Abstract: Provided herein is a method for calibrating a clutch by searching for the minimum of a multi-dimensional surface including determining the error between a spline function and recorded data relating to clutch characteristics, creating a multi-dimensional surface corresponding to the error values, determining the minimum of the multi-dimensional surface using the steps of performing a Steepest Gradient & Direction determination step and conducting a Golden Section Search and Switch Direction Step to find a minimum that meets a predetermined closing condition. Additionally, provided herein is a computer-implemented system for calibrating the clutch.

Abstract: An illustrative example vehicle torque control system includes a clutch that is at least partially automatically controllable. A manual clutch control means allows a driver to control engagement of the clutch. A clutch control means automatically controls a characteristic of clutch engagement based on a selected drive mode.

Abstract: A method for controlling a slip of a clutch device of a gearbox of a vehicle includes measuring at least one rotational speed value on a gearbox shaft of the gearbox; determining an active gearbox shaft; determining the angular acceleration on the active gearbox shaft determined, on the basis of the at least one measured rotational speed value; producing a rattling characteristic value on the basis of the angular acceleration determined over at least one time interval; and controlling the slip of the clutch device on the basis of a comparison of the rattling characteristic value produced with at least one rattling threshold value.

Abstract: A method for operating a drive train of a motor vehicle is provided, the drive train featuring a first drive assembly formed as an internal combustion engine a second drive assembly formed as an electric motor, a start-up element and a transmission). The start-up element features a converter and a lock-up clutch and is connected between the electric motor and the transmission. The electric motor is connected between the internal combustion engine and the start-up element. If a decoupling of the lock-up clutch is requested, the lock-up clutch of the start-up element is initially brought into slip. If the slip at the lock-up clutch of the start-up element reaches a threshold or is greater than the threshold, a target rotational speed is subsequently predetermined for the electric motor and the rotational speed of the electric motor is adjusted to such target rotational speed.

Abstract: A control device that controls a drive device for a power transfer path, the control device configured with a loss torque estimation section that estimates the value of loss torque due to drag resistance of a first engagement device, with the first engagement device in a disengaged state. A specific-slip hydraulic pressure control section sets a hydraulic pressure to be supplied to a second engagement device such that a transfer torque capacity of the second engagement device becomes a capacity corresponding to estimated input torque, which is determined as a difference between output torque of the rotary electric machine and the estimated loss torque. This is performed in the event that specific slip control, in which the second engagement device is controlled to a slip state from a state with the first engagement device in the disengaged state and with the second engagement device in a completely engaged state, is executed.

Abstract: An electronic, high-efficiency vehicular transmission, an overrunning, non-friction coupling and control assembly and switchable linear actuator device for use in the assembly and the transmission are provided. The device controls the operating mode of at least one non-friction coupling assembly. The device has a plurality of magnetic sources which produce corresponding magnetic fields to create a net translational force. The net translational force comprises a first translational force caused by energization of at least one electromagnetic source and a magnetic latching force based upon linear position of a permanent magnet source along an axis.

Abstract: A method of estimating transmission torque of a dry clutch, may include a) slowly releasing a dry clutch until a slip of the dry clutch occurs, b) acquiring and storing stroke of an actuator and torque of an engine at a starting time point at which the slip of the dry clutch occurs at step a), and c) determining the stroke of the actuator and the transmission torque of the dry clutch at the starting time point at which the slip of the dry clutch occurs, by using the stroke of the actuator and the torque of the engine stored at step b).

Abstract: A compelling-type radial clutch device includes a V-shaped bendable joint structure installed between an active rotary part and a passive rotary part and driven by the active rotary part The V-shaped joint structure includes a joint axial core connecting an active arm of V-shaped joint structure and a compelling arm of the V-shaped joint structure, and an outward-expanding spring installed between the two arms, so that a prestressed outward-expanding bias force between the two arms causes angular displacement of the compelling arm by causing the angle between the two arms to increase, one end of the active arm of the V-shaped joint structure being connected and fastened on the active rotary part; and the other end of the compelling arm of the V-shaped joint structure being installed with a compression head or roller arranged to engage an inner notch in the passive rotary part.

Abstract: Embodiments of clutches for electric pole saws, and related methods, are disclosed herein. An electric pole saw may include an electric motor, a drive shaft coupled between the electric motor and a cutting instrument, and a clutch coupled between the electric motor and the drive shaft. The clutch may include a motor portion having an exterior surface, a drive shaft portion having an exterior surface and forming a mated assembly when mated with the motor portion, and a spring around the motor and drive shaft portions. The spring may exert a holding force on the mated assembly, such that rotation of the motor portion in a first direction loosens the spring and reduces the friction holding force until a torque between the motor and drive shaft portions exceeds the holding force, causing rotation of the motor portion to be decoupled from rotation of the drive shaft portion.

Abstract: A clutch actuated by inertia mass and friction damping is disclosed, in which a relay transmission structure assembly (104) is not additionally installed with a damping device, when the input side of a prime motive end (101) drives the relay transmission structure according to a set rotating direction, relative movement is generated through the friction damping between the inertia mass of the relay transmission structure assembly (104) itself and the adjacent machinery unit contacted in a sliding means, for controlling a clutch device between the output end to perform operations of coupling or releasing.

Abstract: The invention relates to a multi-gear transmission device, particularly a two-gear transmission device, for transferring a drive torque from an input side to an output side, which transmission device has at least two selectable gear ratios. The multi-gear transmission device further has a multi-stage clutch device, particularly a two-stage clutch device, with at least two different, selectable limit torques. According to the invention, the multi-stage transmission device has at least two preferably switchable translating gear pairs, and the multi-stage clutch device is included in the translating gear pairs.

Abstract: A controllable or selectable coupling assembly having an overrun mode and a retained control element is provided. The assembly includes first and second coupling members having first and second coupling faces, respectively, in close-spaced opposition with one another. A locking member is disposed between the coupling faces of the coupling members. The locking member is movable between first and second positions. A control element is mounted for controlled movement between the coupling faces and is operable to control position of the locking member. The control element has at least one opening which extends completely therethrough to allow the locking member to extend therethrough. A retainer mechanism is operative to allow limited movement of the control element towards the first coupling face and prevent the control element from contacting the first coupling member in the overrun mode thereby reducing spin losses when the assembly is disengaged.

Abstract: A compelling-type centrifugal clutch device with C-shaped joint structure, in which a C-shaped joint structure assembly (100), which can be bended for displacement, is installed between an active rotary part (101) and a passive rotary part (201) of a centrifugal clutch device with a radial arrangement device and is driven by the active rotary part (101). A joint axial core of C-shaped joint structure (113) is also provided for connecting an active arm of C-shaped joint structure (111) and a centrifugal compelling arm of C-shaped joint structure (112) having a centrifugal force actuation clutch device (119) at one distal end, and a recovery spring (114) is installed between the mentioned two arms, so that an inward-bending prestressed force is formed between the two arms for performing the angular displacement through bending at difference angles.

Abstract: A clutch mechanism for use with a carrier of a linear drive device includes a housing, a first gear, and a first clutch arrangement. The first gear coupled to the housing and has gear teeth to engage a threaded shaft of a linear drive device . Rotation of the shaft causes the housing to move along the shaft in a first mode of operation. The first clutch arrangement prevents substantial rotation of the first gear. The first gear permits rotation of the first gear with respect to the housing. The housing can be manually moved along a length of the shaft, in a second mode of operation, by exerting a force on the housing. The rotational force applied to the first gear through the interaction of the threaded shaft and the gear teeth exceeds the first threshold.

Abstract: An electric taxi system (ETS) for an aircraft may comprise drive motors mounted coaxially with wheels of the aircraft. A clutch assembly may be interposed between the drive motor the wheel. The clutch assembly may transmit torque from the motor to the wheel when the wheel and a rotor of the motor rotate at the same rotational speed. The clutch assembly may self-disengage a rotor of the motor from the wheel when the wheel rotates faster than the rotor.

Abstract: A vehicle control apparatus (100) for controlling a vehicle (10) provided, as a drive system, with: an internal combustion engine (200) in which a compression ratio is variable; and a transmission (500) which has a torque converter (300) and a lockup mechanism (400) between an input shaft and an engine output shaft (205) of the internal combustion engine and which can change a ratio between a rotational speed of the input shaft and a rotational speed (Nout) of an output shaft coupled with an axle, is provided with: a first controlling device for changing an operating state of the lockup mechanism in accordance with an operating condition of the vehicle; and a second controlling device for changing the compression ratio in at least one portion of a case where the operating state is changed.

Abstract: An assist device for a vehicle including a power train connected to drive wheels by a clutch, a bus, and a power-assist parking brake. The device includes sensors that transmit signals to the bus and a mechanism for learning-based estimation of a clutch curve on the basis of the signals, the curve connecting the position of the clutch pedal and a maximum torque range that can be transmitted by the corresponding clutch and a mechanism phasing the delivered signals to reduce an influence of noise on the sensors associated with the signals.

Abstract: A wheeled vehicle comprising a power-driven spider assembly for ascending and descending stairs. The vehicle includes an angular position sensor providing input to a controller operable to control a servo-motor to effectively lock the position of the spider relative to the frame, regardless of the hand truck's spatial orientation relative to a vertical plane, or any balancing of the hand truck. The angular position sensor provides input to the controller, which is programmed with predefined angular zones of instability, and causes the controller to accelerate rotation of the spiders through those zones when the wheeled vehicle is in the descent mode, to avoid instability of the hand truck. A hand truck may include a removable basket and/or a pivotable platform usable to transport loads.

Abstract: A vehicle includes a clutch set, a tank with fluid, an auxiliary battery, an electric fuel pump, and a controller. The electric fluid pump delivers some of the fluid from the tank to a designated oncoming clutch of the clutch set. The controller calculates a predicted flow value for the oncoming clutch during the shift event, and selectively controls the speed of the pump using the predicted flow value during the shift event. The controller controls the pump using an actual flow value when the vehicle is not executing a shift event, i.e., when holding torque. The speed of the electric fluid pump is increased to a first calculated speed determined using the predicted flow value when the shift event is initiated and before filling of the oncoming clutch commences, and is reduced to a second calculated speed determined using the actual flow value when the shift event is complete.

Abstract: A clutch controller that transmits appropriate torque during engaging operation of a clutch. An actual torque obtaining section obtains torque transmitted from a drive-side member of the clutch to a downstream mechanism in a torque transmission path as actual transmission torque, the downstream mechanism including a driven-side member of the clutch. A target torque obtaining section obtains torque that is supposed to be transmitted from the drive-side member to the downstream mechanism in the torque transmission path as target transmission torque. A clutch actuator control section actuates an actuator by an actuation amount according to a difference between the actual transmission torque and the target transmission torque.

Abstract: A control device of a vehicle includes: power dividing mechanism that has a plurality of rotating elements rotated by torque output and transmitted from an engine and a first motor/generator and switches a transmission mode according to the engaging states of the respective rotating elements; and a clutch that has a first engaging member and a second engaging member having a backlash between them in a rotating direction thereof, and that sets a transmission mode to a fixed transmission ratio mode by engaging the first engaging member connected to one of the rotating elements with the second engaging member, and sets the transmission mode to a continuously variable transmission ratio mode by releasing the engagement. In the control device of a vehicle, the magnitude of the reversed rotating torque is reduced when the direction of rotating torque acting between the first and seconds engaging members.

Abstract: A wind turbine power generating system includes a wind turbine connected to a speed increasing gearbox having an output shaft. An electrical generator having an input shaft is also provided. An asymmetrical coupling interconnects the input and output shafts. The coupling includes a first torque limiting clutch in series connection with a one-way clutch between the input and output shafts. A second torque limiting clutch is provided in parallel connection with the one-way clutch between the input and output shafts. The first and second torque limiting clutches have different characteristic slip torques. The interconnection of the clutches, and the implementation of the one-way clutch, provides for effective operation of the first and second torque limiting clutches in opposite rotational directions of the input and output shafts.

Abstract: The invention relates to a mechanical transmission device for transmitting a threshold force, the device comprising a first element (1; 101) and a second element (2; 102) rotatably mounted relative to each other about an axis of rotation (X), and having a transmitter member (10; 110) interposed between them to constrain the two elements to rotate together when a torque is imparted to one of the elements for transmitting the torque to the other one of the elements, up to a threshold torque beyond which the two elements become movable in rotation against an opposing torque equal to the threshold torque, the transmitter member comprising: at least a first friction disk (11; 111) constrained to rotate with the first element, and a second friction disk (12; 112) facing the first disk; a bearing member (13; 113) that is axially movable to press the disks together and against a bearing turntable (15; 115) of the first element under drive from a presser member; and rotary drive means (20, 21; 120, 121) interposed

Abstract: In a spring type torque limiter, it is proposed to prevent the cut end portions of the coil spring fitted on the inner ring from causing chatter of the torque limiter, even if the cut end portions of the coil spring are separated from the radially outer surface of the inner ring in order to prevent burrs remaining on the cut end portions of the coil spring from contacting the radially outer surface of the inner ring. The first cut end portion (25) of the coil spring (14) fitted on the inner ring (13) is inserted in a recess (27) of a first spring receiving protrusion (23) formed on the radially inner surface of the outer annular member (11), and the second cut end portion (26) is inserted in a recess (28) of a second spring receiving protrusion (24) formed on the inner surface of the lid member (15), thereby restraining the first and second cut end portions (25 and 26) with the recesses (27 and 28).

Abstract: A clutch reaction plate includes an annular device having a plurality of radially configured, alternating inwardly-oriented splines and keys, the splines and keys configured to meshingly engage a coaxial correspondingly-splined second device inserted therein. Selected ones of the splines include a bi-directional impact absorption device configured to engage selected ones of the splines of the inserted second device when a torque load is applied in one of a first rotational direction and a second, opposing rotational direction. The remaining splines engage the remaining splines of the inserted second device when the applied torque load exceeds a reaction force of the bi-directional impact absorption device.

Abstract: The invention relates to a clutch operating unit for engine-driven vehicles, the clutch of which can be operated arbitrarily as well as depending on a torque/speed difference occurring at the clutch. The clutch operating unit comprises an actuator on the gear box side and the engine side. On the actuator, chutes and counter chutes and contact surfaces are formed which mutually engage; the chutes, counter chutes and contact surfaces transmitting a drive torque when the actuators are rotated in a rotating direction over the contact surfaces and, when the actuators are rotated in reverse rotating direction, converting the rotating movement into an axial movement of an actuator by means of the chutes and counter chutes, the axial movement effecting the releasing of the clutch. The clutch operating unit is characterized in that the actuator (2, 5) on the engine side along with its outer bushing is arranged coaxially and rotatably relative to a gear box input shaft.

Abstract: A mechanism for compensating systematic uni-directional torque bias imposed on a bi-directional drive actuator shaft, comprising a pallet disposed on an arm for rotation with the actuator shaft. A bucket tappet is engaged by the pallet and contains a helical compression spring. As the actuator shaft rotates and compresses the spring, the load on the pallet increases linearly but the length of the lever arm changes non-linearly at a rate different from the force applied to the pallet. This results in a non-linear torque about the actuator shaft. The torque can be the same at the compression spring preload state as it is at the full load state or it can be biased to be unsymmetrical based on the layout and size of the components and the stroke of the actuator shaft.

Abstract: A transfer case for a motor vehicle having an input shaft, a first output shaft, a second output shaft, a clutch, a transfer mechanism, a sensor portion and a magnetoelastic torque sensor. The clutch has a clutch pack and a thrust mechanism that is configured to exert an engagement force on the clutch pack. The clutch pack has a first portion, which is rotatably driven by either or both of the input shaft and the first output shaft, and a second portion that is supported for rotation relative to the first portion. The transfer mechanism couples the second portion of the clutch pack to the second output shaft. The sensor portion is coupled to the first or second output shaft and is at least partially formed of a magnetoelastic material. The magnetoelastic torque sensor is disposed about and radially in-line with the sensor portion.

Abstract: In a process which is for controlling and/or regulating an automated clutch, in particular in the drive train of a vehicle, and in which an actuating element, whose position determines the clutch torque transmissible by the clutch, is actuated for setting a predefined clutch torque according to a characteristic curve, the actuating element is actuated according to a characteristic curve which in a first range of the clutch torque specifies the clutch torque as a function of the position of the actuating element and in a second range of the clutch torque specifies the clutch torque as a function of the force applied to the clutch by the actuating element.

Abstract: A hammer drill includes a motor; a spindle rotatingly driven by the motor and holding an output bit; a motion conversion member for converting rotational movement of the motor to reciprocating movement; a striker reciprocatingly driven by the motion conversion member for applying an axial striking force to the output bit; a striking-motion-releasing mechanism for releasing the striking force applying action exercised by the striker; and a tightening-torque adjusting clutch for interrupting the transfer of the rotational force to the output bit by increasing a load torque.

Abstract: A torque limiter may include a first member configured to rotate about a first axis and having a first contact surface. The torque limiter may include a second member configured to rotate about the first axis and including a first axially extending finger. The first finger may be radially biased so that a second contact surface defined by the first finger may contact the first contact surface with a normal force to define a predetermined torque value between the first and second members. When one of the first and second members is rotatably driven in a first rotational direction, the other of the first and second members may be rotatably driven in the first rotational direction unless a torque load greater than or equal to the predetermined torque value is applied to the other of the first and second members.

Abstract: A hybrid powertrain system for a vehicle includes an electric machine, a gear set mechanically connected with the electric machine, and a clutch mechanically coupled with at least one of a primary and secondary driveline assembly. The electric machine is configured to selectively provide motive power to at least one of the primary and secondary driveline assemblies. The gear set is configured to permit differential rotation between the primary and secondary driveline assemblies. The clutch is configured to selectively transfer torque between the primary and secondary driveline assemblies.

Abstract: A clutch mechanism for use with a carrier of a linear drive device includes a housing, a first gear, and a first clutch arrangement. The first gear coupled to the housing and has gear teeth to engage a threaded shaft of a linear drive device. Rotation of the shaft causes the housing to move along the shaft in a first mode of operation. The first clutch arrangement prevents substantial rotation of the first gear. The first gear permits rotation of the first gear with respect to the housing. The housing can be manually moved along a length of the shaft, in a second mode of operation, by exerting a force on the housing. The rotational force applied to the first gear through the interaction of the threaded shaft and the gear teeth exceeds the first threshold.

Abstract: A torque-controlling actuator clutch is used in a tool system with a motor for rotating a bit. The actuator clutch includes a driving shaft rotatingly driven by the motor, a driven shaft operatively connected to and rotated by the driving shaft, the bit removably attached to the driven shaft, a clutch mechanism for selectively coupling and uncoupling the driving shaft and the driven shaft and an actuator operated by a pressure of a working medium for pressing the clutch mechanism into engagement so that a torque can be transferred from the driving shaft to the driven shaft. A control unit is used to control the pressure of the working medium supplied to the actuator and the torque transferred from the driving shaft to the driven shaft.

Abstract: Device suitable for transmitting torque from a first shaft to at least one second shaft, wherein the first shaft is mechanically connected to a first cylindrical sleeve which can be mechanically coupled or uncoupled with a second sleeve mechanically connected to the second shaft and arranged in coaxially around the first sleeve, by extracting or retracting, respectively, a mobile tooth which can rotate in a seat made in the first sleeve, a third sleeve being arranged in a coaxial and rotating manner around the first sleeve and being provided with braking elements, wherein the mobile tooth is provided with a cursor suitable for sliding in a substantially radial manner in a groove made in the third sleeve, so that the relative rotation of the third sleeve with respect to the first sleeve causes the extension or the retraction of the mobile tooth according to the direction of this relative rotation.

Abstract: A transfer case for a motor vehicle having an input shaft, a first output shaft, a second output shaft, a clutch, a transfer mechanism, a sensor portion and a magnetoelastic torque sensor. The clutch has a clutch pack and a thrust mechanism that is configured to exert an engagement force on the clutch pack. The clutch pack has a first portion, which is rotatably driven by either or both of the input shaft and the first output shaft, and a second portion that is supported for rotation relative to the first portion. The transfer mechanism couples the second portion of the clutch pack to the second output shaft. The sensor portion is coupled to the first or second output shaft and is at least partially formed of a magnetoelastic material. The magnetoelastic torque sensor is disposed about and radially in-line with the sensor portion.

Abstract: An overrunning torque transmitting device that employs a plurality of cone clutches and an overload mechanism for limiting the torque transmitted through the device in a predetermined rotational direction. A method for transmitting torque is also provided.

Abstract: The invention relates to a clutch module for prostheses, in particular for prosthetic grippers, arm prostheses or hand prostheses that comprise a chassis to which at least one finger prosthesis is articulated, the clutch module including a drive element, a driven element and a clutch device, which shifts between two gear stages depending on the torques applied to the driven element.

Abstract: A method for controlling a motor vehicle drive train including a combustion engine, an electric machine and a transmission, which are coupled by a summation gear system, having two input and one output elements, and a clutch. One input element is coupled to the crankshaft of the combustion engine, the other input element is coupled to the rotor of the electric machine and the output element is coupled to the input shaft of the transmission and the clutch is arranged between two elements of the summation gear system, such that when the clutch is disengaged a speed difference between the combustion engine and the transmission input shaft is synchronized by the electric machine and, if necessary, by a controlled engagement of the clutch. To improve synchronization, at the beginning of the synchronization the clutch is brought to its contact point before the engagement of the bridging clutch.

Abstract: A one-way clutch, for example, of a sprag or cam design is provided with a cage arranged between an outer ring and an inner ring. The cage has a flange portion extending outwardly in a radial direction. A slit is arranged at a location on a circle of the cage such that the cage is cut off to discontinue in a circumferential direction thereof. The flange portion has an outer diameter greater than an inner diameter of the outer ring. Preferably, the slit can be an opening formed upon the cut-off by working residual stresses occurred when the cage was pressed into an annular form.

Abstract: A method and device for determining a driving torque correction factor for compensating the driving torques of a drive unit including a first drive device and a second drive device, both of which act with their driving torque on a common drive shaft. The method includes specifying and setting a desired driving torque for one of the two drive devices, adjusting a brake torque for the other of the two drive devices to a brake torque value, which is equivalent to the value of the actual driving torque (that occurs on the basis of the desired driving torque) of one of the two drive devices, and determining the correction value as a function of the specified desired driving torque of the one drive device and as a function of the brake torque value of the other drive device, the brake torque value being adjusted at the time of the compensation of the torques.

Abstract: Appropriate torque is transmitted via a clutch that does not spend too much time on its engaging operation. A clutch controller controls a degree of engagement of the clutch by actuating a clutch actuator based on a difference between actual transmission torque that is transmitted from a drive-side member of a clutch to a driven-side member of the clutch, and target transmission torque that is supposed to be transmitted from the drive-side member to the driven-side member. The clutch controller also determines whether or not a difference in rotational speed between the drive-side member and the driven-side member of the clutch is reduced at an appropriate rate, and depending on the determination result, corrects the target transmission torque.

Abstract: A torque limiter includes a shaft assembly, a torque limiting element and two friction rollers. The shaft assembly has a middle section and two ends on two sides of the middle section. The torque limiting element coils around the middle section of the shaft assembly and contacts with the shaft assembly to provide a limiting torque to the shaft assembly. The friction rollers are respectively fixed to the two ends of the shaft assembly.

Abstract: A module with an axle assembly, which has a housing, a differential, an input shaft, a pair of shafts and a pair of wheel hubs, and an auxiliary drive unit that includes an electric motor and an overrunning clutch. The differential and the input shaft are disposed in the housing for rotation therein. The differential includes a case and a ring gear that is coupled to the case. The input shaft has a pinion that is meshingly engaged to the ring gear. Each shaft couples the differential to one of the wheel hubs. The overrunning clutch includes an input portion, which is coupled to the output shaft of the electric motor, and an output portion, which is coupled to the input shaft. The output portion is de-coupled from the input portion when a rotational speed of the input portion is not greater than a rotational speed of the output portion.

Abstract: A control unit of an at least temporarily four wheel-driven motor vehicle is provided. The control unit is arranged such that a displacement path for an actuator that actuates a transmission clutch is assigned to a setpoint clutch torque via a characteristic curve, and when at least one defined operating condition is present, ensures stable operation of the wheels. The control unit specifies a displacement path which according to the characteristic curve results in a not completely locked state of the transmission clutch, and subsequently computes the actual clutch torque from only the drive slip on the front axle, the drive slip on the rear axle, and the total drive torque.

Abstract: A torque limiter may include a first member provided with a circumferential face, a second member provided with a base plate part and a cylindrical drum part which is extended from the base plate part so as to surround the circumferential face of the first member, and an urging member for urging the cylindrical drum part of the second member to the circumferential face of the first member. The cylindrical drum part is formed with a plurality of cutout parts to be divided into a plurality of elastic plate parts. The cutout part is extended from a tip end of the cylindrical drum part to a middle position in a radial direction of the base plate part and the elastic plate part is formed of the cylindrical drum part and the base plate part.

Abstract: A control unit of a control system for an at least temporarily four wheel-driven motor vehicle is arranged such that a displacement path for an actuator that actuates a transmission clutch is assigned to a setpoint clutch torque via a characteristic curve, and the control unit checks whether slip of the transmission clutch occurs when a displacement path is specified that should result in an at least fully locked state of the transmission clutch according to the characteristic curve.

Abstract: In the case of a control device for an at least part-time four-wheel-driven motor vehicle, having a control unit which can variably distribute the driving torque of a drive unit to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels which, if required, can be connected by way of a transfer clutch with the drive unit, wherein the control unit determines a desired clutch torque which is to be set by an actuator device at the transfer clutch, the control unit consists of a main control unit and an additional control unit, the main control unit computing the desired clutch torque as a function of detected and/or determined parameters, which clutch torque is transmitted to the additional control unit, and the additional control unit converting the desired clutch torque to a corresponding electric control signal for the actuator device.

Abstract: The magnitude of torque which can be transmitted by a bypass clutch between the housing and the turbine of a torque converter between a prime mover, such as an engine, and an automatic transmission in the power train of a motor vehicle is selectively regulatable by a computerized regulating unit. The regulation involves the transmission of torque by the clutch in dependency upon the magnitude of the torque being transmitted by the output element of the engine and ascertaining as well as adaptively applying to the clutch a variable force so that the clutch can transmit a predetermined torque. This entails automatic selection of a minimum slip between a torque receiving and a torque transmitting part of the power train. Compensation, particularly long-range compensation, is carried out for the existence of possible differences between the predetermined and actual torques being transmitted by the clutch.

Abstract: In the case of a control device for an at least temporarily four-wheel-driven motor vehicle, having a control unit which can variably distribute the driving torque of a drive unit as a function of operating conditions to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels which, if required, can be connected by way of a transfer clutch with the drive unit, in that the control unit determines a desired clutch torque which is to be set by an actuator device at the transfer clutch, one operating condition is the vehicle speed. The control unit is further developed such that, when the desired clutch torque is determined, at least one defined high-speed range is taken into account and in that a speed-range-related clutch torque assigned to the high-speed range is defined as a maximally permissible limit torque.