An auxiliary propulsion apparatus of an air vehicle may include an engine mounted in a fuselage of the air vehicle, a generator configured to be driven using power from the engine, a compressor configured to be driven by the engine or the generator, a battery configured to store electricity generated by the generator, an electricity distributor connected to the generator, the battery and the main propulsion apparatus and configured to distribute electricity generated by the generator to the battery and to a main propulsion apparatus, and at least one nozzle device configured to jet high-pressure gas, supplied from the compressor, to an outside of the fuselage.

A clutch control device includes an engine, a gearbox, a clutch device configured to disconnect and connect power transmission between the engine and the gearbox, a clutch actuator configured to drive the clutch device and vary a clutch capacity, an engine rotational number sensor configured to detect an engine rotational number, a throttle opening angle sensor configured to detect a throttle opening angle, and a controller configured to calculate a control target value of the clutch capacity, wherein the controller calculates an estimated engine torque and causes the clutch device to change a slip clutch capacity according to the estimated engine torque.

A control device of a vehicle, the vehicle includes an engine, a hydraulic clutch disposed on a power transmission path between the engine and driving wheels, a starter motor for use in startup of the engine, an electric oil pump device discharging hydraulic oil generating oil pressure supplied to the clutch, and a power supply device supplying electric power driving each of the starter motor and the electric oil pump device. The control device includes a startup control unit that performs starter startup control of starting discharge of the hydraulic oil by the electric oil pump device after determining that output voltage of the power supply device or input voltage of the electric oil pump device is higher than or equal to a fixed voltage after completion of cranking by the starter motor upon startup of the engine using the starter motor.

A control device of a powertrain with a centrifugal pendulum damper is provided in which the centrifugal pendulum damper and a power transmission shaft are operatively coupled via a connection/disconnection mechanism, and the control device of the powertrain with the centrifugal pendulum damper includes a connection/disconnection control module for controlling an engagement degree of the connection/disconnection mechanism by controlling the engagement degree of the connection/disconnection mechanism such that the centrifugal pendulum damper rotates at or below a predetermined upper rotational speed limit.

A system and method of diagnosing a clutch pedal position sensor of a vehicle includes determining if a speed of the vehicle speed is less than a first predetermined speed, recording a maximum clutch pedal voltage, determining if a vehicle launch event is in progress, recording a minimum clutch pedal voltage, determining a voltage difference between the maximum clutch pedal voltage and the minimum clutch pedal voltage, and declaring a clutch pedal position sensor fault based on a comparison between the voltage difference and a threshold voltage.

A method is disclosed for reducing chatter vibrations of a friction clutch controlled automatically by a clutch actuator on the basis of a target clutch torque (M(s)) assigned to a clutch torque which is to be transmitted. The friction clutch is positioned in a drivetrain between an internal combustion engine and a transmission, having a present actual clutch torque which is marked by vibrations as a result of vibrations (M(i)). From a transmission behavior of the present actual clutch torque (M(i)), an absolute amplitude and a phase of an input signal detected at the output of the friction clutch and conveyed to a regulator are ascertained, and a phase-selective disturbance torque is ascertained. From the phase-selective disturbance torque, a phase-correct correction torque (M(k)) is determined, and the target clutch torque (M(s)) is corrected by the regulator. The correction torque (M(k)) is weighted with a specifiable intensification factor.

The invention relates to a method for reducing occasionally occurring vibrations, in particular chatter vibrations of a unit controlled automatically by an actuator, in particular a clutch actuator, on the basis of a target torque assigned to a clutch torque that is to be transmitted, in particular a target clutch torque, in particular a unit located in a drivetrain of a motor vehicle between a combustion engine and a transmission, in particular a friction clutch having an actual present clutch torque which is marked by vibrations as a result of occasionally occurring vibrations, wherein from an input signal which is representative of the vibration-marked torque on the basis of a known transfer behavior of the actual present torque vibration components of known form with unknown prefactors are continuously ascertained, a phase-correct correction torque is determined from these, and the target torque is corrected using the latter. In order to be able to separate a plurality of vibration components from one another and resolve them, an estimation model is made the basis of the input signal, and by means of the estimation model the prefactors are determined on the basis of a recursive method of the smallest square errors.

A method for parameterizing a software damper is disclosed. A target clutch torque affected in specified operating states by chatter vibrations is corrected by a software damper, wherein a transfer behavior of a clutch torque transferred via a friction clutch based on the target clutch torque is ascertained during a modulation of the target clutch torque. The software damper is parameterized with the help of the ascertained transfer behavior. To parameterize the software damper quickly and comprehensively, the target clutch torque is modulated by a broadband excitation in a frequency range of the chatter vibrations, and the transfer behavior is ascertained depending on operating parameters of the drivetrain.

An auxiliary propulsion apparatus of an air vehicle may include an engine mounted in a fuselage of the air vehicle, a generator configured to be driven using power from the engine, a compressor configured to be driven by the engine or the generator, a battery configured to store electricity generated by the generator, an electricity distributor connected to the generator, the battery and the main propulsion apparatus and configured to distribute electricity generated by the generator to the battery and to a main propulsion apparatus, and at least one nozzle device configured to jet high-pressure gas, supplied from the compressor, to an outside of the fuselage.

A method of controlling a clutch for vehicle may include determining, by a controller, raised offset engine torque, when engine torque is raised to a reference torque or more in an engine idle state, and controlling, by the controller, the clutch based on the determined offset engine torque.