An actuator includes a controller, a motor and a sensor device. The controller includes a housing, and the motor includes a rotor, and the rotor includes a rotating shaft. The motor is mounted on the outside of the housing, and the sensor device includes a magnet and a sensor, the magnet is mounted on the rotating shaft of the motor, and the sensor is mounted inside the housing. The actuator has a good waterproof performance and anti-interference ability. This disclosure also relates to an electronic clutch system having the actuator.

The invention relates to a sensor unit for determining a rotor position of an electric motor, including at least one magnetic field sensor attached to a carrier element. In the case of a sensor unit, in which the sensor system can be easily exchanged, the carrier element is positioned in a sensor system housing which is open on one side and in which a sensing area of the at least one magnetic field sensor is directed in the direction of the open side of the sensor system housing.

Abnormality detection device for automatic transmission of invention has automatic transmission 5A connected to vehicle driving source 1, 3 through clutch 4a; range detector detecting selection range of selector lever 9 and outputting detection signal; manual valve 90 configured to, when selector lever is positioned at drive range position, engage clutch and bring automatic transmission into power transmission state, and when selector lever is positioned at range position except drive range position, disengage clutch and bring automatic transmission into power non-transmission state. Device further has engagement control unit 10B controlling clutch from disengagement state toward engagement direction when no-signal state in which signal is not outputted from range detector continues for first predetermined time or more; engagement judgment unit 10C judging engagement of clutch during engagement control; and abnormality determination unit 10D determining, when engagement is judged, that range detector is in no-signal abnormality indicating that no signal is outputted.

A method of detecting a ball loss condition in a ball and ramp assembly. The method includes providing a drive unit having one or more clutch pack assemblies, one or more motors with a motor output shaft and one or more ball and ramp assemblies. One or more actuation profiles are ran by the motors and an amount of motor current used and a position of the output shaft of the motor is measured during the running of actuation profiles. One or more motor current vs. motor output shaft position plots are generated having one or more characteristic curves based on the amount of current measured and the position of the output shaft measured. The amount of motor current is compared to the motor current of characteristic curve at a given output shaft position and based on that comparison a ball loss condition is identified.

Abnormality detection device for automatic transmission of invention has automatic transmission 5A connected to vehicle driving source 1, 3 through clutch 4a; range detector detecting selection range of selector lever 9 and outputting detection signal; manual valve 90 configured to, when selector lever is positioned at drive range position, engage clutch and bring automatic transmission into power transmission state, and when selector lever is positioned at range position except drive range position, disengage clutch and bring automatic transmission into power non-transmission state. Device further has engagement control unit 10B controlling clutch from disengagement state toward engagement direction when no-signal state in which signal is not outputted from range detector continues for first predetermined time or more; engagement judgment unit 10C judging engagement of clutch during engagement control; and abnormality determination unit 10D determining, when engagement is judged, that range detector is in no-signal abnormality indicating that no signal is outputted.

A method for controlling a pneumatic actuator (1) of a transmission having at least one sealing element (6, 7), arranged between two elements (2, 3) of the clutch actuator (1) that move relative to one another, and within a specifiable operating temperature range in which leakproofness of the clutch actuator (1) is ensured. The clutch actuator (1) is acted upon with compressed air from an air supply system for actuating a shifting and/or starting clutch arranged between a drive aggregate and a transmission. In order to warm up the clutch actuator (1), if a temperature of the clutch actuator (1) is lower then a glass transition temperature of the at least one sealing element (6, 7), the drive aggregate is operated at a higher rotational speed compared to the idling speed of the drive aggregate.

The invention relates to a method for increasing the availability of a hybrid separating clutch in a hybrid drive train of a motor vehicle, wherein the hybrid separating clutch is disposed between an internal combustion engine and an electric traction drive. In the method where even in the event of a fault the motor vehicle continues to be driven, the hybrid separating clutch is controlled by a hydrostatic actuator, and when a malfunction of the hydrostatic actuator is detected, for actuation of the hybrid separating clutch which is engaged in the non-actuated state, the last state of the hydrostatic actuator detected by a control mechanism is used for estimation of a minimum clutch torque which can be transmitted.

A clutch control device includes a clutch apparatus (26) configured to connect and disconnect power transmission between a prime mover (13) and an output object (21), a clutch actuator (50) configured to output a driving force for actuating the clutch apparatus (26), a controller (40) configured to control driving of the clutch actuator (50), and a clutch operator configured to operate the clutch apparatus (26) regardless of the driving of the clutch actuator (50), the controller (40) detects that there is a manual operation by the clutch operator when a difference of a predetermined value or more is detected between a reference output value of the clutch actuator (50) configured to operate the clutch apparatus (26) and a measured value of an output value of the clutch actuator (50).

A method for controlling a pneumatic actuator (1) of a transmission having at least one sealing element (6, 7), arranged between two elements (2, 3) of the clutch actuator (1) that move relative to one another, and within a specifiable operating temperature range in which leakproofness of the clutch actuator (1) is ensured. The clutch actuator (1) is acted upon with compressed air from an air supply system for actuating a shifting and/or starting clutch arranged between a drive aggregate and a transmission. In order to warm up the clutch actuator (1), if a temperature of the clutch actuator (1) is lower then a glass transition temperature of the at least one sealing dement (6, 7), the drive aggregate is operated at a higher rotational speed compared to the idling speed of the drive aggregate.

A vehicle includes a transmission and a controller. The transmission has clutches and multiple speed ratios that are established during gear upshifts upon torque being transferred from off-going to oncoming clutches. The controller is programmed to, in response to a difference between actual and target times of a desired flare at a transmission input exceeding a threshold during an upshift, adjust the torque of the off-going clutch during a torque transfer phase of a subsequent upshift based on the difference.