An electromechanical vehicle brake has an electric motor and an actuation piston, which acts on a braking assembly, as well as a ball screw drive. The ball screw drive comprises a spindle rotatable by the electric motor and a ball screw nut displaceable on the spindle. The ball screw nut is received in the actuation piston and cooperates with a stop on an inner axial end of the actuation piston to displace the actuation piston in an actuation direction. A spring element is arranged in the actuation piston between the stop and the ball screw nut. A travel sensor measures a linear displacement of the actuation piston. With the aid of the signal of the travel sensor, which indicates a displacement position of the actuation piston, a braking force currently applied by the actuation piston to the braking assembly is determined under consideration of the characteristic curve of the spring element.

A method of operating a vehicle drivetrain for rocking the vehicle free. The drivetrain has a transmission with an input and an output that can be coupled by a clutch. The input and output are connected to a drive aggregate and a drive output, respectively. The clutch is actuated based on driver actuation of an accelerator and a rotational speed of the drive output such that following accelerator actuation, when its actuation decreases, the clutch disengages with a first opening gradient. Then, based on a calculated point in time at which drive aggregate torque upon the clutch corresponds to torque on the clutch from the drive output, the clutch disengages with a second, smaller opening gradient. And depending on a rotational speed of the drive output relative to a limit value, the clutch either initiates or terminates engagement with a first closing gradient.

The disclosure relates to a method of controlling a dog clutch by a DC motor configured to move the dog clutch via an actuator arm). The dog clutch including at least one gear having one or more dogs configured to engage one or more dogs of a sliding sleeve). The method includes supplying the DC motor with a pulse width modulated voltage having a duty cycle which is provided by a control algorithm). The control algorithm includes a trajectory planner generating a desired position of the actuator arm based on a 4.sup.th order trajectory planning algorithm and a motion controller based on the sliding mode theory for tracking the desired arm position.

A clutch control method for a vehicle includes: increasing, by a controller, a clutch torque to a refill execution torque at a predetermined first inclination when a predetermined first reference time period has elapsed in a micro-slip state of a clutch; increasing, by the controller, the clutch torque to a refill torque at a predetermined second inclination to initiate refilling of a pressure chamber of a hydraulic-driving actuator with oil in a reservoir tank when the clutch torque reaches the refill execution torque; and maintaining the clutch torque at the refill torque during a predetermined second reference time period.

An active suspension system comprises at least one biasing device configured to support a body from a structure, and at least one motor. A magnetorheological (MR) fluid clutch apparatus(es) is coupled to the at least one motor to receive torque from the motor, the MR fluid clutch apparatus controllable to transmit a variable amount of torque. A mechanism is between the at least one MR fluid clutch apparatus and the body to convert the torque received from the at least one MR fluid clutch apparatus into a force on the body. Sensor(s) provide information indicative of a state of the body or structure. A controller receives the information indicative of the state of the body or structure and for outputting a signal to control the at least one MR fluid clutch apparatus in exerting a desired force on the body to control movement of the body according to a desired movement behavior.

A driving force transmission device includes an input rotation member, an output rotation member, a multiple-disc clutch, a pressing mechanism, and a control device including a current supply circuit. The control device is configured to compute a torque command value, to compute a current command value, to correct the current command value, and to control the current supply circuit such that an electric current depending on the current command value is supplied to the pressing mechanism. The control device is configure to correct the current command value by a correction amount in a constant-torque state after the torque command value changes, the constant-torque state being a state where a change rate of the torque command value is in a predetermined range, the correction amount depending on a duration of the constant-torque state.

An automatic transmission device for a vehicle driven by transmitting a torque of an engine to driving wheels includes a clutch provided in a torque transmission system extending from the engine to the driving wheels, a transmission located between the clutch and the driving wheels in the torque transmission system, and a transmission controller. The transmission controller is configured or programmed to perform a torque feedback-control to bring the clutch into a sliding state in response to issue of a shift command and feedback-control a transmission torque to a target torque, disengage the clutch after the torque feedback-control, change a shift stage of the transmission according to the shift command after disengaging the clutch, and engage the clutch after changing the shift stage.

A clutch includes a first clutch half, a second clutch half, a first magnet arranged on the first clutch half, and a second magnet arranged on the second clutch half. The first and second magnets interact to enable a contactless detection of a state of wear of the clutch.

A method of operating a vehicle drivetrain for rocking the vehicle free. The drivetrain has a transmission with an input and an output that can be coupled by a clutch. The input and output are connected to a drive aggregate and a drive output, respectively. The clutch is actuated based on driver actuation of an accelerator and a rotational speed of the drive output such that following accelerator actuation, when its actuation decreases, the clutch disengages with a first opening gradient. Then, based on a calculated point in time at which drive aggregate torque upon the clutch corresponds to torque on the clutch from the drive output, the clutch disengages with a second, smaller opening gradient. And depending on a rotational speed of the drive output relative to a limit value, the clutch either initiates or terminates engagement with a first closing gradient.

The control of the engagement rate of a clutch in a driveline is described herein. The clutch engagement rate is determined using at least one parameter of the driveline. An illustrative example where the parameters include the slipping level of the clutch and the rotational speed at the output of the clutch is described herein.