A friction engagement element control system is provided, which includes a friction engagement element including friction plates, and an actuation system configured to engage an input-side friction plate with an output-side friction plate with a pushing force, the friction plates having a negative slope characteristic in which a friction coefficient thereof decreases as a rotational difference between the friction plates increases, a rotational difference sensor of the friction engagement element, a separator configured to divide a variation in the detected rotational difference into a high-frequency component that is a vibration component and other low-frequency components, and a controller configured to control a pushing force only for the vibration component of the rotational difference so that the negative slope characteristic becomes a positive slope characteristic in which a frictional force of the friction engagement element decreases as the rotational difference decreases, when engaging the friction engagement element.

A drive switching mechanism of a utility vehicle includes: a two-wheel drive and four-wheel drive switching device that switches between two-wheel drive and four-wheel drive of the utility vehicle; and a control unit that controls the drive switching mechanism. The two-wheel drive and four-wheel drive switching device switches between two-wheel drive and four-wheel drive by using a first clutch. The control unit permits the two-wheel drive and four-wheel drive switching device to switch from two-wheel drive to four-wheel drive when a rotation difference of the first clutch becomes equal to or smaller than a predetermined value.

A method determines the biting point of a hybrid disconnect clutch of a hybrid vehicle. The hybrid disconnect clutch disconnects or connects an internal combustion engine and a first electric motor, which is arranged on the output side. A second electric motor, which is arranged on the internal combustion engine side and is rigidly connected to the internal combustion engine, is operated at a constant rotational speed during electric travel by means of the first electric motor. The hybrid disconnect clutch is moved from the open state toward the closed state and the load on the second electric motor is monitored. When the load on the second electric motor reaches a predefined load threshold value, it is determined that the biting point has been reached.

A method for determining an engagement point (X) of a clutch (3). The clutch (3) has first and second clutch sides (3a, 3b), which are rotationally decoupled when the clutch (3) is disengaged/open and which are rotationally coupled when the clutch (3) is engaged/closed. The method includes the steps of disengaging the clutch (3) and then engaging the clutch (3), in order to determine the engagement point (X). During this, the first clutch side (3a) is driven in rotation and the second clutch side (3b) is accelerated, for at least part of the time, by an acceleration device (4). A control device actuates the clutch (3) in order determine the engagement point (X) of the clutch (3), and a computer program product with stored commands, brings about the sequence of the method when the program is operated on a suitable control unit.

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.

An electromagnetic clutch assembly may include a first clutch plate, a second clutch plate, and a synchronizer. The second clutch plate may define an aperture. A portion of the synchronizer may be configured to extend through the aperture. In the absence of a magnetic field, the first clutch plate and the first surface of the second clutch plate may define an air gap and the portion of the synchronizer may extend into the air gap. In response to a first magnetic field, the portion of the synchronizer may contact the first clutch plate. In response to a second magnetic field, the portion of the synchronizer may translate in the aperture toward the second clutch plate and the first clutch plate and the second clutch plate may close the air gap.

A motor assembly, control system and associated method monitor the rotational engagement of an input shaft associated with a motor with an output shaft configured to controllably position a control surface. In this regard, a control system includes a motor assembly and an associated controller. The motor assembly includes a motor configured to rotate an input shaft and a first encoder configured to determine a rotational position of the input shaft. The motor assembly also includes an output shaft, such as a capstan, and a second encoder configured to determine a rotational position of the output shaft. The output shaft is rotatably coupled to the input shaft associated with the motor via a clutch. The controller is configured to identify slippage of the clutch based upon information provided by the first and second encoders regarding the rotational positions of the input shaft and the output shaft, respectively.

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 ascertains a characteristic variable of a clutch installed into the powertrain of a vehicle for transmitting torque between a clutch input and a clutch output. A first electric motor is connected to the clutch input to introduce a first drive torque into the clutch. The torque is ascertained when the vehicle is at a standstill in that the clutch is first opened; the first electric motor is regulated at a first rotational speed; the clutch output is regulated at a second rotational speed; a counter torque which counteracts the transmission torque is applied to the clutch output; the clutch is then closed in order to assume a slipping state in which a specific differential rotational speed between the clutch input and the clutch output is present; the first drive torque is then ascertained; and the transmission torque is determined on the basis of the first drive torque.

A vehicle includes: a transmission including an input shaft that receives power inputted from a power source for travel of the vehicle and an output shaft that outputs power to a drive wheel; a manual gear shifting power transmission mechanism that delivers an operation force of a driver as gear shifting power to the transmission; a clutch disposed between the power source for travel of the vehicle and the input shaft; and a controlled clutch actuation power transmission mechanism that delivers power of a clutch actuator as clutch actuation power to the clutch.