Abstract: A method for operating a friction-locking shift element of a transmission of a motor vehicle includes actuating the friction-locking shift element for engagement according to a pressure versus torque characteristic curve. The pressure versus torque characteristic curve has a first characteristic point (a touch point) and a second characteristic point (a contact point), defines a first characteristic curve range between the touch point and the contact point having a first functional dependence, and defines a second characteristic curve range at or after the contact point having a second functional dependence. Once the touch point is reached, the friction-locking shift element begins to transmit torque mainly due to drag torques. Whereas, once the contact point is reached, the friction-locking shift element begins to transmit torque mainly due to friction between shift-element halves of the friction-locking shift element.

Abstract: A test system disposed in a vehicle to repetitively reproduce a driving situation based on a predetermined vehicle speed and a method for controlling, may include determining, by a test controller, at least one of a first value representing an accelerator pedal sensor (APS) command value corresponding to a vehicle speed profile in a specific mode or a second value representing a brake pedal sensor (BPS) command value corresponding to the vehicle speed profile when the vehicle speed profile is determined, converting, by the test controller, at least one of the determined first value or the determined second value, and sending the converted voltage signal from the test controller to a power train controller.

Abstract: A gear shift control device for an automatic transmission device includes a transmission including an output unit setting and outputting a target value of the hydraulic pressure to the hydraulic control device. The output unit, when the shift stage is changed from a shift stage to another, increases the target value for a first friction coupling portion in the decoupled state in the shift stage to a first value, reduces to a second value, increases to a third value after the value is reduced to the second value, sets to a fourth value after the value is increased to the third value, and sets to a fifth value after the target value is set to the fourth value, and the output unit sets the fourth value according to magnitude of input torque to the transmission.

Abstract: A clutch control device includes an engine, a gearbox, a clutch device configured to disconnect and connect power transmission between the engine and the gearbox, a clutch actuator configured to drive the clutch device and vary a clutch capacity, an engine rotational number sensor configured to detect an engine rotational number, a throttle opening angle sensor configured to detect a throttle opening angle, and a controller configured to calculate a control target value of the clutch capacity, wherein the controller calculates an estimated engine torque and causes the clutch device to change a slip clutch capacity according to the estimated engine torque.

Abstract: A clutch control device includes an ECU that controls a clutch actuator, the ECU sets a control target value of the clutch capacity according to the operation amount detected by the clutch operation amount sensor, and executes feedback control so that the control parameter which is detected by the control parameter sensor approaches the control target value, and changes a method of the feedback control when the control parameter reaches a predetermined control state change determination value during the feedback control.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets controls the shift actuator with actuating and opposing pulses, and interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

Abstract: A torque transmission system (20) for transmitting torque from a prime mover (22) along a drivetrain includes a clutch device (28) configured to accept a torque input from the prime mover, an intermediate pulley (32), a belt (30) operatively engaged between the clutch device and the intermediate pulley, an angle gearbox (36) configured to change a spatial orientation of torque transmitted between an input and an output of the angle gearbox, a driveshaft (34) operably engaged between the intermediate pulley and the angle gearbox, and an output device (38) configured to accept a torque output from the angle gearbox. The clutch device is located upstream from the intermediate pulley and the angle gearbox along the drivetrain.

Abstract: The invention concerns a method for automatically controlling a motor vehicle (10) for switching from a “normal” mode to a “freewheel” mode, the vehicle (10) comprising an engine (12) capable of providing engine torque to drive wheels (14) via an automatically controlled clutch device (18) that comprises a drive shaft (15) and a driven shaft (16). A transition step (E1) is interposed chronologically between the “normal” mode and the “freewheel mode” during which the engine (12) is automatically controlled in such a way that the driven shaft (16) and the drive shaft (15) turn at the same speed without transmitting torque to the drive wheels (14).

Abstract: The invention relates to a method for determining a characteristic curve of a hybrid separating clutch of a hybrid vehicle without a test stand, wherein the hybrid separating clutch separates or connects an internal combustion engine and an electric motor and the hybrid separating clutch is slowly actuated on the basis of a position which the hybrid separating clutch assumes in an unactuated state, and a clutch characteristic curve is determined as a function of a clutch torque over a path of the hybrid separating clutch. In a method by which a characteristic curve of the hybrid separating clutch can be reliably defined without a test stand, a clutch torque which underlies the characteristic curve of the hybrid separating clutch is determined from the torque of the internal combustion engine in the case of a running internal combustion engine and a motion state of the electric motor which brakes the internal combustion engine while the hybrid separating clutch is moving.

Abstract: In a method for controlling a multi-clutch transmission of a vehicle, wherein the multi-clutch transmission is adapted to be shifted either with a power shift or a power cut shift dependent on predetermined vehicle variables, a power shift to a higher gear in low range gear is detected, and, when the power shift to a higher gear in low range gear has been detected, a previously set gear shift strategy is overruled and the multi-clutch transmission is controlled such that a forthcoming gear shift is performed as a power shift.

Abstract: In a drive control system for a vehicle configured to cause the vehicle to travel in a limp-home mode when a malfunction occurs in a selectable one-way clutch, when it is determined that a malfunction occurs in the SOWC, the cause of the malfunction is specified as one of a plate-open failure of a selector plate that is unintentionally placed in an open state, and a sensor failure. In the case of the plate-open failure, a first limp-home traveling mode is carried out in which the vehicle travels in the limp-home mode while keeping the SOWC in a negative rotational speed range. In the case of the sensor failure, a second limp-home traveling mode is carried out in which the vehicle travels in the limp-home mode while the SOWC is placed in the non-engaged state.

Abstract: A method for detecting and mitigating excessive clutch disc wear for a manual transmission includes determining if a clutch pedal position is depressed greater than or equal to a first predetermined pedal position threshold and if the vehicle speed is less than or equal to a predetermined vehicle speed threshold. The method further includes determining if the clutch pedal position is depressed greater than or equal to a second predetermined pedal position threshold when the clutch pedal position is depressed less than the first predetermined pedal position threshold. The method still further includes calculating a clutch disc heat flux value and a clutch disc surface temperature. The method further includes displaying an alert/warning and a remedial action message to a vehicle operator when the clutch disc surface temperature is greater than or equal to a predetermined surface temperature threshold.

Abstract: A method of adjusting operating parameters of a transmission of a vehicle may include accessing a stored list of clutch parameters; performing a static condition procedure to revise the clutch parameters; and performing a dynamic condition procedure to further revise the clutch parameters. The method may be performed by a transmission control device for the vehicle, the vehicle having a powertrain including an engine, the transmission with a plurality of solenoid actuated friction elements, and sensors. The static condition procedure and dynamic procedures may be performed incrementally, and the static condition procedure may be performed more than once to fine tune the results.

Abstract: A control device for a vehicle is provided. The control device includes an automatic transmission constituted of a stepwise variable transmission mechanism configured to switch a plurality of shift stages by engagement and disengagement of a plurality of friction engaging elements, an engine as a driving source, a motor configured to assist a driving force of the engine, a hydraulic controller configured to supply a hydraulic pressure to control the engagement and the disengagement of the friction engaging element, and a control unit configured to control the automatic transmission to a target speed ratio through changing the shift stage of the stepwise variable transmission mechanism. The control unit performs a learning control that learns at least one of hydraulic pressure of the engagement and the disengagement of the friction engaging element, and inhibits the assist of the driving force to the engine by the motor in performing the learning control.

Abstract: A method of controlling a clutch of a vehicle, by which the clutch can be controlled to reduce jerking impacts in the case of a sudden behavior in engine torque. An amount of APS opening and engine torque are received while the vehicle is cruising using driving force from an engine. When the amount of APS opening is smaller than a first reference value, the clutch is controlled to slip by controlling clutch torque to be smaller than engine torque. After controlling the clutch slip, when the engine acts as a load while the vehicle is cruising, the clutch is engaged by application of the clutch torque to the clutch.

Abstract: A control system of a hybrid vehicle, in which a driving power source for travel includes an engine that is started by cranking, a motor that can control a torque, and a clutch that is coupled with the motor and in which a transmission torque capacity continuously changes depending on a change of a control amount is configured to estimate a torque of the clutch based on the torque that the motor outputs, and change rates of the rotational speed of the motor and the clutch caused by changing the control amount, when the torque that the motor outputs is transmitted by the clutch that is in a slip state by changing the control amount.

Abstract: A speed change ECU, in a case in which any one of a second speed to a fourth speed is established when the operation of the engine is stopped by an idle stop control, determines whether a rotation number of the engine is less than a synchronous rotation number of an input shaft that is defined based on a gear ratio (speed change ratio) ?1 at a first speed and a vehicle speed, in a case in which it is determined that the rotation number is equal to or greater than the synchronous rotation number, does not disengage any one of a brake, a clutch, and a clutch serving as a second engagement element, and in a case in which the rotation number is less than the synchronous rotation number, disengages any one of the brake, the clutch, and the clutch serving as the second engagement element.

Abstract: When a vehicle is to be started solely by a motor immediately after an engine is started or the shift position has been changed from N range to D range, a delay time for delaying pre-charge of first and second clutches is set in accordance with operating oil temperature. The pre-charge is executed after a lapse of the delay time.

Abstract: A control device for a transmission including m (m?3) solenoid valves and configured to establish a plurality of shift speeds by engaging n1 (2?n1<m) engagement elements using hydraulic pressures of n1 solenoid valves among the m solenoid valves. A current threshold setting unit sets respective currents to be applied to solenoids of n2 (n1<n2?m) solenoid valves corresponding to n2 engagement elements at the time when braking torque acts on an output shaft of the transmission with the n2 engagement elements engaged as current thresholds. A determination unit determines whether or not braking torque is generated on the output shaft of the transmission by comparing respective current values to be applied to the solenoids of the n2 solenoid valves and the set current thresholds corresponding to the solenoids of the n2 solenoid valves.

Abstract: A control device for a transmission including m (m?3) solenoid valves and configured to establish a plurality of shift speeds by engaging n1 (2?n1<m) engagement elements using hydraulic pressures of n1 solenoid valves among the m solenoid valves, the control device. The control device having an actual current value detection unit that detects respective values of actual currents flowing through solenoids of the m solenoid valves; and a determination unit that determines whether or not braking torque is generated on an output shaft of the transmission by comparing the detected actual current values for solenoids of n2 (n1<n2?m) solenoid valves and a current threshold.

Abstract: The planetary gear train includes a first sun gear driven by the motor, a first ring gear, a first carrier, and a plurality of first planetary gears arranged at one side of the first carrier and meshing with the first sun gear and the first ring gear. The first sun gear, first planetary gears and first ring gear are helical gears so that meshing surface is increased. Helical teeth formed on an inner surface of the first ring gear mesh with the helical teeth of the first planetary gears. Therefore, the operation is stable and the noise is low. The planetary gears are made of plastic to further decrease the noise. The first ring gear is made by sintered powder metallurgy.

Abstract: A system for shifting a transmission includes an off-going clutch, an on-coming clutch, and an assisting clutch. A controller is configured to increase an amount of torque carried by each of the on-coming clutch and the assisting clutch. The controller is further configured to reduce an amount of torque carried by the off-going clutch and, after the off-going clutch is disengaged, to reduce the amount of torque carried by the assisting clutch.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) that is paired with an internal combustion engine in a vehicle is provided. The method includes assessing operation of the DCT and ascertaining a mode of operation of a clutch in the DCT. The method also includes predicting, in response to the ascertained mode of operation of the clutch, an amount of time remaining until the clutch reaches a threshold temperature. The method additionally includes ascertaining whether the predicted amount of time remaining until the clutch reaches the threshold temperature is within a predetermined range of time. Furthermore, the method includes activating an indicator configured to signal that the predicted amount of time remaining is within the predetermined range of time. A vehicle having a DCT, an internal combustion engine, and a controller configured to predict thermal loading on a clutch in the DCT is also disclosed.

Abstract: A torque converter (1) connecting an engine (14) and a transmission (15) of a vehicle is provided with a lockup clutch (2), and a controller (5) is programmed to increase an engagement force of a lockup clutch (2) under open loop control before shifting to feedback control of the engaging force using a target slip rotation speed. When an engine output torque rapidly decreases during open loop control (S59, S60), the controller (5) decreases the engaging force according to a variation amount of the engine output torque (S61, S65), thereby preventing an unintentional sudden engagement of the lockup clutch (2) due to decrease in the engine output torque.

Abstract: A hybrid transmission includes a transmission having a selectable clutch device effective when engaged to mechanically couple an internal combustion engine to a first axle at a fixed engine speed to axle speed ratio. A method for starting the engine includes executing an engine start event including spinning and fueling the engine such that an engine speed to axle speed ratio exceeds the fixed engine speed to axle speed ratio, and engaging said selectable clutch device after the engine speed to axle speed ratio exceeds the fixed engine speed to axle speed ratio.

Abstract: A system and method for controlling a vehicle having an electric traction motor coupled to a transmission by a clutch include modifying torque transmitted to the driveline by modifying the clutch apply pressure in response to a difference between rotational speed of a driveline component and a filtered rotational speed of the driveline component to reduce driveline oscillation when the clutch is unlocked. The clutch pressure may be modified in response to a vehicle event that may otherwise induce driveline oscillations, such as a transmission ratio change or regenerative braking, for example.

Abstract: A control system for a vehicle transmission includes a controller configured to output a first torque estimate defined in terms of one nonlinear function of a transmission parameter for a particular value of the transmission parameter. The controller also receives a measured torque of the transmission at the particular value of the transmission parameter, and outputs a modified torque estimate for the particular value of the transmission parameter based on the measured torque.

Abstract: A method and device for operating a dual clutch transmission connectable to an internal combustion engine provided in a vehicle includes providing a control unit for managing at least the internal combustion engine and the transmission, providing a prediction model including at least one simulated shift sequence for the transmission, predicting the time between a first power upshift/downshift and a second power upshift/downshift for the transmission by using the at least one prediction model, modifying at least one parameter for operating the transmission if the predicted time between the first power upshift/downshift and the second power upshift/downshift for the transmission is shorter than a predetermined time.

Abstract: In a motor vehicle drive train device with a drive engine and a drive train which has a first coupling unit in the form of a clutch arranged close to the drive engine and at least one second coupling unit arranged in the flow of force from the drive engine close to the drive wheels of the vehicle, a control unit is provided which controls the coupling units and which has an overrun operating mode wherein, at a first point, the drive engine can be disconnected from the drive train by opening the clutch and, at a second point, the coupling units close to the drive wheels can be disengaged so as to disconnect the drive train also from the drive wheels.

Abstract: Methods and systems for controlling a transmission coupled to an engine during an engine start are presented. In one example, a method adjusts a transmission tie-up force in response to an indication of transmission slip. The method may improve vehicle launch for stop/start vehicles.

Abstract: A clutch actuator and to a method for the control thereof. The actuator actuates a multi-disk clutch, and to do so has actuator modules. The number of which corresponds to the number of the friction clutches. The modules have separate control units and electric motors, which are controlled by the control units and act on the friction clutches by a disengaging mechanism. In order to counter block the partial drive trains disposed downstream of the friction clutches, particularly automatically closed friction clutches during a malfunction of an actuator module, the actuator modules are connected among each other to a data line, which allows monitoring of the actuator modules and counter-measures.

Abstract: A hybrid power driving system is provided, comprising an engine; a first motor; a first reducing mechanism, a second clutch, a first wheels group, a second motor, a second wheels group, a second reducing mechanism, an energy storage device, a clutch, an engine controller, and a motor controller. The motor controller may be configured to: start or stop at least one of the first motor or the second motor; and control the clutch controller and the engine controller according to a running mode of the hybrid power driving system. A driving method for the driving system as described hereinabove is also provided.

Abstract: A damper device is disposed between an engine and a transmission and has a torque distribution mechanism that is provided with a first input element connected to the engine, a second input element connected to the engine via an elastic member, a first output element connected to the transmission, and a second output element connected to the transmission. The damper device further has a first clutch that is disposed between the first output element and the transmission, and is switched between an engaged state of connecting the first output element to the transmission and a released state of disconnecting the first output element from the transmission, and a second clutch that is disposed between the second output element and the transmission, and is switched between an engaged state of connecting the second output element to the transmission and a released state of disconnecting the second output element from the transmission.

Abstract: A damper device is provided between an engine and a transmission and has a torque distribution mechanism that is provided with a first input element connected to the engine, a second input element connected to the engine via a first elastic member, a first output element connected to transmission, and a second output element connected to the transmission via a second elastic member. The damper device further has a first clutch that is provided between the first output element and the transmission and that is switched between an engaged state of connecting the first output element to the transmission and a released state of disconnecting the first output element from the transmission, and a second clutch that is provided between the second output element and the transmission and that is switched between an engaged state of connecting the second output element to the transmission and a released state of disconnecting the second output element from the transmission.

Abstract: In a method and a device for operating a drive unit, a first output variable of the drive unit is restricted; a setpoint value of a second output variable of the drive unit is specified; and an actual value of the second output variable of the drive unit is determined. The setpoint value is compared with the actual value, and if it is determined that the actual value does not exceed the setpoint value, then the first output variable is restricted to a first value. If it is determined that the actual value exceeds the setpoint value, then the first output variable is restricted to a second value smaller than the first value.

Abstract: A vehicle drive device includes: an engine; a fluid power transmission device; a clutch disposed between an input side member and an output side member in the fluid power transmission device; and a torsional vibration reduction device disposed in a power transmission path between the engine and the fluid power transmission device in series with the fluid power transmission device, wherein when the clutch is put into slip engagement, the vehicle drive device has a minimum value set equal to or greater than zero for a differential rotation speed acquired by subtracting a rotation speed of the output side member from a rotation speed of the input side member and has a minimum value set less than zero for a differential rotation speed acquired by subtracting the rotation speed of the output side member from a rotation speed of an input side inertial body in the torsional vibration reduction device.

Abstract: A method of controlling a rolling or a coasting function of a vehicle, such as a commercial vehicle, having a drive train including a drive motor, an automatic or automated transmission that is controllable by transmission controls, a controllable shifting mechanism for interrupting the flow of power in the drive train, and a driving speed control device. The flow of power in the drive train is interrupted in a suitable driving situation. In order for the rolling or the coasting function to be exploited as efficiently as possible, and still be terminated safely and comfortably, the flow of power in the drive train is restored depending on a selectable difference in speed (?v_F_T) between the current vehicle speed (v_F) and a speed limit (v_T) set by the driving speed control device.

Abstract: The invention relates to a method for controlling a dual clutch and a dual clutch housing two friction clutches which are each actuated independently of one another by means of a hydrostatic actuator. The hydrostatic actuator actuates the clutch as a function of a control signal of a control unit by means of a pressure which is applied to the actuation element and corresponds to a position of an actuation element of the friction clutch along an activation path. In order to sense a change in the position of the actuation element on one friction clutch which is brought about by the pressure on the actuation element of the other friction clutch, it is proposed to determine a correction variation for the purpose of compensating the changed position by means of a variable which represents the pressure of the disruptive hydrostatic actuator.

Abstract: A vehicle includes: an engine; an electric motor connected to the engine via a gear; and a controller configured to perform control that includes at least one of increasing a rotational speed of the engine to a value that is equal to or higher than a given value and changing an output torque of the electric motor to a value that is out of a given range including zero, provided that a target output torque of the electric motor is within the given range including zero and a target rotational speed of the engine is lower than the given value, during deceleration accompanied by motoring of the engine.

Abstract: The present invention provides a system for shifting or controlling a dual clutch transmission where the transmission may operate in at least a first mode of operation and a second mode of operation. The system includes a controller and a plurality of solenoids in fluid communication with a valve assembly. Selective activation of the solenoids by the controller engages the valve assembly to provide the first mode and the second mode of operation.

Abstract: A motorized vehicle includes a transmission system and an inch/brake device providing at least two ranges of motion. An engagement force of the transmission system is provided in a first range of motion of the inch/brake device, and a braking force of the motorized vehicle is provided in a second range of motion of the inch/brake device. An accelerator device moves between two or more positions, wherein moving the accelerator device from one position to another position causes an amount of overlap between the first and second ranges of motion of the inch/brake device to vary.

Abstract: A clutch in a vehicle with DCT having an ISG function is controlled for an engine speed to be decreased rapidly when the engine enters into the ISG so that a ring gear of an engine and a gear of a starter motor are meshed more rapidly when a vehicle restarts, to thereby prevent a response delay when restarting the vehicle.

Abstract: A method for controlling a transmission assembly includes providing a vehicle having a first power source and a second power source disposed in parallel with the first power source. The first power source includes a prime mover and a transmission assembly. The transmission assembly includes a torque converter coupled to the prime mover. The transmission assembly further includes a clutch that selectively engages the torque converter to a transmission of the transmission assembly. The second power source includes a pump-motor unit, a fluid reservoir and an energy storage unit. A torque value of the second power source is compared to a torque threshold value. The clutch of the transmission assembly is disengaged so that the torque converter of the transmission assembly is disengaged from the transmission of the transmission assembly when the torque value of the second power source is greater than or equal to the torque threshold value.

Abstract: A method controls a clutch for vehicles. In a vehicle provided with a transmission such as a DCT or AMT which uses a dry clutch as a launch clutch, the clutch is controlled such that clutch control torque can smoothly vary when a driver manipulates an accelerator pedal during creep driving under a control logic so that the controlling of the clutch is converted into launch control, thus preventing the vehicle from jerking and improving the ride comfort of the vehicle, thereby enhancing the merchantability of the vehicle.

Abstract: In this work vehicle, a control unit controls a shift in a speed gear of a transmission according to the vehicle velocity. The control unit determines whether or not the acceleration rate of the vehicle is equal to or less than a predetermined threshold when the vehicle velocity is within a predetermined first range. The control unit switches a lock-up clutch from a not-connected state to a connected state when the acceleration rate of the vehicle is equal to or less than the predetermined threshold. The control unit maintains the lock-up clutch in a not-connected state when the acceleration rate of the vehicle is greater than the predetermined threshold.

Abstract: A time required until the friction element is completely engaged is delayed when a switch from a non-driving position to a driving position is detected or when the engine automatic stop condition no longer holds until the differential rotation of the friction element disappears after the engine automatic stop condition holds as compared with the case where the switch from the non-driving position to the driving position is detected or the engine automatic stop condition no longer holds after the differential rotation of the friction element disappears.

Abstract: In an idle stop system for an engine mounted in a vehicle, when it is determined predetermined stop conditions are met, the engine is automatically stopped. During the engine stop, when it is determined that predetermined restart conditions are met, the engine is automatically restarted. Further, it is determined whether or not a predetermined period of time has elapsed since the restart of the engine. When it is determined that the predetermined period of time has elapsed, the clutch mechanism is controlled into the connection thereof at and after a time instant when it is determined that the predetermined period of time has elapsed. Hence, the connected state of the clutch mechanism is realized after a controlled delay.

Abstract: A system and method of controlling a clutch fill command based on the hydraulic state of an oncoming clutch is provided. A vehicle includes a hydraulically-actuated oncoming clutch that is configured to engage during a shift event from one operating mode of the vehicle to another. A controller is configured to generate a clutch fill command at an initial time such that completion of the clutch fill command is synchronized with an identified speed profile of the oncoming clutch. The oncoming clutch defines a real-time hydraulic state when the clutch fill command is generated. The controller is configured to generate a real-time acceptable speed margin for the oncoming clutch based at least partially on the real-time hydraulic state of the oncoming clutch. The controller is configured to cancel the clutch fill command if a real-time speed of the oncoming clutch is outside the generated real-time acceptable speed margin.

Abstract: A method is proposed for controlling a through-connection clutch of a vehicle, in which an interlocking portion of the clutch is opened when the drive-train is virtually free from torque, a shifting operation is then carried out, and after the shifting operation the clutch is closed again. According to the invention, the torque transmitted by the interlocked connection in the clutch is influenced by controlling the motor in order to produce a torque-free condition at the interlocked connection in the clutch, in such manner that the interlocked connection is pre-stressed before the torque-free condition has been reached and separated immediately only when the torque-free condition is reached.

Abstract: A method for controlling an automated friction clutch arranged in a drive train between an internal combustion engine and a gearbox, including: operating the friction clutch by a clutch actuator controlled by means of a controller; transmitting actual clutch torque by means of the friction clutch; implementing actual clutch torque that can be transmitted by means of the friction clutch and that can be adapted to the transmission behavior of the friction clutch by means of a control variable of the clutch actuator associated with a target torque of the clutch torque to be transmitted; operating the friction clutch in an engaged state while the target torque is specified; and adapting the target torque depending on clutch torque estimated from the operating data of the engine. The target torque corresponds to an engine torque that is generated by the internal combustion engine and that is applied with a safety margin.