Abstract: The lock-up control unit is configured to: in a case where the normal mode is selected, disengage the lock-up clutch when a vehicle speed decreases and reaches a first vehicle speed while the vehicle is traveling in a state where the lock-up clutch is engaged, in a case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a second vehicle speed in a brake operation OFF state while the vehicle is traveling in the state where the lock-up clutch is engaged, in the case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a third vehicle speed in a brake operation ON state while the vehicle is traveling in the state where the lock-up clutch is engaged, and set the third vehicle speed to a vehicle speed lower than the first vehicle speed, and set the second vehicle speed to a vehicle speed higher than the first vehicle speed.

Abstract: An oil pressure estimation device for calculating an estimated differential pressure that is an estimated value of a differential pressure between two oil chambers generated in a torque converter including the two oil chambers and a lockup clutch includes a storage device and an execution device. The storage device stores mapping data defining a mapping, the mapping outputting as an output variable an estimated differential pressure variable indicating the estimated differential pressure, in response to input of an input variable, and the mapping having been trained by machine learning. The mapping includes an instruction differential pressure variable indicating the instruction differential pressure as one of a plurality of the input variables. 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 into the mapping to calculate a value of the output variable.

Abstract: The present disclosure provides a driving assist apparatus including a host vehicle stop determiner for determining the stop state of a host vehicle, a preceding vehicle stop determiner for determining the stop state of the preceding vehicle, a preceding vehicle start determiner for determining the start of the preceding vehicle after the stop of the preceding vehicle based on a speed change information of the preceding vehicle and a distance change information between the host vehicle and the preceding vehicle, and a start notifier for notifying the start of the preceding vehicle after the stop to a driver of the host vehicle.

Abstract: A method (300) of controlling an internal combustion engine (3) of a vehicle (1), comprising: receiving at least one input (301) indicative of a current external environment proximal to the vehicle (1); determining (305) in dependence on the at least one input (301) whether a hazard is present; determining a current propulsion demand (303) of the vehicle (1); if it is determined that the current propulsion demand (303) is low, either commanding switching of the internal combustion engine (3) to an off state (307) if it is determined that a hazard is not present, or not commanding switching of the internal combustion engine (3) to the off state if it is determined that a hazard is present; and if it is determined that the current propulsion demand (303) is high, commanding switching of the internal combustion engine (3) to an on state if the internal combustion engine (3) is in the off state.

Abstract: A wheel loader includes a forward clutch, an accelerator pedal, a brake pedal, and a controller configured to control hydraulic pressure of hydraulic oil supplied to the forward clutch. The controller performs clutch hydraulic pressure control for reducing the hydraulic pressure of the hydraulic oil supplied to the forward clutch according to an operation amount of the brake pedal on condition that at least the brake pedal is operated while the accelerator pedal is being operated. The controller continues the clutch hydraulic pressure control even after the clutch shifts from a complete engagement state to a semi-engagement state by the clutch hydraulic pressure control.

Abstract: A method of controlling deceleration of a vehicle which includes the steps of sensing the speed of rotation of the output shaft and generating an output shaft speed signal. The method also includes deriving from the output shaft speed signal a deceleration signal indicative of deceleration of the vehicle, and generating in accordance with a selectively effective feedback control scheme a braking command. The method further includes using the output shaft speed signal to calculate a maximum braking power signal and modulating the braking command in dependence on the maximum braking power signal in order to limit the braking power applied in the SAHR brake. The maximum braking power signal is determined in dependence on the heat dissipating capacity of the SAHR brake and is such as to give rise to a constant or approximately constant value of braking power dissipated in the SAHR brake.

Abstract: A following-start control apparatus includes a following-start controller that causes an own vehicle to so start as to follow a preceding vehicle, when start of the preceding vehicle is detected by a preceding vehicle start detector. The following-start controller includes a road surface gradient information setter that sets an estimated gradient of a road surface, on a basis of traveling environment information obtained by a traveling environment information obtaining unit, a first delay time setter that sets, on a basis of the estimated gradient, a first delay time that is set to be longer for a downward slope and set to be shorter for an upward slope as the estimated gradient becomes greater, and a delayed start controller that sets, as a delay time, a time upon so starting the own vehicle as to follow the preceding vehicle, on a basis of the first delay time.

Abstract: Disclosed herein is a device for controlling a vehicle. The device includes: a driving operation evaluator; a brake device controller for executing a brake hold control if a predetermined brake hold condition is met while the vehicle is stationary; and a threshold modifier. The driving operation evaluator evaluates driver's operation of the vehicle positively if an evaluation target value is equal to or less than a predetermined threshold value, or otherwise negatively if the evaluation target value is more than the predetermined threshold value. When the accelerator pedal is depressed in a situation where the brake hold control is being executed while the vehicle is stationary, the threshold modifier increases the predetermined threshold value for a predetermined period since the driver started to depress the accelerator pedal.

Abstract: A control method for preventing backward slipping of a vehicle includes a range detection step in which a controller detects a range position of a shift lever, a gradient comparison step in which the controller compares a gradient of a road with a predetermined reference gradient when it is determined that the position of the shift lever is the D range, a stop state check step where the controller checks a brake and a driving state of the vehicle when it is determined at the gradient comparison step that the gradient of the road is equal to or greater than the reference gradient, and an inter-lock implementation step in which the controller engages multiple gears on an identical shaft when it is determined at the stop state check step that the brake is on and the vehicle has stopped.

Abstract: The present invention provides a method for searching a touch point of a clutch in a dual clutch transmission, including: (a) a step of checking whether a touch point searching condition for a non-driving clutch and a driving clutch is met or not; (b) when the search condition of the step (a) is met, a step of detecting a searching point at which an absolute value of a difference between an acceleration value of an engine and an acceleration value of the driving clutch is larger than a threshold value after applying a position value of the non-driving clutch to the engine; and (c) a step of determining a position of the non-driving clutch corresponding to the searching point as the touch point.

Abstract: A control apparatus for a vehicle includes processing circuitry. The processing circuitry calculates a target torque such that the greater the amount of brake operation is, the smaller the target torque becomes. The processing circuitry controls the drive motor such that the creep torque is smaller when brake operation is being performed by the driver than when the brake operation is not being performed by the driver. The control circuitry controls the brake device such that, when the brake operation is being performed by the driver, the brake torque approaches a target brake torque. The processing circuitry sets a decrease gradient of the creep torque to be smaller than a decrease gradient of the target torque when the brake operation amount is increased under a condition in which the creep torque is being output by the drive motor.

Abstract: A method for controlling vehicle creep driving includes learning, by a controller, a touch point of a clutch when a condition for creep driving is satisfied, changing, by the controller, an upper limit of a creep clutch torque, which is set as a permissible maximum torque of the clutch during creep driving, depending on the learned touch point, and controlling, by the controller, creep driving such that the creep clutch torque required for creep driving is set to be equal to or less than the changed upper limit of the creep clutch torque, and the creep clutch torque is output.

Abstract: A method of operating a vehicle powertrain, includes: sensing a vehicle velocity; selecting at least two of a plurality of control strategies; activating the at least two control strategies, said two control strategies including: (i) operating the vehicle in a stationary start-stop mode when the vehicle speed is below a first threshold; and (ii) operating the vehicle in a rolling stationary start-stop mode when the vehicle speed is above a second threshold.

Abstract: A method of operating a vehicle powertrain, includes: sensing a vehicle speed; selecting a plurality of control strategies; activating one of the plurality of control strategies, the control strategy including: (i) operating the vehicle in a stationary start-stop mode when the vehicle speed is below a first threshold; and (ii) operating the vehicle in a rolling stationary start-stop mode when the vehicle speed is above the first threshold but below a second threshold.

Abstract: A method for recording an initial position of at least one positive-locking shifting element of a transmission of a vehicle is proposed, whereas an initial position of the shifting element is determined and assigned depending on a recorded operating pressure curve for the actuation of the shifting element.

Abstract: A method of searching for a sync start in an automated manual transmission, may include a slip preparing step of operating, in a parked position, a sleeve and a clutch restrained so as not to rotate into a slip state, an actuator operating step of moving the sleeve toward a clutch gear from a neutral position, a clutch speed determination step of determining whether or not a speed of rotation of the clutch has decreased by the actuator operating step, a stop determination step of determining whether or not a movement of the sleeve that was driven by the actuator operating step has stopped, and a first position determination step of determining a point where the clutch speed determination step determines that the speed of the rotation of the clutch has decreased and the stop determination step determines that the movement of the sleeve has stopped as the sync start.

Abstract: A vehicular engine automatic stop control apparatus has a coast stop controller that performs a coast stop control of stopping an engine in response to a situation where driver's brake pedal operation is above a predetermined threshold value while a vehicle is traveling, a road surface gradient sensor that senses a road surface gradient, and a coast stop control cancellation unit that cancels the coast stop control in response to a situation where a first sensed value of the road surface gradient is above a predetermined cancellation threshold value in absolute value. The first sensed value of the road surface gradient is obtained at a first time instant when the vehicle becomes stationary in a situation where the engine has been stopped by the coast stop controller.

Abstract: A vehicle transmission includes a plurality of oncoming clutches that are hydraulically-actuated. A controller is operatively connected to the plurality of oncoming clutches. An algorithm stored on and executable by the controller causes the controller to determine if at least one predefined coast condition is met and identify the plurality of oncoming clutches configured to be engageable during a downshift event from an initial gear ratio to respective other gear ratios. The initial gear ratio is greater than each of the respective other gear ratios. The algorithm causes the controller to generate a first pressure command to at least partially pressurize a first one of the oncoming clutches to a first staging pressure (PS1) if the at least one predefined coast condition is met prior to the downshift event. The first staging pressure (PS1) is defined as a first return spring pressure (PR1) minus a first variable correction factor (CF1).

Abstract: A method of controlling shifts in a vehicle transmission, for example a utility vehicle, having a transmission or partial transmission designed as a dual-clutch transmission that shifts as a without traction force interruption. The transmission comprises a dual clutch having a first clutch and a second clutch that are functionally connected to a drive engine, and a transmission or partial transmission comprises a main transmission that shifts with traction force interruption and is connected to a drive-train downstream from the dual-clutch transmission. During shifts in the main transmission that is connected downstream from the dual-clutch transmission, the dual clutch is operated, by pre-loading the two clutches, as a transmission brake and/or an engine brake for adapting the speed of components to be shifted so as to enable short shifting times and ensure comfortable and reliable driving operation.

Abstract: A method of estimating transmission torque of a dry clutch, may include a) slowly releasing a dry clutch until a slip of the dry clutch occurs, b) acquiring and storing stroke of an actuator and torque of an engine at a starting time point at which the slip of the dry clutch occurs at step a), and c) determining the stroke of the actuator and the transmission torque of the dry clutch at the starting time point at which the slip of the dry clutch occurs, by using the stroke of the actuator and the torque of the engine stored at step b).

Abstract: The disclosure relates to methods for operating an automatic start/stop system in a motor vehicle having an internal combustion engine and an automatic clutch, wherein the automatic start/stop system automatically opens the clutch as a function of propulsion requests, wherein the automatic opening of the clutch is prohibited in certain driving situations such as detected hazardous situations.

Abstract: A method for controlling deceleration of a motor vehicle having an internal combustion engine with an automated clutch, in which method, when a deceleration is present, a deceleration fuel cutoff is carried out in order to generate a drag torque as a drive torque if the engine speed is higher than a deceleration fuel cutoff threshold wherein when a braking request is present, the effect of the engine speed is evaluated, a comparison is carried out between the expected engine speed or the current engine speed and the deceleration fuel cutoff threshold, and the internal combustion engine is adjusted to a deceleration mode or a deceleration fuel mode is maintained only if the expected or current engine speed is higher than the deceleration fuel cutoff threshold.

Abstract: A twin-clutch type hybrid transmission is configured to include an input shaft 10, an odd-numbered stage shift mechanism 30, an even-numbered stage shift mechanism 60, a motor power mechanism 20, and an output mechanism 90. The shift mechanisms 30 and 60 include transmission gear trains 32 and 62, and main clutches 34 and 64, respectively, the main clutches 34 and 64 for selectively transmitting the power of the transmission gear train 32 and the power of the transmission gear train 62 to transmission shafts 40 and 70, respectively. The shift mechanisms 30 and 60 also include shift gear trains 41, 43, 45, 47, 72, 74, 76, and 78 provided to the transmission shafts 40 and 70 to transmit rotation to the output mechanism 90, respectively, and mechanical clutches 50, 52, 80, and 82 for selectively engaging the corresponding shift gear trains and the transmission shafts 40 and 70, respectively. As a result, a compact twin-clutch type hybrid transmission having high transmission efficiency can be obtained.

Abstract: A method is provided for protecting an all-wheel drive clutch of a two-axle vehicle with clutch-controlled all-wheel drive. A power braking situation, where both the accelerator pedal and the brake are actuated and the vehicle is stationary or moves only slightly in the vehicle longitudinal direction, may be critical for the all-wheel drive clutch. For example, when the friction coefficient of the primary axle is very small and the wheel braking torque is less than the driving torque, a clutch slip may occur at the all-wheel drive clutch. Upon detecting a power braking situation, a protective measure is implemented against thermal overload of the all-wheel drive clutch, such as reducing or limiting the engine torque output, so that the clutch slip and the energy input into the all-wheel drive clutch are reduced.

Abstract: A control device for a vehicular lockup clutch, including a lockup clutch that directly connects an input rotation member and an output rotation member of a hydraulic transmission device constituting part of a power transmission path between an engine and drive wheels, a linear solenoid valve that controls an engagement hydraulic pressure for engaging and actuating the lockup clutch, and a controller that is configured to perform a flexible start control for slip-engaging the lockup clutch when a vehicle starts moving, and to perform, before starting the flexible start control, a precharge control for establishing a standby state in which a predetermined preparation pressure is indicated to the linear solenoid valve.

Abstract: In an apparatus for controlling a belt type CVT connected to an engine (prime mover) mounted on a vehicle through a forward clutch to change power of the engine in speed and transmit the power to a driven wheel of the vehicle, it is configured to determine whether it is in a predetermined operating condition where an operator is likely to apply a panic brake or the like, set a first value as a friction coefficient ? of the clutch to calculate and control a desired supply hydraulic pressure based on the first value when the determination result is negative, and set a second value greater than the first value to calculate and control the desired supply hydraulic pressure based on the second value when the determination result is affirmative.

Abstract: A method of actuating a clutch of a hydrodynamic torque converter in a self-propelling working machine such that when the clutch is engaged and thereby connects a drive input of the hydrodynamic torque converter to a drive output of the hydrodynamic torque converter, and when a service brake is actuated, the clutch is disengaged thereby separating a drive input of the hydrodynamic torque converter from a drive output of the hydrodynamic torque converter. The method comprises the steps of, when the service brake is actuated, actuating the clutch in the engaging direction, and maintaining engagement of the clutch if a device for recognizing a driving status of the working machine detects that the working machine is driving downhill.

Abstract: The disclosure relates to methods for operating an automatic start/stop system in a motor vehicle having an internal combustion engine and an automatic clutch, wherein the automatic start/stop system automatically opens the clutch as a function of propulsion requests, wherein the automatic opening of the clutch is prohibited in certain driving situations such as detected hazardous situations.

Abstract: A driving force controlling apparatus includes a driving force controller configured to determine a state of a road surface. A driving force controller is configured to control a driving force of a vehicle based on the road surface state. A rear-wheel speed sensor is configured to detect a rear-wheel speed. A low-friction-coefficient road surface determining device is configured to determine whether the road surface is a low-friction-coefficient road surface using the rear-wheel speed on a predetermined condition. A determination prohibition device is configured to prohibit the low-friction-coefficient road surface determining device from determining whether the road surface is a low-friction-coefficient road surface, if (a) the rear-wheel speed sensor is abnormal, or if (b) a predetermined time has elapsed from when a shift range is changed from a reverse range to a drive range and/or (c) a gear position has become greater than or equal to a predetermined gear position.

Abstract: A rapid acceleration control apparatus has a rapid acceleration prime mover rotational speed control section and a rapid acceleration start clutch capacity control section. The rapid acceleration prime mover rotational speed control section executes a rapid acceleration start prime mover rotational speed control that control a rotational speed of the prime mover to a target rotational speed required to achieve the rapid acceleration start when a rapid acceleration start condition exists in which both an accelerator and a brake are simultaneously operated while the vehicle is stopped. The rapid acceleration start clutch capacity control section executes a rapid acceleration start clutch capacity control that decreases a connection capacity of the clutch during the rapid acceleration start prime mover rotational speed control executed by the rapid acceleration prime mover rotational speed control section to suppress heating of the clutch due to the rapid acceleration start primer mover rotational speed control.

Abstract: A system and method for selectively opening a drivetrain of a vehicle is described. In one example, an electrically operated clutch is opened during selected driving conditions to conserve kinetic energy of the vehicle. The method may reduce fuel consumption during selected conditions.

Abstract: An integrated parking brake and clutch control system for a vehicle is provided that includes a clutch perch configured for mounting on a handlebar assembly of a vehicle. A clutch lever is pivotably coupled to the clutch perch and is pivotable between rest and clutch-applied positions, and between the rest position and a parking-brake-applied position. A brake lever is pivotably coupled to the clutch perch and is pivotable between rest and depressed positions. A lock pin is supported by and moveable with the brake lever. The clutch lever defines a pin-receiving aperture and is configured to receive respective ends of a clutch cable and a parking brake cable. The lock pin is selectively insertable into the pin-receiving aperture when the clutch lever is in the parking-brake-applied position, which prevents the clutch lever from pivoting to either the rest position or the clutch-applied position.

Abstract: A method and a device for operating a motor vehicle, in which during driving mode the frictional connection between the vehicle engine and at least one drive axle is interrupted, and the vehicle engine is shut down, wherein the frictional connection between the vehicle engine and the at least one drive axle is restored when the driver operates an operating element, the vehicle engine remaining in the off state.

Abstract: A method and system for controlling the creeping behavior of a vehicle equipped with an automated clutch (4). According to the method for controlling the creeping behavior of a vehicle equipped with an automated clutch (4), the actuation of a brake actuation element (34) is detected. In addition, a creep parameter, which influences creeping and whose magnitude influences the actuation position of the clutch (4), is modified with an increasing actuation of the brake actuation element (34) to reduce the creeping behavior.

Abstract: A riding type vehicle includes an automatic transmission capable of executing a shift change by a clutch actuator and a shift actuator. A clutch is controlled by the clutch actuator and is a multiplate clutch. The multiplate clutch is provided with bias member configured to enlarge a partial clutch engagement region of the clutch. The multiplate clutch is configured such that during shift change, both of the clutch actuator and the shift actuator are controlled to operate in overlapping manner.

Abstract: The invention relates to a process of ending a clutch protection function against overload of an automated clutch. The clutch protection function is ended when, by actuating the gas- and brake pedals, an absolute value of a brake pedal signal falls below a default threshold value and the time derivative of the brake pedal signal is negative.

Abstract: A method of controlling an activation load applied to a clutch pedal. A first load is applied to the clutch pedal that has a first reaction force in a first phase of pedal movement. A switch is activated at the end of the first phase. When the switch is activated, a second load that is greater than the first load is applied to the pedal that provides a second reaction force in a second phase of pedal movement.

Abstract: A quick release brake mechanism has a housing, a first shaft mounted in the housing and at least one gear rotatably received thereon. A second gear is rotatably mounted in the housing in operative engagement with the first shaft. A clutch is operatively disposed between the first shaft and the second gear, and a locking mechanism is mounted in the housing in operative engagement with the first shaft at least one gear and the clutch. The clutch is moveable between a first position in which the first shaft is rotationally coupled to the first and the second gears, and a second position in which the second gear rotates with respect to the first shaft. A remotely operated quick release mechanism operatively coupled to the housing has a first end operatively coupled to a power source and an opposite second end operatively coupled to the clutch so as to move the clutch from the clutch first position into the clutch second position.

Abstract: “Threshold A is substituted in a power-on state, “threshold B”, which is lower than “threshold A”, is substituted in a power-off state, and “threshold C”, which is lower than “threshold B” is substituted during a brake operation, as a rapid deceleration determination threshold. The rotational speed of an output shaft of an automatic transmission and the rapid deceleration determination threshold are compared to determine whether a vehicle is rapidly decelerating. The engagement state of a lock-up clutch is controlled based on whether the vehicle is rapidly decelerating.

Abstract: A hydraulic control system for a vehicle includes a brake control unit having a mechanically actuated master cylinder and an electric motor driven pump. The master cylinder and the pump are each adapted to separately provide pressurized fluid to a brake cylinder. A hydraulically actuated drive coupling selectively transfers torque between rotatable input and output shafts. The rotatable output shaft is adapted to drive a vehicle wheel. The hydraulic control unit is in receipt of pressurized fluid from the pump. The hydraulic control unit includes a valve moveable between a first position where the drive coupling is in communication with the pressurized fluid and torque is transferred by the coupling and a second position where the pressure of the fluid in the cavity is reduced to reduce the torque transferred by the coupling.

Abstract: Excellent fuel consumption and drivability are achieved by properly controlling the lockup-canceling timing in a vehicle with an automatic transmission equipped with a torque converter having lockup features. Conventionally, the lockup got cancelled when it was determined that the vehicle speed was lower than a first lockup-canceling vehicle speed used when the accelerator was OFF at the same time the brakes were OFF. Herein, however a delay timer is activated after the accelerator is released (OFF) to set a second lockup-canceling vehicle speed, which is slower than the first lockup-canceling vehicle speed and which is used when the brake is activated (ON). As a result, the lockup will not be cancelled until the vehicle speed reaches the second vehicle speed, and the lockup period can be ensured for a longer period of time.

Abstract: A load determining section of a drive control apparatus for forklift determines a load state related to a loading attachment. In a case where a connection determining section determines switching to a connection state, if the load state determined by the load determining section requires that driving of a vehicle body be limited, a disconnection control section forcibly disconnects a transmission of a driving force to a drive wheel. Thus, the forklift is prevented from being started in a state that is likely to make the driving of the forklift unstable.

Abstract: A transmission has a first gearshift group, a second gearshift group, and a controller. The controller is configured to perform a method that includes fully coupling the first gearshift group to an engine drive shaft, and partially coupling the second gearshift group to the drive shaft while the first gearshift group is fully coupled to the drive shaft.

Abstract: A method and apparatus are provided for switching on and off the internal combustion engine which drives a vehicle by way of a manual transmission. The manual transmission is associated with a clutch for producing and releasing the frictional connection between the internal combustion engine and drive train. The clutch has a clutch operator for producing and releasing the frictional connection to the drive train. The clutch is actuable by a driver by way of a clutch pedal. A variable representing the engaging speed of the clutch operator is detected. If this variable exceeds a limit value, the starting of the internal combustion engine is interrupted.

Abstract: In a hybrid-drive electric vehicle, upon request of gear shifting of a transmission (2), a clutch (3) is first disconnected and the transmission (2) is set to a neutral position. The rotating electric generator 4 is then operated in a motor mode or a power generating mode so that a rotational speed of an input shaft of the transmission (2) reaches a region of a synchronizing rotational speed in accordance with a requested gear position. When the rotational speed of the input shaft of the transmission (2) reaches the region of the synchronizing rotational speed, the gear position of the transmission (2) is changed over from the neutral position to the requested gear position. Thus the rotation synchronizing time for the gear shifting in the transmission (2) is reduced, making it possible to perform the gear shifting for a short period of time.

Abstract: A procedure for controlling a start-up assistant control of a vehicle with a transmission, an automatically controllable clutch and at least an automatically controllable brake affecting the wheels of the vehicle, which can be activated by the driver to halt the vehicle and which with the start-up assistant control unit increases the jerking degree of the clutch on activation of a starting operating system and which at least releases the brakes. The jerk degree of the clutch, which signals the brakes to be released is selected dependent on the operating reactions of the drive train actuators, derived from the current accelerator pedal position and/or accelerator pedal adjustment speed. It can be guaranteed by considering the dead time between the issuance of a release instruction of the brakes and the actual release of the brakes along with, release of torque of the engine, the desired torque corresponds to the brake.

Abstract: The ECT_ECU performs a step of determining that an ON failure has occurred in a depressing force switch when the depressing force switch is turned ON while a brake lamp switch is OFF, and setting a flag F; a step of determining whether the brake lamp switch, which is turned OFF at a position on a release side with respect to a depressing force switch setting position, has been turned OFF, when the flag F has been set; and a step of increasing commanded pressure for engaging an input clutch as rapidly as possible, when the brake lamp switch has been turned OFF.

Abstract: A vehicle stability control system includes a controller configured to deactivate a traction control clutch, provide a reverse torque across the traction control clutch, and apply a braking torque according to a vehicle stability control strategy. The reverse torque across the traction control clutch may be provided by reducing an engine torque output, applying a pulse of brake pressure, or other means.

Abstract: A method for altering the coupling torque of a coupling in the drive train of a vehicle with an automatic gearbox and/or automatic coupling in a creep drive mode of a vehicle. According to the invention, the coupling torque is altered according to at least one variable, the parameter of the vehicle describing the creep drive mode thereof.

Abstract: A method for altering the coupling torque of a coupling in the drive train of a vehicle with an automatic gearbox and/or automatic coupling in a creep drive mode of a vehicle. According to the invention, the coupling torque is altered according to at least one variable, the parameter of the vehicle describing the creep drive mode thereof.