Abstract: A control device for an automatic transmission is provided, which includes a vehicle-propelling friction engagement element configured to be engaged when a vehicle starts traveling, an other friction engagement element, a vehicle-propelling friction engagement element temperature detector configured to detect a temperature of the vehicle-propelling friction engagement element, an other friction engagement element temperature detector configured to detect a temperature of the other friction engagement element, and a processor configured to execute lubricant supply control logic to control supply of lubricant to the vehicle-propelling friction engagement element and the other friction engagement element.

Abstract: A control device for an automatic transmission is provided, which includes a vehicle-propelling friction engagement element configured to be engaged when a vehicle starts traveling, an other friction engagement element, a vehicle-propelling friction engagement element temperature detector configured to detect a temperature of the vehicle-propelling friction engagement element, an input speed detector configured to detect an input speed of the automatic transmission, and a processor configured to execute lubricant supply control logic to control supply of lubricant to the vehicle-propelling friction engagement element and the other friction engagement element. The lubricant supply control logic switches the supply amount of lubricant to the vehicle-propelling friction engagement element according to the temperature of the vehicle-propelling friction engagement element, and switches the supply amount of lubricant to the other friction engagement element according to the input speed.

Abstract: A control device for an automatic transmission is provided, which includes a friction engagement element, and a processor configured to execute gear change control logic configured to control a gear change operation by supplying and discharging hydraulic fluid for forming a gear stage to/from the friction engagement element, and lubricant supply control logic configured to control to switching operation of a supply amount of lubricant to the friction engagement element according to an operating state of a vehicle. The processor controls the gear change operation and the switching operation to not overlap with one another.

Abstract: A hydraulic system for an automatic transmission of a motor vehicle. A high pressure circuit in which a pressure accumulator, at least one clutch as well as gear selectors and at least one hydraulic pump are arranged, which can be controlled by an electronic control unit. The pressure accumulator can be connected to a hydraulic positioning cylinder via at least one hydraulic path, wherein a control valve that can be controlled by the control unit is arranged upstream thereof, with which a hydraulic pressure at the hydraulic positioning cylinder can be adjusted, and which control valve can be moved between two through-flow positions in order to move a piston in opposing piston strokes via opposing piston travel paths as well as piston speeds in the hydraulic positioning cylinder.

Abstract: A driving force distribution device includes a first output rotational member and a second output rotational member, an input rotational member, a first multiple disc clutch, a second multiple disc clutch, a pressure receiving member, a first pressing mechanism and a second pressing mechanism. The pressure receiving member includes an annular base portion and a plurality of projecting pieces, the projecting pieces include a plurality of first projecting pieces and a plurality of second projecting pieces. The first projecting pieces each have a first pressure receiving surface, the second projecting pieces each have a second pressure receiving surface.

Abstract: An exemplary embodiment of the present invention provides a dual clutch device provided in a housing coupled, at one side, to a transmission and coupled, at the other side thereof, to an engine, the dual clutch device including a motor including a stator and a rotor received in a cover, dual clutches provided close to the transmission based on the motor and connected to the rotor, an engine clutch provided close to the engine based on the motor and connected to the rotor, and a damper provided in the housing and connected to the engine clutch through a damper spline.

Abstract: The purpose of the invention to provide a method for determining a lifting angle of a charge inside a grinding mill at a specific point in time and a method for positioning a grinding mill which is more accurate. Method for determining a lifting angle of a charge inside a mill body of a grinding mill being rotatable through a drive train, the method comprises the following steps of rotating the mill body; determining a reference lifting angle and a corresponding reference driving torque of the drive train at a reference point in time; calculating a fill factor for the reference point in time based on the reference lifting angle and the reference driving torque; determining a driving torque of the drive train; and calculating the lifting angle based on the driving torque and the fill factor.

Abstract: The invention relates to a shifting device for the selection of rotationally fixed non-rotational couplings of a plurality of coaxial shafts of a motor-vehicle transmission, comprising a displacement sleeve, which can be axially displaced in relation to a housing and which has internal teeth having two axial toothed sections spaced apart from each other by an axial gap, and which coaxially surrounds a plurality of toothed elements that are arranged axially adjacent to each other and that are each non-rotationally connected to one of the shafts and that each have external teeth corresponding to the internal teeth of the displacement sleeve, wherein the displacement sleeve has a first sleeve part and a second sleeve part that are connected to each other in a manner that is axially fixed and rotationally decoupled, wherein the first sleeve part is a carrier of the first axial toothed section and the second sleeve part is a carrier of the second axial toothed section.

Abstract: A clutch control device and a clutch control method are capable of preventing progress of wear and damage of a pneumatic clutch actuator. The clutch control device that controls the operation of a pneumatic clutch actuator to disconnect a clutch is characterized by setting a stroke amount of a piston corresponding to a disconnection position of the clutch as a final target stroke amount, setting other stroke amounts different from the final target stroke amount as intermediate target stroke amounts, and controlling the operation of the piston in a stepwise manner such that an actual stroke amount of the piston is matched with the intermediate target stroke amounts and is thereafter matched with the final target stroke amount, thereby disconnecting the clutch.

Abstract: A method for operating a vehicle drivetrain (1) includes decoupling, in the presence of a demand for realizing a sailing operating state of the vehicle drivetrain (1) during which a drive machine (2) is active and the power flow between the drive machine (2) and a drive output (3) is disconnected in a gearbox (4), the active drive machine (2) from the drive output (3) by opening of one of a plurality of shift elements (A to F) that is held in a closed operating state in order to realize the operating state present before the demand for decoupling of the active drive machine (2). The method also includes then actuating the plurality of shift elements (A to F) in a manner dependent on the present operating state profile of the vehicle drivetrain (1) and with the active drive machine (2) decoupled from the drive output (3).

Abstract: A gear box for a working machine is arranged to be positioned in a first set of speed-changing gears and a second set of speed-changing gears. The gear box includes a gear box housing, an input shaft configured to receive torque, and an output shaft for supplying torque out, from the gear box, wherein the output shaft is connected to a planetary gear set of the gear box, a friction disc clutch arrangement which is arranged between a ring gear of the planetary gear set and the gear box housing for enabling connection of the ring gear to the gear box housing, and a control unit configured to controllably alternate the friction disc clutch arrangement between: an engaged state and an at least partially engaged state when the gear box is positioned in the first set of speed-changing gears, and between a disengaged state and an at least partially engaged state when the gear box is positioned in the second set of speed-changing gears. A corresponding method for controlling a gear box is also provided.

Abstract: A control system for a transmission includes first and second engagement devices and a controller. The first engagement device brings first dog teeth of a first member into engagement with second dog teeth of a second member to enable torque transmission therebetween. The second engagement device connects a third member and a fourth member while changing a torque transmitting capacity therebetween. The transmission establishes a predetermined gear stage by bringing into engagement the first engagement device and the second engagement device. The controller is configured to bring the first engagement device into engagement while reducing a torque transmitting capacity of the second engagement device and then to increase the torque transmitting capacity of the second engagement device, when shifting a gear stage from another gear stage established by bringing the first engagement device into disengagement while bringing the second engagement device into engagement to said predetermined gear stage.

Abstract: A normal oil passage that supplies hydraulic pressure to a friction engagement element through a hydraulic control valve, and a bypass oil passage that supplies hydraulic pressure to the friction engagement element while bypassing the hydraulic control valve, are provided. By switching an operative position of a manual valve, a hydraulic pressure supply route to the friction engagement element is switched between the normal oil passage and the bypass oil passage. By switching to the bypass oil passage, the hydraulic pressure supplied to the friction engagement element is not affected by operation of the hydraulic control valve, and a cleaning control may be performed to cause the hydraulic control valve to perform a cleaning operation. Accordingly, even if an operation amount of the cleaning control for the hydraulic control valve is increased, malfunctions by the friction engagement element will not occur.

Abstract: A piston system comprises a housing (3) comprising a first recess (6) and a second recess (7). A first piston (1) comprises a first portion embedded in the first recess (6). A second piston (2) comprises a second portion embedded in the second recess (7). An actuator (10) has a first side (20) and a second side (21). The first piston (1) selectively presses against the first side (20) of the actuator, and the second piston (2) selectively presses against the second side (21) of the actuator. The actuator may be a synchronizer of a clutch assembly.

Abstract: A double clutch mounting assembly for a motor vehicle drive train is provided. The double clutch mounting assembly includes a double clutch; a damper configured for connecting the double clutch to an engine crankshaft; and a clutch actuator for actuating the double clutch fixed to the double clutch. One of the double clutch and the damper includes a pilot configured for insertion into an engine crankshaft to center the double clutch, damper and clutch actuator with respect to the engine crankshaft. A method of forming a double clutch mounting assembly is also provided. The method includes forming a subassembly by axially fixing a dual mass flywheel and a double clutch together and axially fixing a concentric slave cylinder to the double clutch.

Abstract: A hollow-type planet speed reducer includes a body. The body includes at least one driving gear driven by a power input source. The driving gear is connected to a transmission gear, and the transmission gear is connected to a first gear. Based on this, the output rotation speed can be reduced by the incorporation of the driving gear, the transmission gear and the first gear. Besides, a tubular member passes though the body and has an accommodating space to receive wires of the hollow-type planet speed reducer.

Abstract: A method and an apparatus for controlling a wet clutch are provided. The clutch comprises a pump, a piston, and a fluid conduit. The pump provides a housing with a hydraulic fluid. The piston is movably disposed in the housing and is movable into an extended position by a preloaded spring and into a retracted position by applying an engagement pressure on the piston by the hydraulic fluid. In the retracted position torque is transmittable through the clutch. The fluid conduit connects the pump and the housing. The method comprises the steps of prefilling the clutch by applying a prefill pressure on the piston, prefilling the fluid conduit line and the housing with the hydraulic fluid. The prefill pressure is lower than the engagement pressure required to move the piston into the retracted position.

Abstract: A dual clutch transmission, in particular of a motor vehicle, includes a hydraulic circuit for cooling the dual clutch transmission, wherein the hydraulic circuit includes at least one pump for conveying a hydraulic medium flow, at least one cooler for cooling the hydraulic medium flow, and a volume control valve for adjusting the hydraulic medium flow for at least one cooling system associated with clutches of the dual clutch transmission. The volume control valve is designed to convey the hydraulic medium flow in a first switching state to a first cooling system associated with a first of the clutches, and in at least one second switching state to a second cooling system associated with a second of the clutches.

Abstract: When a vehicle is to be started solely by a motor immediately after an engine is started or the shift position has been changed from N range to D range, a delay time for delaying pre-charge of first and second clutches is set in accordance with operating oil temperature. The pre-charge is executed after a lapse of the delay time.

Abstract: A hydraulic control system of an automatic transmission includes a clutch compensator feed circuit that is in communication with clutch apply circuit exhaust fluid. The clutch compensator feed circuit receives exhaust fluid from one or more apply clutches, or other torque transmitting device(s), and feeds the exhaust fluid to the balance side of the clutch or other torque transmitting device. The clutch compensator feed circuit may be open to atmospheric pressure, such that the clutch compensator feed circuit is not pressurized with respect to atmospheric pressure.

Abstract: A vehicle transmission includes a plurality of oncoming clutches that are hydraulically-actuated. A controller is operatively connected to the plurality of oncoming clutches. An algorithm stored on and executable by the controller causes the controller to determine if at least one predefined coast condition is met and identify the plurality of oncoming clutches configured to be engageable during a downshift event from an initial gear ratio to respective other gear ratios. The initial gear ratio is greater than each of the respective other gear ratios. The algorithm causes the controller to generate a first pressure command to at least partially pressurize a first one of the oncoming clutches to a first staging pressure (PS1) if the at least one predefined coast condition is met prior to the downshift event. The first staging pressure (PS1) is defined as a first return spring pressure (PR1) minus a first variable correction factor (CF1).

Abstract: A vehicle includes an engine, a transmission, and a controller which executes a method. The transmission includes a clutch having an actuator which applies the clutch using position-based control logic. The transmission also includes a fluid pump and a variable-force or other solenoid valve positioned downstream of the pump and upstream of the clutch. The valve outputs a flow rate (Q) for a corresponding solenoid control current (I). The controller adapts a calibrated Q vs. I characteristic table of the valve for different transmission temperatures by applying closed-loop position control signals to the actuator at the different transmission temperatures and recording a null point(s) describing the corresponding solenoid control current (I) at a zero flow rate condition. The controller calculates an offset value for solenoid control current (I) using the recorded null point(s), applies the offset value to the characteristic table, and controls the clutch using the adapted characteristic table.

Abstract: A method for controlling the pressure of hydraulic fluid supplied within a transmission of a work vehicle. The method may generally include receiving a signal associated with a load condition of the work vehicle, determining a desired pressure for the hydraulic fluid supplied within the transmission based on the load condition and controlling a valve such that hydraulic fluid is supplied within the transmission at the desired pressure, wherein the transmission includes an input shaft, a counter shaft and at least two driven shafts extending parallel to the input and counter shafts.

Abstract: A hydraulic actuating device for actuation of clutches in a multi-clutch transmission for motor vehicles is disclosed, comprising a multi-circuit pump having an electric pump drive, at least two pressure circuits hydraulically connected with the pump, and a reservoir for hydraulic fluid, from which the fluid can be conveyed by the pump to the pressure circuits. In this regard, each pressure circuit starting from the pump comprises a non-return valve blocking in the direction of the pump, an electromagnetically actuable proportional throttle valve, by way of which the respective pressure circuit can be the subject of defined hydraulic relief in direction towards the reservoir, and at the outlet side a slave cylinder operatively connected with an associated clutch. The pump drive and the proportional throttle valves are electrically connected with a control unit, which co-ordinates the electrical activation of the pump drive and the proportional throttle valves.

Abstract: A hydraulic arrangement for the activation of two actuators, with a hydraulic pressure supply unit which is assigned jointly to the two actuators. The pressure supply unit is designed to be reversible in its direction of action, so that, depending on the direction of action, in each case only one of the actuators is driven.

Abstract: The present invention relates to a clutch actuation mechanism having a valve, a plurality of couplings in fluid communication with the valve, wherein one of the plurality of couplings is operable to distribute power between a primary set of wheels and a secondary set of wheels, and another of the plurality of couplings is operable to distribute power between each of the secondary set of wheels. The present invention also includes a drive shaft driven by a source of power, which is also connected to the secondary set of wheels, and a pressure supply device in fluid communication with the valve, wherein the valve directs fluid to the plurality of couplings, and when the valve directs fluid to the one of the plurality of couplings operable to distribute power between the primary set and secondary set of wheels, the drive shaft will transfer power to the secondary set of wheels.

Abstract: According to an embodiment, a valve assembly is provided for use with a fluid system for controlling flow rate to a fluid circuit for cooling and/or lubricating a clutch assembly in a transmission. The spool valve has a first outlet and a second outlet in fluid communication with the fluid circuit. The spool valve has a first configuration with zero flow to the fluid circuit, a second configuration providing a first flow to the fluid circuit through the first outlet, and a third configuration providing a second flow to the fluid circuit through the first and second outlets. The first outlet has a metering orifice. The flow across the valve is a function of the stroke distance of the spool.

Abstract: A hydraulic system for a vehicle clutch assembly can include an on-demand variable displacement pump and a purge valve for regulating hydraulic pressure supplied to the clutch(es). The hydraulic pressure at the pump can have multiple displacement settings to compensate for variable changes in clutch pressure requirements. The purge valve can be configured to purge hydraulic pressure from the hydraulic system so that an optimum, controllable, and/or pre-determined operating pressure can be supplied to the clutch(es). The system can be configured to provide accurate control of clutch(es) when a drivetrain is being automatically controlled to switch between a low gear ratio and a high gear ratio.

Abstract: A dual clutch transmission, in particular of a motor vehicle, includes a hydraulic circuit for cooling the dual clutch transmission, wherein the hydraulic circuit includes at least one pump for conveying a hydraulic medium flow, at least one cooler for cooling the hydraulic medium flow, and a volume control valve for adjusting the hydraulic medium flow for at least one cooling system associated with clutches of the dual clutch transmission. The volume control valve is designed to convey the hydraulic medium flow in a first switching state to a first cooling system associated with a first of the clutches, and in at least one second switching state to a second cooling system associated with a second of the clutches.

Abstract: A dry dual clutch transmission includes at least one hydraulic component and a pilot valve operably connected to the hydraulic component to actuate the hydraulic component. The pilot valve includes a Micro-Electro-Mechanical Systems (MEMS) based pressure differential actuator valve. The hydraulic component may include but is not limited to a first clutch and a second clutch of the dry dual clutch transmission, an on/off solenoid, a line pressure control valve or a synchronizing shift fork.

Abstract: A hydraulic control system for a dual clutch transmission includes a plurality of pressure and flow control devices and logic valve assemblies in fluid communication with a plurality of clutch actuators and with a plurality of synchronizer actuators. The clutch actuators are operable to actuate a plurality of torque transmitting devices and the synchronizer actuators are operable to actuate a plurality of synchronizer assemblies. Selective activation of combinations of the pressure control solenoids and the flow control solenoids allows for a pressurized fluid to activate at least one of the clutch actuators and synchronizer actuators in order to shift the transmission into a desired gear ratio.

Abstract: An assembly including an input including first, second, third and fourth passages, a shaft surrounding the input, a housing including a hub surrounding the shaft, a first path connecting the first passage to a first servo cylinder, a second path connecting the second passage to a second servo cylinder, a third path connecting the third passage to balance volumes, and a fourth path connecting the fourth passage to a third servo cylinder, bypassing the hub.

Abstract: An actuator arrangement for a motor vehicle drivetrain, in particular for a dual-clutch arrangement. A first fluid cylinder is connected via a first fluid connection to a fluid supply device. A second fluid cylinder is connected via a second fluid connection to the fluid supply device. A pressure measuring arrangement has a single pressure sensor which is connected by means of a connecting arrangement to the first fluid connection and to the second fluid connection.

Abstract: The invention relates to a method for controlling a dual clutch and a dual clutch housing two friction clutches which are each actuated independently of one another by means of a hydrostatic actuator. The hydrostatic actuator actuates the clutch as a function of a control signal of a control unit by means of a pressure which is applied to the actuation element and corresponds to a position of an actuation element of the friction clutch along an activation path. In order to sense a change in the position of the actuation element on one friction clutch which is brought about by the pressure on the actuation element of the other friction clutch, it is proposed to determine a correction variation for the purpose of compensating the changed position by means of a variable which represents the pressure of the disruptive hydrostatic actuator.

Abstract: A hydraulic control system and method for controlling a dual clutch transmission includes a plurality of pressure and flow control devices and logic valve assemblies in fluid communication with a plurality of clutch actuators and with a plurality of synchronizer actuators. The clutch actuators are operable to actuate a plurality of torque transmitting devices and the synchronizer actuators are operable to actuate a plurality of synchronizer assemblies. Selective activation of combinations of the pressure control solenoids and the flow control solenoids allows for a pressurized fluid to activate at least one of the clutch actuators and synchronizer actuators in order to shift the transmission into a desired gear ratio.

Abstract: An actuating assembly for connecting a driving axle in the driveline of a motor vehicle is disclosed. The actuating assembly comprises a pump for generating a hydraulic pressure; a pressure accumulator which can be filled by the pump with a hydraulic fluid for generating a pre-pressure; a first hydraulic actuating unit for actuating a first coupling; a second hydraulic actuating unit for actuating a second coupling; wherein at least one of the two first or second hydraulic actuating units can be loaded by the pressure accumulator with hydraulic pressure and, after the pressure accumulator has been at least partially emptied, can be additionally loaded by the pump, wherein the associated first or second coupling can be actuated in the closing sense. Furthermore, a drive assembly having an inventive actuating assembly is also disclosed.

Abstract: An auxiliary pump system for a hybrid powertrain includes a hydraulic accumulator, a hydraulic transformer, a plurality of control devices, a sump, and a plurality of fluid flow paths. The accumulator is charged by a high flow, high pressure hydraulic fluid by opening a first of the control devices and closing a second of the control devices. The accumulator is discharged by closing the first of the control devices and opening the second of the control devices. A high pressure, low flow hydraulic fluid is communicated from the accumulator to the hydraulic transformer. The hydraulic transformer converts the high pressure, low flow hydraulic fluid into a high flow, low pressure hydraulic fluid that is employed by systems within the hybrid powertrain.

Abstract: A hydraulic control system for a dual clutch transmission includes a plurality of pressure and flow control devices and logic valve assemblies in fluid communication with a plurality of clutch actuators and with a plurality of synchronizer actuators. The clutch actuators are operable to actuate a plurality of torque transmitting devices and the synchronizer actuators are operable to actuate a plurality of synchronizer assemblies. Selective activation of combinations of the pressure control solenoids and the flow control solenoids allows for a pressurized fluid to activate at least one of the clutch actuators and synchronizer actuators in order to shift the transmission into a desired gear ratio.

Abstract: A clutch assembly includes first, second and third clutches, a housing including a first projection to which the first clutch selectively produces a connection, a second projection to which the second and third clutches selectively produce connections, clutch-apply circuits each circuit corresponding to one of the clutches, and a balance volume circuit for supplying fluid to each of the clutches, and a shaft rotatably supporting the housing.

Abstract: A system for supplying fluid to transmission control elements includes a body producing clutch-apply pressures and a lube source, clutches, each clutch including a servo and a balance volume, a shaft including passages, a support including paths communicating each of the clutch-apply pressures and the lube source to a respective passage, and a clutch hub communicating clutch-apply pressure from each of the passages to a respective servo, and communicating the lube source to the balance volumes.

Abstract: A system for providing pressurized hydraulic fluid in a transmission of a motor vehicle includes a pump for providing pressurized hydraulic fluid having an inlet port and an outlet port. A bypass valve includes an inlet port in communication with the outlet port of the pump, a first outlet port in communication with the inlet port of the pump, and a second outlet port. The inlet port of the bypass valve is in communication with the second outlet port of the bypass valve when the bypass valve is in a first position and the inlet port of the bypass valve is in communication with the first outlet port of the bypass valve when the bypass valve is in a second position. A control device and accumulator are operatively associated with the bypass valve.

Abstract: A clutch arrangement for a drivetrain of a motor vehicle. The clutch arrangement has a first clutch, a second clutch, and a hydraulic actuator arrangement. The actuator arrangement has a first hydraulic cylinder for actuating the first clutch and a second hydraulic cylinder for actuating the second clutch. The actuator arrangement has an actuator pump which is driven by means of an electric motor and which can be operated in two directions of rotation. The actuator pump has a first port, which is connected to the first hydraulic cylinder, and a second port, which is connected to the second hydraulic cylinder. The actuator arrangement actuates the first or the second clutch depending on the direction of rotation of the actuator pump.

Abstract: A pressure medium supply device of a hydraulically actuated shifting element (K1, K2) comprises at least one pressure medium supply duct (1, 2) in communication with a pump (4) and a line (3) for pre-filling of the shifting element. An additional pressure-retaining valve (9, 9?) or a check diaphragm is integrated in the pressure medium supply duct (1, 2), between the shifting element and the shifting element valve (6, 7), and can be closed in the draining direction of the pressure medium supply duct (1, 2). The pressure-retaining valve (9, 9?) is designed such that the shifting element can be drained and the pressure medium supply device can be vented.

Abstract: A power transmitting apparatus can include a gear-stage clutch comprising alternately arranged driving clutch discs and driven clutch discs; hydraulic chambers for actuating a hydraulic piston; and hydraulic oil supplying ports communicating with oil passages opening on the side surface of the input shaft for supplying the hydraulic chambers with hydraulic oil from the oil passages to actuate the hydraulic piston. Power can be transmitted at a predetermined gear ratio by engaging clutch discs of the gear-stage clutch by selectively supplying the hydraulic chambers with hydraulic oil. An annular sealing member can be fitted in a recessed portion formed around each opening of the hydraulic oil supplying port on the outer circumference of the input shaft. The recessed portion can have a flattened bottom surface on which the sealing member is seated so that it is contacted with the flattened bottom surface of the recessed portion.

Abstract: A method to control a hydraulically actuated clutch in a transmission of a vehicle includes monitoring a pressure in a hydraulic circuit providing pressurized fluid to the hydraulically actuated clutch with micro-electromechanical pressure sensor, providing a closed-loop feedback control command for a hydraulic control device providing the pressurized fluid to the hydraulic circuit based upon the monitoring pressure, and controlling the control device based upon the closed-loop feedback control command.

Abstract: A fastening portion is formed from a rivet hole of a first side wall portion of a clutch drum, a rivet hole of a second side wall portion of a clutch drum, and a rivet that is inserted into the rivet hole and the rivet hole to hold together the first side wall portion and the second side wall portion. The fastening portion is provided between a first engagement side oil chamber enclosed by the clutch drum and a clutch piston, and a second engagement side oil chamber enclosed by the clutch drum and a clutch piston.

Abstract: A transmission device (1) including at least one shift element (3, 4) that can be actuated via an actuator (6) having at least one electrical component (5). The electrical component (5) is connected to a transmission shaft (7), rotates during operation at the rotational speed of the transmission shaft (7), and is operatively connected to further components of the transmission device (1), via an electrical transmitting device (8). Electrical energy can be exchanged, at the least, inductively via the transmitting device (8) between the components of the transmission device (1) and the at least one electrical component (5) connected to the transmission shaft (7). Hydraulic actuating pressure can be generated, via the electrical component (5), for actuating the shift element (3, 4).

Abstract: A transmission assembly may include a first clutch and a second clutch. The second clutch may include a clutch pack, a pressure chamber, a first piston, and a second piston. The first piston may be configured to push against the clutch pack when pressurized fluid is directed into the pressure chamber. The second piston may be configured to push against the first piston when pressurized fluid is directed into the pressure chamber at a time when the first clutch is unactuated and inhibited from pushing against the first piston at a time when the first clutch is actuated.

Abstract: A hydraulic control system for a dual clutch transmission includes a plurality of pressure and flow control devices in fluid communication with a plurality of clutch actuators and with a plurality of synchronizer actuators. The clutch actuators are operable to actuate a plurality of torque transmitting devices and the synchronizer actuators are operable to actuate a plurality of synchronizer assemblies. Selective activation of combinations of the pressure control solenoids and the flow control solenoids allows for a pressurized fluid to activate at least one of the clutch actuators and synchronizer actuators in order to shift the transmission into a desired gear ratio.

Abstract: A hydraulic control system for a dual clutch transmission includes a plurality of pressure and flow control devices and logic valve assemblies in fluid communication with a plurality of clutch actuators and with a plurality of synchronizer actuators. The clutch actuators are operable to actuate a plurality of torque transmitting devices and the synchronizer actuators are operable to actuate a plurality of synchronizer assemblies. Selective activation of combinations of the pressure control solenoids and the flow control solenoids allows for a pressurized fluid to activate at least one of the clutch actuators and synchronizer actuators in order to shift the transmission into a desired gear ratio.