Abstract: A transmission, includes a transmission mechanism including a torque converter having a lock-up clutch; an oil pump configured to discharge an oil to be supplied to the transmission mechanism; a lock-up oil pressure control valve configured to adjust a pressure of the oil discharged from the oil pump and supply the oil to the lock-up clutch; a lubricating oil pressure control valve configured to adjust the pressure of the oil discharged from the oil pump and supply the oil to a portion to be lubricated of the transmission mechanism; and a controller configured to control the lock-up oil pressure control valve.

Abstract: A power transmission device includes a torque converter device, a first hydraulic pump, a first oil channel, a second oil channel, a third oil channel, a second pressure control valve, and a controller. The torque converter device has a torque converter and a lock-up clutch. The first oil channel supplies hydraulic fluid from the first hydraulic pump to the torque converter. The second oil channel drains hydraulic fluid from the torque converter. The third oil channel communicates with the first oil channel and the second oil channel. The second pressure control valve is disposed in the third oil channel. The controller sets the second pressure control valve to an open state when the lock-up clutch is in an engaged state.

Abstract: A device for power transmission within a hybrid motor vehicle and a method of operating the device. The device is a P2 module and includes a torque converter, an electric motor, a connect/disconnect clutch and a one-way clutch. The torque converter is configured to be coupled to an input member of the transmission. The electric motor includes a rotor that is fixedly connected to the input of the torque converter. The connect/disconnect clutch has an input member configured to be coupled to the output of the engine and has first and second clutch members moveable between a disengaged and engaged positons. The second clutch member is also fixedly connected to the torque converter. The one-way clutch is coupled between the connect/disconnect clutch and the torque converter and has a locked up configuration and an overrunning configuration.

Abstract: A spring preloaded lockup clutch system comprises clutch disc(s), an input component, and an output component housed in a hydraulic fluid chamber of a torque converter, a lockup piston and a mechanical spring housed in a piston housing of the torque converter, and a relief valve coupled to the hydraulic fluid chamber. The clutch disc(s), when engaged, couples the input component to the output component. The lockup piston has a first end and a second end, engages with the clutch disc(s) when biased, and disengages from the clutch disc(s) when unbiased. The mechanical spring, coupled to the lockup piston at the second end, applies force to bias the lockup piston. The relief valve, when opened, relieves hydraulic pressure in the hydraulic fluid chamber allowing the lockup piston to remain being biased, and, when closed, allows the hydraulic pressure to build up allowing the lockup piston to be unbiased.

Abstract: An electronic control unit carries out deceleration fuel cutoff for stopping fuel injection in an engine, and deceleration lockup for engaging a lockup clutch, at the time of deceleration of a vehicle. The electronic control unit then ends deceleration fuel cutoff and deceleration lockup upon fulfillment of a recovery condition, On the other hand, when a request to restrain heat-up of a filter device is made before fulfillment of the recovery condition, the electronic control unit stops deceleration fuel cutoff, but continues deceleration lockup.

Abstract: The disclosure relates to a torque transmission device between a first drive element and an output element, having a torque transmission unit; an input, which is rotatable about a rotation axis and can be coupled to the first drive element, and an output, which can be connected to the output element. A separating clutch is arranged outside of the torque transmission unit and the fluid chamber, and is designed for selective torque transmission between the first drive element and the torque transmission unit. The separating clutch has a clutch input and a clutch output that is selectively connectable via a clutch actuating device.

Abstract: The invention relates to a travel adapter, comprising a housing, at least one receptacle of a first standard and at least one plug of a second standard. The receptacle of the first standard has at least one first contact socket and one second contact socket. The plug of the second standard has at least one first contact pin and one second contact pin. The plug is arranged on the housing. The receptacle is rotatably mounted in the housing. The plug or the first contact pin and the second contact pin are pivotally arranged on the housing in such a way that the plug or the first contact pin and the second contact pin can be pivoted out of the housing. The invention also relates to a set and an additional travel adapter.

Abstract: A hybrid module having a damper hub connected to an internal combustion engine, a housing, a clutch, an electric machine which has a rotor and a stator connected to the housing, a torque converter has a converter housing connected to a central hub and a turbine shaft, and an output shaft. The rotor of the electric machine is connected to the central hub or the converter housing. The turbine shaft is connected to the output shaft to be fixed with respect to rotation and the clutch is arranged between the damper hub and the torque converter The central hub is supported at the output shaft via at least one bearing and is supported at the damper hub via at least two bearings and the damper hub is supported at the housing by a bearing.

Abstract: A hybrid module includes a torque converter and a clutch assembly. The torque converter includes a front cover. The clutch assembly includes a piston axially spaced from the front cover. The piston is axially slidable to engage the clutch assembly. The clutch assembly further includes a seal plate non-rotatably connected to the front cover and sealed to the piston. A seal is compressed between the seal plate and the front cover.

Abstract: Systems and methods for operating a driveline disconnect clutch of a hybrid vehicle are presented. In one example, the systems and methods may adjust a relationship (e.g., transfer function) between an amount of electric current that is supplied to a driveline disconnect clutch control valve and a commanded driveline disconnect clutch pressure.

Abstract: A hydrodynamic torque converter (1) with a converter torus formed by a pump wheel (3) and a turbine wheel (4) and a guide wheel (5). The guide wheel (5) is supported rotatably by a first axial bearing (51) and a second axial bearing (52). A sealing device (11), with a sealing gap, is provided in the area of the first axial bearing (51), which impedes a through-flow of the working fluid of the torque converter (1) through the first axial bearing (51).

Abstract: A motor vehicle transmission including an input shaft (AN), an output shaft (AB), a power take-off (1) and a hydraulic pump (2). The hydraulic pump (2) serves to supply the motor vehicle transmission with hydrodynamic working pressure. The power take-off (1) has a power take-off gearwheel (1A). The power take-off gearwheel (1A) is connected to the hydraulic pump (2) in order drive the hydraulic pump (2).

Abstract: A torque converter, including: a cover arranged to receive torque; an impeller; a turbine; a stator; and a lock-up clutch including a piston plate, a first plate, a second plate axially disposed between the cover and the first plate, and a rivet non-rotatably connecting the first plate to the second plate, the rivet being a component distinct from the first plate and the second plate. The cover and the piston plate define at least a portion of a first pressure chamber. The first plate and the second plate define at least a portion of a second pressure chamber. The first pressure chamber and the second pressure chamber are arranged to receive and expel a fluid to axially displace the piston plate to open and close the lock-up clutch.

Abstract: A monitoring device and a method for operating an idling automatic transmission of a motor vehicle having a torque converter which includes at least one pump wheel and a turbine wheel that are designed to transmit torque hydrodynamically from one to the other. The method includes at least the following steps of: determining a rotational speed of the turbine wheel; determining a load on the motor of the motor vehicle; and recognizing whether there is a blockage in the drive-train of the motor vehicle or whether the torque converter is running dry, as a function of the turbine rotational speed and the motor load detected.

Abstract: A hydraulic system for a vehicle transmission with at least two friction elements, the system comprising a first hydraulic circuit comprising a pump for supplying hydraulic fluid to the first hydraulic circuit. A flow restriction may be provided in the first hydraulic circuit between an output of the pump and a sump for providing leakage of hydraulic fluid into the sump. Further, a second hydraulic circuit comprising a second pump may be arranged, wherein the hydraulic pressure in the first circuit is higher compared to the second circuit. A flow control element operated using hydraulic pressure from the first circuit may be arranged for controlling flow/pressure in the second circuit. Further, the hydraulic system may be arranged for generating a line pressure, wherein an actuator for engaging a park lock system may be connected to the first hydraulic circuit for enabling direct actuation by means of the line pressure.

Abstract: A method for operating a hybrid drive train of a motor vehicle includes: starting the motor vehicle solely with the aid of an electric machine; engaging a torque converter lockup clutch for rotationally fixing an impeller of a torque converter to a turbine wheel of the torque converter, wherein the turbine wheel is rotationally fixed to the electric machine; and engaging a clutch in order to drivingly connect the impeller to a motor vehicle drive unit, in order to start the motor vehicle drive unit.

Abstract: A lock-up device includes a clutch part and a damper part. The clutch part is disposed between a front cover and a turbine, and transmits or blocks torque. The damper part transmits torque from the clutch part to the turbine, and absorbs torsional vibration. The damper part includes input and output members, elastic members, and a support member. The input member is connected to the clutch part. The output member is connected to the turbine. The elastic members connect the input and output members. The support member has a connecting part, a regulating part, and a stopper part. The regulating part is provided such that the output member is interposed axially between the regulating part and part of the input member. The stopper part is configured to contact the output member and prohibit the input and output members from rotating relative to each other by a predetermined angle or more.

Abstract: A torque converter comprising a cover arranged to receive torque, an impeller having an impeller shell non-rotatably connected to the cover, and a turbine in fluid communication with the impeller and including a turbine shell is provided. In embodiments, the torque converter includes a lock-up clutch including a piston plate, an output hub connected to the turbine shell and arranged to non-rotatably connect to a transmission input shaft, and a seal plate disposed, at least partially, axially between the piston plate and the turbine shell. A connector is arranged to connect the cover, the piston plate and the seal plate to each other, wherein a first chamber is formed at least in part by the piston plate and the seal plate and a second chamber is formed at least in part by the cover, the seal plate, and the piston plate.

Abstract: A torque converter comprising a cover arranged to receive torque, an impeller having an impeller shell non-rotatably connected to the cover, and a turbine in fluid communication with the impeller and including a turbine shell is provided. In embodiments, the torque converter includes a lock-up clutch including a piston plate, an output hub connected to the turbine shell and arranged to non-rotatably connect to a transmission input shaft, and a seal plate disposed, at least partially, axially between the piston plate and the turbine shell, wherein the seal plate is connected to the cover and the piston plate. A flow plate may be connected to the seal plate and disposed axially between the seal plate and the turbine shell. A through-bore may be bounded in first and second opposite radial directions by the seal plate.

Abstract: A torque converter comprises a front cover, an impeller having an impeller shell fixed to the front cover, and a turbine fluidly coupled with the impeller and having a turbine shell. A damper assembly is provided that includes an output flange connected to the turbine shell. A clutch assembly is disposed between the front cover and the turbine. The clutch assembly comprises a piston sealed to the front cover at an outer diameter thereof and a clutch flow deflector plate disposed axially between the piston and the output flange, wherein the clutch flow deflector plate is configured to direct a cooling fluid to the clutch assembly.

Abstract: A launch device coupling a prime mover to a transmission. The launch device includes a front cover for connecting to the output of the prime mover and an output hub for connecting to the input of the transmission. A rear cover is connected to the front cover and cooperates to define a chamber. Within the chamber are an impeller and a turbine having a plurality of opposing blades such that hydraulic fluid is directed from the impeller blades and toward the turbine blades. A main damper is provided between the turbine and output hub of the launch device. Coupled to the main damper is a lock-out clutch configured to releasably lock the main damper for rotation with one of the front and rear covers. The launch device also includes an active dynamic damper system coupled to the main damper and configured to reduce resonance influence on the main damper.

Abstract: A hydrodynamic coupling arrangement has a housing connected to pressure medium lines for conducting pressure medium into or out of a pressure space sealed by a piston of a clutch device relative to a toroidal space of a hydrodynamic circuit provided in the housing. A rotatable area is provided for axially displaceably receiving a radially inner piston hub of the piston of the clutch device, and at least one through-opening which is rotatable relative to the housing is provided in a through-opening area for producing at least one flow connection between at least one pressure medium line and the pressure space. The receiving area and the through-opening area are in rotational communication with a retarding device influencing a flow of pressure medium in the pressure space, this flow of pressure medium arriving in the pressure space after passing through the through-opening area.

Abstract: A torque converter comprises a cover configured to receive an input torque and an impeller having an impeller shell non-rotatably connected to the cover. A piston is disposed axially between the cover and the impeller. The piston is configured to axially displace to selectively engage a clutch and a seal plate is disposed axially between the piston and the cover. The seal plate is sealed to the cover. A first chamber is formed at least in part by the cover, the seal plate, and the piston. A second chamber is formed at least in part by the piston and the impeller shell.

Abstract: A control device for an automatic transmission includes a continuously variable transmission mechanism, a torque converter, a target transmission ratio calculation unit, a feedback control unit, and a phase compensation unit. The torque converter has a lock-up clutch. The target transmission ratio calculation unit is configured to calculate a target transmission ratio based on a travelling state. The feedback control unit is configured to perform feedback control based on an actual value indicative of a state of the continuously variable transmission mechanism. The phase compensation unit is configured to perform phase lead compensation of the feedback control based on the travelling state. The phase compensation control unit is configured to halt the phase lead compensation when an unstable travelling state of a vehicle is detected. The phase compensation control unit is further configured to release the lock-up clutch when the phase lead compensation is halted.

Abstract: A torque converter, including: a cover arranged to receive torque; an impeller including an impeller shell fixed to the cover; a turbine including a turbine shell; a stator including at least one stator blade axially disposed between the impeller shell and the turbine shell; and a lock-up clutch. The lock-up clutch includes: a piston plate non-rotatably connected to the cover; a dam plate; a centering plate axially disposed between the cover and the dam plate; a first chamber bounded at least in part by the cover and the piston plate; a second chamber bounded at least in part by the piston plate and the dam plate; a first channel connected to the first chamber and bounded at least in part by the cover and the centering plate; and a second channel connected to the second chamber and bounded at least in part by the centering plate and the dam plate.

Abstract: A torque converter includes an impeller and a turbine configured to fluidly couple with the impeller. A bypass clutch has a hydraulically actuated piston, an apply chamber, and a compensation chamber. A turbine hub is attached to the turbine and has an inner circumferential surface defining axially extending teeth configured to connect with a shaft. A flow-control sleeve is axially spaced from the turbine hub and has a radial tab portion attached to the turbine. The sleeve defines an orifice in fluid communication with the apply chamber or the compensation chamber.

Abstract: A hybrid module includes a motor housing, an electric motor, a shaft, a torque converter housing, a backing plate, a piston, and a hub. The motor housing includes a first flow passage. The electric motor includes a rotor and stator. The shaft is drivingly engaged with the rotor and includes a second flow passage arranged for fluid communication with the first flow passage. The torque converter housing is drivingly engaged with the rotor. The backing plate is fixed to the torque converter housing. The piston is sealed to the torque converter housing and the backing plate and forms at least a portion of a first fluid chamber and a second fluid chamber. The hub includes a third flow passage arranged for fluid communication with the second flow passage and one of the first fluid chamber or the second fluid chamber.

Abstract: A torque converter assembly configured to be connected between an engine and a transmission in a vehicle. The torque converter assembly comprises a cover plate, a pump, a turbine, a stator, and a clutch assembly operably connected between the cover plate and the turbine. The clutch assembly comprises a coverside plate, a turbine-side plate, and a piston located at least partially between the coverside plate and the turbine-side plate. A charge circuit is configured at least partially between the cover plate and the coverside plate, a compensation circuit is configured at least partially between the coverside plate and the piston, and an apply circuit is configured at least partially between the piston and the turbine-side plate.

Abstract: A method of, and a system for, controlling and predicting the health of a torque converter clutch control system is provided. The method includes determining, via a controller, rotational input and output speeds of the torque converter and a torque converter clutch slip. The method also includes determining, via the controller, whether a set of predetermined conditions are met for predicting the health of the torque converter clutch control system. The method includes gathering a plurality of initial features of the vehicle propulsion system, determining statistical information about the plurality of initial features, and selecting at least one feature of the vehicle propulsion system based on the statistical information. Furthermore, the method includes classifying the health of the torque converter clutch control system based on the selected feature or features. In some forms, principal component analysis is used to select the feature or features used for classification.

Abstract: A control system to control slip of a torque converter clutch includes a clutch plant model configured to predict a value of a parameter that relates to torque converter clutch slip as a function of clutch plant model inputs comprising commanded clutch pressure and of torque from the torque generative device. The control system also includes a model predictive controller configured to receive signals that allow determination of a desired value of the parameter that relates to torque converter clutch slip and a predicted value of the parameter that relates to torque converter clutch slip, receive a signal representing reported torque of the torque generative device, identify an optimal commanded clutch pressure value that will result in an optimal value of an objective function based on the clutch plant model, and provide a command signal to an actuator effective to control commanded clutch pressure to the torque converter clutch.

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: A driveline system with an electric machine and method for manufacturing driveline system are provide for achieving increased coupling strength between a rotor carrier, rotor drive hub, and a rotor. The driveline system includes the rotor drive hub axially clamped between sections of the rotor carrier and a plurality of laminated rotor sections. The driveline system further includes a torque converter drive plate coupled to the rotor drive hub and a torque converter.

Abstract: A washer having such a thickness t that a value (L3?(L1+L2+t)) obtained by subtracting the sum of a first distance L1 in an axial direction between a leading end face of a friction member and a face of a lockup piston, a second distance L2 in the axial direction between a shell-side abutting face of a pump shell and a face of an outside extended portion of an output hub, and the thickness t in the axial direction of the washer, from a third distance L3 in the axial direction between an opposed face of a front cover and a cover-side abutting face of a tubular portion, is in a predetermined range larger than zero, is selected and placed between the lockup piston and the outside extended portion of the output hub.

Abstract: A work vehicle includes a torque converter having a lock up clutch and a controller that conditionally allows operation of the lock up clutch in a locked position or an unlocked position. The controller determines a plurality of active work vehicle parameters during operation of the work vehicle and includes a plurality of ready to dig parameters. The controller determines a ready to dig condition or a non-digging condition of the work vehicle by comparing at least two of the active work vehicle parameters to at least two corresponding ready to dig parameters. The controller disallows operation of the lock up clutch in the locked position in response to the ready to dig condition, allows operation of the lock up clutch in locked or unlocked positions in response to a non-digging condition. Operation of the lock up clutch avoids the engine from stalling in a ready to dig condition.

Abstract: A hydrodynamic side plate for a stator in a torque converter includes a first radial surface, a second radial surface opposite the first radial surface, a first axial restriction surface on the first radial surface opposite an inner race of a stator assembly, a second axial restriction surface on the first radial surface opposite locking components of the stator assembly, and a plurality of hydrodynamic pads in the second radial surface separated by a plurality of corresponding radial grooves. The first axial restriction surface is configured to restrict axial movement of the inner race of the stator assembly. The second axial restriction surface is configured to restrict axial movement of the locking components of the stator assembly. The second radial surface comprises at least two anti-rotation tabs configured to prevent relative motion with the stator assembly.

Abstract: A transmission assembly including a clutch system, an accumulator, and a controller is provided. The clutch system may include a flow source. The accumulator may be selectively in communication with the flow source via a solenoid valve. The controller may be programmed to, responsive to detection of a vehicle stop and the accumulator charged below a predetermined threshold, output a command to open the solenoid valve to rapidly charge the accumulator from the flow source. The predetermined threshold may be an accumulator pressure between 700 kPa and 900 kPa. The controller may be further programmed to, responsive to detection of the accumulator being charged to or above the predetermined threshold, output a shut down command to an engine in communication with the transmission assembly and to output a close command to the solenoid valve. The flow source may be a pump out circuit or a line pressure circuit.

Abstract: A torque converter may include: an impeller and a turbine hub to form a chamber together, a damper piston connected to a damper clutch and divide the chamber into a damper chamber and a balance chamber, a discharge path to connect and block the balance chamber and control an internal flow rate of the torque converter, and an O-ring to open or close the discharge path.

Abstract: A controller of a toroidal continuously variable transmission comprises a position control unit which outputs a driving signal to a hydraulic actuator to control a roller position. The hydraulic actuator includes a biasing mechanism which forcibly keeps the roller position at a predetermined position in a case where the driving signal meets a predetermined condition. The position control unit is configured to perform a start-up control during start-up of the toroidal continuously variable transmission. During the start-up control, the position control unit is configured to output the driving signal to reciprocate a spool of the hydraulic actuator in a case where a temperature of hydraulic oil supplied to the hydraulic actuator is lower than a reference temperature, and output the driving signal which meets the predetermined condition in a case where the temperature of the hydraulic oil has become equal to or higher than the reference temperature thereafter.

Abstract: An actual slip amount (S) of a torque converter is calculated by subtracting an actual input shaft rotational speed (Nr) of an automatic transmission from an engine rotational speed (Ne), which is the rotational speed of a crankshaft. Then, an engine rotational speed for display (Nd) is calculated by adding a slip amount adjusted for display (Sp), which is obtained by applying a predetermined correction process to the actual slip amount (S) to the actual input shaft rotational speed (Nr). The above described correction process may be a first-order-lag filter processing, for example. Thus, even when the actual slip amount (S) temporarily increases or decreases, a temporary increase or decrease in the engine rotational speed for display (Nd) may be suppressed. In other words, fluctuation or variation in the engine rotational speed for display (Nd) is suppressed.

Abstract: An inertial deflector (1) for a motor vehicle transmission system. The inertial deflector comprises a support member (7) intended to be associated with an element (3) of the transmission system and to be driven rotationally around an axis X, an inertia mass (8) mounted rotationally movably on the support member (7) around the axis X, and helical springs (9) arranged along a circumferential direction and elastically rotationally coupling the support member (7) and the inertia mass (8). Each of the helical springs (9) is received in a receiving space that is delimited between on the one hand a recess (22) configured in the inertia mass (8) and radially and axially guiding the helical spring, and on the other hand a rim zone (23) of the support member (7) covering the recess (22) in order to axially retain the helical spring (9) in the recess (22).

Abstract: A hydraulic control system may include control valve to selectively supply line pressure to first and second ejection flow channels, first shift valve converting flow channel, second shift valve converting path to selectively supply hydraulic pressure of the first ejection path to first chambers of first and second actuators and to selectively supply hydraulic pressure of the second ejection path to second chambers of the first and second actuators, third shift valve converting path to selectively supply hydraulic pressure of the first ejection path to first chamber of third actuator and to selectively supply hydraulic pressure of the second ejection path to second chamber of third actuator, and fourth shift valve converting path to selectively supply hydraulic pressure of the first ejection path to first chambers of fourth and fifth actuators and to selectively supply hydraulic pressure of the second ejection path to second chambers of fourth and fifth actuators.

Abstract: A torque converter that is downsized in an axial direction utilizing existing space is provided. A pump impeller, a turbine runner, a lockup clutch, an elastic damper, and a planetary unit are held in a housing. A torsional vibration damping device is arranged concentrically with the lockup clutch. An input element is arranged concentrically with the lockup clutch while being connected to the lockup clutch and a drive member. An output element is connected to a driven member.

Abstract: A clutch control method of a vehicle may include estimating a change in an input torque supplied by a power source based on an extent to which an acceleration pedal is depressed by the controller; obtaining an additional torque at a level to prevent slippage of a clutch against the input torque estimated in the estimating of a change in input torque by the controller; determining a final clutch control torque for controlling the clutch by adding the additional torque, which is obtained in the obtaining of an additional torque, to the input torque by the controller; and controlling the clutch by operating a clutch actuator with the final clutch control torque determined in the determining of a final clutch control torque by the controller.

Abstract: A torque converter, including: an impeller arranged to receive torque and including an impeller shell and at least one impeller blade fixed to the impeller shell; and a turbine including a turbine shell including a slot with an open end circumferentially located between first and second radially outermost portions of the turbine shell and at least one turbine blade fixed to the turbine shell; and an inertia ring fixed to the turbine shell and including a tab with a segment located in the slot.

Abstract: The present invention provides a method and system of modifying a torque converter clutch control system having a hydraulic circuit including a solenoid signal line, a torque converter IN line, a torque converter OUT line, a lockup clutch apply line, and a supply presser line such that, in a valve body, a hole is drilled in a valve body to connect the solenoid signal line in a first area to a second differential area connected to the torque converter OUT line, and the torque converter OUT hole in the valve body casing is plugged.

Abstract: According to one or more embodiments, a clutch pack includes a first set of clutch plates arranged in an alternating configuration with a second set of clutch plates. The first set of clutch plates has a plurality of friction pads made of friction material and defining channels in the friction material. The channels are configured to allow lubricant to flow between the friction pads. Each of the friction pads defines a groove in the friction pad. The groove is disconnected from the channels. The groove thereby creates a flow induced high pressure region forcing the first set of clutch plates to a center between the second set of clutch plates.

Abstract: A control device of a lock-up clutch according to the disclosure is mounted on a vehicle including an engine, a transmission, a fluid-type power transmitting device interposed between the engine and the transmission, and the lock-up clutch provided on the fluid-type power transmitting device. The control device includes: a controller configured to slip-engage the lock-up clutch when accelerator opening of the vehicle changes in an accelerating direction, and configured to make a slip-engagement amount larger when a state of the fluid-type power transmitting device when the accelerator opening of the vehicle changes in the accelerating direction is a driven state than the slip-engagement amount when the state of the fluid-type power transmitting device is a driving state.

Abstract: A control device that includes an electronic control unit that is programmed such that, when the internal combustion engine is started by the rotary electric machine while output torque from the rotary electric machine is transferred to the wheels in a state in which rotation of the internal combustion engine has been stopped, the electronic control unit: executes second slipping control in which the second engagement device is controlled into a slipping engagement state, executes first slipping control in which the first engagement device which has been in a disengaged state is controlled into a slipping engagement state during execution of the second slipping control, and controls an engagement pressure of the first engagement device so as to lower a rotational speed of the rotary electric machine in the first slipping control.

Abstract: A hub assembly for a torque converter is provided. The hub assembly includes a turbine hub including an inner radial surface, an outer radial surface and a channel for providing fluid from the inner radial surface to the outer radial surface. The turbine hub also includes a first seal and a second seal on the outer radial surface and a plenum groove in the outer radial surface axially between the first seal and the second seal. The channel extends radially into the plenum groove. A method for forming a hub assembly for a torque converter is also provided.

Abstract: A hydrokinetic torque coupling device includes a turbine wheel (3), an impeller wheel (2) able to hydrokinetically drive the turbine wheel (3), a cover (5) non-rotatably attached to the impeller wheel (2) so as to define an internal volume (6) accommodating the turbine wheel (3), and a seal (18) mounted to a radially external periphery of the turbine wheel (3). The turbine wheel (3) being able to be axially moved between an engaged position and a disengaged position. The seal (18) configured to engage one of a matching sealing surface (22) of the impeller wheel (2) positioned radially outside the turbine wheel (3) and the cover (5) in the engaged position and to be disengaged from one of the matching sealing surface (22) the impeller wheel (2) and the cover (5) in the disengaged position.