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 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 bench test calibration method for generating wet clutch torque transfer functions includes obtaining in-vehicle clutch torques at a set of shift conditions; performing a series of bench tests at various clutch pack clearances and lubrication oil flow rates at the set of shift conditions; adjusting clutch pack clearances and lubrication oil flow rates during the series of bench tests in response to a difference between a bench test measured clutch torques and the corresponding in-vehicle clutch torques exceeding a threshold; and recording relationships between first bench test measured torques and force profiles of a clutch actuator relative to the adjusted clutch pack clearances and lubrication oil flow rates for each of the set of shift conditions as a first transfer function.

Methods for automated calibration and adaption of a gearshift controller (39) are disclosed. In one aspect, the method automates calibration a gearshift controller (39) for controlling a sequence of gearshifts in either a stepped automatic transmission equipped with at least one speed sensor mounted on a dynamometer (42) or an automotive vehicle mounted on a dynamometer (42), where the dynamometer (42) is electronically controlled by a dynamometer controller (43). Each gearshift in the sequence includes a first phase, a second phase, . . . and an N.sup.th phase. The gearshift controller (39) includes (initial values of) a first phase control parameters set, a second phase control parameters set, . . . and an N.sup.th phase control parameters set for each gearshift in the sequence that are updated using a first phase learning controller, a second phase learning controller, . . . and an N*11 phase learning controller respectively.

A system for a vehicle includes a desired pressure module, a valve actuation module, a filter module, and a capacity detection module. The desired pressure module selectively generates an increase in a desired pressure of hydraulic fluid for a clutch of an automatic transmission. The valve actuation module actuates a solenoid valve based on the desired pressure. The solenoid valve supplies hydraulic fluid to a regulator valve, and the regulator valve supplies hydraulic fluid to the clutch. The filter module filters an acceleration of a shaft of the automatic transmission to generate a filtered acceleration. The capacity detection module indicates whether the clutch reached torque carrying capacity based on the filtered acceleration.

A vehicle control apparatus includes a learning control portion configured to execute a learning control operation, and to limit a learning value obtained through the learning control operation, by a guard value, and an update control portion configured to obtain a new guard value from an external device, and to update the guard value to the new guard value. The update control portion limits the learning value by the new guard value, prior to execution of the learning control operation, such that the learning value is rewritten, by the update control portion, to a value within a new guard-value range defined by the new guard value in a case in which the learning value is deviated from the new guard-value range, and such that the learning value is kept unchanged by the update control portion in a case in which the learning value is within the new guard-value range.

A method for determining a conveying capacity of a hydraulic pump includes opening a blockable flow cross-section in order to connect a pressure side of the hydraulic pump to an area of the hydraulic system through the flow cross-section after operating the hydraulic pump driven at a defined rotational speed. The flow cross-section is configured with the hydraulic pump such that an entire conveying volume flow provided by the hydraulic pump is guided through the flow cross-section when the flow cross-section is open. The method further includes comparing a change to an operating state of the transmission resulting from opening of the flow cross-section to a reference change to the operating state and determining the conveying capacity of the hydraulic pump as a function of a deviation between the change to the operating state and the reference change to the operating state.

A transmission calibration tool automatically generates a detailed gearbox model based on a user input transmission topology description. During transmission calibration, the tool accepts inputs from transmission speed and torque sensors and estimates component torques for each gear element and each shift element. Following a shift or other transmission event, the calibration tool plots the component torques as a function of time, permitting the calibration engineer to better understand what is occurring during the event, and thus reducing the time required for calibration. The calibration tool also adapts several transmission component models and outputs the adapted models to provide insight into actual transmission component behavior.

Methods for automated calibration and adaption of a gearshift controller (39) are disclosed. In one aspect, the method automates calibration a gearshift controller (39) for controlling a sequence of gearshifts in either a stepped automatic transmission equipped with at least one speed sensor mounted on a dynamometer (42) or an automotive vehicle mounted on a dynamometer (42), where the dynamometer (42) is electronically controlled by a dynamometer controller (43). Each gearshift in the sequence includes a first phase, a second phase, . . . and an N.sup.th phase. The gearshift controller (39) includes (initial values of) a first phase control parameters set, a second phase control parameters set, . . . and an N.sup.th phase control parameters set for each gearshift in the sequence that are updated using a first phase learning controller, a second phase learning controller, . . . and an N*11 phase learning controller respectively.

The present disclosure relates to a method for determining at least one shift parameter of a vehicle transmission (3), the vehicle transmission (3) comprising a first clutching device (8a) and a first speed ratio (9a); a second clutching device (8b) and a second speed ratio (9b); an input; and an output, wherein the input and the output of the transmission are connectable by the engaging first clutching device (8a) or the second clutching device (8b). The method comprises the steps: performing a shift by disengaging the first clutching device (8a) and/or engaging the second clutching device (8b), wherein the first clutching device (8a) stops transferring torque through the transmission at a first time point, wherein the second clutching device (8b) starts transferring torque through the transmission at a second time point, and determining the shift parameter at the first time point and/or at the second time point.