Abstract: A hydrokinetic torque coupling device for a motor vehicle, comprises a torque input element (11) intended to be coupled to a crankshaft (1), an impeller wheel (3) non-moveably coupled to the torque input element (11) and configured to hydrokinetically drive a turbine wheel (4), a torque output element (8) intended to be coupled to a transmission input shaft (2), a clutch (10) configured to rotationally couple the torque input element (11) and the torque output element (8) in an engaged position through a damping device (18, 22) and to rotationally uncouple the torque input element (11) and the torque output element (8) in a disengaged position. The damping device (18, 22) is configured to act against the rotation of the torque input element (11) relative to the torque output element (8), in the engaged position of the clutch (10).

Abstract: A disclosed fan drive gear system for a gas turbine engine includes a first fan shaft coupled to a second fan shaft, a first shaft support bearing assembly disposed about the first fan shaft and a second shaft support bearing assembly disposed about the second fan shaft. A planetary gear system is coupled to the second fan shaft. A transfer bearing is configured to receive lubricant from a lubricant input and is positioned between the first and second fan shaft support bearings. A second bearing is configured to rotate with the second fan shaft and receive lubricant from the transfer bearing and communicate lubricant to at least one lubricant passage and a conduit fluidly connecting the at least one lubricant passage to the planetary gear system.

Abstract: A transmission includes a case, a clutch pack, a piston. The case defines a bore that transitions along a step from a first to a second diameter. The piston is disposed within the bore. The piston has first and second seals that engage the case along the first and second diameters, respectively. The piston defines a chamber that is encompassed by the piston, the case, the first seal, and the second seal. The piston is configured to engage a clutch pack when hydraulic fluid is channeled into the chamber.

Abstract: A vehicle including a transmission and an electronic transmission range selector system in communication with the transmission to shift the transmission to one of a park operating position and an out-of-park operating position. A clutch is movable between an engaged position grounding a portion of a planetary gear set to a transmission casing to operate the gear set in a first gear and a disengaged position. A first pawl is movable between a first position to mechanically couple the first pawl to the portion of the planetary gear set when the clutch is in the disengaged position such that the first pawl operates the gear set in the first gear, and a second position to mechanically decouple the first pawl from the portion of the gear set when the clutch is in the engaged position such that the clutch operates the planetary gear set in the first gear.

Abstract: A vehicle includes a first axle, second axle, driveshaft, engine, clutch, and controller. The first and second axles are coupled by the driveshaft. The engine is configured to generate torque in the first axle. The clutch is configured to disconnect an output of the second axle. The controller is programmed to, responsive to a clutch release request that would result in an increasing commanded torque to the first axle being greater than a threshold, decrease an engine torque such that a first axle torque is less than the threshold.

Abstract: A method for controlling a transmission for a vehicle includes: sensing, by a controller, an opening degree of an accelerator pedal; checking, by the controller, a gear stage engaged with an input shaft, with which a Reverse (R) gear and a second gear of a Dual-Clutch Transmission (DCT) are engageable, if the opening degree of the accelerator pedal is less than or equal to a reference value as a result of the sensing; and controlling, by the controller, the vehicle in a parking mode in which disengagement of the R gear is prevented if the R gear is engaged with the input shaft as a result of the checking.

Abstract: A hydraulic engagement device includes a first friction engagement element, a second friction engagement element, a cylinder, a piston, an oil chamber, hydraulic oil, and a release groove. The first friction engagement element and the second friction engagement element are to rotate around a third rotational axis. The piston is slidably provided in the cylinder. The oil chamber is defined between the piston and the cylinder. The hydraulic oil is supplied to the oil chamber to move the piston to push the first friction engagement element or the second friction engagement element so that the first friction engagement element engages the second friction engagement element. The release groove is provided on the cylinder or the piston. The hydraulic oil in the oil chamber is released through the release groove when a stroke of the piston exceeds a predetermined level.

Abstract: A method and apparatus for controlling a continuously variable transmission (CVT) of a powertrain system includes determining a target clamping pressure and an actual clamping pressure, and determining a proportional correction term and an integral correction term based upon the target clamping pressure and the actual clamping pressure. An adapt correction term is determined based upon the target clamping pressure and a temperature of the CVT. A commanded clamping pressure for controlling the CVT is determined based upon the proportional correction term, the integral correction term and the adapt correction term. A pressure command is employed to drive an actuator of a moveable sheave of a pulley of a variator of the CVT based upon the commanded clamping pressure.

Abstract: A dual clutch-type transmission control device is provided which improves the accuracy with which transmission torque is learned. A dual-clutch transmission includes a clutch apparatus having a first clutch and a second clutch, a first input shaft, a second input shaft, a counter shaft, an output shaft, an auxiliary transmission portion including a first input gear pair and a second input gear pair, a main transmission portion including an output gear pair, and learning modules and the learning modules shift the main transmission portion into a neutral state, disengage both the first and second clutched generate a torque change in an engine by keeping the engine running at a predetermined revolution number, engaging partially one of the first and second clutches and thereafter engaging the other clutch gradually partially and learn an amount of change of torque associated with the torque change as transmission torque of the other clutch.

Abstract: A pendulum damper device includes a rotary member rotatable about a rotational axis. The rotary member includes a plurality of guide groove parts circumferentially aligned. The pendulum damper device also includes a plurality of pendulum units supported by the guide groove parts. The pendulum units swing along the guide groove parts so as to attenuate vibration when the rotary member is rotated. In addition, the pendulum damper device includes a plurality of stoppers mounted to the rotary member. Each of the stoppers is contacted to a part of each of the pendulum units so as to restrict a swing range of the each of the pendulum units.

Abstract: When the control unit monitoring the dual clutch transmission detects input signals from the driver and/or the prime mover and transmission indicating that the free-wheeling mode should be exited, then the transmission is controlled to reconnect the prime mover and the driving wheels. According to the invention, a rapid reconnection of the prime mover to the driven wheels is achieved by engaging the second, normally open clutch unit. Prior to engagement, the control unit can select a suitable gear depending on the input signals from the driver and/or the prime mover. As none of the first set of gears connecting the first input shaft to the driving wheels in the first transmission mechanism is engaged, the first clutch unit can be disengaged during or after engagement of the second clutch unit.

Abstract: A drive assembly for a torque converter includes an axially movable turbine defining a piston of a lockup clutch; and a damper assembly including a first component including a plurality of first ramps and a second component including a plurality of second ramps, the first ramps configured for interacting with the second ramps to generate an axial force on the turbine during a coast condition of the torque converter, the damper assembly being arranged and configured to limit the axial force to prevent the piston from self-locking during the coast condition.

Abstract: Methods and systems are provided for operating a four-wheel drive powertrain of a vehicle. In one example, a method may comprise: in response to a desired shift from a four-wheel drive mode to a two wheel-drive mode: decreasing a transfer case torque output to a secondary driveline to a lower first level and disengaging a disconnect device of the secondary driveline; increasing the transfer case torque output from the lower first level to a higher second level over a duration; and after the duration, reducing the transfer case torque.

Abstract: A method for learning a touch point of a clutch may include a step of outputting a first control signal for controlling a touch point learning mode to be entered if a preset condition is satisfied, a step of calculating a reference value by dividing a difference value between rotational speed of a drive shaft clutch and rotational speed of a non-drive shaft clutch by a difference value between rotational speed of an engine and the rotational speed of the drive shaft clutch, a step of outputting a second control signal for moving the non-drive shaft clutch toward the engine if the reference value is less than a preset threshold value and a step of determining a position of the non-drive shaft clutch at a time when the reference value reaches the preset threshold value to be the touch point.

Abstract: A control apparatus includes an ECU that is configured to: start engagement transition control for outputting an engagement transitional hydraulic pressure command value that causes an engagement device to be actuated from a released state toward an engaged state from when an operating member is displaced from a non-drive operating position; when an engagement transition time is longer than a target time, learn the engagement transitional hydraulic pressure command value such that the engagement transitional hydraulic pressure command value increases; when the engagement transition time is shorter than the target time, learn the engagement transitional hydraulic pressure command value such that the engagement transitional hydraulic pressure command value reduces; and prohibit learning of the engagement transitional hydraulic pressure command value or invalidate the learned engagement transitional hydraulic pressure command value, when the operating time of the operating member is longer than a predetermined t

Abstract: A backing plate configuration and a friction clutch assembly for an automotive transmission are provided. The backing plate configuration includes a main body having a reaction section connected to a perpendicularly disposed strength section. The thickness of the strength section may be less than or equal to the thickness of the reaction section. The friction clutch assembly includes interleaved first and second clutch plates. The main body (of the backing plate) is disposed adjacent to an end second clutch plate. The main body is piloted by and/or splined to the same transmission member as the end second clutch plate. In an engaged position, the end second clutch plate is compressed directly against and into contact with the main body. A method of forming the backing plate configuration is included, which includes stamping of the main body.

Abstract: A reaction plate for a clutch including an annular body, the annular body including an inner circumferential edge, an outer circumferential edge, a first surface between the inner and outer circumferential edges and facing a first axial direction and a second surface between the inner and outer circumferential surfaces and facing a second axial direction, the second surface including recesses covering at least 50 percent of the second surface. A clutch assembly including a friction plate, the friction plate having a first axially-facing surface including a friction material, a reaction plate, the reaction plate having a second axially-facing surface including recesses covering at least 50 percent of the second axially-facing surface and an actuation means arranged to displace the friction plate or the reaction plate such that the first and second axially-facing surfaces frictionally engage. A method of fabricating a reaction plate for a clutch.

Abstract: The present disclosure provides a multiple speed transmission having an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. Each of the plurality of planetary gearsets includes a sun gear, a ring gear, and a carrier member with pinion gears. The input member is continuously interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least ten forward speeds and one reverse speed are achieved by the selective engagement of the plurality of torque-transmitting mechanisms.

Abstract: A vehicle powertrain includes an engine and a transmission, each controlled by controllers that communicate with one another. When the vehicle is coasting in certain gears, a one-way clutch over-runs. When the driver depresses the accelerator pedal (tips in), the transmission controller adjusts a transmission torque demand limit which is communicated to the engine controller. In response, the engine controller adjusts the engine torque, resulting in a smooth re-engagement of the one-way clutch.

Abstract: A device for actuating multiple shift elements of a transmission device is described. Each of the pistons for a change in operating state of the shift elements in the area of active surfaces can be subjected to a fluid pressure acting in a first or second actuating direction. The fluid pressure actively applied in the first actuating direction can be separately adjusted for each of the shift elements, while the fluid pressure actively applied in the second actuating direction is essentially the same for all shift elements. The pistons are arranged coaxially to each other, radially into each other, and in a manner axially displaceable in sections in one intermediate plate. The intermediate plate features areas for applying the fluid pressures acting in the first actuating direction. The area through which the fluid pressure acting in the second actuating direction can be guided to the pistons is limited.