A brushless electric motor of a motor vehicle, in particular an ancillary unit, including a first phase winding, which is connected in series to a first semiconductor switch, and including a second phase winding, which is connected in series to a second semiconductor switch. The brushless electric motor includes a test circuit, which is connected in parallel to the first semiconductor switch and the second semiconductor switch. A method is also provided for operating a brushless electric motor, and also provided is a drive train actuator of a motor vehicle.

A control system for controlling movements of an end effector connected to a clutch output of magnetorheological (MR) fluid clutch apparatuses. A clutch driver drives the MR fluid clutch apparatuses between a controlled slippage mode, in which slippage in the MR fluid clutch apparatuses varies, and a combined mode, in which slippage between clutch input and clutch output is maintained below a given threshold simultaneously for both of the MR fluid clutch apparatuses, the two clutch outputs resisting movement of the end effector in the same direction. A mode selector module receives signals representative of a movement parameter(s) of the end effector, to select and switch a mode based on the signals. A movement controller controls the clutch driver and the motor driver to displace the end effector based on the selected mode and on commanded movements of the end effector for the end effector to achieve the commanded movements.

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 system for controlling a clutch is provided with: a thrust member movable between a first position for disconnecting the clutch and a second position for connecting the clutch; a solenoid generating a magnetic flux in response to input of electric power; a movable element drivingly coupled with the thrust member and set into motion by the magnetic flux to drive the thrust member between the first position and the second position; an electric circuit configured to add alternating-current power to the electric power and apply the electric power with the alternating-current power to the solenoid; and a controller configured to detect a phase difference of an electric current relative to an electric voltage in the alternating-current power added to the electric power and compare the detected phase difference with a reference value to determine whether the thrust member is at the first position or at the second position.

In an aspect, a method is provided for controlling a clutch assembly having first and second rotatable clutch members. The method includes providing a wrap spring clutch having first and second ends. The phase angle between the first and second ends determines a diameter of the wrap spring clutch. One of the clutch members is connected with the first end. The method further includes obtaining a target value indicative of a target speed for the second clutch member, and determining through measurement an actual value that is indicative of an actual speed of the second clutch member. The method further includes changing the phase angle between the first and second ends of the wrap spring clutch to generate a selected amount of slip between the wrap spring clutch and the other of the first and second clutch members, based on the target value and the actual value.

A transmission control unit for a wedge clutch, comprising a controller configured to send one or more signals to a switch connected to the wedge clutch, the switch being configured to demagnetize the wedge clutch by sending current in a first direction to a coil of the wedge clutch.

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 hybrid power system comprises an engine, a motor, an electromagnetic clutch, an electromagnetic clutch controller and a power supply system. The power supply system comprises: a low-voltage battery, a standby power supply system and a switching circuit. The electromagnetic clutch is used to control connection of the motor. A control method comprises: monitoring whether a voltage of the low-voltage battery is lower than a target value, and judging whether the low-voltage battery fails; using the switching circuit to switch to the standby power supply system to supply power to the electromagnetic clutch and the electromagnetic clutch controller; using the electromagnetic clutch controller to judge an engaged or disengaged state of the electromagnetic clutch; and further controlling the electromagnetic clutch according to the engaged or disengaged state. When the low-voltage battery power supply fails, the switching circuit switches to the standby power supply system to supply power.

According to one embodiment, a current detection circuit (12) includes: a detection resistor (Rs) provided between a solenoid valve (106) and a solenoid driver (11); an amplification unit (121) configured to amplify a detected voltage of the detection resistor (Rs); an AD converter (122) that is driven by a reference voltage (Vref) generated based on a reference current (Iref) and configured to convert an output voltage from the amplification unit (121) into a digital value and output the digital value as a detected current value (D1); and a correction unit configured to perform a correction on the detected current value (D1). The correction unit includes: a temperature sensor (123); a storage unit (125) configured to store information about temperature characteristics of the detected current value (D1) generated due to temperature characteristics of a reference current in each of two or more different temperature regions; and an operation unit configured to apply, to the detected current value (D1), a first correction coefficient calculated based on a detection result of the temperature sensor (123) and information about temperature characteristics of the detected current value (D1) stored in the storage unit (125).

A transmission arrangement for a motor vehicle comprises a control device, a machine power electronics system, and an electric machine. The electric machine includes a plurality of windings which are connected to the machine power electronics system via particular phase conductors. The machine power electronics system is connected to the control device. The control device includes a temperature detection portion which is connected to at least one phase conductor and is designed for feeding an excitation signal into the phase conductor. The temperature detection portion is designed for capturing a response signal in the phase conductor, and from the response signal, deriving a winding temperature of the winding assigned to the phase conductor.