Abstract: A method for controlling a clutch which pertains to a vehicle and which is operated by means of a vehicle control system. The vehicle is provided with an engine, and a driver of the vehicle requests propulsive force from the engine. A first propulsive force requested by the driver and transmitted via a clutch involves determining whether the clutch slips while transmitting the first propulsive force. When the clutch slips during transmission of the first propulsive force, the propulsive force transmitted by the clutch increases. The invention relates also to a system and a vehicle.

Abstract: A method for controlling a friction clutch in a drive train of a motor vehicle, using a clutch actuator, on the basis of a clutch model. A nominal characteristic curve of the clutch moment, which is transmitted via the friction clutch, is adapted continuously to actual operating parameters. In order to counteract a loss of comfort of the motor vehicle, which is caused by the running-in behavior, for example, of the friction linings of the friction clutch, the friction clutch is operated by way of different sets of operating parameters during a running-in phase of the friction clutch, and after the run-in phase of the friction clutch.

Abstract: A method of controlling clutch transfer torque in a hybrid vehicle comprises estimating clutch characteristics from a relation between a control current for a clutch hydraulic valve and a clutch transfer torque corresponding to the control current for the clutch hydraulic valve. With the method, a clutch friction coefficient can be precisely estimated, thereby reducing/eliminating a shock that can occur in the event of the clutch going on or off.

Abstract: A system and method of controlling a fail-safe for a vehicle is provided. The method includes determining, by a controller, that remaining hydraulic pressure exists in the clutch when the clutch is not opened and a target value of oil pressure for opening the clutch is maintained for a predetermined time period. In addition, whether a vehicle is stopped is confirmed in response to determining that remaining hydraulic pressure exists in the engine clutch. The controller is further configured to transmit a signal to shift to the vehicle to a neutral (N) stage to a transmission controller and shift to the vehicle to the N-stage in response to determining that the vehicle is stopped. Then, the engine is driven by the controller in response to determining that the vehicle is shifted to the N-stage.

Abstract: A method for disconnecting an electrical machine connected with the wheels of a vehicle's drive axle by means of a dog clutch having intermeshing couplers includes, upon receipt of a command to disengage, two successively activated steps. In the first step, a torque equal to a calibrated threshold of a target torque (d) is applied to the electrical machine so to effect a zero torque between the couplers. During this step, a dog clutch actuator is deactivated so to allow the dog clutch to disengage from the electrical machine as quickly as possible. Next, a torque having a value determined according to a slope whose value ranges from the calibrated threshold of the target torque (d) to zero is applied to the electrical machine.

Abstract: A transmission includes an electro-hydraulic controller that includes redundancy in the hydraulic circuit that permits single fault failures to be compensated for by changing the flow path of hydraulic fluid to bypass the single fault failure. The redundancy results in the ability of the transmission to maintain full operation in all modes.

Abstract: A device for controlling an automatic transmission including a lock-up clutch control portion and a zero slip control portion for bringing a lock-up clutch into a zero slip state immediately before slippage occurs in accordance with a zero slip request outputted during a non-gear shift, wherein in a case where a target slip amount is equal to or smaller than a slip amount threshold value upon transition to the zero slip state, the zero slip control portion fixes the target slip amount to the slip amount threshold value and retains the fixed target slip amount for a predetermined period of time, and after the predetermined period of time has elapsed, gradually decreases the target slip amount from the slip amount threshold value to a zero slip amount with a predetermined gradient with time.

Abstract: A control apparatus for an automatic transmission that selectively engages a plurality of frictional engaging elements for shift control includes a shift instruction device, a temperature calculator, an engageability determiner, an engagement delay device, a load calculator, a cumulative load calculator, and a threshold temperature changer. The engageability determiner is configured to determine whether at least one of the plurality of frictional engaging elements is engageable or not based on a comparison between a temperature of the at least one of the plurality of frictional engaging elements calculated by the temperature calculator and a predetermined threshold temperature in a case where the shift instruction device outputs a shift instruction. The threshold temperature changer is configured to change the predetermined threshold temperature in a case where a cumulative load calculated by the cumulative load calculator reaches a value greater than or equal to a predetermined value.

Abstract: In a control apparatus for an automatic transmission, a gear shift from a second gear shift stage to a first gear shift stage is inhibited and the gear shift from the first gear shift stage to the second gear shift stage is continued, when, during the gear shift from the first gear shift stage to the second gear shift stage, a request of the gear shift from the second gear shift stage to the first gear shift stage by means of an automatic transmission section has occurred during a time duration from a time at which a gear shift command from the first gear shift stage to the second gear shift stage is issued to a time at which an inertia phase is started.

Abstract: A system, computer-implemented method, and computer program product are provided for a monotonic coupling assembly engagement. A coupling assembly actuation force output is increased to a coupling assembly associated with a rotary power source and a piece of driven equipment. A determination is made whether a power source process variable associated with the rotary power source drops below a pause threshold. A current coupling assembly actuation force output is maintained to the coupling assembly in response to a determination that the power source process variable drops below the pause threshold. A determination is made whether the power source process variable rises above a resume threshold. The coupling assembly actuation force output is increased to the coupling assembly in response to a determination that the power source process variable rises above the resume threshold.

Abstract: A transmission controller increases an indicated hydraulic pressure to a starting frictional engagement element to a normal hydraulic pressure, causes a hydraulic piston to stroke and executes a learning control of the indicated hydraulic pressure so that a time until the starting frictional engagement element starts generating a transmission capacity after the range is switched from the neutral range to the drive range becomes a target time when a range is switched from a neutral range to a drive range. The transmission controller further detects a driver's starting intention and increases the indicated hydraulic pressure to the starting frictional engagement element to a starting time hydraulic pressure higher than the normal hydraulic pressure and prohibits the learning control if the starting intention is detected before the starting frictional engagement element starts generating the transmission capacity.

Abstract: The clutch control system includes a motor in a liquid pressure modulator for engagement/disengagement of a clutch, a clutch control unit for controlling the operation of the motor, vehicle condition detection means which detects at least that an engine is in working and which detects the running speed of the vehicle, and neutral detection means for detecting the neutral state of a transmission. As controlled states of the clutch, there are set a first control state in which the clutch is in a partially engaged state or an engaged state, and a second control state in which the clutch is disengaged. When the engine being working and the vehicle speed being in excess of a predetermined value is detected and the neutral state is detected, in the first control state, transition to the second control state is effected and the clutch is disengaged.

Abstract: A vehicle includes a transmission having a plurality of clutches, including an oncoming binary clutch and an off-going clutch. The oncoming binary clutch is a binary device and the off-going clutch is a non-binary device. An internal combustion engine is operatively connected to the transmission and configured to generate an engine torque based on an input torque request. A controller is operatively connected to the transmission and has a processor and tangible, non-transitory memory on which is recorded instructions for executing a method for controlling a power-on downshift with the off-going clutch and the oncoming binary clutch. The controller is configured to generate a first pressure command at below a threshold pressure to at least partially pressurize the oncoming binary clutch and initiate a clutch slip for the off-going clutch. Among other steps, the controller is configured to determine if synchronization is met.

Abstract: A method for controlling a clutch start after an engine stop coasting phase of a motor vehicle whose service brake is applied and whose braking system may be influenced by a clutch control with regard to the braking torque. In this connection, the braking torque is reduced by the value caused by the clutch start as an effective wheel torque by engaging the clutch. This has the advantage that the exact amount of braking effect is achieved, which was intended by the original application of the brake without a clutch start. Consequently, no additional braking effect results from the clutch start, which would reduce the comfort of the passengers. The passengers namely perceive a clutch start as the application of the brake.

Abstract: An electric tool has a housing, a motor disposed in the housing, an output shaft, a first planetary gear transmission mechanism, having a power input member, disposed between the motor and the output shaft, and a locking mechanism, having a power output member. The locking mechanism has a locked state and an unlocked state. When torsion is transmitted from the motor to the output shaft, the locking mechanism is in the unlocked state, and the output shaft is driven by the motor to rotate to perform electric operation. When the output shaft reversely receives a force, the locking mechanism is in the locked state, and the power input member of the first planetary gear transmission member is locked to perform manual operation.

Abstract: A transmission control system and method for controlling the level of creep torque supplied by a powertrain. The transmission control system having a controller configured to receive output signals from any one of a driver interface device sensor, a grade sensor, and a brake pedal sensor. Based on the output signals, the level of necessary creep torque and be determined and supplied, reducing unnecessary fuel consumption.

Abstract: A vehicle includes a cruise control section arranged and programmed to perform control to maintain the vehicle speed at a prescribed vehicle speed while a clutch is engaged. A clutch actuator control section performs control to disengage the clutch when the value of a parameter becomes equal to or lower than a first threshold value, in the case where the cruise control section is determined to not be performing the control to maintain the vehicle speed at a prescribed vehicle speed; and performs the control to disengage the clutch when the value of the parameter becomes equal to or lower than a second threshold value, which is lower than the first threshold value, in the case where the cruise control section is determined to be performing the control to maintain the vehicle speed at a prescribed vehicle speed.

Abstract: A system and method of controlling a fail-safe for a vehicle is provided. The method includes determining, by a controller, that remaining hydraulic pressure exists in the clutch when the clutch is not opened and a target value of oil pressure for opening the clutch is maintained for a predetermined time period. In addition, whether a vehicle is stopped is confirmed in response to determining that remaining hydraulic pressure exists in the engine clutch. The controller is further configured to transmit a signal to shift to the vehicle to a neutral (N) stage to a transmission controller and shift to the vehicle to the N-stage in response to determining that the vehicle is stopped. Then, the engine is driven by the controller in response to determining that the vehicle is shifted to the N-stage.

Abstract: A system and method can control the dry dual clutch transmission (dDCT) of a vehicle. The method includes modifying a recorded torque-to-position (TTP) table based on a calculated clutch torque difference between a calculated clutch torque and a commanded clutch torque. The commanded clutch torque is provided by a transmission control module and is defined as a clutch torque sufficient to move the vehicle without applying the accelerator applier after the brake applier has been released. The calculated clutch torque is a function of the actual engine torque value, the engine inertia, and the engine acceleration.

Abstract: In a lock-up clutch control device, base hydraulic pressure calculation device calculates base hydraulic pressure Pb for engaging a lock-up clutch based on input torque from an engine, correction factor calculation device calculates correction factor ?, which is greater than 0 but less than 1, for correcting the base hydraulic pressure Pb based on an input rotational speed Ni of a transmission and a cylinder cut-off state of the engine. Commanded hydraulic pressure calculation device calculates a commanded hydraulic pressure Pc from the base hydraulic pressure Pb and the correction factor ? by means of: current value of commanded hydraulic pressure Pc?previous value of commanded hydraulic pressure Pc+(base hydraulic pressure Pb?previous value of commanded hydraulic pressure Pc)×?, and the commanded hydraulic pressure Pc is made to converge to the base hydraulic pressure Pb by repeating this a predetermined number of times.

Abstract: Slipping of a clutch can be minimized with a method of controlling the clutch different, depending on the current traveling status of the vehicle, when reaccelerating the vehicle with both clutches open before stopping the vehicle with a dual clutch transmission (DCT). The method can improve the sense of shifting by optimizing the inclination of an engine speed.

Abstract: A control system for electronically controlling engine speed and PTO clutch mechanism engagement of a grounds maintenance vehicle such as a lawn mower. In one embodiment, an electronic controller (electronic control unit or ECU) may receive operator inputs from a speed setting switch and an on/off PTO clutch engagement switch. The ECU may take these inputs and make intelligent decisions as to when to engage/disengage the clutch mechanism and may change engine speed automatically prior to, during, and/or after clutch mechanism engagement/disengagement. In one or more of these speed setting switch positions, the switch may set a speed of the engine to a first speed when the clutch mechanism is disengaged, and a second speed (different than the first speed) when the clutch mechanism is engaged.

Abstract: An example method of operation comprises, selectively shutting down engine operation responsive to operating conditions and without receiving an engine shutdown request from the operator, maintaining the automatic transmission in gear during the shutdown, and during an engine restart from the shutdown condition, and with the transmission in gear, transmitting reduced torque to the transmission. For example, slippage of a forward clutch of the transmission may be used to enable the transmission to remain in gear, yet reduce torque transmitted to the vehicle wheels.

Abstract: The disclosure relates to a procedure for controlling torque transmission rate of a clutch. The clutch is in connection with a transmission and an electric machine, configured to receive torque from the electric machine by a couple half of the clutch, and configured to produce a torque guiding connection between a combustion engine and the transmission. According to the procedure, when the clutch is in a slipping condition, a shifting demand to the transmission to shift from a neutral position to a gear is detected. After detecting such a shifting demand, either a counter is started so that when the counter reaches a first count, the torque transmission rate of the clutch is being increased, or an event detection is actuated to detect an event that directly precedes the shifting process, so that when this event is detected, the torque transmission rate of the clutch is increased.

Abstract: In one aspect, a computer-implemented method for automatically calibrating clutches within a transmission of a work vehicle may include determining, with a computing device, whether a plurality of predetermined conditions are satisfied for performing a clutch calibration on a clutch of the transmission. The predetermined conditions may require that the work vehicle be in park and that a predetermined time period has elapsed since a previous clutch calibration was performed on the clutch. In addition, the method may include automatically initiating the clutch calibration without requiring operator input when the predetermined conditions are satisfied and performing the clutch calibration in order to calibrate the clutch.

Abstract: A control device of a hybrid vehicle includes an engine and an electric motor, a clutch, and an automatic transmission. The motor is the only drive power source when the clutch is released. The control device is configured such that when a request for increasing drive torque while the motor is running is made, if start control of the engine and downshift control of the automatic transmission overlap, clutch engagement completion is a starting point to start a rotational change of an input rotation speed of the transmission toward a synchronous rotation speed after a shift, and a transmission torque capacity during the downshift control in the transmission until engagement completion of the clutch being set equal to or greater than an input torque of the transmission during the motor running and less than an input torque of the transmission at the time of engagement completion of the clutch.

Abstract: A method and apparatus for detecting and compensating for pressure transducer errors includes a valve for regulating operation of a hydraulic device, a pressure transducer for detecting a pressure output from the valve, and a microprocessor comprising logic for computing a pressure measurement error of the pressure transducer. The pressure transducer is configured to output a pressure reading representing the detected pressure. The pressure measurement error may be computed using a first pressure reading from the pressure transducer taken at an operating condition in which the actual output pressure of the valve is substantially known, together with the substantially known actual output pressure of the valve.

Abstract: Methods and systems for controlling a vehicle powertrain that may be automatically stopped and started are presented. In one example, a method adjusts a position of a transmission clutch in response to battery current during engine cranking. The method may reduce clutch wear and improve vehicle launch from a stop.

Abstract: The present disclosure relates to durability enhancement techniques for a dry-clutch vehicle transmission. A cooling system that provides a direct convective cooling path to friction surfaces is disclosed. Also disclosed is a continuously variable clutch wear compensation assembly configured to adjust the position of clutch assembly components on-demand or as needed.

Abstract: A method of executing a double transition shift in a transmission includes determining via a controller that one of four clutches involved in the shift has a clutch slip direction relative to input member rotation direction in one of the current gear and the commanded gear and an opposite clutch torque direction relative to input member torque direction in the other of the current gear and the commanded gear. The controller then calculates clutch torques for at least some of the offgoing clutches and at least some of the oncoming clutches, and controls torque at the offgoing clutches and the oncoming clutches during the shift according to the calculated clutch torques to ensure that the clutch with the opposite slip and torque directions does not provide reaction torque during the shift unless clutch slip across said one of the four clutches is zero or in the clutch torque direction.

Abstract: A method of modeling initial temperatures of a dry DCT includes reactivating a controller after a time lapse between first and second clock times representing an offline period. The last known temperatures of a first component and a second component are read and a first temperature difference therebetween is calculated. The method calculates a stop time and a start time on a predefined exponential function from the calculated temperature difference. A first conductive heat transfer between the first and second components is calculated by integrating the predefined exponential function between the stop time and the start time. Based upon the calculated first conductive heat transfer, a first conductive temperature change between the first and second components is calculated. A starting temperature of the first component is calculated from first conductive temperature change, and a control action on the dry DCT is executed based upon the calculated starting temperature.

Abstract: A vehicle control system to prevent deterioration in controllability of the engagement device resulting from temporal deterioration of the engagement device. The vehicle control system is configured to switch a driving mode selectively between a first driving mode in which the engagement device is disengaged, and a second driving mode in which the engagement device is engaged. The vehicle control system comprises: an estimation means that estimates deterioration in an engagement property of the engagement device; and an engagement means that engages the engagement device after achieving synchronization between an input speed and an output speed, in case the estimation means estimates that the engagement property of the engagement device is deteriorated, and the driving mode is shifted from the first driving mode to the second driving mode.

Abstract: A vehicle powertrain includes an engine, transmission, torque converter assembly, and controller. The controller includes recorded lumped inertia models of the powertrain and instructions for executing a clutch-to-clutch shift using these models. The models collectively reduce powertrain dynamics to two or three degrees of freedom. The controller executes a method to estimate clutch torques using the models. The models may include a first primary inertia block describing engine inertia and inertia of a torque converter pump, and a second primary inertia model describing the inertia of the turbine and transmission as reflected to the input member. The second primary inertia model includes bulk inertia models for each fixed gear state and each possible shift maneuver. The controller derives a required output torque value as a closed-loop target value using the lumped inertia models and a requested input torque, and uses the estimated clutch torque to achieve the target value.

Abstract: A method predicts transfer torque of a dry clutch in a vehicle, in which a characteristic of transfer torque of the dry clutch caused by a stroke of a clutch actuator is accurately detected in a process of detecting a characteristic of a transmission when the vehicle is finished in an assembly line, and is applied to the control of the dry clutch using the clutch actuator, thereby previously preventing a phenomenon in which an excessive slip and an impact occur at the dry clutch and thus improving shift performance, for instance, securing durability of the dry clutch, or obtaining smooth shift feeling.

Abstract: A twin clutch controlling apparatus wherein a clutch lever is operated during a deceleration operation in which an auto mode (Auto) is selected, then a shift down action from a gear position “N-2” at which a driving force can be transmitted only by one of an odd number stage side clutch CL1 and an even number stage side clutch CL2 to another position “1-2” at which the transmission gear for transmitting a driving force is switched in response to switching control of the clutch is carried out in response to the operation of the clutch lever. After the shift down action, if re-connection of the clutch is to be carried out by the clutch lever, then the clutch (CL1, CL2) on the side to be driven in response to a manual operation clutch capacity arithmetic operation value (tqc1tmt) is determined in response to a vehicle speed V.

Abstract: A method for detecting the clutch condition in engine-powered vehicles. To ensure a reliable detection of the clutch condition even in extreme driving situations, the engine torque of at least one vehicle engine is increased or reduced automatically by pulses and the response of the engine to the torque pulse is evaluated.

Abstract: A method of searching for the touch point of a clutch includes a gear release determination step of determining whether the gear of a non-drive shaft has been released after a change of speed, a clutch operation step of, if the gear has been released, engaging a clutch connected to the non-drive shaft up to a current touch point, and a learning step of determining and learning the propriety of the current touch point depending on changes in the speed of the non-drive shaft after the clutch operation step.

Abstract: A shift control method for a vehicle having a double clutch transmission may include determining whether or not a speed change may be between transmission gears which may be allocated to a same input shaft, determining whether or not a gear of the input shaft may be released, when the gear of the input shaft may be released, engaging working parts of a clutch of the input shaft with each other in a range before synchronization of a final target transmission gear starts.

Abstract: A vehicle includes an engine, a transmission, and a controller which executes a method. The transmission includes a clutch having an actuator which applies the clutch using position-based control logic. The transmission also includes a fluid pump and a variable-force or other solenoid valve positioned downstream of the pump and upstream of the clutch. The valve outputs a flow rate (Q) for a corresponding solenoid control current (I). The controller adapts a calibrated Q vs. I characteristic table of the valve for different transmission temperatures by applying closed-loop position control signals to the actuator at the different transmission temperatures and recording a null point(s) describing the corresponding solenoid control current (I) at a zero flow rate condition. The controller calculates an offset value for solenoid control current (I) using the recorded null point(s), applies the offset value to the characteristic table, and controls the clutch using the adapted characteristic table.

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 vehicle control device includes an engine and a clutch configured to connect and disconnect a power transmission path between the engine and a drive wheel according to a supplied hydraulic pressure. The vehicle control device is configured to carry out neutral control that controls the hydraulic pressure supplied to the clutch to an N control study value for placing the clutch in a semi-engaged state while a vehicle stops and inertia control (free-run control, deceleration eco-run control, and N inertia control) that carries out an inertia travelling by releasing the clutch while the vehicle travels. At the time that the inertia control is executed, the vehicle control device controls the hydraulic pressure supplied to the clutch to the same value as the N control study value.

Abstract: A method for operating a controlled device. A feedback signal is received from a controlled device, the feedback signal indicating actual system dynamics of the controlled device. A predefined limit is applied to the actual system dynamics to create limited system dynamics. A modulation parameter is calculated by a processor based at least in part on the limited system dynamics and the actual system dynamics. Desired system dynamics for the controlled device are generated by the processor based at least in part on the modulation parameter and an external command.

Abstract: A method of learning a kiss point of a first clutch of a dual clutch transmission includes controlling a rotational speed of the input shaft to be within a pre-determined range. When both the first clutch and the second clutch are determined to be disengaged from the input shaft, and the rotational speed of the input shaft is within the pre-determined range, then the first clutch is moved from a disengaged position into an engaged position. An increase in a rotational speed of a first transmission shaft, which is coupled to the first clutch, is detected. When the increase in the rotational speed of the first transmission shaft is detected, a position of the first clutch is identified. The identified position of the first clutch is saved in a memory of a transmission control module as a learned first clutch kiss point.

Abstract: Methods and systems for providing vacuum to a vehicle are described. In one example, a method adjusts an application force of a transmission clutch in response to a request for additional vacuum.

Abstract: A method for controlling the pressure of hydraulic fluid supplied within a transmission of a work vehicle. The method may generally include receiving a signal associated with a load condition of the work vehicle, determining a desired pressure for the hydraulic fluid supplied within the transmission based on the load condition and controlling a valve such that hydraulic fluid is supplied within the transmission at the desired pressure, wherein the transmission includes an input shaft, a counter shaft and at least two driven shafts extending parallel to the input and counter shafts.

Abstract: A control apparatus for a vehicle including a differential section having a first rotating element coupled to a prime mover and a second rotating element connected to drive wheels via an engaging and disengaging apparatus, including: a controller configured to control connection of the engaging and disengaging apparatus, the controller being configured to adjust a power of the prime mover, the controller being configured to reduce the power of the prime mover when performing connection of the engaging and disengaging apparatus, and the controller being configured to reduce more power of the prime mover as a speed of rotation of the first rotating element is lower.

Abstract: The invention relates to a method for determining the filling quantity in the actuating system of a clutch arrangement (10) which has a forward clutch (12) and a reverse clutch (14) for a respective connection of an input shaft (16) to an output shaft (18) for drive purposes. A first controllable actuating unit (20) is provided for actuating the forward clutch (12), and a second controllable actuating unit (22) is provided for actuating the reverse clutch (14).

Abstract: A method for wear-limiting torque build-up in a vehicle (100; 110) provided with an engine (230), a clutch configuration (235) and a gearbox (240). The method has steps of demanding (s410) a power train torque; guiding (s420) the torque build-up towards the power train torque demanded (Tqreq); responding to continuing torque build-up at a certain engine speed (Es) by only providing a reduced power train torque (Tqlimit) which is less than a maximum available engine torque (Tqmax); continuously deciding (s450) whether the vehicle is moving or not; then either further increasing the power train torque (Tq) by increasing the engine's speed (Es) if the prevailing power train torque (Tq) is substantially the same as the reduced power train torque (Tqlimit) and the vehicle (100) is not moving, or automatically activating (s460) the clutch configuration (235) to non-slipping operation if the prevailing power train torque is substantially the same as the reduced power train torque and the vehicle is not moving.

Abstract: A controller is provided with a lock-up capacity control means for controlling a lock-up capacity to a predetermined target capacity when a transition to a coast running state occurs, a timing means for measuring a time during which a slippage, which is a difference between a revolution speed (engine speed) of an input element and a revolution speed (turbine speed) of an output element, is within a predetermined range when the lock-up capacity is controlled to the predetermined target capacity, and a capacity learning means for making a learning-correction to the predetermined target capacity such that the time measured by the timing means is brought to a predetermined target time. By virtue of the learning-correction, it is possible to accurately control the lock-up capacity when the transition to the coast running state has occurred.

Abstract: An apparatus, method and computer for actuating a disconnect clutch which is arranged between a first drive unit and a second drive unit of a hybrid drive and which can be actuated by means of a hydraulic actuating element in order to couple or decouple the first drive unit to or from the rest of a powertrain. This is accomplished by adapting a transmission hydraulic pressure level to a disconnect clutch hydraulic pressure level required for actuating the disconnect clutch by a pressure converter arranged between the actuating element and a hydraulic medium supply for a transmission.