A clutch control device includes an engine, a gearbox, a clutch device configured to disconnect and connect power transmission between the engine and the gearbox, a clutch actuator configured to drive the clutch device and vary a clutch capacity, an engine rotational number sensor configured to detect an engine rotational number, a throttle opening angle sensor configured to detect a throttle opening angle, and a controller configured to calculate a control target value of the clutch capacity, wherein the controller calculates an estimated engine torque and causes the clutch device to change a slip clutch capacity according to the estimated engine torque.

A method for synchronizing a first drive element rotatable about an axis of rotation with a second drive element rotating about the axis of rotation at a target speed, of a powertrain of a motor vehicle, in which a synchronizing force is exerted on a synchronizing unit by an actuator. A speed, at which the first drive element rotates about the axis of rotation is adapted by the synchronizing unit to the target speed. The synchronizing force is increased during a first time span, so that the speed approaches the target speed. The synchronizing force is continuously reduced during a second time span following the first time span, before the speed corresponds to the target speed.

The present disclosure relates to a vehicle (1) having a torque generating machine (4); and one or more driven wheel (W.sub.D). A driveline (6) is provided for transmitting torque from the torque generating machine (4) to said one or more driven wheel. The driveline (6) includes a torque transmitting means (8). A first decoupling mechanism (11) is operable to decouple the torque transmitting means (8) from the torque generating machine (4). The first decoupling mechanism (11) is closed to couple the torque transmitting means (8) to the torque generating machine (4) and is opened to decouple the torque transmitting means (8) from the torque generating machine (4). A second decoupling mechanism (12) is operable to decouple the torque transmitting means (8) from the one or more driven wheel. The second decoupling mechanism (12) is closed to couple the torque transmitting means (8) to the one or more driven wheel and is opened to decouple the torque transmitting means (8) from the one or more driven wheel. A controller (2) is provided having at least one electronic processor for controlling operation of the first and second decoupling mechanisms (11, 12). The at least one electronic processor (P) being configured to determine a target operating speed of the torque generating machine (4), control the operating speed of the torque generating machine (4) in dependence on the determined target operating speed, close the first decoupling mechanism (11) when the operating speed of the torque generating machine (4) at least substantially matches the determined target operating speed and close the second decoupling mechanism (12) after closing the first decoupling mechanism (11). The present disclosure relates to a corresponding method of controlling first and second decoupling mechanisms (11, 12) to control the transmittal of torque from a torque generating machine (4) to one or more driven wheel of a vehicle (1).

A powertrain of a vehicle can be operated. The powertrain can have at least one transmission housing, a clutch assembly which is arranged therein and which comprises a clutch that operates in a positively locking manner, and an actuation unit for actuating the clutch. The clutch comprises at least one first clutch component, which can be moved along an axial direction, and a second clutch component, said clutch components being connected together in a form-fitting manner upon actuating the clutch; wherein the actuation unit comprises an electromagnetic actuator with a piston, and the piston is moved from a starting position into an end position along the axial direction upon actuating the clutch, thereby moving the first clutch component.

A vehicle includes a driveshaft, first axle, second axle, first clutch, second clutch, and controller. The driveshaft is selectively coupled to outputs of the first and second axles by the first and second clutches, respectively. The controller is programmed to, in response to a command to reconnect the driveshaft to the outputs of the first and second axles, close the second clutch to transfer loads from the second axle to the driveshaft, adjust the slip speed of the first clutch to within a target range, and close the first clutch.

Provided is a clutch control device for a work machine capable of controlling a fan to an appropriate rotational speed. In the clutch control device for the work machine, a controller includes a target fan rotational speed calculation module that calculates a target fan rotational speed for the fan, a clutch characteristic curve storage module that stores a plurality of clutch characteristic curves, a clutch command calculation module that outputs with reference to a clutch characteristic curve a first clutch control signal corresponding to the target fan rotational speed, a feedback control module that output a second clutch control signal based on the difference between the target fan rotational speed and an actual fan rotational speed, and an adder that adds the first clutch control signal and the second clutch control signal to output a third clutch control signal.

An electronic clutch actuator for actuation of a clutch in a transmission of a vehicle includes a clutch master cylinder having a fluid cavity therein and adapted to be in fluid communication with a clutch slave cylinder coupled to the clutch of the transmission, a movable piston disposed in the fluid cavity of the clutch master cylinder, a rotatable screw having one end coupled to the piston to translate the piston, a geartrain disposed perpendicular to the rotatable screw to rotate the rotatable screw, and a motor having an output shaft disposed perpendicular to the geartrain to form a U-shaped arrangement to rotate gears of the geartrain.

A vehicle includes a driveshaft, first axle, second axle, first clutch, second clutch, and controller. The driveshaft is selectively coupled to outputs of the first and second axles by the first and second clutches, respectively. The controller is programmed to, in response to a command to reconnect the driveshaft to the outputs of the first and second axles, close the second clutch to transfer loads from the second axle to the driveshaft, adjust the slip speed of the first clutch to within a target range, and close the first clutch.

A selectable one-way clutch includes an engagement mechanism. The engagement mechanism is configured to be switched between an engaged state and a disengaged state. The engaged state is a state in which relative rotation between a first and a second members in one of a positive rotational direction and a reverse rotational direction is restricted. The disengaged state is a state in which the relative rotation between the first member and the second member in both of the positive and the reverse rotational direction is permitted. The electronic control unit is configured to apply torque to the one of the first member or the second member by using a motor such that relative rotation in the other one of the positive or the reverse rotational direction is generated between the first member and the second member when the engagement mechanism is switched from the engaged state to the disengaged state.

Provided is a clutch control device for a work machine capable of controlling a fan to an appropriate rotational speed. In the clutch control device for the work machine, a controller includes a target fan rotational speed calculation module that calculates a target fan rotational speed for the fan, a clutch characteristic curve storage module that stores a plurality of clutch characteristic curves, a clutch command calculation module that outputs with reference to a clutch characteristic curve a first clutch control signal corresponding to the target fan rotational speed, a feedback control module that output a second clutch control signal based on the difference between the target fan rotational speed and an actual fan rotational speed, and an adder that adds the first clutch control signal and the second clutch control signal to output a third clutch control signal.