A rotor assembly for a rotary mixer is disclosed. The rotor assembly includes a main drive configured to rotatably drive the rotor assembly, a main drive clutch enclosed in a drivetrain housing of the main drive, an actuation valve operably coupled to the main drive clutch, the actuation valve configured to actuate the main drive clutch between at least a first position and a second position, a rotor drum, a rotor drive gearbox having an input and an output, the gearbox output operably coupled to the rotor drum, a main drive belt rotatably coupled to the main drive clutch and the rotor drive gear box input such that a rotation of the main drive clutch imparts a rotation on the rotor drive gear box, and a speed sensor operably coupled to the rotor drum, the speed sensor measuring a rotational speed of the gearbox and generating a rotor speed signal, wherein based on when the rotor speed signal is below a predetermined rotor speed threshold the actuation valve is activated to rotate the main drive clutch a predetermined amount between the first position and the second position.

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.

A transmission is subject to gear shift management that provides for shifting gears in a controlled manner in order to provide for a simplification of part and reduction in system complexity. In particular, a range synchronizer component can be replaced with a simplified range jaw clutch, without incurring a requirement for an installation of other components such as a motor generator or starter-generator.

An intelligent clutch lubrication system includes a first dynamically-lubricated clutch pack, a supply pump, a first lubricant control (LC) valve, and a lubricant flow circuit having a clutch lubrication loop in which the first clutch pack is positioned. When active, the supply pump urges lubricant flow about the lubricant flow circuit and through the clutch lubrication loop. The first LC valve is positioned in the clutch lubrication loop at a location upstream of the first clutch pack, while a controller architecture is operably coupled to the first LC valve. the controller architecture is configured to control the first LC valve to temporarily boost lubricant flow to the first DL clutch pack when moving into an engaged position during operation of the intelligent clutch lubrication system.

In one aspect, a control method and a control apparatus are provided for protecting a damper clutch of a vehicle. In one aspect, the control method of protecting the damper clutch of the vehicle includes determining whether a vehicle state satisfies a condition for operating a damper clutch protection logic, calculating a slip power in real time on the basis of a turbine speed of a torque converter, an engine speed, a capacity coefficient of the torque converter, a clutch torque, and a hydraulic torque when the condition for operating the damper clutch protection logic is satisfied, determining whether a repetitive tip-in/tip-out that is intentionally performed occurs or not on the basis of a change in the slip power that is calculated in real time for a set time, and operating the damper clutch protection logic for restraining a slip of the damper clutch when there is the repetitive tip-in/tip-out that is intentionally performed.

Methods and systems for a differential assembly are provided herein. In one example, a method is provided that includes operating a clutch motor coupled to a differential locking clutch to place the differential locking clutch in a locked configuration. The method further includes, after the differential locking clutch is placed in the locked configuration, reducing electric power delivered to the clutch motor at a first rate and increasing the electric power delivered to the clutch motor when it is determined that clutch disengagement is occurring based on outputs from a motor position sensor or outputs from shaft speed sensors coupled to a pair of shafts coupled to the differential locking clutch.

An electric power generation controller for use in an aircraft is a controller of an electric power generating apparatus including a manual transmission configured to change speed of rotational power of an aircraft engine, transmit the rotational power to an electric power generator, and switch a gear stage by a friction clutch pressed by an actuator. The electric power generation controller includes a manual transmission control section configured to control the manual transmission. The manual transmission control section includes: a shift command section configured to output a shift signal which switches the gear stage of the manual transmission; and a clutch control section configured to, when switching the gear stage of the manual transmission, control clutch pressure of the actuator such that the friction clutch becomes a half-engaged state.

Methods and systems for a differential assembly are provided herein. In one example, a method is provided that includes operating a clutch motor coupled to a differential locking clutch to place the differential locking clutch in a locked configuration. The method further includes, after the differential locking clutch is placed in the locked configuration, reducing electric power delivered to the clutch motor at a first rate and increasing the electric power delivered to the clutch motor when it is determined that clutch disengagement is occurring based on outputs from a motor position sensor or outputs from shaft speed sensors coupled to a pair of shafts coupled to the differential locking clutch.

Methods and sysemteds for a driveline, comprising: a transmission having an input and an output, a power take-off (PTO), a first electric motor drivingly engaged or selectively drivingly engaged with the input of the transmission, a second electric motor, a first clutching device, and a second clutching device, wherein the second electric motor is selectively drivingly engaged with the input of the transmission through the first clutching device, and wherein the second electric motor is selectively drivingly engaged with the PTO through the second clutching device. The present document further relates to a vehicle including said dual motor electric driveline, and to a method of controlling said dual motor electric driveline.

There are included a transmission mechanism that includes an input member driven by an engine and an output member drive-coupled to wheels and that can change a gear ratio between the input member and the output member; a clutch SSC that is interposed between an output shaft of the engine and the input member and can connect and disconnect power transmission between the output shaft of the engine and the input member of the transmission mechanism; and a control part that controls engagement and disengagement of the clutch SSC by electrical instructions. When the control part determines that a drag state of the clutch SSC has occurred (t2) when the control part outputs an electrical instruction to bring the clutch SSC into a disengaged state, the control part outputs an electrical instruction to bring the clutch SSC into a completely engaged state (t3 to t4).