Disclosed are systems and methods for protecting an escrow clutch of a self-service terminal. The systems and methods may include actuating a motor of the self-service terminal to cause an escrow clutch of the self-service terminal to spin at a rate. As the clutch spins, a determination as to when a clutch slippage exceeds a preset slippage rate may be made. When the clutch slippage exceeds the preset slippage rate, the motor may be actuated to cause the escrow clutch to spin at a second rate. The second rate may less than the first rate.

Disclosed are systems and methods for protecting an escrow clutch of a self-service terminal. The systems and methods may include actuating a motor of the self-service terminal to cause an escrow clutch of the self-service terminal to spin at a rate. As the clutch spins, a determination as to when a clutch slippage exceeds a preset slippage rate may be made. When the clutch slippage exceeds the preset slippage rate, the motor may be actuated to cause the escrow clutch to spin at a second rate. The second rate may less than the first rate.

Methods and systems for detecting and clearing battery power failure of an electric clutch actuator (ECA) include use of a capacitor connected to the ECA. The capacitor is connected to the ECA such that when the ECA and a battery configured to output a battery voltage are connected together a capacitor voltage matches the battery voltage and when the ECA and the battery are disconnected from one another the capacitor voltage differs from the battery voltage. A loss of battery connection is detected upon a difference between the capacitor voltage and the battery voltage exceeding a threshold.

An abnormality cause determining device that is applied to a vehicle including an electromagnetic actuator includes a storage device and an execution device. The storage device is configured to store map data which is data for defining a map. The map includes a current variable which is a variable indicating a current flowing actually in the electromagnetic actuator as an input variable and includes a cause variable which is a variable indicating a cause of an abnormality of an onboard unit including the electromagnetic actuator as an output variable. The execution device is configured to perform an acquisition process of acquiring a value of the input variable based on a detection value from a sensor which is mounted in the vehicle and a calculation process of calculating a value of the output variable by inputting the value of the input variable to the map.

A method is disclosed for monitoring the functions of a friction clutch which is arranged in a vehicle between a drive motor and a compressor of a compressed air supply system and which can be disengaged and engaged pneumatically. In a delivery mode of the compressor, at least one operating parameter is detected by sensor and evaluated in an electronic control unit. When a slipping condition of the friction clutch is identified, a value for a cut-off pressure of the compressor stored in the electronic control unit is reduced. When a slipping condition has been identified, the delivery mode of the compressor is ended by disengagement of the friction clutch, and a warning signal and/or warning information is outputted.

A vehicle control device applicable to a vehicle including an engine includes an electric motor coupled to the engine, a hydraulic clutch, a solenoid control valve, a first travel control unit, a second travel control unit, and a fail-safe control unit. The hydraulic clutch is engaged when hydraulic oil is supplied and disengaged when the hydraulic oil is discharged. The solenoid control valve includes a solenoid. The solenoid control valve supplies the hydraulic oil to the hydraulic clutch when the solenoid is in a non-energized state, and discharges the hydraulic oil when the solenoid is in the energized state. The first travel control unit executes an engine traveling mode, and the second travel control unit executes an inertial traveling mode. The fail-safe control unit drives the electric motor when the solenoid is switched from the energized state to the non-energized state while the inertial traveling mode is executed.

An auxiliary propulsion apparatus of an air vehicle may include an engine mounted in a fuselage of the air vehicle, a generator configured to be driven using power from the engine, a compressor configured to be driven by the engine or the generator, a battery configured to store electricity generated by the generator, an electricity distributor connected to the generator, the battery and the main propulsion apparatus and configured to distribute electricity generated by the generator to the battery and to a main propulsion apparatus, and at least one nozzle device configured to jet high-pressure gas, supplied from the compressor, to an outside of the fuselage.

A method is disclosed for monitoring the functions of a friction clutch which is arranged in a vehicle between a drive motor and a compressor of a compressed air supply system and which can be disengaged and engaged pneumatically. In a delivery mode of the compressor, at least one operating parameter is detected by sensor and evaluated in an electronic control unit. When a slipping condition of the friction clutch is identified, a value for a cut-off pressure of the compressor stored in the electronic control unit is reduced. When a slipping condition has been identified, the delivery mode of the compressor is ended by disengagement of the friction clutch, and a warning signal and/or warning information is outputted.

A mean rate decision method for a clutch motor is disclosed. The method includes determining whether the clutch motor and a gear sensor are in an electrical failure state; when it is determined the clutch motor and the gear sensor are not in the electrical failure state, determining whether there is a driver's starting intention on the basis of state information on the clutch pedal; setting a target position of the clutch motor according to a pedal setting value set by the clutch pedal; and when it is determined that there is no driver's starting intention and that an actual position of the clutch motor exceeds the target position of the clutch motor, determining a failure of the clutch motor on the basis of an excess movement amount and an excess duration in the excess state.

A mean rate decision method for a clutch motor is disclosed. The method includes determining whether the clutch motor and a gear sensor are in an electrical failure state; when it is determined the clutch motor and the gear sensor are not in the electrical failure state, determining whether there is a driver's starting intention on the basis of state information on the clutch pedal; setting a target position of the clutch motor according to a pedal setting value set by the clutch pedal; and when it is determined that there is no driver's starting intention and that an actual position of the clutch motor exceeds the target position of the clutch motor, determining a failure of the clutch motor on the basis of an excess movement amount and an excess duration in the excess state.