A method for operating a clutch of a drive train of a vehicle wherein the clutch, a drive motor primary axis having first wheels that can be driven by the drive motor as first axis and a second axis having second wheels are driven by the drive motor via the clutch as second axis, with the clutch being adjusted between a closed position, wherein a first coupling torque of the clutch is set, and at least one second position differing from the closed position, wherein a second coupling torque of the clutch that is lower than the first coupling torque is set: determining at least one coefficient of friction of a roadway the vehicle is located on; and as a factor of the determined coefficient of friction: adjusting a basic torque of the clutch, with the clutch being prestressed in the second position by the basic torque.

System, methods, and other embodiments described herein relate to stabilizing a vehicle. In one embodiment, a method for stabilizing a vehicle with a drivetrain having a clutch includes obtaining data indicating one or more aspects of a turning condition of the vehicle, detecting that a hazard state exists based on a comparison of one or more parameters of the turning condition against one or more predetermined thresholds, and executing a clutch kick in response to detecting the hazard state. The clutch kick includes disengaging the clutch and rapidly reengaging the clutch.

System, methods, and other embodiments described herein relate to stabilizing a vehicle. In one embodiment, a method for stabilizing a vehicle with a drivetrain having a clutch includes obtaining data indicating one or more aspects of a turning condition of the vehicle, detecting that a hazard state exists based on a comparison of one or more parameters of the turning condition against one or more predetermined thresholds, and executing a clutch kick in response to detecting the hazard state. The clutch kick includes disengaging the clutch and rapidly reengaging the clutch.

A method for operating a clutch of a drive train of a vehicle wherein the clutch, a drive motor primary axis having first wheels that can be driven by the drive motor as first axis and a second axis having second wheels are driven by the drive motor via the clutch as second axis, with the clutch being adjusted between a closed position, wherein a first coupling torque of the clutch is set, and at least one second position differing from the closed position, wherein a second coupling torque of the clutch that is lower than the first coupling torque is set: determining at least one coefficient of friction of a roadway the vehicle is located on; and as a factor of the determined coefficient of friction: adjusting a basic torque of the clutch, with the clutch being prestressed in the second position by the basic torque.

A vehicle transmission includes a plurality of friction clutches and a selectable one-way clutch. The transmission also includes a controller programmed to, in response to detecting a component fault, switch the selectable one-way clutch from a passive state to an active state by commanding engagement of a first subset of the friction clutches to establish a slip elimination state. The controller is also programmed to, following establishment of the slip elimination state, command the selectable one-way clutch to the active state.

A method for operating an automated drive train of a motor vehicle in which, upon actuation of a service brake up to a standstill of the vehicle, a drive connection between the drive machine and at least one drive axle of the vehicle is automatically disengaged by disengaging a clutch. During release of the service brake, the drive connection is automatically engaged by engaging the clutch. Based on a selected gear step, a desired drive direction of the vehicle is determined, and, during the release of the service brake, is compared with an actual drive direction. If the desired drive direction matches the actual drive direction, the pressure in the clutch is increased according to a first modulation characteristic curve. However, if the desired drive direction is different from the actual drive direction, the pressure in the clutch is increased according to a second modulation characteristic curve.

A method for operating an automated drive train of a motor vehicle in which, upon actuation of a service brake up to a standstill of the vehicle, a drive connection between the drive machine and at least one drive axle of the vehicle is automatically disengaged by disengaging a clutch. During release of the service brake, the drive connection is automatically engaged by engaging the clutch. Based on a selected gear step, a desired drive direction of the vehicle is determined, and, during the release of the service brake, is compared with an actual drive direction. If the desired drive direction matches the actual drive direction, the pressure in the clutch is increased according to a first modulation characteristic curve. However, if the desired drive direction is different from the actual drive direction, the pressure in the clutch is increased according to a second modulation characteristic curve.

A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. In a case in which, during forward running of a vehicle with the two-way clutch being placed in the lock mode, the two-way clutch is not switched from the lock mode to the one-way mode even with a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path, the control apparatus causes the second clutch to be engaged and limits the drive force of the engine.

A clutch driven aircraft electric taxi system is provided with a clutch assembly designed to be automatically selectively engaged or disengaged as required to drive an aircraft autonomously during ground operations. The clutch assembly is mounted integrally with other electric taxi system components completely within an aircraft landing gear wheel and may be designed with one way overrunning or selectable clutch engagement capability in one or both rotational directions, preferably using an arrangement of ratcheting struts and clutch elements adapted specifically for use in an aircraft landing gear drive wheel environment. The clutch assembly may automatically disengage in response to predetermined defined conditions or operating parameters. A failsafe overrunning capability ensures that the clutch assembly will not engage taxi system drive components so that an aircraft's wheel will not be driven during aircraft operation when safety considerations dictate that the aircraft electric taxi system should not be engaged.

A vehicle transmission includes a plurality of friction clutches and a selectable one-way clutch. The transmission also includes a controller programmed to, in response to detecting a component fault, switch the selectable one-way clutch from a passive state to an active state by commanding engagement of a first subset of the friction clutches to establish a slip elimination state. The controller is also programmed to, following establishment of the slip elimination state, command the selectable one-way clutch to the active state.