A vehicle system includes an engine, a transmission including a torque converter, a clutch configured to selectably couple and decouple the torque converter, and a gearset, a selective catalytic reduction (SCR) exhaust aftertreatment system. An electronic control system may be operatively coupled with the engine, the electronically controllable clutch, and the SCR exhaust aftertreatment system. The electronic control system is configured to evaluate whether an SCR catalyst temperature satisfies at least one minimum temperature criterion, in response to the SCR catalyst temperature satisfying the minimum temperature criterion, permit a neutral at stop operation wherein the electronically controllable clutch is controlled to selectably decouple the torque converter and the one or more gears at least in part in response to the vehicle system being in a stopped state, and in response to the SCR catalyst temperature not satisfying the minimum temperature criterion, prevent the neutral at stop operation.

The disclosure relates to a method for controlling a driveline (10) of a vehicle (1), wherein the driveline (10) at least comprises a transmission (13) and a clutch (12), wherein the clutch (12) is adapted to be provided between the transmission (13) and a propulsion unit (11) of the driveline (10), wherein the method comprises the steps of; predicting an imminent drive route, identifying if the imminent drive route comprises any clutch severity classification (CSC), and if the imminent drive route comprises a clutch severity classification (CSC)—estimating (103) an expected clutch temperature (Tic) dependent on at least the clutch severity classification (CSC) and one vehicle parameter (Vp), wherein, the clutch severity classification (CSC) is at least dependent on an inclination of the imminent drive route, and if (105) the expected clutch temperature (Tic) is above a clutch temperature threshold value (Tt); controlling (106) the driveline (10) in a critical heat mode, wherein in the critical heat mode the transmission (13) is controlled such that a clutch temperature increase is lower in comparison to a normal driveline control mode.

A temperature estimation device for friction engaging elements including an execution device and a storage device is provided. The storage device stores mapping data that defines mapping. The mapping includes, as an input variable, a heat amount variable that is a variable indicating an amount of heat generated by the friction engaging elements during the shifting of the transmission and a shifting variable indicating the friction engaging elements to be engaged at the time of the shifting of the transmission, and, as an output variable, the temperature. The execution device executes an acquisition process of acquiring a value of the input variable and a calculation process of inputting the value of the input variable acquired by the acquisition process into the mapping to calculate a value of the output variable.

A temperature estimation device for friction engaging elements including an execution device and a storage device is provided. The storage device stores mapping data that defines mapping. The mapping includes, as an input variable, a heat amount variable that is a variable indicating an amount of heat generated by the friction engaging elements during the shifting of the transmission and a shifting variable indicating the friction engaging elements to be engaged at the time of the shifting of the transmission, and, as an output variable, the temperature. The execution device executes an acquisition process of acquiring a value of the input variable and a calculation process of inputting the value of the input variable acquired by the acquisition process into the mapping to calculate a value of the output variable.

A method for operating a clutch of a drivetrain for a motor vehicle, in which at least one micro-slip of the clutch is adjusted in a targeted manner by means of an electronic computing device of the drivetrain, whereby the clutch is operated with the micro-slip during at least one operating phase, wherein an overpressing of the clutch is adjusted in a targeted manner by means of the electronic computing device), whereby the clutch is operated slip-free during at least one second operating phase that is different from the at least one operating phase.

The disclosure relates to a method for controlling a driveline (10) of a vehicle (1), wherein the driveline (10) at least comprises a transmission (13) and a clutch (12), wherein the clutch (12) is adapted to be provided between the transmission (13) and a propulsion unit (11) of the driveline (10), wherein the method comprises the steps of; predicting an imminent drive route, identifying if the imminent drive route comprises any clutch severity classification (CSC), and if the imminent drive route comprises a clutch severity classification (CSC)—estimating (103) an expected clutch temperature (Tic) dependent on at least the clutch severity classification (CSC) and one vehicle parameter (Vp), wherein, the clutch severity classification (CSC) is at least dependent on an inclination of the imminent drive route, and if (105) the expected clutch temperature (Tic) is above a clutch temperature threshold value (Tt); controlling (106) the driveline (10) in a critical heat mode, wherein in the critical heat mode the transmission (13) is controlled such that a clutch temperature increase is lower in comparison to a normal driveline control mode.

The present invention relates, inter alia, to a method for regulating the engagement position of a position-controlled clutch unit for a drive train of a motor vehicle. The clutch unit has at least one wet-running friction clutch for the controllable transmission of a torque from an input element to an output element and an actuator for setting the engagement position for the purposes of mutual compression of the input and output elements. The method compensates a time-dependent setting behavior of the friction clutch on the basis of the uptake of lubrication oil of the friction clutch, which varies over time, in that the engagement position of the clutch unit is regulated by means of the actuator as a function of the time-dependent setting behavior.

The invention relates to a method for operating a vehicle drive train (1) comprising a prime mover (2), comprising a transmission (3), and comprising a driven end (4). A friction-locking shift element (10) is provided, the power transmission capacity of which is variable and, with the aid of which, at least a portion of the torque transmitted in the vehicle drive train (1) can be transmitted between a transmission output shaft (8) and an area (6) of the driven end (4). One shift-element half is operatively connected to the transmission output shaft (8) and the other shift-element half is operatively connected to the area (6) of the driven end (4). The rotational speed of the transmission output shaft (8) is determined as a function of the rotational speed in the area (6) of the driven end (4) and also as a function of the rotational speed of the prime mover (2) and the ratio currently engaged in the area of the transmission (3). In the event of a deviation between the rotational speed of the transmission output shaft (8) determined on the output end and the rotational speed of the transmission output shaft (8) determined on the transmission-input end, which is greater than or equal to a threshold value and/or an operating temperature in the area of the friction-locking shift element (10), which is greater than or equal to a limiting value, measures reducing loads of the friction-locking shift element (10) are initiated.

Operating a drive train of a vehicle having a clutch assembly, wherein the clutch assembly is actuatable via an actuating device for the switchable transmission of a torque, wherein a first state of the actuating device, and thus a second state of the clutch assembly, is settable via a position of a drive unit of the actuating device, comprises: a) determining that a first torque request to the clutch assembly is constant; and b) determining that a first position of the drive unit is constant within the interval; and then c) controlling the drive unit with a dither function, wherein a position of the drive unit is continuously varied about the first position; and d) ending the dither function when the conditions stated in steps a) and b) are no longer met.

Related are a method and an apparatus for protecting a clutch in a vehicle driving process. The method comprises: acquiring a current oil temperature of a space where the clutch is located and judging whether the current oil temperature is within a set temperature interval or not; in a case where the current oil temperature is within the set temperature interval, detecting whether a current wheel speed difference between front shaft and rear shaft reaches to a set wheel speed difference threshold or not; and in a case where the current wheel speed difference between the front shaft and rear shaft reaches to the set wheel speed difference threshold, triggering a first protective mode that is preset to protect the clutch; and in a case where the current oil temperature is higher than the set temperature interval, triggering a second protective mode that is preset to protect the clutch.