A method of controlling launch of a vehicle, may include setting step in which a controller sets a basic target engine speed; a transient control step in which the controller controls a clutch torque based on the basic target engine speed; a transient state determining step in which the controller determines, whether a transition period of change of the engine speed elapsed; a first correction amount determination step in which the controller determines a correction amount; a correction applying step in which the controller adds the correction amount to the predetermined target engine speed and then determines a final target engine speed; an error determination step in which the controller determines the engine speed control error; and a feedback determination step in which the controller uses the engine speed control error and determines a feedback control amount for feedback-controlling a clutch actuator.

A method for controlling clutch pressure in an electronically controlled limited slip differential comprises receiving a target clutch pressure command indicative of a desired differential torque transfer setting. Processing the target clutch pressure command comprises estimating one of a motor current or a motor speed, calculating an integrated error of a target motor current or an integrated error of a target motor speed, calculating gains over time based on the estimated motor current or the estimated motor speed and based on the integrated error of the target motor current or the integrated error of the target motor speed, applying the calculated gains thereby forming a closed loop feedback, and calculating an oscillation. The target motor current or the target motor speed is applied to a motor connected to a clutch in the differential according to the calculated oscillation to control the clutch pressure of the differential.

A method for controlling a manual transmission includes using a controller to determine a desired torque transmitted through an input clutch for the desired gear after a shift lever is moved to a desired gear position and while a clutch pedal is being released for engaging the clutch; inferring torque in the vehicle drive assembly; using inferred torque to determine clutch torque; and using the controller to automatically adjust a clutch actuator such that a difference between the desired torque and the inferred torque is reduced.

A control apparatus controls a driving force transmission device including: an electric motor; a pressing mechanism to convert the rotational force of the motor into an axial pressing force; friction clutches including friction members configured to come into frictional engagement with each other by the pressing force provided by the pressing mechanism. The driving force transmission device is configured to transmit a driving force between a pair of rotary members by the friction clutches. The apparatus includes: a target current calculating circuit to calculate a target current to be supplied to the motor, and a correction circuit to correct a voltage to be applied to the motor so as to reduce a difference between the target current and an actual current supplied to the motor. The correction circuit increases or reduces, in accordance with the actual current, the amount of correction of the voltage to be applied to the motor.

A controller executes a dither control that cyclically increases and decreases an exciting current in a linear solenoid valve so as to vibrate a spool of the linear solenoid valve. A vibration cycle of the spool obtained through the dither control is referred to a dither cycle. The dither control includes a first dither control that vibrates the spool in a first dither cycle and a second dither control that vibrates the spool in a second dither cycle that is shorter than the first dither cycle. The controller executes the first dither control and the second dither control when an oil temperature of the hydraulic oil is between a first oil temperature and a second oil temperature that is higher than the first oil temperature.

A controller executes a dither control that cyclically increases and decreases an exciting current in a linear solenoid valve so as to vibrate a spool of the linear solenoid valve. A vibration cycle of the spool obtained through the dither control is referred to a dither cycle. The dither control includes a first dither control that vibrates the spool in a first dither cycle and a second dither control that vibrates the spool in a second dither cycle that is shorter than the first dither cycle. The controller executes the first dither control and the second dither control when an oil temperature of the hydraulic oil is between a first oil temperature and a second oil temperature that is higher than the first oil temperature.

An electromagnetic clutch (1) of an air conditioning compressor (2), in particular for a motor vehicle (11), transmits a torque to a drive shaft (3) of the compressor (2) depending on an electric current (I) being fed to clutch coils (4) of the electromagnetic clutch (1) to generate an electromagnetic clutch force. According to a control method (10), a slippage of the electromagnetic clutch (1) is determined by a difference between the rpms of the electromagnetic clutch (1) and of the drive shaft (3), and is monitored by a slippage sensor (5). The electric current (I) and the resulting clutch force are adjusted dependent on slippage by a pulse width modulation controller (6) of the compressor (2). The pulse width modulation controller (6) is electrically connected to the clutch coils (4) and modulates a pulse width of the electric current (I) fed to the clutch coils (4).

In a method for controlling a clutch actuator for an automated manual transmission, when a driver's operation signal is input for operation of the clutch actuator, the hydraulic pressure of a hydraulic chamber of the clutch actuator forms pressure equilibrium with the atmospheric pressure through a pressure equilibrium control by standing by at a control-standby state before an actual stroke position of the clutch actuator enters a hydraulic pressure generation range from a hydraulic pressure release range. When the actual stroke position of the clutch actuator enters the hydraulic pressure generation range from the hydraulic pressure release range, the clutch actuator is moved to the predetermined stroke position by a predetermined operation speed, and then controlled to follow the driver's operation signal.

An automatic transmission device for a vehicle driven by transmitting a torque of an engine to driving wheels includes a clutch provided in a torque transmission system extending from the engine to the driving wheels, a transmission located between the clutch and the driving wheels in the torque transmission system, and a transmission controller. The transmission controller is configured or programmed to perform a torque feedback-control to bring the clutch into a sliding state in response to issue of a shift command and feedback-control a transmission torque to a target torque, disengage the clutch after the torque feedback-control, change a shift stage of the transmission according to the shift command after disengaging the clutch, and engage the clutch after changing the shift stage.

A powertrain for a vehicle is disclosed that includes an electromagnetic driving unit (10) and a transmission module (20) having a controllable clutch (21) the powertrain further includes a control system to control the electromagnetic driving unit and to control the clutch. The controller has a safety operational mode wherein it controls an engagement of the controllable clutch with a feedback loop in which a desired extent of engagement is positively correlated to a difference between an extent of slip as indicated by the slip indicator and a positive reference value for the extent of slip, wherein the slip indicator indicates the extent of slip with a sign that is the product of the sign of the difference between the rotational speed of the input shaft and a rotational speed of the output shaft and a desired driving torque sign.