Abstract: The magnitude of torque which can be transmitted by a bypass clutch between the housing and the turbine of a torque converter between a prime mover, such as an engine, and an automatic transmission in the power train of a motor vehicle is selectively regulatable by a computerized regulating unit. The regulation involves the transmission of torque by the clutch in dependency upon the magnitude of the torque being transmitted by the output element of the engine and ascertaining as well as adaptively applying to the clutch a variable force so that the clutch can transmit a predetermined torque. This entails automatic selection of a minimum slip between a torque receiving and a torque transmitting part of the power train. Compensation, particularly long-range compensation, is carried out for the existence of possible differences between the predetermined and actual torques being transmitted by the clutch.

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 motor vehicle power train with an engine, a transmission and a clutch includes a means to operate the transmission and/or clutch automatically through at least one electric actuator motor. The electric actuator motor, which acts on an input element of the transmission and/or clutch, comprises a brushless direct current motor.

Abstract: A motor vehicle with an automated clutch in its drive train has a clutch control device for controlling the automated clutch and at least a further control device. The clutch control device and the further control device can be activated by means of an activation element which, when the ignition is switched on, sends an ignition signal VZ to the clutch control device and to the further control device. The clutch control device is or remains activated if at least one of the ignition signal VZ and an activity signal of the further control device is present.

Abstract: An infinitely variable transmission has a pair of driving conical flanges arranged on a first shaft and a pair of driven conical flanges arranged on a second shaft. Each pair has one axially movable conical flange and one axially fixed conical flange. The transmission is equipped with a locking device which when necessary can frictionally lock at least one driving conical flange to a driven conical flange.

Abstract: The rotary housing of a hydrokinetic torque converter, which can be utilized in the power train of a motor vehicle—for example, in conjunction with a continuously variable transmission—contains a torque monitoring device which is installed in such a way that it does not take up any, or any appreciable, additional space, especially in the axial direction of the housing. The torque monitoring device can serve to transmit torque between the lockup clutch and the output element of the torque converter. Additional features reside in the provision, configuration and manner of mounting of an auxiliary mass, and in the provision of a member for centering the piston of the lockup clutch in the housing as well as a member for centering the housing on the output element of a prime mover.

Abstract: A motor vehicle power train with an engine, a transmission and a clutch includes a means to operate the transmission and/or clutch automatically through at least one electric actuator motor. The electric actuator motor, which acts on an input element of the transmission and/or clutch, comprises a brushless direct current motor.

Abstract: A fluid pressure regulating valve, particularly for an automated clutch in the power train of a motor vehicle with a manually shiftable transmission, is adjustable by an electronic control unit which regulates the strength of alternating current being supplied to one or more electromagnets of the valve. The control unit receives signals from sensors which monitor the fluid pressure, the temperature and/or the RPM of one or more constituents of the motor vehicle, and such signals are processed into signals denoting differences between existing and desired pressures of fluid being supplied to and/or by the valve. These signals are compared with information stored in at least one memory of the control unit and denoting memorized differences between actual and desired current strengths. The memorized signals are altered when a comparison in the control unit indicates that the differences ascertained on the basis of signals transmitted by the sensors depart from differences denoted by the memorized information.

Abstract: Pressurised medium apparatus with a valve.

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 power train of a motor vehicle has an automated transmission and/or an automated clutch, at least one control unit and at least one actor receiving signals from the control unit and serving to control the operation of the automated constituent or constituents of the power train. A reestablishable connection can be interrupted in the event of a malfunctioning of the power train, such as exhaustion of the supply of electrical energy, defectiveness of the actor and/or defectiveness of the automated constituent or constituents and/or defectiveness of the motion transmitting connection or connections between the actor and the automated constituent or constituents. This renders it possible to set the transmission in neutral or into another gear and/or to select the condition of the clutch in such a way that the vehicle can advance to a selected destination under it own power or that it can be towed to such destination.

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 torque sensor between a rotary input element driven by an engine and a coaxial output element connected to a continuously variable transmission in the power train of a motor vehicle has a plenum chamber for a supply of hydraulic fluid. The chamber is defined by two coaxial valve members of a pressure reducing valve. One valve member is connected to the output element and is movable axially relative to the other valve member, which rotates with the input element, to change the fluid pressure in the chamber. An inlet opening of the valve serves to connect the chamber with the outlet of a pump which supplies pressurized fluid, and such opening is at least partially exposed in at least one first and sealed in at least one second position of the one valve member.

Abstract: The present invention presents a method for operating a motor vehicle which has at least one clutch device. The method includes determining at least one part of a dependence of a path of at least one clutch characteristic on at least one pressure value. The pressure value relates to a pressure of a hydraulic fluid at a predetermined site. According to one embodiment of the present invention, the hydraulic pressure is detected in an area of a torque sensor which produces the hydraulic pressure dependent on a size (magnitude) of an engine torque.

Abstract: A hydrokinetic torque converter is provided with a lockup clutch wherein the piston and other constituents of the lockup clutch are adequately cooled during each stage of operation of the torque converter and its clutch. The piston of the lockup clutch and/or the component which cooperates with the piston to transmit torque from the housing directly to the turbine of the torque converter is provided with a friction lining which establishes a portion of the path for the flow of fluid coolant between the fluid-filled compartments at opposite sides of the piston. The rate of fluid flow between the compartments is regulated by one or more adjustable valves which are carried by the housing of the torque converter and/or by the piston of the lockup clutch.

Abstract: The pressure of hydraulic fluid which is supplied to the continuously variable transmission in the power train of a motor vehicle is regulated by an apparatus wherein an adjustable pilot valve can receive fluid from a pilot conduit leading to a pressure reducing valve. The pilot conduit normally receives fluid from a further conduit, wherein the pressure of fluid is at least substantially constant, by way of a flow restrictor. A branch conduit serves to evacuate fluid from the pilot conduit into the pilot valve when the latter is at least partially open. The fluid-discharging end of the flow restrictor confronts the inlet of the branch conduit, and such inlet is narrowed to reduce the likelihood of turbulence developing in the fluid stream flowing from the pilot conduit, across the further conduit and into the inlet of the pilot valve.

Abstract: The extent of engagement of an automatically adjustable friction clutch in the power train of a motor vehicle, wherein the clutch receives torque from a rotary output element of an engine and transmits torque to the rotary input element of a transmission, is determined by an electronic control unit in conjunction with an actuator which is responsive to signals from the control unit. Under normal circumstances, the adjustment of the clutch is selected on the basis of control signals which depend upon the actual RPM of the output element and the RPM of the input element. When the actual RPM of the output element departs from a desired RPM, the control signal is altered to reduce the rate of torque transmission by the clutch upon a determination that the actual RPM is below the desired RPM, and to increase the rate of torque transmission by the clutch when the actual RPM exceeds the desired RPM.

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: 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: An infinitely variable transmission including a torque sensor, wherein torque is transmitted from a rotary input shaft to a rotary output shaft. The transmission includes adjustable sheaves for axial movement on the input and output shafts of the transmission and that are controlled by hydraulic piston and cylinder units. The torque sensor shifts the adjustable sheaves, which are urged towards each other by a force dependent upon the transmitted torque, into frictional engagement with an endless flexible element that drives the output shaft of the transmission. Retaining elements retain the hydraulic piston and cylinder units and adjustable sheaves on the input and output shafts of the transmission in a predetermined axial position when pressure is applied in a first direction during operation of the transmission, and permit the components to be shifted axially in the opposite direction to simplify assembly/disassembly procedures of the transmission and to reduce manufacturing costs.