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.

An electronic control unit executes gradual reduction control when a friction clutch is to be maintained in a fully engaged state such that an input rotary member and an output rotary member rotate integrally. As a result, a motor current supplied to a motor is adjusted to a lower current value. Thus, an average current value of the motor current supplied to the motor when the friction clutch is to be maintained in the fully engaged state is appropriately reduced.

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 vehicle drive device including an engagement pressure flow channel, a lubrication flow channel, a first pump having a discharge port connected to the engagement pressure flow channel, a second pump, and a flow channel control valve. The flow channel control valve selectively switches flow channels between a first state in which an outflow destination of oil discharged from the second pump is the engagement pressure flow channel and a second state in which the outflow destination is the lubrication flow channel. When a failure in which the flow channel control valve is fixed in the second state has occurred, a control device for a vehicle control device performs fail-safe control in which a rotational speed of at least one of an internal combustion engine and a rotating electrical machine is increased to supply oil to the engagement pressure flow channel by the first pump.

A method for stabilizing an engine clutch control includes transmitting an engine clutch operation start command from a controller to an engine clutch system, the engine clutch system including an engine clutch, detecting a hydraulic pressure generated during the operation of the engine clutch system, carrying out an oil leakage judgment mode using the controller to determine whether the hydraulic pressure is a normal hydraulic pressure where the operation of the engine clutch is available or if the hydraulic pressure an abnormal hydraulic pressure where the operation of the engine clutch is unavailable, and changing an operation mode to an emergency operation mode wherein the operation of the engine clutch is stopped in case of abnormal hydraulic pressure, and carrying out an operation mode change by operating the engine clutch in a case of normal hydraulic pressure, based on a control by the controller.

An electronic control unit executes gradual reduction control when a friction clutch is to be maintained in a fully engaged state such that an input rotary member and an output rotary member rotate integrally. As a result, a motor current supplied to a motor is adjusted to a lower current value. Thus, an average current value of the motor current supplied to the motor when the friction clutch is to be maintained in the fully engaged state is appropriately reduced.

The disclosure discloses a control unit for the electrohydraulic actuation of motor vehicle assemblies, having a main housing and at least one valve unit which can be inserted into the main housing. The valve unit has a metal valve housing for receiving an electrically actuable valve, a plug housing which is fastened to the valve housing and is formed from a plastics material, and a connection contact which is received in the plug housing and can be electrically connected to the valve. A clamping contact for electrically connecting the connection contact of the valve unit to an actuating electronics system is connected to the main housing. The plug housing forms a dielectric resistance between the clamping contact and the valve housing. An installation space-saving and safe control unit is rendered possible owing to the fact that the plug housing forms a dielectric resistance between the clamping contact and the valve housing.

A number of variations may include a clutch system having a clutch; a first cylinder operatively connected to the clutch; a passive valve operatively connected to the first cylinder; a hydraulic power pack actuator and a second cylinder operatively connected to the passive valve; an electronic control unit operatively connected to the hydraulic power pack actuator; and a clutch pedal operatively connected to the second cylinder.

A vehicle includes a continuously variable transmission, a gear mechanism and a controller. The continuously variable transmission and the gear mechanism are provided in parallel with each other between an input shaft and an output shaft. The controller is configured to i) when the vehicle travels in a state where both a first clutch and a third clutch provided on the gear mechanism side are released, gradually increase a hydraulic pressure of the first clutch such that the first clutch is engaged, ii) calculate a command hydraulic pressure for setting the first clutch to a pressure regulating state on the basis of a command hydraulic pressure of the first clutch at a timing at which the amount of change in an output-side rotation speed of the first clutch becomes larger than a predetermined value, and iii) control the first clutch by using the calculated command hydraulic pressure.

A first sensor signal and a second sensor signal are provided by a sensor unit to an evaluation unit. The first sensor signal is dependent on the angular position and is associated with a first detection position, and the second sensor signal is associated with a second detection position lying about the rotational axis perpendicular to the first detection position. An orthogonal error is converted by the evaluation unit into an amplitude difference between respective amplitudes of the first and second sensor signals based on a coordinate transformation of the first and second sensor signals. Each of the first and second sensor signals are adjusted by the evaluation unit based on the amplitude difference. An angular position of a rotational component is determined by the evaluation unit based on output from an a tan 2-function that takes the adjusted first and second sensor signals as input.