A method of controlling a component of a powertrain of a vehicle is provided. The method comprises calculating an estimated clutch surface friction coefficient as a function of an initial clutch surface friction coefficient, a temperature of the clutch, and a rotational speed difference between a driving part and a driven part of the clutch; and adjusting a command signal to the component of the powertrain based upon the estimated clutch surface friction coefficient. A method of controlling a component of a powertrain of a vehicle comprises: estimating a clutch touchpoint x.sub.ct of a clutch controlled by a clutch actuation system including a ballramp system, based on the variables of the system to determine the translation of the ball for which the clutch will transmit torque; and adjusting a command signal to the component of the powertrain based upon the estimated clutch touchpoint x.sub.ct of the clutch.

A sensorless clutch state feedback method is provided including a driveline disconnect. To engage the sensorless disconnect, respective speeds of a motor assembly and the sensorless disconnect are synchronized to within a speed delta threshold of each other, a control system facilitates the engagement of the motor assembly and the sensorless disconnect, and the control system determines the success of the engagement by the motor speed response of the motor assembly (e.g., whether the presence of a load is detected).

A method of controlling an electric vehicle including twin clutches includes twin clutches for the electric vehicle driven by power of a drive motor and includes determining, by a clutch controller, whether a releasing condition for releasing engagement of the twin clutches is satisfied, controlling, by the clutch controller, the twin clutches to 0 torque when the releasing condition is satisfied, controlling the drive motor to 0 rpm by a vehicle controller when a torque applied to the twin clutches is less than a predetermined torque, and controlling the drive motor to 0 torque when a speed of the drive motor is less than a predetermined speed.

A launch control method for a vehicle may include a step of increasing clutch torque of a clutch according to a decrease in braking pressure, a step of maintaining a current level of the clutch torque for a first reference duration, a step of gradually reducing the clutch torque within a range which is lower than the first reference torque level and is equal to or greater than a second reference torque level which is lower than the first reference torque level, a step of gradually increasing the clutch torque until the clutch torque reaches a third reference torque level which is higher than the first reference torque level, and a step of bringing the control to a stop when a state in which a clutch slip is less than a predetermined critical synchronous slip is maintained for a predetermined critical synchronization duration or longer than the predetermined critical synchronization duration.

A vehicle including a continuously variable transmission including a gear selectively locked to an output shaft via a clutch actuated by an electric coil. The vehicle also includes a controller configured to, in response to wheel hop being detected, energize the coil to disengage the clutch allowing the gear and the output shaft to rotate independently of each other.

One vehicle wheel is disconnected from a differential while the vehicle is in a front wheel drive mode. A controller checks for a malfunction of the differential while the vehicle is in the front wheel drive mode and in response to a request to enter an all wheel drive mode. If speeds of the other vehicle wheel and the differential input indicate that the malfunction is present, the all wheel drive mode is disabled and the driver is informed. If fluid temperature indicates a risk of the malfunction, all wheel drive mode is temporarily disabled and the driver is informed. If the temperature condition continues to be present for a predetermined duration, the all wheel drive mode is disabled.

A dog clutch engagement method of an electric four-wheel drive vehicle includes steps of: when dog clutch engagement is requested during driving, determining a target synchronization speed of the input gear to be a sum of an estimated speed and an offset speed of the output gear; operating a drive unit so that an input gear follows the target synchronization speed; when an actual speed of the input gear reaches the target synchronization speed, moving a sleeve to a meeting position at which the sleeve is in contact with the input gear; and when the actual speed of the input gear is synchronized with an actual speed of the output gear, transporting the sleeve to an engagement position at which the input gear and the output gear are coupled.

An electromechanical brake system having a suspension control function. The electromechanical brake system includes: an electromechanical brake connected to each wheel of a vehicle to brake the vehicle, a suspension configured to control suspension of the vehicle, a motor configured to provide driving force to the electromechanical brake or to the suspension, a first clutch configured to connect the electromechanical brake and the motor to each other, a second clutch configured to connect the suspension and the motor to each other, and a controller configured to output a control signal for controlling the motor to be connected to one of the first clutch and the second clutch based on a state signal of the vehicle.

A control system in a four-wheel-drive motor vehicle for the distribution of drive forces at least from a drive of the motor vehicle to wheels of the first and second axles of the motor vehicle, at least including: a distribution device for distributing the drive forces to the first and second axles; rotation rate sensors for detecting the rotation rate of the two axles and/or the wheels of the motor vehicle, a central control device that is connected to a distribution controller and the sensors and a vehicle communication system, wherein the distribution controller is attached to the distribution unit and performs control both to a setpoint torque and to a setpoint rotation rate, and thus—in a drive-dependent and switchable manner—determines a distribution ratio of the drive forces to be distributed to the first and second axles on the basis of the ratio between the torque and the setpoint torque or between the setpoint rotation rate and the setpoint rotation rate.

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.