Method for determining a kisspoint of a clutch. A method is provided of determining a kisspoint of a clutch in a driveline of a vehicle comprising a. increasing a target clutch pressure of a clutch piston up to a first predetermined test target pressure, b. increasing the target clutch pressure up to an upper target pressure and subsequently keeping the target clutch pressure stable for a predetermined time interval, c. monitoring a parameter indicative for the filling of the clutch piston, e.g. the rotational speed of a pump, during the predetermined time interval, d. repeating steps a., b., and c. for at least one further predetermined test target pressure, and e. determining the kisspoint based on the monitored parameter indicative for the filling of the clutch piston.

The invention relates to the actuation of a converter lock-up clutch (44) of a hydrodynamic torque converter (4) in a vehicle drive-train by means of a safety function where, in addition to a driving strategy function, the safety function can actuate the converter lock-up clutch (44) by issuing a clutch actuation command. For this purpose, at least one rotation speed at the torque converter (4) is monitored. If the monitored rotation speed is below a rotation speed threshold, the safety function commands an actuation of the converter lock-up clutch (44) in its opening direction.

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 method for controlling an electric oil pump (EOP) of a hybrid vehicle may include determining whether or not the hybrid vehicle is in a decelerating situation in an EV mode, driving the EOP at an RPM at a point L, corresponding to a minimum RPM of the EOP to form a target line pressure of a transmission, upon determining that the hybrid vehicle is decelerating in the EV mode, determining whether or not an RPM of a turbine is equal to or greater than a predetermined reference RPM, and driving the EOP at an RPM acquired by adding a predetermined additional RPM to secure an additional flow rate of automatic transmission fluid supplied to a balance chamber of an engine clutch to the RPM at the point L, upon determining that the RPM of the turbine is equal to or greater than the predetermined reference RPM.

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 vehicle control apparatus output a packing hydraulic-pressure command value and a cranking hydraulic-pressure command value higher than the packing hydraulic-pressure command value. The packing hydraulic-pressure command value is outputted to place a clutch in a pack-clearance-elimination completion state in a process of switching of the clutch from a released state to an engaged state. The cranking hydraulic-pressure command value is outputted, after elapse of a predetermined time required to place the clutch in the pack-clearance-elimination completion state, to cause the clutch to transmit a cranking torque required by a cranking by which a rotational speed of an engine is increased. In a case in which it is determined that a request to increase a vehicle power performance during output of the packing hydraulic-pressure command value, the cranking hydraulic-pressure command value is outputted in place of the packing hydraulic-pressure command value even before the elapse of the predetermined time.

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 hydraulic control device for a vehicle is provided wherein a determination of “base neutral” is made when a difference between a command hydraulic pressure and an actual hydraulic pressure of a hydraulic clutch is within a predetermined minute value range, and when the difference is out of the minute value range, a determination of “base raising” is made if the command hydraulic pressure is larger than the actual hydraulic pressure, and a determination of “base lowering” is made if the command hydraulic pressure is smaller than the actual hydraulic pressure. The determination of “sub raising” is made when an inclination of command torque subjected to low-pass filter processing is positive for a predetermined time or more, and the determination of “sub lowering” is made when the inclination is negative for the predetermined time or more, whereby a rising or dropping tendency of the command torque is determined.

A work vehicle includes a rotary member, a support member, a sealing ring, a pressure controller, and a vehicle speed determination component. The rotary member has a first hydraulic fluid supply channel to supply the hydraulic fluid to the steering clutch, and is rotated by power from the transmission when the steering clutch is engaged. The sealing ring is disposed between the rotary member and the support member and is mounted adjacent to the connected part between the first hydraulic fluid supply channel and the second hydraulic fluid supply channel. The pressure controller controls the engagement pressure to be a specific first pressure when the vehicle speed is determined not to be equal to or greater than a specific speed, and controls the engagement pressure to decrease from the first pressure when the vehicle speed is determined to be equal to or greater than a specific speed.

A slip control method and arrangement for a drivetrain including a continuously variable transmission, forward-reverse clutch arrangement and an optional three-speed gearbox is described herein. The forward-reverse clutch arrangement 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.