch is configured to, upon receiving an order given by the controller, evolve to a desired configuration, between an engaged configuration and a disengaged configuration, a first speed sensor, configured to measure a physical quantity that reflects a rotation speed of the primary part, and a second speed sensor, to measure a physical quantity that reflects a rotation speed of the secondary part. A method includes a step of giving the order to evolve to the desired configuration, the order being given by the controller to the dog-clutch, and a step of checking, by the controller, whether the dog-clutch has actually evolved to the desired configuration.

Processing circuitry included in a controller is configured to: when the processing circuitry acquires a shift command by which a first gear stage is shifted to a second gear stage, execute transmission rate reducing control of controlling a clutch actuator such that a power transmission rate is reduced; after the transmission rate reducing control is executed, execute shift control of controlling a shift actuator such that a transmission gear pair corresponding to the first gear stage and engaging structures corresponding to the first gear stage are disengaged from each other, and a transmission gear pair corresponding to the second gear stage and engaging structures corresponding to the second gear stage are engaged with each other; and after the shift control is executed, execute transmission rate increasing control of controlling the clutch actuator such that the power transmission rate is increased.