Abstract: A method and a system for controlling idle stop of a vehicle that can reduce braking noise and prevent startup delay may be included, wherein the method for controlling may include estimating a disk temperature, determining whether the estimated disk temperature may be lower than or equal to a first predetermined temperature, and prohibiting engine stop according to the idle stop when the estimated disk temperature may be higher than the first predetermined temperature.

Abstract: A clutch actuator and to a method for the control thereof. The actuator actuates a multi-disk clutch, and to do so has actuator modules. The number of which corresponds to the number of the friction clutches. The modules have separate control units and electric motors, which are controlled by the control units and act on the friction clutches by a disengaging mechanism. In order to counter block the partial drive trains disposed downstream of the friction clutches, particularly automatically closed friction clutches during a malfunction of an actuator module, the actuator modules are connected among each other to a data line, which allows monitoring of the actuator modules and counter-measures.

Abstract: A torque transfer device (34) for a motor vehicle includes a clutch (50) for transferring torque between first and second shafts (76, 78). An electromagnetic actuator (98, 102) includes an axially moveable armature (102) for applying an application force to the clutch (50). An actuator control system includes a position sensor (118c) operable to output a signal indicative of a position of the armature (102). The control system determines a target torque to be transferred by the clutch (50) and a target armature position based on a previously determined clutch torque vs. armature position relationship. The control system varies an electrical input to the electromagnetic actuator (98, 102) to perform closed loop control of the armature position.

Abstract: A method of determining a torque transfer touch point of a clutch within a drive train includes applying a predetermined amount of current to an electric motor such that the electric motor will apply a torque to at least a portion of a clutch. The predetermined amount of current will not rotate a shaft of the motor when the clutch is at least partially engaged. The method also includes initiating disengagement of the clutch, detecting movement of at least a portion of the motor, and recording a clutch parameter that is generally coincident with the detecting movement of a least a portion of the motor.

Abstract: An automotive electronic control system for a motor vehicle is provided. The automotive electronic control system is designed to cause the motor vehicle to enter a freewheel running condition with internal combustion engine off if the automotive electronic control system determines, based on received quantities indicative of operative conditions of the motor vehicle, occurrence of a driver-performable action indicative of the will of the driver to enter a freewheel running condition with internal combustion engine off and occurrence at or within a given time from the occurrence of the driver-performable action and the maintaining for a given time of specific predetermined entry conditions. The automotive electronic control system is further designed to cause the motor vehicle to leave a freewheel running condition with internal combustion engine off if the automotive electronic control system determines, based on the received quantities, occurrence of at least one of specific predetermined exit conditions.

Abstract: Methods and systems for controlling a vehicle powertrain that may be automatically stopped and started are presented. In one example, a method adjusts a position of a transmission clutch in response to battery current during engine cranking. The method may reduce clutch wear and improve vehicle launch from a stop.

Abstract: An automotive electronic control system for a motor vehicle is provided. The automotive electronic control system is designed to cause the motor vehicle to enter a freewheel running condition with internal combustion engine off if the automotive electronic control system determines, based on received quantities indicative of operative conditions of the motor vehicle, occurrence of a driver-performable action indicative of the will of the driver to enter a freewheel running condition with internal combustion engine off and occurrence at or within a given time from the occurrence of the driver-performable action and the maintaining for a given time of specific predetermined entry conditions. The automotive electronic control system is further designed to cause the motor vehicle to leave a freewheel running condition with internal combustion engine off if the automotive electronic control system determines, based on the received quantities, occurrence of at least one of specific predetermined exit conditions.

Abstract: Provided is a clutch control device capable of highly precisely controlling an engaging force of a clutch even when a rotation of a motor stops or a rotation speed of the motor rapidly decreases. The clutch control device includes: a unit for determining rapid deceleration state for, based on one of the rotation speed of the motor and a rotation angle of the motor, determining a rapid deceleration state of the motor; and a motor current selection unit for, when presence of the rapid deceleration state of the motor is determined, selecting the second motor current detected in each predetermined period as a motor current used for generating the drive signal even when the rotation speed of the motor is equal to or more than the predetermined rotation speed.

Abstract: A method for actuating a continuously variable clutch such that the torque to be transmitted by the clutch is continuously adjusted either electromechanically via an electromotive drive, hydraulically via a pressure actuator, or electromagnetically via an electromagnetic actuator. The torque transmitted by the clutch is adjusted by utilizing a position-dependent clutch torque specification.

Abstract: A method controlling a clutch arrangement that serves, in a powertrain of a motor vehicle, for the transmission of a torque from an input element to an output element. Starting from an activated state of the clutch arrangement, a respective estimated torque value is calculated in repeating calculation cycles. A torque build-up value is calculated in dependence on at least one speed difference value. A torque reduction value is calculated in dependence on at least the last calculated estimated torque value. The estimated torque value is re-calculated on the basis of the last calculated estimated torque value by up integration of the calculated torque build-up value and down integration of the calculated torque reduction value. The recalculated estimated torque value is compared with a torque threshold value. The clutch arrangement is deactivated when the recalculated estimated torque value is below the torque threshold value.

Abstract: A clutch-by-wire system includes: an automatic clutch having a clutch disposed on a power transmission system pathway, and a clutch actuator; a clutch pedal sensor; and an electronic control device which automatically controls an operation of the clutch actuator in response to an operating state at the time of an automatic mode and controls an operation of the clutch actuator on the basis of a signal from the clutch pedal sensor at the time of a manual mode, wherein the electronic control device compares a first control amount manually controlled in response to a signal from the clutch pedal sensor with a second control amount automatically controlled in response to the operating state and controls the clutch actuator in accordance with the control amount on a non-engagement side out of the first control amount and the second control amount.

Abstract: Provided is a clutch control device capable of highly precisely controlling an engaging force of a clutch even when a rotation of a motor stops or a rotation speed of the motor rapidly decreases. The clutch control device includes: a unit for determining rapid deceleration state for, based on one of the rotation speed of the motor and a rotation angle of the motor, determining a rapid deceleration state of the motor; and a motor current selection unit for, when presence of the rapid deceleration state of the motor is determined, selecting the second motor current detected in each predetermined period as a motor current used for generating the drive signal even when the rotation speed of the motor is equal to or more than the predetermined rotation speed.

Abstract: A drive control system for an automotive vehicle includes an engine, an automatic transmission, a torque converter, a start clutch, an oil pump, a hydraulic pressure control unit, an engine control unit, an automatic engine stop/restart control unit and a torque transmission control unit configured to calculate target start clutch engagement time and torque based on an accelerator opening of the vehicle, calculate a target engine torque based on the target clutch engagement torque and cause the hydraulic control unit and the engine control unit to control the engagement state of the start clutch and the output torque of the engine according to the target clutch engagement time and torque and the target engine torque at a restart of the engine.

Abstract: A method for actuating a continuously variable clutch such that the torque to be transmitted by the clutch is continuously adjusted either electromechanically via an electromotive drive, hydraulically via a pressure actuator, or electromagnetically via an electromagnetic actuator. The torque transmitted by the clutch is adjusted by utilizing a position-dependent clutch torque specification.

Abstract: In a power-transmission control mechanism for controlling transmission of power from an internal combustion engine of a lawn mower to mowing blades, a controller for an electromagnetic clutch periodically repeats: reading detected engine rotational speed during a predetermined time, when an operating switch is turned on; comparing present engine rotational speed read in the present cycle with previous engine rotational speed read in the previous cycle; engaging the electromagnetic clutch when the present engine rotational speed is equal to or higher than the previous engine rotational speed; and disengaging the electromagnetic clutch when the present engine rotational speed N is lower than the previous engine rotational speed. Thus, the power of the engine is reliably transmitted to the mowing blades without occurrence of engine stall and without being influenced by the load following characteristic of the engine, the clutch, and load fluctuation.

Abstract: In a method for operating a drive train for a motor vehicle, a torque is produced by means of an internal combustion engine as a function of an available torque set value signal and transmitted to drive wheels by means of a clutch. With the help of an electric motor, a closing force is applied, with which the clutch is held in a closed position against a restoring force. The electric motor is energized in such a way that a high current is used in the case of a high torque and a lower current is used in the case of a lower torque. The thermal load of the electric motor is determined and a load signal corresponding to the thermal load is produced. The load signal is compared with a load limit signal assigned to a permissible load range. If the load signal deviates from the load-limit signal, the torque of the internal combustion engine is limited.

Abstract: A control method of a magnet type fan clutch is provided to improve engine performance, fuel economy, engine life, and vehicle acceleration and to reduce fan noise, and optimize fan horsepower. The magnet type fan clutch has a magnet coupling combined with an electromagnetic clutch. The method includes turning the electromagnetic clutch ON and OFF on the basis of cooling fluid temperature, engine oil temperature, transmission oil temperature, vehicle speed, engine rotation rate, accelerator opening, compressor pressure of an air conditioner, an On or Off signal of the air condition, a fuel injection indication amount, a clutch activation lower limit temperature and its lower temperature, and an engine rotation rate set value to control the fan rotation.

Abstract: A method for controlling operation of a transfer case clutch in a motor vehicle driveline controlled by an engine throttle having a variable position. The transfer case transmits rotating power to a primary power path and to a secondary power path in response to an electric current duty cycle applied to a coil that actuates the clutch. The method includes the steps of determining that a current vehicle speed is less than a reference vehicle speed; determining that the engine throttle position is in a reference throttle position range; determining that a change in vehicle speed is greater than a reference change in vehicle speed; using a current magnitude of torque in the driveline to determine a desired duty cycle for the coil; and applying a duty cycle of the desired magnitude to the coil.

Abstract: In a hybrid-drive electric vehicle, upon request of gear shifting of a transmission (2), a clutch (3) is first disconnected and the transmission (2) is set to a neutral position. The rotating electric generator 4 is then operated in a motor mode or a power generating mode so that a rotational speed of an input shaft of the transmission (2) reaches a region of a synchronizing rotational speed in accordance with a requested gear position. When the rotational speed of the input shaft of the transmission (2) reaches the region of the synchronizing rotational speed, the gear position of the transmission (2) is changed over from the neutral position to the requested gear position. Thus the rotation synchronizing time for the gear shifting in the transmission (2) is reduced, making it possible to perform the gear shifting for a short period of time.

Abstract: An electromagnetic clutch selectively transferring engine power for a manual transmission includes a stator fixedly connected to an engine crankshaft via a flywheel, having an electromagnet and a lining drum, a clutch rotor for transmitting the engine power to a transmission power shaft by means of the magnetic force of the stator, a lining selectively contacting or releasing the lining drum of the stator, and a lining arm being rotated so that an end portion thereof presses the lining to the lining drum for physical contact between the lining and the lining drum.

Abstract: The thrust load of the friction transfer mechanism is adjusted with an electric actuator, the thrust load of said friction transfer mechanism is be increased with a fixed inclination, at the first stage from the time control is started to the time the predetermined time elapses, the inclination of the thrust load of said friction transfer mechanism is set to the inclination smaller than that of the thrust load of said friction transfer mechanism at said first stage, at the second stage where said friction transfer mechanism moves further to the predetermined position, and the thrust load of said friction transfer mechanism may be increased with the inclination larger than that of the thrust load of said friction transfer mechanism at said second stage, at the third stage where the predetermined time elapses further.

Abstract: A hybrid vehicle is driven by one or both of an engine and a drive motor. The engine is started by a power generating motor, and power generated by the engine is supplied to a battery. An engine-power transmission path is provided with a coupling for being shifted to a connection state of transmitting engine power to drive wheels and a disconnection state of cutting off the transmission. In connecting the coupling while the drive motor is driven and transmitting engine torque, a revolution speed of the power generating motor is controlled based on that of the drive motor. After a revolution speed of an input-side shaft of the coupling is synchronized with that of an output-side shaft, the coupling is connected. After the coupling is connected, torque of the drive motor and engine is controlled based on required torque of the vehicle.

Abstract: A vehicle having an engine and an automated manual transmission (AMT) includes an electronically controlled clutch (ECC) that selectively couples the engine and the AMT to transfer drive torque to the AMT. A controller communicates with the ECC and the engine and generates a load signal based on an anticipated engine load. The controller adjusts spark timing of the engine based on the load signal prior to engagement of the ECC. The controller adjusts spark timing of the engine based on a rate of change of engine speed after engagement of the ECC.

Abstract: In a method and apparatus for diagnosing a malfunction in a clutch actuator of a motor vehicle, the actual position of the clutch actuator is measured by a position sensor. Simultaneously, an estimated position of the clutch actuator is calculated by an emulation unit that emulates the function of the clutch actuator. Malfunctions of the clutch-actuator are diagnosed by comparing the actual, measured position to the estimated position.

Abstract: A variable torsion converter for use with automobiles and other like vehicles using transmission whereas the present invention uses a magnetic clutch in which a ferromagnetic slurry forms a magnetic bond with a power output plate as the slurry is rotated by a power input plate that is electromagnetically energized accordingly in response to the operator depressing or releasing the accelerator pedal thereby eliminating mechanical connections that are prone to wear and tear and breaking.

Abstract: In a method and apparatus for diagnosing a malfunction in a clutch actuator of a motor vehicle, the actual position of the clutch actuator is measured by a position sensor. Simultaneously, an estimated position of the clutch actuator is calculated by an emulation unit that emulates the function of the clutch actuator. Malfunctions of the clutch-actuator are diagnosed by comparing the actual, measured position to the estimated position.

Abstract: A gear-mesh type automatic transmission system capable of controlling clutch coupling speed so as to mitigate shock likely to occur upon changeover of speed stage regardless of not only time-dependent deterioration of an electromagnetic clutch but also dispersion among individual clutches. The gear-mesh type automatic transmission system includes an electromagnetic clutch (2) for effectuating transmission and interruption of output power from an output shaft (21) of an engine (1) to an input shaft (22) of a gear-mesh type transmission (3), a shift/select actuator (5) for shifting a speed change gear to a shift/select position in the gear-mesh type transmission (3), a shift/select position sensor (6) for detecting a shift/select position of the speed change gear, and a control unit (4) for driving the shift/select actuator (5) in accordance with a shift lever position selected by a driver, to thereby change over automatically the gear-mesh type transmission (3) to a target speed stage.

Abstract: An apparatus for protecting an automatic clutch from overheating, capable of holding down the generation of heat in the clutch even when the condition in which a traveling load at a vehicle starting time exceeds a predetermined level continues for a predetermined period of time. The automatic clutch is provided in a transmission path extending between an internal combustion engine and a transmission adapted to change a speed represented by an output from the internal combustion engine.

Abstract: An apparatus for protecting an automatic clutch from overheating, capable of holding down the generation of heat in the clutch even when the condition in which a traveling load at a vehicle starting time exceeds a predetermined level continues for a predetermined period of time. The automatic clutch is provided in a transmission path extending between an internal combustion engine and a transmission adapted to change a speed represented by an output from the internal combustion engine.

Abstract: A parallel hybrid vehicle can achieve regeneration efficiency upon regenerating operation by employing an electromagnetic two-way clutch which is superior in engaging and disengaging, can shorten a length in axial direction and can provide great freedom in layout. The parallel hybrid vehicle comprises an engine, a motor generator having both functions of a generator and a motor, a transmission, a torque combining mechanism combining an output torque of the engine and an output torque of the motor generator by a planetary gear mechanism for outputting torque, control means for controlling output torque of the motor generator and rotating condition, and an electromagnetic two-way clutch mechanism selectively controlling engaging and disengaging of between respective elements pf the planetary gear mechanism.

Abstract: A power output apparatus (20) of the present invention includes an engine (50), a clutch motor (30) connecting with a crankshaft (56) of the engine (50), an assist motor (40) connecting with a drive shaft (22), and a controller (80) for controlling the clutch motor (30) and the assist motor (40). In order to attain stable driving of the engine (50) at a target engine torque and a target engine speed, the engine (50) is feedback controlled with the torque of the clutch motor (30). In the feedback control, a range of scatter of the revolving speed of the crankshaft (56) (that is, a variation in rotation or pulsating torque) due to the pulsating power output from the engine (50) is set as a dead zone. The torque of the clutch motor (30) is accordingly not varied with the variation in rotation of the crankshaft 56 (pulsating torque). This structure effectively prevents the variation in rotation (pulsating torque) from being transmitted to the drive shaft (22).

Abstract: A power output apparatus (20) of the present invention includes a clutch motor (30), an assist motor (40), and a controller (80) for controlling the clutch motor (30) and the assist motor (40). The clutch motor (30) includes an outer rotor (32) linked with a crankshaft (56) of a gasoline engine (50) and an inner rotor (34) connecting with a drive shaft (22). The assist motor (40) includes a rotor (42) connecting with the drive shaft (22). A control CPU (90) of the controller (80) controls a first driving circuit (91) to make the clutch motor (30) carry out power operation, so that the drive shaft (22) is rotated at a revolving speed higher than that of the crankshaft (56). The control CPU (90) also controls a second driving circuit (92) to make the assist motor (40) carry out regenerative operation. The electric power regenerated by the assist motor (40) is supplied to the clutch motor (30) to cover the electric power consumed by the clutch motor (30).

Abstract: A power output apparatus (20) of the present invention includes a clutch motor (30), an assist motor (40), and a controller (80) for controlling the clutch motor (30) and the assist motor (40). The clutch motor (30) includes an outer rotor (32) linked with a crankshaft (56) of a gasoline engine (50) and an inner rotor (34) connecting with a drive shaft (22). The assist motor (40) includes a rotor (42) connecting with the drive shaft (22). A control CPU (90) of the controller (80) controls a first driving circuit (91) to enable the clutch motor (30) to carry out the regenerative operation. The clutch motor (30) accordingly regenerates energy corresponding to a slip between the outer rotor (32) and the inner rotor (34) as electric power.

Abstract: A power output apparatus (20) of the present invention includes a clutch motor (30), an assist motor (40), and a controller (80) for controlling the clutch motor (30) and the assist motor (40). The clutch motor (30) includes an outer rotor (32) linked with a crankshaft (56) of a gasoline engine (50) and an inner rotor (34) connecting with a drive shaft (22). The assist motor (40) includes a rotor (42) connecting with the drive shaft (22). When the residual capacity of a battery (94) is less than an allowable minimum value, a control CPU (90) of the controller (80) controls a first driving circuit (91) to enable the clutch motor (30) to carry out the power operation and apply a first torque to the drive shaft (22) in the direction of rotation of the drive shaft (22).

Abstract: A fluid-based torque transfer device modulates the amount of torque which is transmitted from an input shaft to an output shaft. The torque transfer device includes a first plate connected to the input shaft. A second plate is connected to the output shaft and spaced from the first plate. A magnetorheological fluid is provided between the first and second plates. A magnetic circuit, including a coil wound around a core material defining a gap, applies a magnetic field to the magnetorheological fluid to variably control the rotation of the second plate in response to the rotation of the first plate. A controller adjusts the current to the coil to vary the magnetic field. Sensors detect at least one of the rotational speed and the torque of the input shaft, the output shaft, vehicle speed, steering direction, throttle position, gear position and brake position. The controller varies the current provided to the coil based thereon.

Abstract: The present invention provides a method and device for bringing the driven load of an internal combustion engine into motion by controlling the throttle or fuel delivery system of the engine and supplying a series of voltages to an electromagnetic clutch in a clutch engagement cycle. The throttle is set to a position or the fuel flow is regulated such that a specified torque output is produced by the engine. A detection means designates the time at which this output torque has been achieved. At this time, as designated by the detection means, a series of voltages is output to the clutch comprising a first voltage or voltage sequence to ensure engagement of the clutch, a second lower voltage to rapidly reduce holding torque to induce clutch plate slippage, a third voltage to maintain a desired rate of slippage, and a fourth voltage, preferably the rated voltage of the clutch, to lock the clutch plates together.

Abstract: In a non-stage transmission control system, the output current instruction signal of a microcomputer is provided as a pulse-width-modulated signal, with a result that the number of signal lines from the microcomputer is reduced. Furthermore, the current feedback signal of a solenoid is applied to the microcomputer, for detection of abnormal conditions, and a quick break resistor is connected in series to a feedback diode to increase the current reduction rate of the solenoid.

Abstract: An automatic transmission on an automobile is combined with a friction clutch coupled between the output shaft of an engine and the input shaft of the automatic transmission. The friction clutch is controlled selectively for engagement and disengagement by an electric actuator. The electric actuator is controlled by a controller to engage the friction clutch in a feedback loop such that the rate of change of the rotational speed of the engine is zero when the power from the engine starts to be transmitted by the friction clutch to the automatic transmission.

Abstract: In a vehicle electromagnetic clutch control device, a PWM modulator is provided in a microcomputer. In the microcomputer, a current instruction signal is calculated according to engine control data and travel control data, and is compared with an output current feedback signal, to obtain a difference signal therebetween, so as to cause the PWM modulator to output a pulse width modulation signal to control the on-off operation of a PWM output transistor.

Abstract: A control system of an automatic clutch for a motor vehicle has a continuously variable transmission interposed between the clutch and driving wheels, a select position sensor provided on the transmission for detecting a select position of a large reduction range and for producing a select position signal, an accelerator switch for detecting an accelerator position and for generating an accelerator signal, and a vehicle speed sensor for generating a vehicle speed signal. Tire grip condition is determined in accordance with the vehicle speed signal that wheels grip a road surface without slipping. Engine braking is detected by the accelerator signal and the select position signal. The engagement of the clutch is controlled in accordance with the grip condition and the engine braking so as to maintain an optimum control of the clutch.