A method for determining an angular position of a rotating component is disclosed. A sensor system is positioned at a radial distance from an axis of rotation of the rotating component. A magnetic ring is arranged fixedly and concentrically on the rotating component, generating a magnetic field that changes with respect to the sensor system. The sensor system detects the magnetic field in which a signal is captured and evaluated with respect to the angular position. Errors in the measurement of the angular position can be corrected. The signal captured by the sensor system is evaluated with respect to the amplitude information of the magnetic field. A correction parameter is determined from the amplitude information, and an angle error is of the angular position is determined based on the correction parameter. The angle error is used to correct the angular position.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A method and apparatus for correcting a physical slip and wear coefficient of a clutch comprising obtaining a torque difference according to a positional relation between an engine and the clutch; obtaining a correction weight value corresponding to an engine torque according to the torque difference; and correcting the physical slip and wear coefficient according to the correction weight value and a running-in state of the clutch. The method relates to obtaining a torque difference in real time by means of a positional relation between the engine and the clutch in a manner corresponding to the positional relation, obtaining a correction weight value corresponding to the engine torque according to the torque difference, and further correcting the physical slip and wear coefficient by combining the correction weight value and a running-in state of the clutch.

A gear position of a multi-position transmission, which shifts and drives a vehicle according to a turn motion of a shift drum, is detected by a plurality of sensors. An end portion of the shift drum is fitted with an end portion of an elongated shaft rotated coaxially with the shift drum. A first sensor which is fitted to other end portion of the elongated shaft detects a turn position of the elongated shaft. A second sensor which is located outside in a radial direction of the elongated shaft between the one end portion and the other end portion of the elongated shaft detects that the elongated shaft is located at a specified turn position. The first sensor and the second sensor are fitted from the outside of a transmission case of the multi-position transmission and are exposed to the outside of the transmission case.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

A control device controls a torque transmission device. The torque transmission device includes an actuator that operates by being energized and a torque transmission portion that is switched to a transmission state or a non-transmission state by the actuator operating, and transmits a torque between a first transmission portion and a second transmission portion when the torque transmission portion is in the transmission state. The control device includes a target calculation unit, a mode determination unit, and a control unit. The target calculation unit calculates a target transmission torque that is a torque to be transmitted between the first transmission portion and the second transmission portion. The mode determination unit determines an operating mode among an engagement mode, a release mode, and a steady mode. The control unit controls the actuator based on the operating mode determined by the mode determination unit.

A method controls a clutch actuator, comprising a clutch cylinder piston of a clutch cylinder, which clutch cylinder piston moves an actuation element of a friction clutch along an actuation path, and comprising a hydraulic pump, which actuates the clutch cylinder piston by means of a pressure medium pumped along a hydrostatic path and which is operated by means of an electric motor. In order to determine an actuation state of the friction clutch, the operating state along the actuation path is estimated by means of a pressure medium volumetric flow rate produced by the pump and by means of a leakage volumetric flow rate of the pump.