A clutch driven aircraft electric taxi system is provided with a clutch assembly designed to be automatically selectively engaged or disengaged as required to drive an aircraft autonomously during ground operations. The clutch assembly is mounted integrally with other electric taxi system components completely within an aircraft landing gear wheel and may be designed with one way overrunning or selectable clutch engagement capability in one or both rotational directions, preferably using an arrangement of ratcheting struts and clutch elements adapted specifically for use in an aircraft landing gear drive wheel environment. The clutch assembly may automatically disengage in response to predetermined defined conditions or operating parameters. A failsafe overrunning capability ensures that the clutch assembly will not engage taxi system drive components so that an aircraft's wheel will not be driven during aircraft operation when safety considerations dictate that the aircraft electric taxi system should not be engaged.

A control system for a meshing type engagement mechanism includes a meshing type engagement mechanism and an electronic control unit. The electronic control unit is configured to allow a fluid chamber to be filled with a fluid by putting a switching valve into a cut-off state after respective dog teeth mesh with each other by a second member reaching a predetermined position determined in advance in response to a fluid pressure of the fluid chamber such that the second member is pressed in the direction in which the second member is separated from a first member by a release force depending on the torque transmitted between a surface of a first tooth and a surface of a second tooth, the fluid pressure of the fluid chamber is increased, and an engagement state between the first member and the second member is maintained by the fluid pressure which is increased.

A control system for a meshing type engagement mechanism includes a meshing type engagement mechanism and an electronic control unit. The electronic control unit is configured to allow a fluid chamber to be filled with a fluid by putting a switching valve into a cut-off state after respective dog teeth mesh with each other by a second member reaching a predetermined position determined in advance in response to a fluid pressure of the fluid chamber such that the second member is pressed in the direction in which the second member is separated from a first member by a release force depending on the torque transmitted between a surface of a first tooth and a surface of a second tooth, the fluid pressure of the fluid chamber is increased, and an engagement state between the first member and the second member is maintained by the fluid pressure which is increased.

A clutch disengagement position is detectable with high precision even during speed change. A vehicle transmission device can include a transmission including a main shaft to which rotational power from an engine is inputted via a clutch, and a countershaft, a clutch operation member that is driven by an actuator and performs disengaging and engaging operations of the clutch, and a driving wheel to which rotational power of the countershaft is transmitted via a driving force transmitting device. A damper member deformed by a driving force is provided in the countershaft, the driving force transmitting device or the driving wheel, or among the countershaft, the driving force transmitting device and the driving wheel. A control device learns a clutch disengagement operation amount when the control device detects deceleration of a predetermined value of the rotational frequency of the main shaft.

A vehicle control device includes control means for executing coasting control, in which a friction engaging element is disengaged and a rotation speed of a rotary shaft of a drive source is set at zero, when a shift range corresponds to a travel range and a coasting condition is established, and the control means executes the coasting control when the shift range is modified to a neutral range.

A controller causes a clutch to transition from a half-engaged state to an engaged state when a difference in rotational velocity between input and output sides of the clutch falls within a predetermined range in the half-engaged state of the clutch. The controller executes a moving start control to increase an output rotational velocity of a prime mover and cause the clutch to transition to the engaged state when a predetermined first condition is satisfied in the half-engaged state of the clutch.

The invention relates to a method for controlling a drivetrain having an internal combustion engine, a dual-clutch transmission, having a first and second sub-transmission having at least one shiftable gear ratio, a first friction clutch disposed between the internal combustion engine and the first sub-transmission and a second friction clutch disposed between the internal combustion engine and the second sub-transmission to provide a drivetrain torque at a transmission output of the dual-clutch transmission by transferring an engine torque adjusted thereto via the friction clutches. So as to be able to continue operating a friction clutch which may have a previously damaged friction lining, at a first clutch torque transferred via the first friction lining, depending on a friction coefficient and a current temperature of a second friction lining of the second friction clutch, the second friction clutch is engaged at a gear ratio selected in the second sub-transmission and the friction lining is heated to a specified temperature.

The invention relates to a method for controlling a drivetrain having an internal combustion engine, a dual-clutch transmission, having a first and second sub-transmission having at least one shiftable gear ratio, a first friction clutch disposed between the internal combustion engine and the first sub-transmission and a second friction clutch disposed between the internal combustion engine and the second sub-transmission to provide a drivetrain torque at a transmission output of the dual-clutch transmission by transferring an engine torque adjusted thereto via the friction clutches. So as to be able to continue operating a friction clutch which may have a previously damaged friction lining, at a first clutch torque transferred via the first friction lining, depending on a friction coefficient and a current temperature of a second friction lining of the second friction clutch, the second friction clutch is engaged at a gear ratio selected in the second sub-transmission and the friction lining is heated to a specified temperature.

A roller driven by an engine through a reversible gearbox that is engaged via a belt or chain by a clutch that engages and disengages the belt base on changes in the engine RPM.

A roller driven by an engine through a reversible gearbox that is engaged via a belt or chain by a clutch that engages and disengages the belt base on changes in the engine RPM.