Abstract: A hydraulic transmission apparatus with a lockup clutch has a pump impeller, a turbine runner, a side cover, a lockup clutch, a clutch piston, a lockup control unit, a frictional engagement unit and a resilient member, a backward movement stopping unit, wherein a transmission capacity of the lockup clutch by virtue of a biasing force of the resilient member is set smaller than a torque absorption capacity of the pump impeller when the engine is in an idle state so that the clutch piston is held at the predetermined backward position by virtue of the pressure difference when the engine is in the idle state.

Abstract: A hydrodynamic torque converter includes a converter housing and a turbine wheel which is arranged in the converter housing and is rotatable with respect to the converter housing about a rotational axis of the converter The torque converter further includes a lockup clutch for producing a torque transmission connection between the converter housing and the turbine wheel.

Abstract: To achieve precise control of a clutch arranged inside a converter housing (1) and which connects the converter housing (1) to a pump impeller wheel (3), the converter's internal pressure, which acts on a piston (9) of the actuation device of a clutch (2), is determined by a pressure sensor (12) and the actuation pressure, which acts on the piston (9) in the opposite direction, is adjusted accordingly.

Abstract: To be able to determine the torque of a turbine rotor (7) with precision even when a clutch (3) is operated with slippage, a rotation speed sensor (13) determines the speed of a pump impeller wheel (2) and a rotation speed sensor determines the speed of the turbine rotor (7), and the speed signals are transmitted to an electronic control unit which, with reference to stored torque converter data, determines the torque of the turbine rotor.

Abstract: To control one clutch (2) in a hydrodynamic torque converter, the pressure acting upon one first piston area (4) is supplied to a control unit which, depending on the pressure, adjusts the pressure acting upon a second piston area (5). It is possible to exactly adjust the piston force acting upon a clutch (2) even in the presence of changing pressure ratios within the hydrodynamic torque converter.

Abstract: A hydrodynamic converter (1) for the drive train of a motor vehicle is proposed, which comprises a pump (2), a turbine (3) which is connected to a transmission input shaft (4), a stator (5), a primary clutch (PK) which connects a drive (6) detachably to the pump (pump impeller) (2) and a converter bridging clutch (WK), which connects the drive (6) detachably to the transmission input shaft (4), in which the primary clutch (PK) and the converter bridging clutch (WK) can be actuated by a common piston (8) via a common oil supply (9).

Abstract: A replacement torque converter clutch regulator valve assembly for an automatic transmission that controls clutch apply circuit pressure to the lockup piston within the torque converter clutch is disclosed. The present torque converter clutch regulator valve assembly includes an internal pressure relief valve that regulates clutch apply circuit pressure in the range of 90 to 100 pounds per square inch in comparison to the original equipment manufacture line pressure of 130 to 140 pounds per square inch thereby preventing deflection and malfunction of the lockup piston in operation. The present torque converter clutch regulator valve assembly also includes a modified switch valve having a fluid restricting baffle formed thereon that eliminates the initial spike in clutch apply circuit pressure at the start of each apply cycle to the torque converter clutch, which reduces shudder and provides improved control of the clutch apply and release circuits.

Abstract: The hydrokinetic torque converter between the prime mover and the transmission in the power train of a motor vehicle is designed to promote and/or otherwise regulate the flow of hydraulic fluid therethrough. The fluid is circulated between the friction linings on the laminations of the bypass clutch in the housing of the torque converter. In a first embodiment of the method, the flow of fluid in certain parts of the torque converter is opposed or interfered with in such a way that a larger quantity of fluid flows between the laminations of the bypass clutch. In a second embodiment, the resistance to fluid flow through the bypass clutch of the torque converter is reduced. It is also possible to resort to both solutions in one and the same torque converter.

Abstract: A fluid pressure control device including a torque converter that is placed between a output shaft of an engine and an input shaft of a transmission, a mechanical oil pump that is driven by the output shaft, a clutch that directly engages the output shaft and the input shaft by employing an engagement pressure based on a fluid pressure that is generated by the mechanical oil pump, an electric oil pump that can supply a fluid pressure to the clutch, and a control unit for controlling the electric oil pump, wherein when the engagement pressure based on the fluid pressure that is generated by the mechanical oil pump is an amount below a necessary engagement pressure that is necessary to engage the clutch, the control unit drives the electric oil pump so as to supply a fluid pressure by at least the amount to the clutch.

Abstract: A lockup device 1 is disposed inside a fluid chamber between a front cover 3 and a turbine 4 and provided with a clutch-purpose friction plate 12, a pair of drive the plates 13 and 14, a driven plate 15, and coil springs 16. The friction plate 12 can be coupled with the front cover 3. An extended part 18 extends from one of the plates 13 and 14 toward the other and engages with the inside circumferential edge of the friction plate 12 such that the friction plate cannot rotate but can move in the axial direction relative to the extended part. The driven plate 15 is fixed to the turbine 4. The coil springs 16 are compressed between pair of drive the plates 13 and 14 and the driven plate 15 when the pair of drive plates and the driven plate rotate relative to each other.

Abstract: A fluid coupling transmits power from a drive side to a driven side by utilizing kinetic energy of fluid such as oil. The fluid coupling comprises a pump impeller (4) provided on a drive shaft (1), a turbine impeller (5) provided on a driven shaft (9), a housing (20) fixed to the pump impeller (4) and surrounding the turbine impeller, and a multiple disc clutch provided between a drive shaft side and a driven shaft side. The multiple disc clutch is operated to couple the drive shaft (1) and the driven shaft (9) mechanically so that the drive shaft and the driven shaft are rotated at the same rotational speed. Thus, the fluid coupling can improve a power transmitting efficiency because of no slip between the rotational speed of the drive shaft and the rotational speed of the driven shaft.

Abstract: A turbine impeller rotates around a rotational axis in a housing unit, and a bridging clutch unit has a clutch element connected in an essentially nonrotatable fashion to the turbine impeller. The clutch element has friction area which can be brought into frictional contact with an opposing friction area on the housing unit. A pretensioning device acts on the clutch element to pretension it against the opposing friction area.

Abstract: A torque-transmitting apparatus for motor vehicles includes a hydrokinetic torque converter with a housing connected to the driving shaft of an engine. The housing contains a pump and a turbine, the latter arranged to drive an input shaft of a power train. At least one damper is arranged in the power flow path between the turbine and a rotary output element of the apparatus. The damper has an input member constrained to rotate with the turbine and an output member connected to the rotary output element. The input member and the output member are rotatable relative to each other against the opposing forces of energy-storing devices arranged between the input member and the output member. The input member has a radially outer portion in form-locking engagement with the turbine.

Abstract: A torque converter clutch control valve has a single valve element for controlling the fluid distribution to and from a torque converter and clutch assembly to establish clutch engagement and disengagement as well as torque converter operation. The control valve has one position for supplying fluid to release the clutch and simultaneously feed the torque converter, and another position to supply a pressure controlled fluid to engage the clutch. A force motor control valve is provided to control the pressure level of the clutch engagement pressure.

Abstract: A torque converter clutch control valve has a single valve element for controlling the fluid distribution to and from a torque converter and clutch assembly to establish clutch engagement and disengagement as well as torque converter operation. The control valve has one position for supplying fluid to release the clutch and simultaneously feed the torque converter, and another position to supply a pressure controlled fluid to engage the clutch. A force motor control valve is provided to control the pressure level of the clutch engagement pressure.

Abstract: A pre-compensator equipped slip control system for a lock-up torque converter employing a lock-up clutch, includes a slip-rotation control section that begins to calculate a compensated target slip rotation from a time when an actual slip rotation between input and output elements of the torque converter becomes less than a predetermined slip-rotation threshold value after shifting from a torque-converter action area to a slip-control area, so that the actual slip rotation is brought closer to the compensated target slip rotation. Also provided is a feedforward control section that determines a lock-up clutch engagement pressure by way of feedforward control during a period of time from a time when the torque converter is shifted from the torque-converter action area to the slip-control area to the time when the actual slip rotation becomes less than the predetermined slip-rotation threshold value.

Abstract: An initial command oil pressure of a lock-up control of coasting lock-up region is set by using a lock-up learning correction amount calculated by a learning control in a lockup control of the other of the plurality of lock-up regions such as slip lock-up region and complete lock-up region when one of the lock-up control of these other lock-up regions is performed before the lock-up control of the coasting lock-up region. Thus, a lock-up learning correction amount can be commonly used among three kinds of lock-up regions, and a lock-up as set is early realized in each lock-up region.

Abstract: A hydrodynamic torque converter includes a converter housing and a turbine wheel which is arranged in the converter housing and is rotatable with respect to the converter housing about a rotational axis of the converter. The torque converter further includes a lockup clutch for producing a torque transmission connection between the converter housing and the turbine wheel.

Abstract: An electro-hydraulic control mechanism provides controlled engagement pressure for both a torque converter clutch and a shifting torque transmitting mechanism. The control mechanism include a TCC regulator valve that establishes the engagement pressure for the torque converter clutch and a TTM regulator valve that controls the engagement pressure for the torque transmitting mechanisms. An electronically-controlled variable bleed solenoid controls the output pressure level of both of the regulator valves. A control valve is employed to multiplex the output of the regulator valves and to ensure that the torque transmitting mechanism remains engaged during the engagement of the torque converter clutch. The control valve also ensure that the output pressure of the TTM regulator valve is communicated with a manual control valve in the event of an unexpected discontinuance of electrical power.

Abstract: A lockup device 1 is disposed inside a fluid chamber between a front cover 3 and a turbine 4 and provided with a clutch-purpose friction plate 12, a pair of drive the plates 13 and 14, a driven plate 15, and coil springs 16. The friction plate 12 can be coupled with the front cover 3. An extended part 18 extends from one of the plates 13 and 14 toward the other and engages with the inside circumferential edge of the friction plate 12 such that the friction plate cannot rotate but can move in the axial direction relative to the extended part. The driven plate 15 is fixed to the turbine 4. The coil springs 16 are compressed between pair of drive the plates 13 and 14 and the driven plate 15 when the pair of drive plates and the driven plate rotate relative to each other.

Abstract: Hydraulic control system for a vehicle transmission connected to an output shaft from a hydraulic torque converter (1) with a hydraulically operated disc clutch for locking the torque converter and which has two hydraulically operated disc clutches for shifting. The control system has a low pressure circuit (30) with a low-pressure pump feeding fluid through the torque converter, and a high pressure circuit (34) with a high-pressure pump (35), which feeds fluid via valves (38) to the disc clutches. The high-pressure pump has variable displacement, which is regulated by the operating pressure of the disc clutch of the torque converter, so that the high-pressure pump is set to a lower displacement when this last-mentioned clutch is engaged than when it is disengaged.

Abstract: A torque converter assembly 10 includes a clutch assembly 36 having a sealed chamber 39 into which oil is selectively communicated, effective to cause a piston 40 to selectively engage a plate assembly 30.

Abstract: An automatic transmission for a vehicle comprises a torque converter TC equipped with a lock-up clutch 4. This automatic transmission further comprises FIRST˜FOURTH speed clutches 31˜34 for a shift control executing a shift from off-going speed ratio to an on-coming speed ratio by controlling the release of the hydraulic pressure from the off-going clutch and by controlling the supply of the hydraulic pressure to the on-coming clutch. A control system comprises first and second off-going pressure releasing valves 70 and 80, which release the hydraulic pressure from the off-going clutch during the shift, a lock-up control valve 40 and a lock-up timing valve 50, which control the engagement of the lock-up mechanism, and a linear solenoid valve 60, which supplies a control pressure to these valves and controls the operation of these valves.

Abstract: In a stator shaft in which a shaft member is press-fitted into a press-fit bore of a flange member, first flow passages are formed in the shaft member, and blind bores extending linearly at right angles to a shaft axis from outer circumferential surfaces of the flange member and through the press-fit bore, and communication bores 103 extending linearly from a side surface of the flange member and communicating with free end portions of the blind bores are further formed. Oil passages formed of the parts of the blind bores which extend from the press-fit bore to the free end portions thereof, and communication bores constitute second flow passages, and the shaft member is press-fitted into the press-fit bore with the shaft member positioned so that the portions of the second flow passages which are opened in the press-fit bore, and first flow passages communicate with each other in a mutually opposed state, whereby the first and second flow passages are communicated with each other.

Abstract: An initial command oil pressure of a lock-up control of coasting lock-up region is set by using a lock-up learning correction amount calculated by a learning control in a lockup control of the other of the plurality of lock-up regions such as slip lock-up region and complete lock-up region when one of the lock-up control of these other lock-up regions is performed before the lock-up control of the coasting lock-up region. Thus, a lock-up learning correction amount can be commonly used among three kinds of lock-up regions, and a lock-up as set is early realized in each lock-up region.

Abstract: A control unit controls a lockup duty ratio to be maintained at a first duty ratio, which is the minimum value within such a range as not to slip a lockup clutch, during a period of time since a decision is made to perform a shifting operation until an actual shifting operation is started. The control unit then lowers the lockup duty ratio to a corrected (learned) second duty ratio and gradually lowers the lockup duty ratio from the second duty ratio at a predetermined rate of change so that a slip revolutionary speed can be equal to a target slip revolutionary speed when the shifting operation is finished. Alternatively, the control unit corrects the rate of change while maintaining the second duty ratio at a uniform value so that the slip revolutionary speed can be equal to the target slip revolutionary speed when the shifting operation is finished.

Abstract: A toraue-transmitting apparatus for motor vehicles includes a hydrokinetic torque converter with a housing connected to the driving shaft of an engine. The housing contains a pump and a turbine, the latter arranged to drive an input shaft of a power train. At least one damper is arranged in the power flow path between the turbine and a rotary output element of the apparatus. The damper has an input member constrained to rotate with the turbine and an output member connected to the rotary output element. The input member and the output member are rotatable relative to each other against the opposing forces of energy-storing devices arranged between the input member and the output member. The input member has a radially outer portion in form-locking engagement with the turbine.

Abstract: The present invention aims to provide a damper assembly in which, even if excessive load is received from an engine and if spring constants of springs arranged in series are changed, the springs are not damaged. The present invention further aims to make the damper assembly more compact. The damper assembly comprises a retainer plate and a driven plate and is designated so that springs are held in series through an intermediate member, and a relative angle between the retainer plate and the intermediate member is regulated by engaging a first projection provided on the intermediate member with a containing portion provided in the retainer plate and a relative angle between the retainer plate and the driven plate is regulated by engaging a second projection provided on the retainer plate with an abutment portion provided on the driven plate.

Abstract: A torque-transmitting apparatus, particularly for motor vehicles, with a fluid coupling or a hydrodynamic torque converter and a damping system has an improved design providing the advantages of stress-free mounting of the damper, technical and cost improvements in the manufacture of the apparatus, modular assembly, capability to transmit large torque and attenuate rotational perturbations over a wide RPM range so as to minimize wear to prolong the useful life of the entire unit.

Abstract: A hydrodynamic torque converter having a converter housing defining interior space for receiving a converter work fluid, a turbine wheel arranged in interior space of the converter housing and rotatable with respect to the converter housing, a lockup clutch having a coupling element axially displaceably arranged on the turbine wheel for selectively coupling the turbine wheel with the converter housing. The converter housing and the coupling element define a pressure fluid space capable of being filled with a pressure fluid. The interior space is separated from the pressure fluid space for preventing fluid communication between the interior space and the pressure fluid space.

Abstract: In a stator shaft made by press-fitting a shaft member into a press-fit bore of a flange member, first oil passages having openings in an outer circumferential surface of the shaft member are formed therein, and plural flow passage-forming bores are formed in the flange member so as to extend from outer circumferential surfaces of a flange portion and through the press-fit bore, the shaft member being press-fitted into the press-fit bore so that inner end openings (openings joined to the press-fit bore)of the flow passage-forming bores are opposed to and communicated with the openings of first flow passages, whereby the first and second flow passages are communicated with each other. In this structure, the plural flow passage-forming bores are formed so as to extend in parallel with each other.

Abstract: A lock-up control device controls a lock-up clutch in a torque converter. The lock-up clutch is engaged by supplying a lock-up control pressure. The torque converter transmits torque via oil in a torque converter chamber when the lock-up clutch is disengaged, and transmits torque directly when the lock-up clutch is engaged. In the lock-up state, the oil pressure in the torque converter chamber is decreased by discharging oil in the torque converter chamber. By providing a circuit which leads oil discharged from the torque converter chamber to a lubricating part of the transmission, the balance between the inflowing oil amount and outflowing oil amount is improved, and oil insufficiency is prevented.

Abstract: A clutch control apparatus of a continuously variable transmission comprises a changeover device for changing over an oil passage connected to an apply chamber and a release chamber from an engaged position to a released position and vice versa, a slip pressure regulating device for regulating a slip pressure to be supplied to the release chamber, a lockup control judging device for judging whether or not a lockup clutch is to be engaged or to be released according to traveling conditions of the vehicle and a control device for reducing the slip pressure after a specified time elapses since the oil passage is changed over to the engaged position, when the lockup control judging device judges that the lockup clutch is to be changed over from the released position to the engaged position.

Abstract: A lock-up control device comprises an inlet circuit which supplies oil to a torque converter chamber, an outlet circuit which discharges oil from the torque converter chamber, a signal output circuit which outputs a signal pressure according to a required engaging capacity of a lock-up clutch, and a lock-up control valve which outputs a lock-up control pressure according to the signal pressure from the signal output device. A lock-up control pressure which is fed back is input to the lock-up control valve so as to decrease the lock-up control pressure, and the pressure of the inlet circuit and pressure of the outlet circuit are input to the lock-up control valve so as to increase the lock-up control pressure. In this way, the pressure in the converter chamber is accurately reflected, and the lock-up control pressure is controlled so that a pressure differential between the lock-up control pressure and the torque converter chamber is a desired value.

Abstract: The housing of a hydrokinetic torque converter in the power train between the engine and the transmission of a motor vehicle contains a lockup valve which can be engaged to transmit torque directly from the output element of the engine to the output member of the turbine in the housing. Engagement of the lockup clutch at a relatively low RPM of the engine and/or under certain other circumstances is prevented or minimized by the provision of one or more valves which are designed to establish or to at least partially seal one or more paths for direct flow of hydraulic fluid between two compartments forming part of a chamber in the housing of the torque converter and being disposed at opposite sides of the axially movable piston of the lockup clutch. The valve or valves can be designed to react in response to changing RPM of the housing of the torque converter, in response to changes of the temperature of hydraulic fluid in the housing and/or in response to changes of the viscosity of such fluid.

Abstract: A torque converter TC is constituted having an impeller 11, a turbine 12, a stator 13, a converter cover 11a, which covers the back side of the turbine, and is connected to the impeller, and a lock-up mechanism, which couples and uncouples the impeller and turbine. The lock-up mechanism comprises a lock-up piston 15, which is arranged by being linked to the turbine inside a space enclosed by the converter cover 11a, and lock-up is performed by the lock-up piston mating under pressure to the inner surface of the converter cover due to oil pressure inside a lock-up fastening chamber 17, which is enclosed by the lock-up piston and the back side of the turbine in a space enclosed by the converter cover.

Abstract: A hydrokinetic torque converter with a built-in bypass clutch is provided with an arrangement which regulates the cooling of the clutch at a rate dependent upon the slip between the coaxial driving and driven parts of the clutch, and hence upon the quantity of generated friction heat. The cooling unit for the driving and/or driven part of the clutch can employ, for example, one or more pumps; a supply of a substance which changes its aggregate state from liquid to gaseous or from solid to flowable in response to heating, and vice versa in response to cooling; one or more porous washers in the path for the flow of hydraulic fluid between the customary plenum chambers provided in the housing of the torque converter to move a piston of the driven part of the clutch into and from frictional engagement with the housing; and/or a system of recesses, grooves, channels and/or other passages serving to convey fluid between the chambers at a rate which is higher or highest when the clutch operates with maximum slip.

Abstract: A hydrodynamic clutch device, especially a hydrodynamic torque converter. The clutch device has a housing in which is formed a fluid chamber. The fluid chamber is divided into two fluid chamber areas by a piston of a lockup clutch, which piston is fixed with respect to relative rotation at the housing and is movable axially with respect to a housing axis, namely, into a first fluid chamber containing a turbine wheel and impeller wheel and possibly a stator wheel, and a second fluid chamber. A fluid pressure which is higher than a fluid pressure in the first fluid chamber area can be applied to the second fluid chamber area in order to bring the lockup clutch into a lockup state. In a non-lockup state of the lockup clutch, the two fluid chamber areas are in a fluid flow connection and fluid can be supplied to the fluid chamber via the first fluid chamber area.

Abstract: A lock-up clutch of a torque converter or the like includes an annular clutch outer mounted in a side cover, a clutch inner connected to a turbine impeller, a driving friction plate axially movably connected to the clutch outer, first and second follower friction plates connected to the clutch inner for movement toward and away from each other with the driving friction plate interposed therebetween, an inner chamber defined between the first and second follower friction plates, and an outer chamber faced by outer sides of the first and second follower friction plates. When the inside of the outer chamber is put at a pressure higher than that in the inner chamber, the follower friction plates can be brought into pressure contact with the driving friction plate, and an urging force on the follower friction plates is not applied to the side cover.

Abstract: For a torque converter lock-up clutch (7) a method is proposed in which an application pressure is adapted. To this end, within a first interval, a pressure change is output after a transition function and the existence of the reaction of the torque converter lock-up clutch is tested after output of the application pressure during an application phase from an electronic gear control (13). In the absence of reaction, additional intervals are then output. The application phase is then terminated when the reaction of the torque converter lock-up clutch occurs. The control/regulating phase for the torque converter lock-up clutch (7) follows after the application phase terminates.

Abstract: The invention relates to a hydrodynamic torque converter including a turbine wheel arranged inside of a housing, a torque converter lockup clutch, an axially mounted piston, a torsional vibration damper and a hub. The turbine wheel and the piston are rotationally fixed to the input component of the damper. The input component is connected to the hub by means of a connection provided with a circumferential backlash. The output component of the damper is connected to the hub without circumferential backlash.

Abstract: An adaptive control system and method for direct clutch engagement control for an automatic transmission including a micro-controller that receives and stores input data from driveline sensors and executes transmission clutch control logic. The micro-controller develops output signals in real time and transfers the signals to a driver circuit that controls solenoids that enable clutch engagement. The signals for establishing clutch pressure buildup are delivered to a driver circuit that produces hydraulic pressure at the clutch to achieve a smooth torque and speed transition for the torque input elements of the transmission. Adaptive pressure values are stored in a keep-alive memory. The pressure values are adjusted values based on the result of previous engagements. This compensates for driveline variables such as changes in coefficients of friction, spring loads, clutch wear, etc.

Abstract: A torque-transmitting apparatus for motor vehicles includes a hydrokinetic torque converter with a housing connected to the driving shaft of an engine. The housing contains a pump and a turbine, the latter arranged to drive an input shaft of a power train. At least one damper is arranged in the power flow path between the turbine and a rotary output element of the apparatus. The damper has an input member constrained to rotate with the turbine and an output member connected to the rotary output element. The input member and the output member are rotatable relative to each other against the opposing forces of energy-storing devices arranged between the input member and the output member. The input member has a radially outer portion in form-locking engagement with the turbine.