Abstract: There is disclosed a continuously variable ratio transmission assembly (“variator”) comprising a roller which transmits drive between a pair of races, the roller being movable in accordance with changes in variator ratio, a hydraulic actuator which applies a biasing force to the roller, at least one valve connected to the actuator through a hydraulic line to control pressure applied to the actuator and so to control the biasing force, and an electronic control which determines the required biasing force and sets the valve accordingly, wherein the valve setting is additionally dependent upon a rate of flow in the hydraulic line.

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

Abstract: A stator torque transmitting assembly for a vehicle including a stator shaft connected to a stator in a torque converter for the vehicle and arranged to transmit torque from the stator during a torque conversion mode for the torque converter. In some aspects, the assembly includes a first planetary gear set with a first sun gear, a first planetary carrier, and a first ring gear. The first sun gear is rotationally connected to the stator shaft and the first carrier is grounded. A first transmission input shaft is rotationally connected to the first ring gear and to a second carrier in a second planetary gear set in a transmission in the vehicle. A second transmission input shaft, rotationally connected to a turbine in the torque converter, is rotationally connected to a second ring gear in the second planetary gear set.

Abstract: The invention relates to a hydrodynamic-mechanical multi-speed compound transmission comprising a transmission input shaft (E) and an output. Said transmission contains a hydrodynamic transmission part (2) having a hydrodynamic speed/torque converter (3), and contains a mechanical transmission part (4) connected downstream from said hydrodynamic transmission part (2) in a spatial manner relative to the transmission input shaft (E). The inventive transmission also comprises at least one speed/torque converter device (5).

Abstract: A hydrodynamic clutch device is constructed with a clutch housing which is in a working connection with at least one drive. The hydrodynamic, clutch device has a hydrodynamic circuit formed at least by an impeller wheel and turbine wheel. The speed of the impeller wheel is adjustable corresponding to the speed of the housing, and the drive is connected with the impeller wheel via a transmission for carrying out a change in the speed.

Abstract: An automatic transmission using a torque converter as a starting apparatus comprises a stator hub, an one-way clutch both of which are offset on the pump impeller side respectively, a brake cylinder case provided in an inner diameter portion of the torque converter, a brake piston provided in the brake cylinder case, a part or the whole of a reverse brake and a part of or the whole of a planetary gear which are accommodated in the inner diameter portion of the torque converter, thereby the axial length of the automatic transmission can be reduced.

Abstract: For an electro-hydraulically actuable continuously variable belt transmission, the selected contact pressure at the movable conical pulley discs must be of such a magnitude that the chain, the force transmitting belt or the like does not slip. On the other hand, the contact pressure should not be too great for a high efficiency of the transmission to be achieved at every operating point. The invention reliably prevents slippage of the belt (chain, force transmitting belt or the like) by controlling the belt slip. The mean contact pressure is thereby reduced. As a result, there is a decrease in the mechanical and hydraulic losses at the transmission. A variant of the invention includes an embodiment of a rotational-speed sensor which makes it simultaneously possible to measure the axial position of the pulley disc(s). As a result, there is a reduction in the additional complexity required for slip control compared to the belt-tension control.

Abstract: An automatic transmission apparatus has a transmission 3 having first and second input shafts 31 and 32 as well as a clutch or a brake, and also has a torque converter 2 having a main unit 10, a planetary gear train 11, lock-up clutch device 12 and a one-way clutch 35. The planetary gear train 11 has a ring gear r1 coupled to a turbine 16, planetary gears p1 meshing with the ring gear r1, a carrier 20 coupled to the first input shaft 31 of the transmission 3 and carrying the planetary gears p1, and a sun gear s1 coupled to a stator 17 and meshing with the planetary gears p1. The one-way clutch 35 transmits a power to the second input shaft 32 of the transmission 3 only when the stator 17 rotates reversely to the impeller 15 and turbine 16.

Abstract: A power train of an automatic transmission for a vehicle, which automatically and successively accomplishes a change of speed in a low speed range where driving time is short and a shift impact is severe, directly connects a transmission in high speed range where a high mechanical efficiency of power transmission is required, thereby reducing the shift impact, improving a specific fuel consumption, minimizing the number of one-way clutches for the shift impact and being simply designed.

Abstract: A hydraulic control apparatus for a continuously variable transmission includes an inhibit valve that blocks the supply of hydraulic pressure to a reverse-drive brake during forward movement, and an inhibit solenoid valve that relieves the hydraulic pressure in a fluid passage acting on a spool of the inhibit valve so as to move the spool to the closed side and also relieves the hydraulic pressure in another fluid passage acting on a high-pressure regulator valve to urge the same to the low-pressure side, thereby increasing the high fluid pressure. This arrangement is able to improve the transient response of the control apparatus without providing additional pressure control valves as done in the conventional apparatus. The control apparatus can be manufactured with reduced number of components and at a relatively low cost.

Abstract: Disclosed is a power train of an automatic transmission for a vehicle, which includes a device for making a continuous shifting operation in the low speed region, directly connecting the power train with the output shaft of the engine so as to reduce the shifting shock impulses, and reducing the number of the one-way clutches so as to simplify the whole structure.

Abstract: A power train of an automatic transmission for a vehicle includes a fluid torque converter receiving power from the engine and a first brake for locking a second ring gear of a first speed changing part so that the output of a second sun gear receiving power from a turbine of the torque converter becomes the first forward speed. A second clutch is provided for transmitting power of a stator in the torque converter to a transfer drive gear in addition to the first speed level so that the speed is automatically and continuously changed form the time that power of the torque converter is reduced since the power of the torque converter is transmitted to the stator. A first clutch is provided for performing the fixing mode of the second speed level such that the output power of the first speed changing part is the same as the input power of the engine, because the output of the engine is directly transmitted to the first ring gear of the first speed changing part through the first clutch.

Abstract: A motor vehicle torque transmission apparatus incorporating a multi-stage torque converter, a main reduction gear and a stepless speed-change transmission. The multi-stage torque converter comprises separate stators. The main reduction gear is connectable to an output section of the multi-stage torque converter. Connected to one of the stators and to the main reduction gear is a stepless speed-change transmission therebetween, such that output torque of the stator is added to output torque of the main reduction gear.

Abstract: A fluid coupling transmission is adapted for interposition between the engine and the propulsion unit of a marine drive. The fluid coupling transmission provides variable speed operation in both forward and reverse. A fluid pump is drivingly connected to the engine crankshaft, and is adapted to drive a forward turbine and a reverse turbine. The reverse turbine is disposed between the fluid pump and the forward turbine, and includes a series of variable position vanes for providing variable power output from the transmission. A one way clutch is positioned between the forward turbine and an output shaft of the transmission, and a planetary gearset is disposed between the reverse turbine and the output shaft. A carrier member extends concentrically relative to the output shaft along a portion of its length, and the planet gears of the planetary gearset are pivotably mounted to the carrier member.