A launch control method for a vehicle with a dry-type clutch includes: determining a target engine speed corresponding to an operation amount of an accelerator pedal of the vehicle when vehicle launch is started by operation of the accelerator pedal; calculating a feedforward component which is part of the torque to control the clutch using a rate of change over time of the target engine speed and a current engine torque; calculating a feedback component which is part of the torque to control the clutch based on a difference between the target engine speed and the current engine speed; calculating a compensation torque using a current engine torque and an estimated clutch torque which is estimated to be currently transferred by the clutch; and controlling a clutch actuator to drive the clutch with a sum of the feedforward component, the feedback component, and the compensation torque.

It is preferable to reduce an uncomfortable feeling arising from an abrupt driving force generated in an automatic starting clutch in an automatic clutch vehicle. When an automatic clutch operating device is about to automatically engage a starting clutch, a brake controller drives a brake actuator to forcibly actuate a brake device, thereby braking a driving wheel WR. Here, a brake pressure to be applied to the driving wheel WR can be set as a brake pressure such as to change an expected driving torque which is accompanied by an uncomfortable feeling in the absence of control by the brake controller into a norm driving torque which is not accompanied by the uncomfortable feeling, taking into account the clutch capacity and an engine control output.

A vehicle traction control system for a vehicle, in which the vehicle has a prime mover, at least one wheel for providing tractive effort on a support surface, and a transmission having an input side operably coupled to the prime mover and an output side operably coupled to the at least one wheel, and in which the transmission has a controllable clutch pressure between the input side and the output side, includes a controller operable to monitor wheel slip of the at least one wheel. When wheel slip is detected the controller is operable to control the clutch pressure for modulating an output torque of the transmission for reducing the wheel slip. The clutch pressure can be controlled as a function of clutch slip.

Methods are provided for checking the actuating accuracy of a clutch arranged in a force flow between a fixable shaft and an electric machine of an electric or hybrid motor vehicle when at a standstill. One method includes: fixing the shaft, setting a defined setpoint torque on the clutch to be checked, continuously ramping up the electric machine up until the first slipping of the clutch, comparing the achieved torque of the electric machine with the setpoint torque preset on the clutch. Another method includes: fixing the shaft, ramping up the electric machine to a defined rotational speed, setting a defined setpoint torque on the clutch to be checked, comparing the torque of the electric machine needed to maintain a constant rotational speed with the setpoint torque set on the clutch.

An active torque management clutch system that includes an ATM clutch, a clutch actuator, and a controller is provided. The ATM clutch is positioned between a driven sheave of a CVT and an axle. The clutch actuator is used to control the ATM clutch. The controller is in communication with at least one vehicle sensor and the clutch actuator. The controller is configured to open the ATM clutch when sensor information indicates a shift is about to occur and close the ATM clutch when the sensor information indicates engine torque is required in a driveline.

During BEV running that a vehicle is caused to run by using power of an electric motor, a determination threshold for determining whether to start an engine is corrected by estimating a shortage of driving force in advance based on a gear stage of an automatic transmission and a turbine rotation speed (that is, an AT input shaft rotation speed of the automatic transmission). Therefore, the engine is started at appropriate timing for a change in required MG torque, with the result that the shortage of driving force of the vehicle is suppressed.

In a vehicle automatic transmission having structure in which an output-side rotating element is provided between a speed increasing-side rotating element that is connected to an engine via input clutch and increased rotation speed during downshift into a predetermined speed, and a speed reducing-side rotating element that is reduced in rotation speed by a second engagement apparatus being engaged during the downshift, in an alignment graph, the first engagement apparatus is engaged when, or after, the second engagement apparatus is engaged at the time of the downshift into the predetermined speed. As a result, the rotation speed of the speed reducing-side rotating element is reduced first by the engagement of the second engagement apparatus, which causes driving force to act on the output-side rotating element in a direction that reduces the rotating speed thereof. As a result, forward driving force is prevented from being generated by the output-side rotating element.

A failure determination device of a hybrid vehicle, includes an engine, a motor arranged in series with the engine, a clutch arranged between the motor and a driving wheel, a pressure adjusting mechanism that adjusts hydraulic pressure supplied to the clutch, and that performs wet start clutch control for adjusting the hydraulic pressure, supplied to the clutch at least upon starting, to the hydraulic pressure causing the clutch to slip, and a controller configured to calculate required driving force on the basis of accelerator opening, and calculate torque capacity of the clutch, required for transmitting the required driving force by the clutch, as target torque capacity, calculate actual torque of the engine and actual torque of the motor, and calculate a torque deviation as a deviation between the target torque capacity and a sum of the actual torque of the engine and the actual torque of the motor.

A hybrid vehicle control device includes an engine start control unit which, at engine start, starts slipping a second clutch, sets a first clutch to a slip-engaged state, and sets the second clutch transmission torque capacity to less than or equal to a set torque limit value during cranking, maintains the slip state and cranks the engine, and when the engine is put in a drive state, controls the first clutch and the second clutch towards a fully engaged state. The engine start control unit is provided with a second clutch torque increase gradient control unit which, when performing cranking processing, performs first increasing processing for increasing the second clutch transmission torque capacity command value at a first increase gradient, and second increasing processing for increasing said value at a second increase gradient more gradual that the first increase gradient.

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, operation of a driveline disconnect clutch is adjusted to compensate for clutch wear and manufacturing tolerances.