A method for adapting a biting point pressure of a hydraulically actuated hybrid disengaging clutch arranged in a hybrid drive train of a motor vehicle between an internal combustion engine and an electric machine includes step by step implementation during driving of the motor vehicle via a plurality of selected engagement operations of the hybrid disengaging clutch with a manipulation of a rapid filling routine. Proceeding from an initially stored biting point pressure, a setting pressure, which is reduced relative to a subsequent rapid filling routine, is incrementally increased step by step. An actual value, which is set in each case for a test parameter, is detected until the actual value corresponds to a setpoint value. A change in the transmission of torque of the hybrid disengaging clutch is derivable via the actual value.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A method for operating a hybrid drive assembly for a motor vehicle, which has an internal combustion engine and an electric engine. A separating clutch arranged in drive terms between the internal combustion engine and the electric engine is set to a target clutch torque by at least partially engaging during an attempt to start the internal combustion engine. An actual clutch torque actually transmitted via the separating clutch and a speed of the internal combustion engine are determined during the attempt to start, and if a characteristic value dependent on the actual clutch torque exceeds a threshold value and if an integral of the speed over time continuously falls below a limit value during the attempt to start, the attempt to start is aborted.

The invention relates to a method for determining a characteristic curve of a hybrid separating clutch of a hybrid vehicle without a test stand, wherein the hybrid separating clutch separates or connects an internal combustion engine and an electric motor and the hybrid separating clutch is slowly actuated on the basis of a position which the hybrid separating clutch assumes in an unactuated state, and a clutch characteristic curve is determined as a function of a clutch torque over a path of the hybrid separating clutch. In a method by which a characteristic curve of the hybrid separating clutch can be reliably defined without a test stand, a clutch torque which underlies the characteristic curve of the hybrid separating clutch is determined from the torque of the internal combustion engine in the case of a running internal combustion engine and a motion state of the electric motor which brakes the internal combustion engine while the hybrid separating clutch is moving.

A hybrid vehicle includes an engine, an electric machine, a disconnect clutch configured to selectively couple the engine to the electric machine, and a controller. The controller is programmed to, in response to a request to start the engine with the electric machine, command a target pressure to the disconnect clutch that depends on a seal friction derived from a measured line pressure of the disconnect clutch and a rate change of the measured line pressure.

A method of controlling a powertrain of a vehicle is carried out such that during shifting in which a first clutch is released and a second clutch is engaged, whether a current shift phase is a torque phase or an inertia phase is determined. Different cost functions for the torque phase and the inertia phase are predefined. A control input change for minimizing the cost functions in the torque phase and the inertia phase is calculated. At least two among input torque, first clutch torque, or second clutch torque input to a transmission are controlled by applying the control input change calculated for the torque phase and the inertia phase.

A hybrid vehicle includes an electric motor and a combustion engine. A K0 clutch couples the combustion engine to a drivetrain of the vehicle. A control module of the vehicle calculates a torque to be applied by the motor to the K0 clutch when initiating engagement of the combustion engine to the drivetrain. The control module calculates two separate torque lead values by two separate methods and calculates the torque by combining the two torque lead values.

A method for operating a motor vehicle drivetrain having a transmission connected between a drive aggregate and a drive output, a Power Take-Off (PTO) that can be coupled to the drive aggregate on drive aggregate side to take up drive torque from the drive aggregate. In order to determine the torque taken up by the PTO, the transmission is first shifted to interrupt torque to the transmission output. Thereafter, a defined torque is delivered by the drive aggregate, at least with the PTO coupled to the drive aggregate, and, during this at defined time-points, rotational speeds of a shaft driven by the drive aggregate are determined and from this an angular acceleration of the shaft is determined. A first torque of the shaft is determined from the shaft angular acceleration while the PTO is coupled. Based on the first torque, the torque taken up by the PTO is determined.

A method for operating a vehicle that includes a driveline disconnect clutch is described. In one example, the method adjusts torque of an electric machine in response to a estimated torque capacity of the driveline disconnect clutch. The estimated torque capacity of the driveline disconnect clutch is based on a combined inertia of a dual mass flywheel and the driveline disconnect clutch.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.