A prime mover includes a stator fixed to the housing and a rotor rotatable relative to the stator. The prime mover outputs torque by being supplied with electric power. A speed reducer reduces the torque of the prime mover and outputs the reduced torque. A rotational translation unit includes a rotation portion that rotates relative to the housing upon receiving the torque from the speed reducer, and a translation portion that moves relative to the housing in an axial direction. A clutch allows torque transmission in an engaged state, and interrupts the torque transmission in a disengaged state. A state changing unit changes the state of the clutch by receiving a force along the axial direction from the translation portion. Cogging torque generated between the rotor and the stator is set to such a magnitude that the rotor is stoppable at any rotation position relative to the stator.

A vehicle drive device includes: an electric motor; a multi-plate clutch including a plurality of clutch plates; a pressing mechanism configured to press the multi-plate clutch; an output rotary member to which a drive force of the electric motor is transferred through the multi-plate clutch; and a control device configured to control the electric motor and the pressing mechanism. The control device is configured to control the pressing mechanism using information on the result of test operation performed while the vehicle is stationary.

A vehicle drive device includes: an electric motor; a multi-plate clutch including a plurality of clutch plates; a pressing mechanism configured to press the multi-plate clutch; an output rotary member to which a drive force of the electric motor is transferred through the multi-plate clutch; and a control device configured to control the electric motor and the pressing mechanism. The control device is configured to control the pressing mechanism using information on the result of test operation performed while the vehicle is stationary.

Disclosed is a method for controlling engagement of an engine clutch in a hybrid electric vehicle in which an engagement control method of the engine clutch is accurately determined so as to minimize a determination error and a sense of discontinuity caused by conversion of the engagement control method resulting therefrom.

Disclosed is a method for controlling engagement of an engine clutch in a hybrid electric vehicle in which an engagement control method of the engine clutch is accurately determined so as to minimize a determination error and a sense of discontinuity caused by conversion of the engagement control method resulting therefrom.

A first engagement member rotates integrally with a first shaft. A second engagement member rotates integrally with a second shaft. An electric clutch device drives the first engagement member with a pressing member that extends and contracts in response to drive of the clutch actuator. The drive control unit performs a position control to control the clutch actuator, such that a drive amount of the first engagement member becomes a target stroke amount, when the first engagement member and the second engagement member are separated from each other and performs a pressing force control to control the clutch actuator, such that the pressing force between the first engagement member and the second engagement member becomes a target pressing force, when the first engagement member and the second engagement member are engaged with each other.

A first engagement member rotates integrally with a first shaft. A second engagement member rotates integrally with a second shaft. An electric clutch device drives the first engagement member with a pressing member that extends and contracts in response to drive of the clutch actuator. The drive control unit performs a position control to control the clutch actuator, such that a drive amount of the first engagement member becomes a target stroke amount, when the first engagement member and the second engagement member are separated from each other and performs a pressing force control to control the clutch actuator, such that the pressing force between the first engagement member and the second engagement member becomes a target pressing force, when the first engagement member and the second engagement member are engaged with each other.

A forced neutral remote start-up control method is provided. The method includes performing an E-clutch neutral switching control, which confirms the presence of an E-clutch upon receiving a remote start-up request signal of an Electronic Control Unit (ECU) to form a vehicle neutral state by an E-clutch state switching before generating an engine start-up signal, and performing an engine start-up by generating the engine start-up signal after confirming the vehicle neutral state.

A forced neutral remote start-up control method is provided. The method includes performing an E-clutch neutral switching control, which confirms the presence of an E-clutch upon receiving a remote start-up request signal of an Electronic Control Unit (ECU) to form a vehicle neutral state by an E-clutch state switching before generating an engine start-up signal, and performing an engine start-up by generating the engine start-up signal after confirming the vehicle neutral state.

A method for controlling an automated starter clutch (4) in a drive train of a motor vehicle (1), which drive train has a transmission (3). In at least one first mode, the starter clutch (4) is operated automatically and is transitioned in an event-controlled manner into a second mode, in which the starter clutch (4) can be operated in such a way that upon actuation of the starter clutch (4), at least one jolt-like movement of the motor vehicle (1) is caused. In the second mode, the actuation of the starter clutch (4) is initiated and controlled depending upon operation of an accelerator pedal (13).