Abstract: A damper unit having at least two series-connected damper units arranged offset from each other in a radial direction, each including two damper parts that are coupled to each other by means of spring units and a speed-adaptive absorber which is at least indirectly coupled to the connection between the two dampers, wherein the speed-adaptive absorber is arranged between the spring units of both dampers in a radial direction.

Abstract: A torque converter includes a prime mover input and an impeller configured to rotate in response to the prime mover input. The torque converter further includes a turbine arranged with the impeller and configured to rotate in response to rotation of the impeller, a stator arranged with the impeller and the turbine, and a stator clutch configured to allow rotation of the stator in a first mode and configured to limit rotation of the stator in a second mode. The torque converter further including a stator clutch actuator configured to activate and deactivate the stator clutch to place the stator clutch in the second mode during particular operations and to place the stator clutch in the first mode. A vehicle and a process of converting torque for operation of a vehicle are also disclosed.

Abstract: The object of the invention is to provide a lockup device that can improve a fuel efficiency of a vehicle. The lockup device (6) has a piston (61), an output plate (63), a first coil spring (65), an inertia member (64), and a second coil spring (66). The output plate (63) is coupled to a turbine (4) such that it can rotate as an integral unit with the turbine (4). The first coil spring (65) elastically couples the piston (61) to the output plate (63) in a rotational direction. The inertia member (64) is provided such that it can rotate relative to the output member (63). The second coil spring (66) elastically couples the inertia member (64) to the output plate (63) in a rotational direction.

Abstract: A control device for a vehicular lockup clutch, including a lockup clutch that directly connects an input rotation member and an output rotation member of a hydraulic transmission device constituting part of a power transmission path between an engine and drive wheels, a linear solenoid valve that controls an engagement hydraulic pressure for engaging and actuating the lockup clutch, and a controller that is configured to perform a flexible start control for slip-engaging the lockup clutch when a vehicle starts moving, and to perform, before starting the flexible start control, a precharge control for establishing a standby state in which a predetermined preparation pressure is indicated to the linear solenoid valve.

Abstract: A hydraulic control apparatus may be provided with a lock-up clutch operated or not by hydraulic pressure difference between an engagement-side oil chamber and a disengagement-side oil chamber and may include a first hydraulic line supplying hydraulic pressure to the disengagement-side oil chamber or exhausting the hydraulic pressure from the disengagement-side oil chamber, a second hydraulic line supplying hydraulic pressure to the engagement-side oil chamber or exhausting the hydraulic pressure from the engagement-side oil chamber, and a third hydraulic line connected to a slip switch valve, and selectively exhausting through the slip switch valve the hydraulic pressure supplied to the engagement-side oil chamber.

Abstract: A clutch for a torque converter, including: a piston axially displaceable to open and close the clutch; and a seal plate engaged with the piston and including: a main portion radially located between inner and outer circumferences of the seal plate and having a first thickness in an axial direction; and a seal retaining portion extending radially inward or outward from the main portion and including: first and second walls extending axially beyond the main portion; a weld fixedly connecting the first wall to the main portion; and a slot at least partially formed by the first and second walls and opening radially inward or radially outward. The slot is arranged to accept a seal element. The seal element is arranged to seal the seal plate to a cover for a torque converter or to a component fixedly secured to a cover for a torque converter.

Abstract: A clutch assembly for a torque converter, including: a cover; a piston plate including a hole; and a rivet in the hole. The rivet includes a rivet head. Prior to applying pressure to the rivet to fix the rivet to the piston plate, the rivet head is clamped between the piston plate and the cover. A clutch assembly for a torque converter, including: a cover; a piston plate with a hole; a leaf spring with a first end fixedly attached to the cover and a second end; and a rivet connecting the second end of the leaf spring to the piston plate. The rivet includes: a head disposed between the leaf spring second end and the cover; and a shaft in the piston plate hole. The piston plate or the cover is deflectable to clamp the rivet head between the cover and the piston plate before the shaft is expanded.

Abstract: A lock-up device includes a piston, a clutch part, a first hydraulic chamber, a second hydraulic chamber, a first hydraulic port and a second hydraulic port. The first hydraulic chamber is formed between a front cover and the piston, and the operating oil for actuating the piston is supplied thereto. The second hydraulic chamber is formed independently from the first hydraulic chamber on the same side as the first hydraulic chamber with reference to the piston, and the operating oil for actuating the piston is supplied thereto. The first hydraulic port supplies the operating oil to the first hydraulic chamber. The second hydraulic port is provided independently from the first hydraulic port, and supplies the operating oil to the second hydraulic chamber.

Abstract: Disclosed is a lock-up clutch operative to uniform temperatures on a multiple number of friction surfaces, thereby improving accuracy of a lock-up control and to prevent shudders of a vehicle from being generated. The lock-up clutch includes a front cover, a lock-up piston, a plurality of torque transmitting plates, and a plurality of friction materials formed on the torque transmitting plates and having three or more friction surfaces. The friction materials are constituted by a first friction material frictionally contactable with the front cover, a second friction material frictionally contactable with the lock-up piston, and third friction materials frictionally contactable with at least one of the plates. Three or more friction surfaces are constituted by outside friction surfaces formed on the first and second friction materials and each having a small area, and inside friction surfaces formed on the third friction materials and each having a large area.

Abstract: A lock-up device is a device disposed in a space produced between a front cover and a turbine in a torque converter so as to mechanically connect the front cover and the turbine, and includes a clutch part and a release part. The clutch part is disposed in a power transmission path from the front cover to the turbine, and is configured to be in a clutch-on state of transmitting a power from the front cover to the turbine in a set posture. The release part is configured to be actuated by means of a hydraulic pressure, turn the clutch part of the clutch-on state into a clutch-off state, and block transmission of the power from the front cover to the turbine.

Abstract: A lockup clutch mechanism of a hydraulic transmission device includes a lockup piston that is capable of moving toward a front cover to press first and second friction plates, and a flange member that together with the lockup piston defines an engagement-side oil chamber. The front cover and the lockup piston define a first lubricant passage that supplies hydraulic oil to the first and second friction plates. A second lubricant passage communicating with the first lubricant passage is formed in a centerpiece of the front cover. A first shaft oil passage communicating with the engagement-side oil chamber and a second shaft oil passage communicating with the second lubricant passage are formed in an input shaft.

Abstract: A torque transmission assembly is disposed between a power source and a vehicle transmission and includes an annular housing, a pump member of a fluid coupling, a turbine member of the fluid coupling, a lockup clutch, a first shaft, a first selectable clutch, a second shaft, and a second selectable clutch. The turbine member opposes the pump member and the lockup clutch is selectively engaged between the pump member and the turbine member. The first selectable clutch is selectively engaged between the turbine member and the first shaft. The second selectable clutch is selectively engaged between the turbine member and the second shaft.

Abstract: A transmission includes a plurality of clutches that are selectively engageable alone or in combination with each other to establish a plurality of forward drive modes, wherein one of the clutches is configured as a neutral idle (NI) clutch that is selectively actuated to shift the transmission into an NI state, and a controller. The controller is adapted to shift the transmission from a forward drive mode into the NI state during a coast-down maneuver prior to the transmission reaching a zero output speed. A method of shifting the transmission into the NI state includes determining the presence of a predetermined one of the forward drive modes using the controller, and using the controller to actuate a designated one of the clutches as an NI clutch to enter the NI state during the forward drive mode, during a coast-down maneuver, and prior to the transmission reaching a zero output speed.

Abstract: A hydraulic control device used in an automatic transmission includes an oil pump, a working pressure regulating portion, a first lubricant supply passage, a lockup switch mechanism, and a second lubricant supply passage. The oil pump is driven in accordance with rotation of a driving source. The working pressure regulating portion regulates a working pressure based on an oil pressure generated by the oil pump. The first lubricant supply passage supplies a back pressure of the working pressure to a lubricant passage. The lockup switch mechanism turns on/off a lockup clutch of the automatic transmission by switching a supply/discharge path of the working pressure to/from a fluid transmission apparatus of the automatic transmission. The second lubricant supply passage supplies the working pressure to the lubricant passage and is disconnected when a lockup clutch of the automatic transmission is turned on by the lockup switch mechanism.

Abstract: A launch device for a vehicle transmission including a housing, an impeller, a turbine, and first and second clutches with first and second pistons, respectively. The first and second pistons are sealingly engaged with one another. The first clutch releaseably engages the impeller with the housing and the second clutch releaseably engages the turbine with the housing. In an example embodiment, the first clutch is disposed radially outside of the second clutch. In an example embodiment, the first clutch is engaged by a first pressure, and the second clutch is engaged by a second pressure greater than the first pressure.

Abstract: Methods and systems are provided for controlling a vehicle system including a selectively shut-down engine, a torque converter and a torque converter lock-up clutch. One example method comprises, during an idle-stop engine shut-down, restricting flow of transmission fluid out of the torque converter, and adjusting engagement of the torque converter lock-up clutch to adjust a drag torque on the engine to stop the engine.

Abstract: A drive plate that has a ring gear capable of meshing with a gear of a motor, and that transmits power from the engine to an element to which the power is to be transmitted. The drive plate includes a plate member that is fixed to a crankshaft of the engine. A ring gear member is formed as an annular member having the ring gear in its outer periphery. A plurality of fastening portions are each fastened to the plate member on an inner peripheral side with respect to the ring gear. A plurality of extended weld portions each extend from the inner peripheral side with respect to the ring gear to a side of the element, each having a free end that is welded to an outer periphery of a constituent member of the element to which the power is to be transmitted.

Abstract: It is provided a vehicle power transmission device having a torque converter and a power transmission mechanism in a power transmission path between an engine and drive wheels, the torque converter including an input-side rotating member disposed with a plurality of pump blades, an output-side rotating member disposed with a plurality of turbine blades receiving a fluid flow from the pump blades, and a stator disposed with a stator blade disposed between the pump blades and the turbine blades, the power transmission mechanism transmitting power input to an input shaft from the torque converter to a subsequent stage, within a circulation flow passage allowing circulation of fluid in the torque converter, a circulation outward passage allowing the fluid to flow toward the inside of the torque converter at the time of the circulation being made up of a gap between the input shaft of the power transmission mechanism and a tubular stator shaft coupled via a one way clutch to the stator, and the stator shaft being

Abstract: A hydraulic control system for a transmission includes a first source of pressurized hydraulic fluid for providing a first flow of hydraulic fluid, a second source of pressurized hydraulic fluid for providing a second flow of hydraulic fluid, and a torque converter control subsystem for controlling a torque converter and a torque converter clutch. The torque converter control subsystem includes a torque converter control valve and a solenoid. The solenoid is multiplexed to the torque converter control valve and the torque converter clutch. The torque converter control valve is operable to control a flow of hydraulic fluid to the torque converter and to other subsystems within the hydraulic control system.

Abstract: The invention relates to a hydrodynamic torque converter having an impeller wheel, a turbine wheel and an oscillation damper which is accommodated in the converter housing, and a converter lockup clutch. Two damper stages are arranged here as a serial damper between the output hub of the torque converter and the converter lockup clutch, and a damper stage is arranged between the turbine wheel and the output hub. In order to improve the damping properties, a rotary oscillation absorber is additionally provided which is arranged between the dampers and is also connected to the turbine wheel in a rotationally fixed fashion.

Abstract: A pendulum absorber assembly for a torque converter including a first spring retainer, a second spring retainer, and a floating flange positioned between the first spring retainer and the second spring retainer. The pendulum absorber assembly also includes a drive plate affixed to the floating flange, a plurality of arcuate springs disposed between the second spring retainer and the drive plate, and a plurality of pendulum weights affixed to the second spring retainer, wherein the pendulum weights are made of tungsten alloy.

Abstract: A sport running estimated value LEVELSP obtained by searching a value on a map prepared in advance based on an average values AGYAVE of lateral accelerations GY of a vehicle and on average values of vehicle speed changes is calculated, and a vehicle speed on a shift map is searched based on the sport running estimated value LEVELSP and an estimated value DA of a vehicle gradient, whereby a downshift vehicle speed VA at which a downshift is implemented is calculated. Then, the downshift is implemented in a case where actuation of a brake is detected, deceleration of the vehicle is a predetermined value or more, and a current vehicle speed is a downshift vehicle speed VA or more. In such a way, running on a meandering road, for which the downshift and a subsequent shift hold should be implemented, is sensed appropriately.

Abstract: The invention relates to a clutch assembly, particularly for use in force transmission devices for motor vehicle, comprising a housing arrangement that is or can be filled with a fluid, and a frictional arrangement that has a first frictional surface arrangement and a second frictional surface arrangement which can be effectively interconnected by means of an actuator. Each frictional surface arrangement is provided with at least one frictional surface-supporting element. A fluid flow can be generated in the housing arrangement for cooling the frictional surface arrangements. The invention is characterized in that means are provided for creating at least one circuit which repeatedly flows through at least one frictional surface-supporting element of the frictional arrangement and conducts the fluid flow when the rotational speed differs between the effectively interconnectable frictional surface-supporting elements of the different frictional surface arrangements.

Abstract: A method of operating a torque converter clutch in an engine start-stop vehicle improves launch after an auto stop event. During the autostop event, hydraulic fluid is supplied to the torque converter clutch operator through one or more solenoid valves by an auxiliary electric pump. When the prime mover is started at the conclusion of the autostop event, the torque converter clutch is thus locked, assuring rapid and sufficient torque transfer through the torque converter to the transmission and improved acceleration during vehicle launch. As the vehicle accelerates, the hydraulic pressure in the clutch operator is reduced and slip through the clutch increased to achieve a smooth launch and return to conventional torque converter operation.

Abstract: A lock-up clutch assembly for a torque converter includes a clutch housing defining an annular clutch chamber, and an annular piston received in the clutch chamber and extending between the inner diameter and outer diameter of the clutch chamber. The piston defines inner and outer diameters associated respectively with the inner and outer diameters of the clutch chamber. The assembly further includes a backing plate received in the clutch chamber, and at least one annular friction disk and at least one annular friction plate received in the clutch chamber between the piston and the backing plate. The assembly further includes first and second seal members configured to provide respective fluid seals between the inner diameters of the piston and clutch chamber and between the outer diameters of the piston and clutch chamber.

Abstract: A torque converter, including: a cover; a pump fixedly secured to the cover; an axially displaceable turbine hydraulically coupled to the pump; and an axially displaceable stator at least partially disposed between the pump and the turbine and including a friction clutch with a plurality of clutch plates and respective friction material disposed between the plurality of clutch plates. When the ratio of the rotational speed of the turbine with respect to the rotational speed of the pump is less than a coupling point value, the turbine or the stator is arranged to axially displace to close the friction clutch. When the ratio of the rotational speed of the turbine with respect to the rotational speed of the pump is at least equal to the coupling point value: the stator or the turbine is arranged to axially displace to open the friction clutch; or the stator is arranged to axially displace to close the friction clutch.

Abstract: A drive device for a hybrid vehicle is provided with an engine and a motor generator. A one-way clutch is provided between the engine and the motor generator. Power is transmitted from the engine to the motor generator, while power from the motor generator to the engine is blocked. As a result, the electric motor can be operated without operating the engine. Furthermore, a torque converter is connected to the motor generator, and the engine is connected to the torque converter via a starting clutch. As a result, if a one-way clutch is provided, the motor generator can serve as a starter motor.

Abstract: An apparatus and method of controlling a torque transmitting apparatus having multiple selectively engageable couplers is provided. The multiple couplers may be selectively engaged and disengaged to provide a mechanical, friction or fluid coupling between portions of the torque transmitting apparatus and other components of a vehicle powertrain during various operational stages. The control apparatus includes a fluid pressure control device and a fluid flow control device.

Abstract: The hydrodynamic torque converter having a torque converter lockup clutch and a converter housing connected at the drive side, and a pump wheel non-rotatably connected thereto, as well as a turbine wheel non-rotatably connected at the output side to an output hub, and a torsional vibration damper actively arranged between the clutch output of the torque converter lockup clutch and the output hub, and including a centrifugal pendulum device arranged within the converter housing and having a pendulum flange with slightly swiveling pendulum masses thereupon, where the pendulum flange is arranged axially between the torsional vibration damper and the turbine wheel and is non-rotatably connected to a damper output part of the torsional vibration damper, and the damper output part and/or the pendulum flange are directly connectable via an interlocking connection to the drive hub.

Abstract: A torque converter includes, in a case coupled to an output shaft of an engine, a torus formed from a pump, a turbine and a stator having a one-way clutch on the inside thereof, and a lock-up clutch. In addition, in this torque converter, a fluid from a pump is introduced from a space between a stator shaft (F2) and a turbine shaft (F1), and discharged from a space between a pump sleeve (23) and the stator shaft (F2) through a space where the lock-up clutch is disposed and the torus. Moreover, this torque converter further includes a seal member (80) which is disposed at a side that is closer to the engine than a spline engagement part (P2) of an inner race (52) and the stator shaft (F2), and seals a space between an inner peripheral face of the inner race (52) and an outer peripheral face of the stator shaft (F2).

Abstract: A hydraulic control system for controlling a variable fluid volume flow to a consumer (6, 60, 94, 126, 146, 162), for example a flow of cooling oil to a wet-operating clutch, with a hydraulically pilot-controlled control valve connected to a fluid supply. The first control valve (2, 56, 90, 122, 142) is designed such that, in the absence of any pilot control pressure (pVST), the valve delivers a specified initial volume flow (Q1) and, as the variable pilot control pressure (pVST) increases, the valve delivers a continuously increasing volume flow (QK). At least one second, independent, also hydraulically pilot-controlled valve (170) is designed such that this valve is activated in a specified range (55, 88, 120, 132, 140, 152) of the variable pilot control pressure (pVST).

Abstract: A work vehicle has a hydraulic pump and a transmission. The transmission includes a transmission body having a cylindrical input shaft, a torque converter body, a lock-up clutch device, a pump drive shaft, and an oil channel. The lock-up clutch device includes a piston, an oil chamber formed at a back surface of the piston, and a clutch portion. The pump drive shaft penetrates the input shaft and is disposed coaxially to the input shaft. The pump drive shaft transmits driving power to the hydraulic pump. The oil channel is formed between an inner circumference surface of the input shaft and an outer circumference surface of the pump drive shaft, and communicates with the oil chamber in the lock-up clutch device.

Abstract: When an inertia phase of an upshift of the transmission is started during a lockup clutch engagement operation, a following command oil pressure to be used during a following lockup clutch engagement operation is learned on the basis of a slip rotation speed, which is a rotation speed difference between an input side rotation speed of the torque converter and an output side rotation speed of the torque converter, at or after a start point of the inertia phase.

Abstract: A housing-piston assembly for a coupling device, especially a wet-running, multi-plate clutch or a bridging clutch of a hydrodynamic coupling device, wherein the piston (4) is attached to a housing (2) by means of connecting elements (8) in such a way that it has a certain freedom of movement, and rivets (10, 12) are provided as fastening elements between the piston (4) and the connecting elements (8) and/or between the connecting elements (8) and the housing (2), and wherein at least one support element (20, 36, 70, 86) can be positioned in a riveting position between the piston (4) and the connecting elements (8) and/or between the connecting elements (8) and the housing (2) in such a way that anvil sections (18, 44, 74, 92) of the support element (20, 36, 70, 86) lie behind the set heads (14) of their associated rivets (10, 12). A method of assembling a housing-piston assembly is also provided.

Abstract: A method for controlling torque converter slip includes operating the torque converter in a controlled slip mode, monitoring slip in the torque converter, statistically analyzing the monitored slip to determine a likely condition of the torque converter, and utilizing the likely condition of the torque converter to control the torque converter slip.

Abstract: A failure detecting apparatus for a hydraulic circuit of a gearbox includes an operating-state detector. The operating-state detector is configured to detect an operating state of a subject to be controlled with a control-signal pressure output from a solenoid valve. A current setting device is configured to set an electrical current supplied to a solenoid so as to close an output oil passage when a modulator valve is normal and to open the output oil passage when an open failure occurs in the modulator valve, while the solenoid valve is conductive. A failure determining device is configured to detect a failure of the modulator valve when the operating state of the subject to be detected by the operating-state detector is abnormal after a value of the electrical current to be supplied to the solenoid is set at the current setting device.

Abstract: In a hydraulic apparatus for an automatic transmission having a torque converter with a lockup clutch and CVT, there are provided a first control valve for controlling hydraulic pressure supply to the lockup clutch oil chamber, a first electromagnetic solenoid valve for controlling operation of the first control valve, a second control valve for controlling hydraulic pressure supply to the CVT pulleys, a second electromagnetic solenoid valve for controlling operation of the second control valve, a switching valve interposed between the oil chamber and the first control valve. In the apparatus, when detecting that the first control valve or first electromagnetic solenoid valve is failed and the lockup clutch is locked in engaged condition, current supply to the second electromagnetic solenoid valve is stopped so that it operates the switching valve to disengage the lockup clutch, thereby enabling to forcibly release the engagement without manipulation by the operator.

Abstract: A torque transfer device in the drive train of a motor vehicle for transferring torque between a drive unit and a shaft rotatable about a rotation axis, including: a hydrodynamic torque converter, which includes a converter cover, connectable to the drive unit, and which can be coupled through a pump shell to a turbine shell for torque transfer, which can be bridged by a torque converter lockup clutch for torque transfer, which comprises a piston, movable in an axial direction within a range towards the cover in order to clamp a friction liner support with at least one friction liner between the piston and the cover for torque transfer. A friction ring is disposed between the piston and the friction liner support, and the friction ring is movable in an axial direction within a range between the piston and the friction liner support and connected to the converter cover.

Abstract: When a vehicle stops in a driving range such as a D-range at low oil temperature such as the initial stage of starting the engine, air-mixed operating oil may be supplied from the second oil passage into the torque converter. In this case, at the release of the lockup clutch in which the second line oil pressure is supplied from the second oil passage to the lockup clutch, the third oil passage is shut off (blocked) to inhibit the discharge of the operating oil. Therefore, regardless of larger pipe passage resistance due to higher viscosity, the operating oil in the torque converter is certainly discharged from the first oil passage through the cooler oil passage to the oil cooler and bubbles in the torque converter is reduced in association of the discharge of the operating oil.

Abstract: A damper for a torque converter includes an input flange with a first spring guiding portion and arranged for connection to a cover for the torque converter, an output flange with a second spring guiding portion and arranged for connection to an input shaft for a transmission, and an intermediate flange. The intermediate flange includes at least two plates. The first and second spring guiding portions are disposed axially between the plates. In some example embodiments, the first and second spring guiding portions are radially aligned and circumferentially offset.

Abstract: A torque converter includes an impeller shell and a backing plate defining at least a portion of a first hydraulic chamber, a cover and a piston plate defining at least a portion of a second hydraulic chamber, and a third hydraulic chamber. The third chamber is sealed from the first and second hydraulic chambers such that a hydraulic flow between the third chamber and the other chambers is at least restricted. In an example embodiment, the first chamber is for being pressurized to prevent cavitation in the turbine, stator, or impeller, the second or third chamber is for being pressurized to engage the lockup clutch, and the other of the second or third chamber is for being de-pressurized to reduce a back pressure on the lockup clutch piston plate.

Abstract: A torque converter including a cover and a bridging clutch for selective connection to the cover, the bridging clutch including a clutch plate fixed to the cover and having an inner radial surface and having a piston having an outer radial surface opposite the inner radial surface. A method for assembling a torque converter is also provided.

Abstract: A force transmission device including at least one input and one output, a hydrodynamic component disposed there between, and a vibration damper disposed subsequent thereto in the force flow, which vibration damper comprises at least one damper input connected torque proof to the hydrodynamic component and at least one axial bearing disposed between the damper input and an element forming a support surface in axial direction. The damper input in the portion of its inner circumference includes a bearing seat for the axial bearing. The bearing seat for the axial bearing is formed by at least one rim portion, folded over at the inner circumference of the damper input and forming a fold-over portion.

Abstract: A torque converter clutch assembly including a torque converter cover drivingly engaged with a prime mover, a piston plate for engaging the clutch; a drive plate; and a drive ring drivingly engaged with the drive plate. The drive ring has a continuous ring-shaped segment at its outer circumference, and a radial friction wall. The drive plate is disposed axially between the radial friction wall and the ring-shaped segment. In some example embodiments of the invention, the drive plate includes at least one tab with an outer diameter and the ring-shaped segment includes an inner diameter larger than the tab outer diameter.

Abstract: A clutch control device for vehicle equipped with a clutch actuator driven by a working fluid, wherein secular change in the flow rate control valve for controlling the working fluid is compensated, and the rate of connection of the clutch is correctly controlled by a simple means. To control the stroke of a clutch actuator 110, the clutch control device is provided with a single flow rate control valve 1 that controls the feed and discharge of the working fluid by using an electromagnetic solenoid. A flow rate control valve control device 9 is provided with a learning device 91 that learns the neutral position of the flow rate control valve 1 which shuts off the flow of the working fluid, separately detects the amounts of electric current to a coil 8 of when the rate of change in the stroke becomes zero depending upon the directions in which the valve body of the flow control valve 1 moves, and learns the central point at the neutral position by averaging the detected values.

Abstract: Disclosed is a lock-up clutch mechanism which is simple in construction but can increase the rigidity and the heat capacity of the lock-up piston, can lighten the lock-up piston, can suppress the temperature of a second sliding surface from being raised to enhance the heat resistance of the second friction member. The lock-up clutch mechanism is provided with a connecting member for connecting a lock-up piston with a center plate of a damper mechanism. The connecting member has a drum portion extending in the axial direction of an input shaft and splined to the radially outer peripheral portion of a center plate, and a hollow disc plate portion integrally connected with the axial end portion of the drum portion and radially inwardly extending from the axial end portion of the drum portion. The hollow disc plate portion is further in face-to-face relationship with the sliding surface of the lock-up piston across the lock-up piston.

Abstract: A torque transmission includes a housing arrangement drivable around an axis of rotation and filled with fluid and a clutch arrangement between the housing arrangement and a driven member. The clutch arrangement has a first friction surface formation rotatable with the housing arrangement and a second friction surface formation rotatable with the driven member. A clutch piston is movable axially for producing and canceling frictional engagement of the first and the second friction surface formation. A piston carrying element is connected to the clutch piston on the radially inner side for axial movement of the clutch piston. The piston carrying element has in its radially inner end region a first axial supporting area for axially supporting the driven member at the piston carrying element and a second axial supporting area for supporting the piston carrying element at the housing arrangement.

Abstract: An automatic transmission includes a starting apparatus having a housing that rotates based on torque of a driving source, and a clutch mechanism portion positioned in the housing; an oil pump that is positioned on a side opposite to the driving source with respect to the starting apparatus in a rotational axis direction of the housing, and is driven by transmission of rotation of the housing; an oil pump housing in which the oil pump is accommodated; and a speed change mechanism that is positioned on a side opposite to the starting apparatus with respect to the oil pump housing in the rotational axis direction, and has an input shaft, which extends through the oil pump and the oil pump housing and is connected to the clutch mechanism portion.

Abstract: A force transmission device having a hydrodynamic component, disposed between an input and an output, comprising at least a pump shell and a turbine shell, forming an operating cavity in combination, with an actuatable clutch device for at least partially bridging the hydrodynamic component, comprising a clutch component for at least partially bridging the hydrodynamic component, comprising a first clutch component connected with the input and a second clutch component at least indirectly connected to the output, which can be brought into operative engagement with one another through an actuation device, with a vibration absorber disposed in the force flow at least subsequent to the actuatable clutch device, with a housing coupled with the input or with an element coupled non-rotatably to the input and coupled with the pump shell.

Abstract: A torque converter including a housing, a lock-up clutch, the lock-up clutch having a split piston having a radial inner portion and a radial outer portion, and a drive plate connecting the housing and the outer portion.