Abstract: Disclosed is method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging gears of the vehicle transmission. In a neutral gear a transmission input (1) and a transmission output (2) of the vehicle transmission are decoupled from one another. In a driving gear the transmission input (1) and the transmission output (2) of the vehicle transmission are coupled with one another by closing the shifting elements (A, B, C, D, E) associated with the driving gear in order to propel the vehicle. When the neutral gear is engaged, a transmission condition is determined, and if a transmission condition with elevated drag losses exists, then in addition to the shifting elements (A, B, C, D, E) of a driving gear, at least one further shifting element (A, B, C, D, E) of the vehicle transmission is closed.

Abstract: A control device, for a vehicle, comprising an electronic control unit configured to: output a first command value, for tightening a pack clearance, to a hydraulic control circuit system prior to output of a second command value, for transmitting cranking torque that raises a rotation speed of the engine, during a transition of switching a control state of a clutch from a released state to an engaged state when an engine is started; and perform, when the engine is started, first control for outputting the cranking torque by an electric motor and second control for starting operation of the engine, wherein the electronic control unit is configured to set the first command value to a first hydraulic pressure when the engine is started in a first situation, and set the first command value to a higher second hydraulic pressure higher when the engine is started in a second situation.

Abstract: A vehicle control apparatus includes: a clutch controller configured to switch an operation state of a clutch mechanism from a release state to an engagement state upon switching of a traveling mode from a motor traveling mode to an engine traveling mode; and a motor controller configured to control a traveling motor to suppress variation in torque upon starting of the engine. The clutch controller is configured to control the clutch mechanism to be brought into the engagement state at a first engaging speed when the engine is started on a condition that a revolution speed of the motor driving system is higher than a revolution threshold, and to control the clutch mechanism to be brought into the engagement state at a second engaging speed lower than the first engaging speed when the engine is started on a condition that the revolution speed is lower than the revolution threshold.

Abstract: Related are a method and an apparatus for protecting a clutch in a vehicle driving process. The method comprises: acquiring a current oil temperature of a space where the clutch is located and judging whether the current oil temperature is within a set temperature interval or not; in a case where the current oil temperature is within the set temperature interval, detecting whether a current wheel speed difference between front shaft and rear shaft reaches to a set wheel speed difference threshold or not; and in a case where the current wheel speed difference between the front shaft and rear shaft reaches to the set wheel speed difference threshold, triggering a first protective mode that is preset to protect the clutch; and in a case where the current oil temperature is higher than the set temperature interval, triggering a second protective mode that is preset to protect the clutch.

Abstract: The invention relates to a multi-speed transmission, comprising a power split device, an input shaft of the transmission being connected or connectable to prime mover, an output shaft, two shiftable sub-transmissions, each providing a plurality of different gear ratios, and at least one rotating electric machine, connected to said power split device, wherein the two sub-transmissions can be connected alternatively to the output shaft, and a control system, connecting said electric machine with an electric battery and auxiliary electrical consumers. The electric machine is connected to the power split device in a way to reduce torque value down to zero on either an input shaft of the first sub-transmission or on an input shaft of the second sub-transmission by applying different shaft torque levels, and the internal heat generation capacity of the electric machine exceeds the power capacity of the control system power line.

Abstract: A work vehicle has a hydraulic source; a control valve that controls a flow of the hydraulic oil discharged from the hydraulic source; and an engine starting device for starting an engine, in which a control device has: a low-temperature state determination unit that determines whether a temperature state of a working fluid of a torque converter is a low-temperature state; and a clutch control unit that when it is determined by the low-temperature state determination unit that the temperature state of the working fluid is not the low-temperature state, controls the control valve in order to switch a lock-up clutch to a non-engagement state, and when it is determined by the low-temperature state determination unit that the temperature state of the working fluid is the low-temperature state, controls the control valve in order to switch the lock-up clutch to a engagement state.

Abstract: The present disclosure provides a shift control method for a hybrid electric vehicle including: controlling a speed of a vehicle driving source; simultaneously controlling a release element and a connection element in a transmission based on a rotation acceleration of a transmission output shaft when shifting by a power-on down shift.

Abstract: A transmission combination includes a hydrostatic transmission and a mechanical transmission having a clutch and a control device for calibrating a grinding point of the clutch. A traction drive includes the transmission combination. A method includes calibrating the clutch.

Abstract: The invention relates to a software damper and to a method for configuring a software damper connected to a clutch control system for damping chatter vibrations of a clutch torque being transferred by means of an automated friction clutch positioned between a combustion engine and a transmission and controlled by the clutch control system, wherein a transmission input speed (r(g)) is captured at the output of the friction clutch by means of the software damper, and the target clutch torque (m(k)) encumbered by chatter vibrations is corrected by means of negative feedback.

Abstract: Systems and methods for operating a hybrid vehicle driveline that includes an engine and a motor are presented. In one example, the systems and methods include one or more control modes where engine and/or motor speed or torque is adjusted responsive to different control parameters during a vehicle launch from zero speed or a creep speed.

Abstract: The present disclosure relates to a shift control apparatus of a vehicle and its method. In particular, the shift control apparatus includes: a transmission including a first clutch and a second clutch; a torque source to generate power for driving a vehicle; a data detector to detect a vehicle state data; and a vehicle controller to connect a current stage synchronizer to a next stage driving gear if the vehicle state data satisfy a shift condition, release the first clutch to be connected to the driving gear of a current stage, perform a speed control of a torque source while maintaining the second clutch connected to the driving gear of the next stage in a slip state, and release the second clutch and connect the first clutch if the vehicle stage data satisfy a speed control completion condition to complete a shift to a target stage.

Abstract: A transmission includes an input member, a hydraulic pump, a hydraulic circuit, a clutch assembly for transferring torque between the input member and an output member. A mechanically-driven hydraulic pump is rotatably coupled to the input member and is fluidly connected to the hydraulic circuit. The clutch assembly includes a friction clutch pack, a clutch-apply piston, a clutch-release piston and a coned-disc spring. The clutch-release piston is fluidly coupled to a first hydraulic chamber that is fluidly coupled to the hydraulic circuit. The clutch-apply piston is fluidly coupled to a second hydraulic chamber that is selectively fluidly coupled to the hydraulic circuit. A second spring urges the clutch-apply piston and the coned-disc spring urges the clutch-release piston. When the hydraulic pump is not rotating, the clutch assembly is activated by the coned-disc spring urging the clutch-release piston.

Abstract: The present invention concerns a method of controlling a double clutch transmission (1) comprising two clutches (2a, 2b) one of which that is transmitting torque being the active clutch while the other one constituting the incoming clutch characterized by combining the incoming clutch preparation and the torque handover from the active clutch by over actuating the incoming clutch and shutting off the active clutch in a non proportional way, based on a feedback signal from the incoming clutch.

Abstract: A method of estimating a torque of a transmission clutch may include correcting an error by deducing an engine transient torque based on an engine angular velocity measured using a sensor, an engine static torque deduced using a data map, and a load torque depending on a driving load, deducing an engine angular velocity estimation value based on the engine static torque and the engine transient torque, and deducing a clutch torque estimation value depending on a slip in the transmission clutch from a difference between the engine angular velocity estimation value and the measured engine angular velocity.

Abstract: A method of controlling clutches in a multi-speed transmission includes beginning a current shift from a starting gear to an initial target gear, and determining whether the current shift is a downshift. The method determines jump-stage eligibility of a first clutch. Determining jump-stage eligibility includes determining whether the first clutch is a holding clutch for the current shift, and determining whether the first clutch is an off-going clutch for a legal shift from the initial starting gear to an adjusted target gear having a higher speed ratio than the initial starting gear. If the first clutch is not jump-stage eligible, the method maintains pressure of the first clutch at a current pressure. If the first clutch is jump-stage eligible, the method reduces the pressure of the first clutch from the current pressure to a staging pressure, which is greater than a slipping pressure.

Abstract: A total power demand including a wheel power demand may be observed. The wheel power demand may be modified to determine a modified total power demand including a modified wheel power demand if the total power demand falls within a target range of power values defined by upper and lower threshold power values such that the modified total power demand is generally equal to the lower threshold power value.

Abstract: A drive control apparatus for a vehicle includes an engine, an electric motor, a clutch mechanism, an engine rotation sensor, a motor rotation sensor, an acceleration and deceleration intention detecting portion, and a controller. The controller controls a rotation speed of the engine to be an acceleration intention target value greater than a rotation speed of the motor and thereafter brings the clutch mechanism into the engagement state in a case where the acceleration and deceleration intention detecting portion detects that the vehicle is in an acceleration intention mode, and controls the rotation speed of the engine to be a deceleration intention target value smaller than the rotation speed of the motor and thereafter brings the clutch mechanism into the engagement state in a case where the acceleration and deceleration intention detecting portion detects that the vehicle is in a deceleration intention mode.

Abstract: A method of controlling an automated transmission for motor vehicles with one or several pressure activated positioning cylinders (6, 8, 20), via the assigned shift valves (10, 12), at least one main cut-off valve (4) which is positioned prior to the shift valves, and a control device for controlling the shift and main cut-off valves. The pressure requests, for the shifting, are determined and the respective main cut-off valves are triggered depending on the determined pressure requests. To enable a variable match of the supply pressure during transmission shifts, respective optimized pressures or pressure patterns are determined for certain shift scenarios which, for instance, consider a mass to be synchronized, the existence of a tooth-on-tooth position, or the like. Through this method, for instance, the load on shift elements, the shift timing, and the shift noise can be positively influenced.

Abstract: A control device continuously variable transmission for vehicle according to the present invention includes a continuously variable transmission mechanism capable of continuously changing a speed ratio, a sub-transmission mechanism provided in series with the continuously variable transmission mechanism, including a first gear position and a second gear position having a smaller speed ratio than the first gear position as forward gear positions and adapted to switch between the first gear position and the second gear position by selectively engaging or releasing a plurality of frictional engagement elements, and a transmission control unit wherein a vehicle is stopped with the gear position of the sub-transmission mechanism kept in the second gear position when being stopped in a state where the gear position of the sub-transmission mechanism is in the second gear position.

Abstract: A method and transmission control unit configured to improve shift event performance in a vehicle with an automatic transmission by determining a vent time for release of a clutch assembly in a transmission of a vehicle. The vehicle must be stopped and a gear selector in the vehicle must be set to a drive condition. If these conditions are met, the clutch assembly is vented. The vent time from when venting begins to when a turbine (or input shift) speed of the transmission rises is tracked. Once the turbine speed of the transmission rises, the clutch assembly is reapplied. The clutch assembly vent time is set based on the tracked vent time.

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 clutch mechanism which is arranged in a drive train between an internal combustion engine and a manual shift transmission of a motor vehicle. An input shaft is connected rotationally secured to the internal combustion engine and an output shaft is connected rotationally secured to the manual shift transmission. The input shaft is also connected rotationally secured to an input plate support and the output shaft is also connected rotationally secured to an output plate support. The input plate support supports input plates and the output plate support supports output plates. The input plates and the output plates can be charged and cooled with oil.

Abstract: A powertrain includes an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member through selective application of a plurality of clutches. A method for controlling the powertrain includes commanding a shift from a fixed gear operating range state to a second operating range state, commanding decreased reactive torque through an off-going clutch during a torque phase of said commanded shift, and decreasing said reactive torque through said off-going clutch through control of engine input torque.

Abstract: A dual clutch automated manual transmission includes a first clutch and a second clutch, and a clutch torque capacity command value for a plurality of clutch actuators arranged to drive the first clutch and second clutch based on operation of a by-wire type of clutch lever, wherein the clutch torque capacity of the plurality of clutches is controlled. An operator can adjust a driving force by manually operating the clutch in the transmission in which a clutch operation is controlled automatically, such as an automatic transmission system, automated manual transmission system, or dual clutch automated manual transmission system, thereby improving drivability.

Abstract: A method of controlling shifts in a multi-speed transmission includes beginning an initial shift, which changes the transmission from a starting gear to an initial target gear, and executing an adjusted shift, which changes the transmission to an adjusted target gear having higher speed ratio than the initial target gear, when transition conditions are satisfied. The transition conditions include a threshold increase in torque request, which is sufficient to require the transmission to be placed into the adjusted target gear. The transition conditions also include a common controlling clutch, which is an off-going clutch to place the transmission in the adjusted target gear. Executing the adjusted shift does not include placing the transmission in a neutral mode. Furthermore, executing the adjusted shift does not include completing the initial shift.

Abstract: A vehicle powertrain includes a transmission and a clutch. The slip of the clutch is adjusted to a predefined target where a sensed parameter of a shaft of the transmission corresponds to a specified noise, vibration, and harshness (NVH) level in the powertrain. The sensed parameter of the transmission shaft may be one of acceleration, speed, and torque of the transmission shaft. The transmission shaft may be one of the input shaft and output shaft of the transmission.

Abstract: A control device for an automatic transmission mounted on a vehicle to establish a plurality of shift speeds by engaging engagement elements that need to be engaged for each shift speed. The control device includes a target shift speed setting device, a during-travel neutral control device and a prediction control device. The prediction control device takes action when a predicted prechange time becomes equal to or less than a predetermined time while the automatic transmission is in the neutral state, the predicted prechange time being a time predicted on the basis of variations in vehicle speed and being a time before implementation of a change of the target shift speed that involves changing the particular engagement element from a disengaged state to an engaged state in order to maintain the neutral state.

Abstract: The present invention aims to enhance fuel economy without imparting a sense of discomfort to a driver who drives a vehicle. A determination unit determines whether a depression amount of an accelerator pedal is equal to or lower than a first threshold value set beforehand, when a clutch is disengaged and electric power is regenerated. A clutch control unit controls the engagement or the disengagement of the clutch in such a manner as keeping the disengagement of the clutch, when the depression amount of the accelerator pedal is determined to be equal to or lower than the first threshold value, and engaging the clutch when the depression amount of the accelerator pedal is determined to exceed the first threshold value. The present invention can be applied to a hybrid vehicle.

Abstract: A drive train including an internal combustion engine with a crankshaft, and having a spur gear arrangement with at least one transmission input shaft that is coupled to the crankshaft by a friction clutch. A clutch plate within a housing of the friction clutch is connected in a rotationally locked manner to the at least one transmission input shaft and includes a centrifugal force pendulum. To accommodate the centrifugal force pendulum in the drive train in a space saving manner, the centrifugal force pendulum is situated on the at least one transmission input shaft at an axial distance from the clutch plate.

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 method for shifting a semi-automatic powershift transmission used in a motor vehicle during a manually triggered traction upshift involves the shift phases of the charging of an actuator of a clutch to be engaged, an overlap of the charging of the actuator of the clutch to be engaged and the emptying of an actuator of a clutch to be disengaged, and also involves an engine rotational speed alignment. The charging, the overlap and the engine rotational speed alignment are carried out simultaneously. In the shift process during a manually triggered shift, the driver perceives a change in engine rotational speed with only a minimal delay after the shift command.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) paired with an engine in a vehicle includes assessing whether the vehicle is being accelerated and ascertaining whether a position of a vehicle accelerator during the acceleration is maintained within a predetermined range. The method also includes identifying a DCT clutch that is being slipped during the acceleration, determining an amount of time remaining until the clutch stops slipping, and comparing a first preset time span indicative of the time remaining until the clutch reaches a threshold temperature with the amount of time remaining until the clutch stops slipping. The method additionally includes setting a time delay for activating an indicator if the amount of time remaining until the clutchs stops slipping is greater than the first preset time span. Furthermore, the method includes activating the indicator after the time delay.

Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) that is paired with an engine in a vehicle. The method includes assessing whether the vehicle is being accelerated and identifying a DCT clutch slipping during the acceleration. The method also includes determining vehicle parameters, determining an amount of time remaining for the clutch to stop slipping using the determined vehicle parameters, and determining an amount of time remaining until the clutch reaches a threshold temperature. The method additionally includes comparing the determined amount of time remaining for the clutch to stop slipping with the determined amount of time remaining until the clutch reaches the threshold temperature. Furthermore, the method includes activating an indicator if the determined amount of time remaining until the clutch reaches the threshold temperature is less than the determined amount of time remaining for the clutch to stop slipping.

Abstract: A system and method of controlling first and second electric motors of a vehicle having an electrically variable transmission during an engine start/stop operation. The system and method determine a type of shift being performed, determine if a first clutch is being applied or released during the shift, determine if a second clutch is being applied or released during the shift, determine an acceleration limit based on the shift being performed and which clutch is being applied and/or released, determine acceleration and speed profiles based on the shift being performed, which clutch is being applied and/or released and the acceleration limit, determine a first electric motor torque and a second electric motor torque based on the acceleration and speed profiles, and set the torques of the first and second electric motors to the determined first and second electric motor torques.

Abstract: A method of operating a transmission device (3) having a plurality of frictionally engaging shift elements (B, C, D and E) and at least one form-locking shift element (A, F) for implementing different transmission ratios. Upon a requested change in operating state of the transmission device (3), the at least one form-locking shift element (A) is transferred into an at least nearly load-free state, during which the form-locking shift element (A) is transferred from an engaged to a disengaged operating state by increasing the transfer capability of at least one frictionally engaging shift element (E), which is not engaged in the power flow of the transmission device (3) either to represent the present operating state or to represent the requested operating state.

Abstract: A method and a vehicle transmission for selecting a starting gear in a vehicle are provided, the method including steps of measuring a starting gear selection parameter, and selecting a starting gear for the next coming vehicle take-off in dependence of the measured starting gear selection parameter, wherein the starting gear selection parameter is the number of vehicle take offs per time unit. Additionally the parameter can be acceleration in movement of an accelerator pedal being depressed by a driver, accelerator pedal position and clutch wear. Benefits are increased clutch endurance for a vehicle that during at least a period has to perform frequent take-offs and at the same time enhancing take-off comfort for a vehicle that during at least a period goes long-distance.

Abstract: An electro-hydraulic clutch system for a motor vehicle includes a clutch mechanism that selectively engages an engine of the motor vehicle with a gear box, an actuator that pumps and retrieves hydraulic fluid to and from the clutch mechanism to activate the clutch mechanism, and a solenoid with a valve and/or a check ball that is disposed in the path of the hydraulic fluid between the actuator and the clutch mechanism. The solenoid has a normally closed position to prevent flow of the hydraulic fluid back to the actuator in the event of a system failure. The solenoid can also be used to reduce energy consumption in steady state conditions.

Abstract: A system and method for shifting a hybrid vehicle is provided which utilizes one or more controllers to release one or more clutches and brakes when a transmission is shifted into neutral or park and then prevents a rotational element from being rotated by controlling an engine and a motor/generator when the transmission is in neutral or park. Accordingly, shift shock or slip is minimized when a transmission is shifted from a park or a neutral to a drive or a reverse, thus improving a shifting feeling and safety of the vehicle.

Abstract: A method and apparatus to control the pickup on an uphill slope of an automotive vehicle provided with an automatic or robotized gearbox provide the definition of a control strategy of the gear box operation, also according to the gradient of the uphill slope, which is preferably calculated based on a longitudinal acceleration value of the automotive vehicle, and based on the altitude at which the automotive vehicle can be found, which is preferably calculated based on a detected atmospheric pressure value. In this way, it is also possible to consider the reduction in the engine torque due to the reduction in the air density with altitude.

Abstract: When a capacity coefficient (Cre) of a torque converter is larger than or equal to a predetermined threshold (CreA), a speed ratio (e) is calculated on the basis of an actual power transmission efficiency (?) by referring to a predetermined unique relationship between a power transmission efficiency (?) and a speed ratio (e). Therefore, even in a second speed ratio variation range (R2) in which the capacity coefficient (Cre) is larger than or equal to the threshold (CreA) and the speed ratio (e) is not uniquely determined for the capacity coefficient (Cre), the speed ratio (e) is calculated using the unique relationship between the speed ratio (e) and the power transmission efficiency (?), so the speed ratio (e) may be calculated in all the speed ratio variation range of the torque converter.

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 method of controlling a transmission of a vehicle may include beginning synchronization between a speed shift gear of a target gear and an output shaft to shift gears from a current gear to a lower gear set as the target gear in response to deceleration of the vehicle, after the synchronization between the output shaft and an input shaft by the speed shift gear of the target gear has been completed, maintaining the synchronized state therebetween for a predetermined time period, and completing engagement with the target gear to complete the shifting of the gears after the maintaining of the synchronized state.

Abstract: A control apparatus for controlling a transmission apparatus that includes: an input member that is drivably connected to a rotating electrical machine being capable of generating regenerative torque based on an engine and a deceleration request of a vehicle; an output member that is drivably connected to wheels; and a speed change mechanism that has a plurality of friction engagement elements that are controlled to be engaged and released so as to switch a plurality of shift speeds, and that shifts a rotation speed of the input member at one of gear ratios set for the shift speeds and outputs the shifted speed to the output member.

Abstract: A mobile machine includes a propulsion system. The propulsion system may include a prime mover, a traction device, and a clutch operable to transmit power produced by the prime mover to the traction device. The propulsion system may also include propulsion-system controls operable to control the clutch. The propulsion-system controls may include at least one information processor configured to estimate a temperature of the clutch based at least in part on an estimated slippage of the clutch and a fluid temperature.

Abstract: A control apparatus of an automatic transmission including a start intended operation detecting unit detecting a vehicle starting operation; and a clutch control unit engaging the clutch from the clutch disengaged state and the automatic speed change mechanism is placed in a neutral state, when the vehicle starting operation is detected. The clutch control unit includes an initial engagement control unit performing initial engagement control that starts frictional contact of the clutch by supplying hydraulic pressure to a hydraulic servo of the clutch, and a slip start control unit establishing a speed ratio of the automatic speed change mechanism at the start by slip-controlling the clutch after the initial engagement control is terminated, thereby increasing output shaft rotational speed of the automatic speed change mechanism without reducing the input shaft rotational speed of the automatic speed change mechanism to less than the input shaft rotational speed at the end of initial engagement control.

Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.

Abstract: A method for optimizing a shift event in a vehicle includes designating a clutch to be used as an oncoming clutch or an offgoing clutch in the shift event before executing the shift event, and processing a plurality of input values through a state observer to thereby determine, as an output value of the state observer, an estimated slip speed of the designated clutch. The method includes using a proportional-integral control module for the designated clutch (a clutch PI) to close the control loop on the estimated slip speed from the state observer, thereby smoothing a switching between state space equations in the state observer, and executing the shift event. A vehicle includes a transmission, an engine, at least one traction motor, and a control system configured for executing the above method.

Abstract: A clutch unit (47) comprises a wet friction clutch for controllable transmission of a torque from an input element (41) to an output element (45), housing that contains the friction clutch and oil for cooling the friction clutch, and an actuator (51) for actuating the friction clutch. The actuator is attached to the housing in a thermally conductive way and has a temperature sensor (108) for sensing a temperature of the actuator. In order to computationally determine the oil temperature (TÖl) in the clutch unit (47), a thermal input power to the clutch unit is determined as a function of at least a speed of the input element and/or of the output element. The difference between the thermal input power and the thermal output power is determined, and the oil temperature is determined as a function of the difference that was determined.

Abstract: A control apparatus and a control method for a vehicular drive apparatus that includes a driving power source, and a power transmission device that transmits power from the driving power source to a drive wheel are provided. It is determined that a malfunction occurs in the power transmission device, when a comparison value remains equal to or above a predetermined value for a predetermined period. The comparison value is obtained by making a comparison between an actual value and a theoretical value that relate to a rotational speed of a predetermined rotational member that constitutes at least a part of the vehicular drive apparatus. The predetermined period is set according to an operating state of the power transmission device. Thus, it is possible to reduce the possibility that it is erroneously determined that a malfunction occurs, and to quickly determine that a malfunction occurs.

Abstract: A powertrain for a machine may include a flywheel and a drivetrain having multiple configurations to permit the flywheel to be mechanically connected both upstream and downstream of a transmission. A bypass clutch may be used to selectively couple the flywheel directly to the engine, while a flywheel clutch may be used to selectively couple the flywheel directly to a lower powertrain. In both upsteam and downstream modes of operation, the transmission is bypassed to increase flywheel energy storage and use, as well as expanding the functionality of the flywheel.