The invention relates to a torque transmission device (1), having torque input means (2, 24) intended to be rotationally coupled to a crankshaft of an internal combustion engine (7), and torque output means (8) intended to be rotationally coupled to an input shaft (10) of a gearbox (36) and to a rotor (34) of an electric machine, the torque input means (2, 24) being capable of pivoting with respect to the torque output means (8) around an axis (X).

The invention relates to a torque transmission device (1), having torque input means (2, 24) intended to be rotationally coupled to a crankshaft of an internal combustion engine (7), and torque output means (8) intended to be rotationally coupled to an input shaft (10) of a gearbox (36) and to a rotor (34) of an electric machine, the torque input means (2, 24) being capable of pivoting with respect to the torque output means (8) around an axis (X).

A friction clutch selectively and directly couples a rotatable drive and driven members. The friction clutch includes first and second clutch members movable toward and away from each other along an axis between disengaged, partially engaged, and fully engaged positions. The first and second clutch members are independently coupled to the drive and driven members. The friction clutch further includes first and second friction materials positioned between the first and second clutch members. The first and second friction materials are each independently coupled to one of the first and second clutch members and are each independently engageable with an engagement surface of the other one of the first and second clutch members. The first friction material engages the respective engagement surface in the partially engaged position and the second friction material engages the respective engagement surface in the fully engaged position.

A friction clutch selectively and directly couples a rotatable drive and driven members. The friction clutch includes first and second clutch members movable toward and away from each other along an axis between disengaged, partially engaged, and fully engaged positions. The first and second clutch members are independently coupled to the drive and driven members. The friction clutch further includes first and second friction materials positioned between the first and second clutch members. The first and second friction materials are each independently coupled to one of the first and second clutch members and are each independently engageable with an engagement surface of the other one of the first and second clutch members. The first friction material engages the respective engagement surface in the partially engaged position and the second friction material engages the respective engagement surface in the fully engaged position.

A control apparatus of a vehicle obtains information indicating a relationship between an instruction value to be provided to an actuator in accordance with a driving condition of a vehicle and a torque capacity of a clutch. The control apparatus includes a table holding unit that stores a correction table to be applied under a condition when an output torque from the engine is increasing and a correction table to be applied under a condition when an output torque from the engine is decreasing, a gear change condition determining unit that determines under which condition a gear change is executed, and a correction table update unit that updates the correction table to be applied under the determined condition based on the information indicating a relationship between a target value and an actual value of the torque capacity generated at the inertia phase.

A control apparatus of a vehicle obtains information indicating a relationship between an instruction value to be provided to an actuator in accordance with a driving condition of a vehicle and a torque capacity of a clutch. The control apparatus includes a table holding unit that stores a correction table to be applied under a condition when an output torque from the engine is increasing and a correction table to be applied under a condition when an output torque from the engine is decreasing, a gear change condition determining unit that determines under which condition a gear change is executed, and a correction table update unit that updates the correction table to be applied under the determined condition based on the information indicating a relationship between a target value and an actual value of the torque capacity generated at the inertia phase.

A reaction plate for a clutch including an annular body, the annular body including an inner circumferential edge, an outer circumferential edge, a first surface between the inner and outer circumferential edges and facing a first axial direction and a second surface between the inner and outer circumferential surfaces and facing a second axial direction, the second surface including recesses covering at least 50 percent of the second surface. A clutch assembly including a friction plate, the friction plate having a first axially-facing surface including a friction material, a reaction plate, the reaction plate having a second axially-facing surface including recesses covering at least 50 percent of the second axially-facing surface and an actuation means arranged to displace the friction plate or the reaction plate such that the first and second axially-facing surfaces frictionally engage. A method of fabricating a reaction plate for a clutch.

A clutch assembly includes a clutch disc configured to engage a prime mover, a pressure plate having a clutch biasing element, and a clutch engagement member structured to couple to a clutch actuation element at an engagement position. The clutch adjustment member maintains a consistent engagement position as a face of the clutch disc experiences wear.

A clutch assembly includes a clutch disc configured to engage a prime mover, a pressure plate having a clutch biasing element, and a clutch engagement member structured to couple to a clutch actuation element at an engagement position. The clutch adjustment member maintains a consistent engagement position as a face of the clutch disc experiences wear.

A prime mover includes a stator fixed to the housing and a rotor rotatable relative to the stator. The prime mover outputs torque by being supplied with electric power. A speed reducer reduces the torque of the prime mover and outputs the reduced torque. A rotational translation unit includes a rotation portion that rotates relative to the housing upon receiving the torque from the speed reducer, and a translation portion that moves relative to the housing in an axial direction. A clutch allows torque transmission in an engaged state, and interrupts the torque transmission in a disengaged state. A state changing unit changes the state of the clutch by receiving a force along the axial direction from the translation portion. Cogging torque generated between the rotor and the stator is set to such a magnitude that the rotor is stoppable at any rotation position relative to the stator.