A forced neutral remote start-up control method is provided. The method includes performing an E-clutch neutral switching control, which confirms the presence of an E-clutch upon receiving a remote start-up request signal of an Electronic Control Unit (ECU) to form a vehicle neutral state by an E-clutch state switching before generating an engine start-up signal, and performing an engine start-up by generating the engine start-up signal after confirming the vehicle neutral state.

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 stuck diagnosis apparatus and a method. The method for diagnosing clutch stuck includes allowing a control unit to turn off a clutch actuator after a clutch is engaged by driving of the clutch actuator, allowing the control unit to count a time elapsing from the turn-off time point of the clutch actuator so as to measure a time taken to reach a disengaged state of the clutch for interrupting engine power, and allowing the control unit to determine that the stuck occurs in the clutch when the clutch does not reach the disengaged state within a preset reference time.

Embodiments of the present invention provide an electric machine control system for a vehicle, the electric machine control system comprising one or more controllers, wherein the vehicle comprises an electric machine arranged to be selectively coupleable to provide torque to at least one wheel of an axle of the vehicle, the control system comprising input means arranged to receive a speed signal (410) indicative of a speed of the vehicle and a status signal (470) indicative of a status of a coupling of the electric machine to the at least one wheel of an axle of the vehicle, output means (340) arranged to output a coupling signal to control coupling of the electric machine to the at least one wheel of the axle, and processing means arranged to determine (1210) a coupling state of the electric machine to the at least one wheel of the axle and to control the output means to output (1220) a coupling signal indicative of the determined coupling state, wherein the processing means is arranged, in dependence on the status signal being indicative of a failure (1230) to change the coupling state of the electric machine to the at least one wheel of the axle in dependence on a change in the determined coupling state, to control the output means to output the coupling signal (345) indicative of a retry (1250) of the change in the coupling state in dependence on the speed signal.

A controller executes a method to manage an engine connect/disconnect decision in a powertrain having an engine, transmission, electric machine, and a battery pack and power inverter module (“TPIM”). In response to vehicle ground speed being less than a calibrated maximum electric vehicle accelerator pedal signal (“EV.sub.APS”) level, the controller calculates a delta APS (“ΔAPS”) value by subtracting a scaled APS value from the actual APS level. The scaled APS value is a scaled variant of a maximum EV.sub.APS value selected from a maximum EVS.sub.APS table, the latter populated based on inverter temperature, state of charge of the battery pack, and ground speed. When the ΔAPS value exceeds a threshold, the controller connects the engine to the transmission via an engine disconnect clutch. The engine is disconnected based on acceleration of the vehicle and the above-noted factors.

A vehicle control apparatus includes (a) a clutch control portion configured to output a hydraulic-pressure command value for supplying a hydraulic pressure to a clutch actuator of a clutch disposed between an engine and an electric motor, when the engine is to be started by being cranked by the electric motor, and (b) a learning control portion configured to execute a plurality of leanings for correcting a relationship representing a correlation between the hydraulic pressure and the hydraulic-pressure command value, wherein at least one of the leanings is a higher priority learning, and at least one of the leanings is a lower priority learning. The learning control portion is configured, when the higher priority learning is in an unconverged state, to cause a degree of reflection of a learning result of the lower priority learning to be lower, than when the higher priority learning is in a converged state.

A control device includes: an engagement mechanism having a first engagement element and a second engagement element; and an actuator that generates a thrust that brings the first engagement element and the second engagement element close to each other when the engagement mechanism is engaged. The control device performs engagement with the thrust of the actuator when a differential rotation speed of the engagement mechanism is less than a predetermined value. In the control device, a parameter indicating an operating state of the actuator is detected, a target differential rotation speed is calculated in accordance with a value of the detected parameter, and the differential rotation speed is controlled to the calculated target differential rotation speed.

Exhaust gases from an engine, input to turbo-compounder, drive a bladed turbine rotor therein, which drives a multi-phase AC generator, the output of which is used to electrically drive a multi-phase induction motor, the rotor of which is mechanically coupled to the engine, so as to provide for recovering power to the engine. The multi-phase AC generator may be coupled to the engine either by closure of a contactor, engagement of an electrically-controlled clutch, or by control of either a solid-state switching or control system or an AC excitation signal, when the frequency (f.sub.GENERATOR) of the multi-phase AC generator meets or exceeds that (f.sub.MOTOR) of the multi-phase induction motor.

Exhaust gases from an engine, input to turbo-compounder, drive a bladed turbine rotor therein, which drives a multi-phase AC generator, the output of which is used to electrically drive a multi-phase induction motor, the rotor of which is mechanically coupled to the engine, so as to provide for recovering power to the engine. The multi-phase AC generator may be coupled to the engine either by closure of a contactor, engagement of an electrically-controlled clutch, or by control of either a solid-state switching or control system or an AC excitation signal, when the frequency (f.sub.GENERATOR) of the multi-phase AC generator meets or exceeds that (f.sub.MOTOR) of the multi-phase induction motor.

A forced neutral remote start-up control method is provided. The method includes performing an E-clutch neutral switching control, which confirms the presence of an E-clutch upon receiving a remote start-up request signal of an Electronic Control Unit (ECU) to form a vehicle neutral state by an E-clutch state switching before generating an engine start-up signal, and performing an engine start-up by generating the engine start-up signal after confirming the vehicle neutral state.