Abstract: The slip of a friction clutch between the engine and the transmission of a motor vehicle is regulated in such a way that the clutch is caused to operate with slip during transmission of torque which exhibits undesirable vibrations while the the RPM of the engine is within a first partial range, and that the clutch is prevented from operating with slip during transmission of torque which exhibits undesirable vibrations while the RPM of the engine is within second partial range.

Abstract: A torque transmitting power train for use in a motor vehicle employs a transmission with two adjustable pulleys and an endless flexible element trained over the pulleys. The pulleys are adjustable by a torque sensor and primary hydraulic adjusting units in dependency upon the magnitude of transmitted torque, as well as by an adjustable selecting valve and secondary hydraulic adjusting units in dependency upon the desired or required transmission ratio. The primary and secondary adjusting units can receive a pressurized hydraulic fluid from a common source.

Abstract: A hydromechanical torque sensor having several plenum chambers can be utilized to transmit torque between the driving and driven parts in the power train of a motor vehicle as well as to make necessary adjustments in a hydraulically adjustable transmission. To this end, the plenum chambers of the torque sensor can be connected to or sealed from each other. The torque sensor and the transmission can receive fluid from discrete sources or from a single source by way of suitable valves.

Abstract: A method of monitoring a torque transmission system with a manually switchable gearbox in the power train of a motor vehicle involves the utilization of at least one sensor unit at the input side of the torque transmission system to ascertain relevant positions of the shift lever of the gearbox and the driving torque of the engine of the motor vehicle. The thus obtained shift lever signals are memorized, together with comparison signals which are obtained as a result of filtering of the shift lever signals, and various characteristics of such signals are recognized and identified to indicate the intention of the operator of the vehicle regarding the switching of the gearbox. The thus obtained switching intention signals are transmitted to a controlled clutch operating system.

Abstract: A power train for use in motor vehicles has an infinitely variable transmission with two adjustable sheaves, an endless flexible torque transmitting element trained over the sheaves, and at least one hydraulic adjusting unit for each of the sheaves. The adjusting units receive pressurized fluid from a pump and the pressure of such fluid, and hence the extent of frictional clamping engagement between the sheaves and the flexible element, is regulated by a torque sensor including a plenum chamber with an outlet having an effective cross-sectional area which is variable in dependency upon variations of torque being applied to the torque sensor by the engine of the vehicle. The energy of fluid leaving the plenum chamber is used to operate a jet pump which draws fluid from a source for lubrication and/or cooling of the transmission and/or one or more clutches forming part of the power train.

Abstract: A motor vehicle has a clutch which is controlled by an electronic clutch management system. When the vehicle is in gear with the engine running and is stationary or almost stationary with no gas being given, the system causes the clutch to become engaged just enough to make the vehicle creep.

Abstract: A power train between the engine and the wheels of a motor vehicle has a start-up component which receives torque from the engine and transmits torque to an infinitely variable transmission through a reversible torque transmitting apparatus. The transmitting apparatus comprises at least one planetary transmission, a first clutch which can be engaged to transmit torque from the start-up component and the planet wheel carrier of the planetary transmission to an input/output element, and a second clutch which can be engaged, when the first clutch is disengaged, to connect the internal wheel of the planetary transmission to a housing for the planetary transmission. The first clutch is mounted, at least in part, on the planet wheel carrier and the second clutch is mounted, at least in part, on the internal wheel of the planetary transmission.

Abstract: A hydrokinetic torque converter comprises a lockup clutch having an annular piston which is reciprocable in the direction of the axis of rotation of the housing of the torque converter and carries a friction lining having a friction surface which bears against a friction surface at the inner side of the housing when the lockup clutch is engaged. At least one of the friction surfaces is provided with channels defining passages for the flow of a fluid coolant from a first internal compartment of the housing toward a second compartment located radially inwardly of the friction surfaces. The piston and/or the housing is resiliently deformable so that it can influence the rate of fluid flow through the passages. The width of the passages decreases gradually radially inwardly from the first compartment toward the second compartment, and the passages slope radially outwardly in the direction of rotation of the housing.

Abstract: A lock-up clutch for a flow converter having pump and turbine blades which are hydraulically coupled, in which a ring piston is located between the converter cover and the turbine blades. The ring-piston and converter cover have mating conically shaped friction surfaces, thereby leaving a wedge-shaped space between the converter cover the turbine blades and the friction surface of the ring piston. An annular damper unit located in the wedge-shaped space has a plurality of damper elements which are coupled to the turbine vanes by fingers extending from the turbine vanes.