This clutch control device includes an engine (13), a transmission (21), a clutch device (26) configured to connect and disconnect motive power transmission between the engine (13) and the transmission (21), a clutch actuator (50) configured to drive the clutch device (26) and change a clutch capacity, a hydraulic circuit (63) provided between the clutch device (26) and the clutch actuator (50), an air bleeding device (64) configured to perform air bleeding of the hydraulic circuit (63), a control unit (60) configured to calculate a control target value of the clutch capacity, a control mode changeover switch (59) configured to enable a control mode of the control unit (60) to be switched to an air bleeding mode, and an air bleeding switch (65) configured to enable a hydraulic pressure of the hydraulic circuit (63) to increase in the air bleeding mode.

A vehicle control unit performs filling control in which the vehicle control unit boosts an oil pressure in a second oil passage by supplying electric power to a pressure regulating valve with a switch valve being in a first state in which the switch valve connects a first oil passage to a clutch and disconnects the second oil passage from the clutch, torque replacement control in which the vehicle control unit increases motor torque while reducing shaft torque of an engine, and clutch disengagement control in which the vehicle control unit disengages the clutch while performing hydraulic control by the pressure regulating valve with the switch valve being in the second state in which the switch valve connects the second oil passage to the clutch and disconnects the first oil passage from the clutch.

A method for controlling clutch pressure in an electronically controlled limited slip differential comprises receiving a target clutch pressure command indicative of a desired differential torque transfer setting. Processing the target clutch pressure command comprises estimating one of a motor current or a motor speed, calculating an integrated error of a target motor current or an integrated error of a target motor speed, calculating gains over time based on the estimated motor current or the estimated motor speed and based on the integrated error of the target motor current or the integrated error of the target motor speed, applying the calculated gains thereby forming a closed loop feedback, and calculating an oscillation. The target motor current or the target motor speed is applied to a motor connected to a clutch in the differential according to the calculated oscillation to control the clutch pressure of the differential.

A hydraulic control system includes a hydraulic pump driven by an electric motor, a solenoid valve having an output that controls the positions of a pressure regulator valve and a third, stator shift valve. The solenoid valve is a normally high, variable force solenoid valve which provides a control signal to the second and third valves. The second, pressure regulator valve is a multiple port valve which controls hydraulic fluid flow both to a transmission oil cooler (ATOC) and to an exhaust port, thereby maintaining a desired system pressure. The third, stator shift valve is also a multiple port valve and it controls fluid flow to the stator of the electric pump motor to provide cooling and to a dog clutch of the transmission to disengage it.

A method controls a hydraulic system for an actuation device and a cooling and/or lubricating device of a motor vehicle. The hydraulic system has a pump, multiple first actuation valves which are each arranged between a system rail connected to a pump outlet and a hydraulic consumer, as well as an additional valve which is arranged between the pump outlet and a coolant and/or lubricant supply line. The pump is switched between a normal operation and an enhanced operation according to an existing total energy demand of the hydraulic consumer. In normal operation, the pump is permanently driven and the additional valve is opened and closed to control pressure in the system rail. In enhanced operation, the pump is permanently driven, the additional valve is permanently closed and each of the actuation valves is operated according to an individual energy demand of the respective hydraulic consumer.

A power unit includes at least one drive source that outputs rotational power to a drive target other than pumps; a first pump rotationally driven by the rotational power of the drive source; a second pump rotationally driven by the rotational power of the drive source, the second pump being different form the first pump; and a power transmission structure that transmits the rotational power of the drive source to the first and second pumps. The power transmission structure includes transmission components and transmits the rotational power to the first pump through one of the transmission components and to the second pump through another of the transmission components.

A continuous variable transmission (CVT) hydraulic pressure control device includes: a pressure regulation valve regulating an operation pressure of oil supplied to a friction element of a forward-rearward device; and a switch valve to respectively switch oil discharge paths through which the oil supplied to the friction element is discharged, respectively by a pilot pressure from the pressure regulation valve and an elastic force of a return spring. In particular, the oil discharge paths switched by the switch valve have oil flow resistances different from each other.

A power unit includes at least one drive source that outputs rotational power to a drive target other than pumps; a first pump rotationally driven by the rotational power of the drive source; a second pump rotationally driven by the rotational power of the drive source, the second pump being different form the first pump; and a power transmission structure that transmits the rotational power of the drive source to the first and second pumps. The power transmission structure includes transmission components and transmits the rotational power to the first pump through one of the transmission components and to the second pump through another of the transmission components.

A method for operating a fluid supply system for supplying fluid to an actuator and a component of a motor vehicle drive train, where the actuator and the component are connected in parallel within a supply path of the fluid supply system, may include increasing a pressure of the fluid in the supply path from a low base pressure level (associated with a non-actuated condition of the actuator) when the actuator is to be actuated. The method may further include determining, when the actuator is not to be actuated, whether a criterion is present, indicating an insufficient supply of the fluid in the supply path to the component. Additionally, the method may include increasing the pressure of the fluid in the supply path from the low base pressure level when the criterion is present.

A hydraulic line coupling, for a hydraulic brake or clutch of handlebar-operated vehicles, having a line connection piece with a hydraulic line extension and a housing with a coupling opening, in which the line connection piece for coupling the line to the housing can be disposed. The connection piece comprises a passage connected to the line. A valve device is disposed in the housing and is configured such that the valve device closes the connection for the connection piece when the connection piece is not in the coupling opening. The line coupling has a seal, with which seal the valve device closes the connection for the connection piece when the connection piece is not in the coupling opening. With the seal, the connection piece seals the passage from the environment when the connection piece is in the coupling opening.