Abstract: Presented are torque converters (TC) with planetary-type vibration dampers, methods for making/using such TC assemblies, and vehicles equipped with such TC assemblies. A TC assembly includes a TC housing drivingly connected to a prime mover to receive torque therefrom, and a TC output member drivingly connected to a transmission to transfer torque thereto. Rotatably mounted within an internal fluid chamber of the TC housing are juxtaposed turbine and impeller blades. The impeller blades are rotatably mounted to the housing. A TC clutch is operable to lock the TC housing to the TC output member. A torsional vibration damper, which is disposed within the internal fluid chamber, includes a sun gear attached to the TC output member for unitary rotation, a ring gear attached to the TC clutch for unitary rotation, and a planet carrier intermeshed with the ring and sun gears and attached to the turbine blades for unitary rotation.

Abstract: A torque converter disposed between a prime mover and an output shaft is disclosed. The torque converter includes a cover, an impeller, a turbine, and a first clutch. The impeller is unitarily rotated with the cover. The turbine is disposed opposite to the impeller. The first clutch is configured to allow and block transmitting power outputted from the prime mover to the cover.

Abstract: A torque converter includes an impeller and a cover rotationally fixed to the impeller. The cover has opposing inner and outer surfaces and a through hole extending from the inner surface to the outer surface. A stud is attached to the cover. The stud has a head and a shank extending from the head. The head defines an annular projection circumscribing the shank and raised from the head. The stud is disposed on the cover with the shank extending through the hole to project from the outer surface and with the head being connected to the cover by coalescence between the annular projection and the inner surface creating a hermetic seal around the hole.

Abstract: Presented are torque converters (TC) with planetary-type vibration dampers, methods for making/using such TC assemblies, and vehicles equipped with such TC assemblies. A TC assembly includes a TC housing drivingly connected to a prime mover to receive torque therefrom, and a TC output member drivingly connected to a transmission to transfer torque thereto. Rotatably mounted within an internal fluid chamber of the TC housing are juxtaposed turbine and impeller blades. The impeller blades are rotatably mounted to the housing. A TC clutch is operable to lock the TC housing to the TC output member. A torsional vibration damper, which is disposed within the internal fluid chamber, includes a sun gear attached to the TC output member for unitary rotation, a ring gear attached to the TC clutch for unitary rotation, and a planet carrier intermeshed with the ring and sun gears and attached to the turbine blades for unitary rotation.

Abstract: Six through holes are formed in pinion gear supporting portions of two input plate members working as a carrier that supports pinion gears of a rotary inertia mass damper. The two input plate members are opposed to each other in such a manner that the through holes are aligned with each other. The through holes support the pinion gear. The input plate members are coupled with each other by means of rivets passing through the through holes located on both sides of the through holes. This configuration ensures strength (rigidity) of the carrier, suppresses deformation of a planetary gear, and improves meshing accuracy of gears.

Abstract: A torsional vibration damper that can be arranged in a fluid coupling to downsize a powertrain is provided. The torsional vibration damper has a mass body held in a rotary member in such a manner to be oscillated by torque pulse of the rotary member. The rotary member is arranged in an internal space of a fluid coupling in which a pump impeller, a turbine runner and a predetermined stationary member are held in a casing. A planetary unit that performs a differential action among three rotary elements is arranged in the casing. In the planetary unit, a first rotary element is connected to the stationary member, a second rotary element is connected to the rotary member, and a third rotary element is connected to the turbine runner.

Abstract: A torsional vibration damper in which noise and vibrations in a planetary gear unit are suppressed is provided. In a planetary gear unit, as an inertial element is oscillated to establish an inertial torque by a relative rotation between a sun gear and a ring gear. Pinion gears are interposed between the sun gear and the ring gear at predetermined intervals, and gear dimensions of one of the pinion gears and gear dimensions of another one of the pinion gears are different from each other.

Abstract: A method for improving operation of a vehicle that includes an engine, a transmission, and a torque converter clutch is disclosed. In one example, the method assesses whether or not driver braking is expected and adjusts driveline braking accordingly. The method freewheels the driveline to extend vehicle coasting when driver braking is not expected and the method increases or decreases driveline braking based on a closing distance between the vehicle and an object in the vehicle's path.

Abstract: A hydrokinetic torque converter comprises a casing, an impeller wheel, a turbine wheel coaxially aligned with the impeller wheel, a stator situated between the impeller and turbine wheels, a one-way turbine clutch permitting rotational movement of the turbine wheel in one circumferential direction only, and a torsional vibration damper. The one-way turbine clutch includes an outer ring non-rotatably coupled to the turbine wheel, an inner ring and engagement components positioned between the outer and the inner rings. The torsional vibration damper comprises an input member, circumferentially acting elastic members, and an output member elastically coupled to the input member through the elastic members. The output member of the torsional vibration damper is non-rotatably coupled to the outer ring of the one-way turbine clutch. The turbine wheel is non-rotatably coupled to one of the outer ring of the one-way turbine clutch and the output member of the torsional vibration damper.

Abstract: A hydrokinetic torque coupling device for coupling together a driving shaft and a driven shaft. The torque coupling device includes a casing rotatable about a rotational axis and having a casing cover shell and an impeller shell, an impeller coaxial aligned with the rotational axis, a turbine-piston coaxially aligned with and drivable by the impeller and including a turbine-piston shell, a stator situated between the impeller and the turbine-piston, a torsional vibration damper configured to operatively connect the turbine-piston shell to an output hub having radially outer gear teeth, a rotatable damper hub drivenly connected to the torsional vibration damper and having radially inner gear teeth, a carrier configured to connect to a stationary stator shaft, and a planet gear rotatably supported by the carrier and meshing with the radially inner gear teeth of the damper hub and the radially outer gear teeth of the output hub.

Abstract: A transmission includes a torque converter including a pump and a turbine, and an input hub. A pump lock-up clutch selectively connects the pump and the input hub for directly communicating torque therebetween when the lock-up clutch is engaged. A first pump damper interconnects the pump lock-up clutch and the input hub for damping torsional vibration between the pump and the input hub when the pump-lock up clutch is engaged. A turbine damper interconnects the turbine and either the pump or the input hub. The turbine damper is operable to dampen torsional vibration between the turbine and ether the pump or the input hub when the pump lock-up clutch is engaged. A turbine lock-up clutch selectively connects the turbine and either the input hub or the pump for directly communicating torque between the turbine and the one of either the input hub or the pump.

Abstract: A torque converter and torque divider assembly may receive torque from a power source and input the torque to a torque converter including an impeller, a turbine, and a stator, and a torque divider including a planetary gear system. The torque divider may also receive torque output from the turbine of the torque converter, and may output torque to a device such as a transmission. The torque converter and torque divider assembly may further include a stator clutch that is controlled to selectively lock the stator in place, and a lock-up clutch controlled to selectively lock rotating components of the torque converter and torque divider assembly, such as the impeller and the turbine of the torque converter.

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 torque split type automatic transmission which transmits torque output from an engine through two paths, adds the torque passing through and increased in each path, and outputs a final torque, may be provided wherein the torque of the engine is dividedly transmitted to first and second power delivery paths, a launching device for converting the torque and a transmission device for achieving multiple-shift are disposed on the first power delivery path in series, and a torque combining device is disposed on the second power delivery path, and wherein the first power delivery path is connected to the torque combining device such that output torque of the first power delivery path is added to output torque of the second output path to output the final torque.

Abstract: A torque split type automatic transmission which transmits the torque output from an engine through two paths, adds the torque passing through and increased in each path, and outputs a final torque is provided, wherein the torque of the engine is divided into two portions by a torque split device and each portion of the torque is transmitted respectively to first and second power delivery paths, wherein the first power delivery path is directly connected to a driving wheel, and wherein the second power delivery path is provided with a launching device and a transmission device disposed in series so as to increase the torque, and output of the second power delivery path is added to the torque of the first power delivery path to output the final torque.

Abstract: A torque split type automatic transmission which transmits the torque output from an engine through two paths, adds the torque passing through and increased in each path, and outputs a final torque is provided, wherein the torque of the engine is divided into two portions and each portion of the torque is transmitted respectively through first and second power delivery paths, and wherein the first power delivery path is connected to a launching device, the second power delivery path is connected to a transmission device, and outputs of the launching device and the transmission device are met at a torque combining device such that each torque increased through each power delivery path is added and the final torque is output through the torque combining device.

Abstract: A torque split type automatic transmission which transmits torque output from an engine through two paths, adds the torque passing through and increased in each path, and outputs a final torque, may be provided wherein the torque of the engine is dividedly transmitted to first and second power delivery paths, a launching device for converting the torque and a transmission device for achieving multiple-shift are disposed on the first power delivery path in series, and a torque combining device is disposed on the second power delivery path, and wherein the first power delivery path is connected to the torque combining device such that output torque of the first power delivery path is added to output torque of the second output path to output the final torque.

Abstract: A hydrodynamic torque converter assembly includes an internal planetary gear assembly that splits torque between a torque converter and a direct path to the transmission input as well as a damper and a torque converter clutch. The torque converter assembly includes an input shaft that is driven by the engine output shaft and is coupled to both the planetary gear carrier of the planetary gear assembly and the transmission hydraulic pump. The sun gear of the planetary gear assembly is coupled to the torque converter output shaft through a spring damper. The ring gear of the planetary gear assembly is coupled to one side of the torque converter clutch and the pump of the torque converter. The other side of the torque converter clutch is coupled to both the turbine of the torque converter and the spring damper. The stator of the torque converter is grounded. An alternate embodiment replaces the torque converter with a fluid coupling.

Abstract: A torque converter and torque divider includes a prime mover input and a torque converter. The torque converter and torque divider further includes a torque divider configured to receive the prime mover input and divide the prime mover input torque into at least a planetary system input torque and a second torque. A planetary gear system is configured to receive the planetary system input torque. The torque converter and torque divider further includes a lockup clutch configured to lock rotating components of at least one of the torque converter and the torque divider and further includes a torque output.

Abstract: The present invention relates to a transmission apparatus (15) including at least one of a dividing unit (6) and a differential planetary gear unit (30), and a joint unit (20). A rotational power, which has been input to the transmission apparatus (15), is transmitted to the joint unit (20) via the dividing unit (6) or the differential planetary gear unit (30). A rotational power to be input to the joint unit (20) is smaller than the rotational power which has been input to the transmission apparatus (15), and the joint unit comprises a fluid coupling.

Abstract: The present invention relates to a transmission apparatus (15) including at least one of a dividing unit (6) and a differential planetary gear unit (30), and a joint unit (20). A rotational power, which has been input to the transmission apparatus (15), is transmitted to the joint unit (20) via the dividing unit (6) or the differential planetary gear unit (30). A rotational power to be input to the joint unit (20) is smaller than the rotational power which has been input to the transmission apparatus (15), and the joint unit comprises a fluid coupling.

Abstract: A starter unit comprising: an input and an output; a starter element, configured as a hydrodynamic component comprising a drive element that can be coupled to the input in a rotationally fixed manner and a driven element that can be coupled to the output. A free wheel mechanism is located between the driven element of the starter element and the output.

Abstract: A transmission having a starter/generator that is not mounted on the engine crankshaft is provided. The starter/generator is drivingly or directly connected to a transmission pump, and can selectively engage a torque converter and/or an internal combustion engine. The invention allows for efficient disengagement of the engine when the vehicle is stopped, and reengagement upon subsequent torque demand.

Abstract: A drive train of a motor vehicle includes a gear arrangement with at least two gear elements moveable relative to one another acts in a torque transmission path between an internal combustion engine and a transmission. The gear arrangement being connected between a drive-side flywheel mass and a gear-side flywheel mass. The gear arrangement includes at least one additional mass having a center of gravity (Sp) which is displaceable radially in relation to an axis of rotation (D) of the torque transmission path as a function of a relative position of the at least two gear elements. In the event of a change in the relative rotary angle between the flywheel masses, a moment of inertia of the torque transmission path also changes, so that there is no definite resonant point and the torque transmission path takes effect as a self-steadying system. Furthermore, the additional mass may be arranged to generate a centrifugally dependent return force directed toward a specific relative rotary angle position.

Abstract: An automatic transmission comprises a torque converter, a torque converter case for accommodating the torque converter, a transmission, an input shaft for connecting the torque converter with the transmission, a forward and reverse changeover apparatus including a planetary gear, a planetary carrier and a reverse brake, comprising, a forward clutch drum connected with the input shaft, a forward clutch plate provided between the forward clutch drum and the planetary carrier, a lock-up clutch drum connected with the torque converter case, a lock-up clutch plate provided between the forward clutch drum and the lock-up clutch drum, a lock-up clutch piston slidably fitted to the input shaft for engaging and releasing the lock-up clutch plate and provided inside of said forward clutch drum between the forward clutch drum and the forward and reverse changeover apparatus, a forward clutch piston slidably fitted to the input shaft for engaging and releasing the forward clutch plate and provided inside of the forward c

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 vehicle power transmission mechanism which is disposed between a vehicle engine and a transmission. The vehicle power transmission mechanism includes a hydraulic coupling that inputs a power from an engine and a planetary gear unit that decreases the output rotating speed of the hydraulic coupling and transmits the rotating speed to the transmission. The planetary gear unit includes a ring gear coupled to an output of the hydraulic coupling, a plurality of planetary gears which are meshed with the ring gear, a carrier that supports the plurality of planetary gears and are coupled to a member at a side of the transmission, and a sun gear which is meshed with the plurality of planetary gears. A brake unit selectively brakes the rotation of the sun gear. A direct coupled clutch unit is configured to selectively directly transmit power from the engine to the carrier of the planetary gear unit.

Abstract: A system for powering various rotating vehicle accessories such as an alternator, a transmission fluid pump, a power-steering pump, and an air-conditioning compressor from the torque converter of an automatic transmission. The system utilizes the smooth speed characteristic of the automatic transmission torque converter to achieve an equally smooth accessory drive ratio transition. The system may also be used to power the accessories using a manual transmission.

Abstract: A stepless automatic variable transmission with gears in a state of constant meshing which is operational without the need for disengaging or changing the gears such that the rotational output power can be varied to effect a neutral, low speed, medium speed, high speed, overdrive or reverse rotation by selecting a stepless automatic speed change method or a manual speed change method, and which includes a speed change system, an overdrive system and a speed change controlling system.The assembly of speed change system (10, 110, 310, 410, 510, 610), the overdrive system (50, 360, 660, 760) and the speed change controlling system (80, 180, 380, 680, 780) can vary with each of the systems combined to result in numerous stepless automatic variable transmissions. To effect speed changes low speed, medium speed, overdrive, and reverse rotation brake means are used. Also, either the manual speed change method or the automatic speed change method can be selected.

Abstract: Improvements to a Shiftless, Continuously-Aligning Transmission (SCAT) to provide the turbine member of a torque converter with variable torque-increasing gearing and give it additional work advantage over a work load and eliminate a vast amount of slippage in the converter, the improvements embodying reactive planetary gears mechanically engaging the turbine to a sun gear of a planetary gear set; mobile ring gears controlled by a drive shell extending rearward and engaged to a mechanical ring gear modulator which controls the direction and speed of the planetary ring gears to vary the output torque being delivered by the converter; a two-section input turbine shaft; a clutch mechanism to engage the two turbine shaft sections; a clutchless, continuously engaged overdrive planetary unit; hydraulic controls; and electrical braking controls.

Abstract: A continuously variable hydro-mechanical transmission wherein a power source input is split into three inputs. A torque provided by a power source proceeds to a bevel gear of a center boss. The torsional force of the lowest mechanical gear ratio is passed by means of an overrunning clutch to a planetary gear, the ratio being selected according to a required application. The torque of an intermediary gear translates hydrodynamically through the action of a fluid clutch to a collecting planetary gear at a given appropriate ratio. The torque of a direct gear translates mechanically through the action of a box drum directly to a torque output shaft. All three gear ratios participate in the transmission of torque simultaneously--either actively or passively.

Abstract: A vehicle in which a prime mover drives a drive shaft via a torque converter and a multi-ratio transmission and in which a drive line independent of the torque converter and multi-ratio transmission is also provided from the prime mover to the drive shaft. The independent drive line provides an overdrive or underdrive function to extend the drive ratio range provided by the multi-ratio transmission and includes a clutch for the engagement of the additional ratio or ratios, and an interlock arrangement to prevent the simultaneous connection of drive to the drive shaft via the multi-ratio transmission and the independent drive line. When an overdrive function is provided, for example the interlock arrangement prevents engagement of the overdrive ratio unless the multi-ratio transmission is operating in its highest ratio when engagement of the overdrive is selected.

Abstract: The automatic transmission casing includes a first case portion in which a torque converter is housed, a second case portion in which a transmission gear mechanism is housed being arranged in a series with the first case portion, and a third case portion in which a differential mechanism is housed being disposed extending in a transverse direction against the first and second case portions. The automatic transmission casing is further provided with a partition or wall member being disposed between the first and second case portions and with an reinforcement rib connecting the third case portion to the first or second case portion. Switching or shifting of power transmission pathways of the transmission gear mechanism is effected by operation of hydraulic actuators, and a plurality of accumulators to be used for prevention against a transmission shock are connected to the actuators and arranged separately in the partition member and the reinforcement rib.

Abstract: A continuously-variable transmission comprising at least two operatively interconnecting planetary gearsets that are interposed between a modified torque converter and a work load with the input power divided into two different input sources. A first input drive shaft engages the driven converter housing and delivers torque to the sun gears of the planetary gearsets and a coaxial hollow drive shaft engages a turbine member of the converter and delivers hydro-kinetic torque to drive the carrier of one of the planetary gearsets which is a mechanical torque/speed modulator used to control ring gears which are meshed with each planetary gearset. At least a second planetary gearset acts as a variable-ratio transmission that has its ring gear speed varied by the modulating ability of the other gearset.

Abstract: An apparatus for transmitting rotary power includes first and second discrete sources of rotary power and a pair of intercoupled first and secondary planetary gear assemblies, each having a primary driving member, secondary driving member and driven follower member. The primary driving member, secondary driving member and driven follower member correspond to one of the following elements: ring gear, sun gear and planetary carrier cage. The primary driving member of the first gear assembly is driven by the first source of rotary power. The secondary driving members of both gear assemblies are driven by the second source of rotary power. The driven follower member of the first assembly is coupled to the primary driving member of the second assembly and the driven follower member of the second assembly, which drives the output shaft, is other than the carrier cage.