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 means for centering the piston of the lockup clutch in the housing as well as means for centering the housing on the output element of a prime mover.

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-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 continuously variable transmission wherein each of two parallel shafts carries a pulley having a fixed flange and a second flange movable axially of the shaft toward and away from the respective fixed flange. An endless torque transmitting chain or belt is trained over the two pulleys. At least one flange of at least one of the pulleys is assembled of two or more parts which consist of sheet metal and are welded and/or otherwise affixed to each other.

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: A continuously variable speed transmission with a first adjustable pulley on an input shaft, a second adjustable pulley on an output shaft, and an endless chain or belt trained over the pulleys employs at least one coil spring which biases one flange of one of the pulleys axially of the respective shaft. The coil spring has larger-diameter end convolutions and smaller-diameter intermediate convolutions. A plenum chamber of a torque sensor or of at least one of several piston-cylinder units—which serve to adjust the axially movable flanges of the pulleys—is bounded in part by a check valve in the form of a composite seal having a rigid annular element and an elastic annular element. One of the annular elements surrounds the other element.

Abstract: The actuating arrangement includes a torque transmitting system that includes a first device for initiating, discontinuing or regulating the transmission of torque. A transmission includes a second device for initiating a gear shifting operation within one of a plurality of gear shifting paths. The transmission further includes a third device for initiating the gear ratio selecting operation among the gear shifting paths. An electronic control unit is operatively connected to at least one actor. The at least one actor activates in a predetermined manner, one of the first device, second device and third device for the initiation of the transmission of torque, gear shifting or gear ratio selecting operation.

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 preferably 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: The hydrodynamic torque converter (1) comprises a pump wheel (4) in a casing (2,3), a turbine wheel (5) and a turbine distributor (6). There is also a bypass coupling (70) including an axially moving piston, a torsional oscillations absorber (40) with input and output parts rotating relative to each other in opposition to force accumulators. Its turbine wheel comprises a hub (13) housed axially on the torque converter output hub (15). A connection with the rotational clearance, the splines (32,34), is provided between the two hubs. A fixed connection, by splines (34,41a) is between the input part of the absorber and the turbine wheel hub. The two sets of splines are in the same axial position radially one in the other.

Abstract: The present invention proposes a power train and the operation thereof, suitable for automated actuation of a transmission shiftable between a plurality of gears with a torque transmitting system being actuated automatically at least during a gear change, at least one actuating element operable by at least one drive unit and at least one actuatable shift element being disposed at the transmission side. The invention provides a power train in which a driving connection is disposed between at least one actuatable shift element associated with the transmission and an actuator having at least one drive unit, and at least one presettable elastic means is provided in the power transmitting path of the driving connection between the drive unit and the at least one shift element. Further, at least one additional presettable elastic element can be disposed in the power transmitting path between the at least one actuating element and the at least one shift element on the transmission side.

Abstract: A torque-transmitting device is connected to a prime mover unit and a speed-changing transmission and includes a hydrodynamic torque-converter or fluid coupling with a pump wheel, a turbine wheel and in some cases a stator wheel. The torque-transmitting device has a disconnecting clutch to uncouple it from the prime mover unit.

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: An electronic control unit for an automated transmission and/or an automated clutch in the power train of a motor vehicle is connected with one or more sensors denoting one or more activities by the operator of the vehicle. The control unit can become operative in response to a signal denoting the actuation of a brake and/or in response to a signal denoting that the ignition system of the vehicle has been operated to start the engine.

Abstract: The positions of a gear selecting lever in a combined automatically and manually shiftable transmission which is installed in the power train of a motor vehicle are monitored by a first sensor which transmits signals to a control circuit serving to initiate the operation of an actuator for the gear selecting lever. Certain positions of the lever are monitored and reported to the control circuit by one or more additional sensors which influence the operation of the actuator in the event of failure of the first sensor. One of the additional sensors can monitor a first range of positions of the lever including the position when the transmission is shifted into reverse gear, and another additional sensor can monitor a second range of positions of the lever including the position when the transmission is in neutral gear.

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: In a pair of conical disks (pulley halves) of an infinitely variable cone-pulley transmission, in the case where the conical disks are spaced apart, a pressure compartment through channels formed in a shaft A connects to a pressure chamber that serves to move one of the conical disks. The pressure compartment is on one side delimited by a piston-like part serving to modulate the pressure inside the compartment dependent on the torque acting on the pair of conical disks. By switching on the connection to the pressure compartment, the system pressure can be modulated not only dependent on the torque but also dependent on the transmission ratio. Advantageous designs of the valve arrangement for switching the pressure compartment on and off are described.

Abstract: A continuously variable speed transmission with two adjustable sheaves and an endless chain trained over the sheaves has a torque transmitting and monitoring unit which is installed between a prime mover, such as the engine of a motor vehicle, and an axially movable flange of one of the sheaves. The monitoring unit has two annular plenum chambers which are sealed from each other while the ratio of the transmission is within a first range, and which communicate with each other when the ratio is within a second range. A check valve between the two chambers can employ a resilient annular seal having a U-shaped cross-sectional outline. A radially outer annular portion of the seal has a lip which normally bears against the internal surface of an annular member of the valve.

Abstract: A hydraulic gear machine, particularly an internal-gear pump in a vehicular transmission, with an internal gear and an external gear, has a central bearing tube that rotatably supports the external gear and receives the input or output shaft of the transmission. The transmission shaft is rotatably supported in the bearing tube by means of a bearing that is radially interposed between the transmission shaft and the bearing tube.

Abstract: An infinitely variable transmission has a first pair of conical flanges arranged on a first shaft and a second pair of conical flanges arranged on a second shaft, where each pair has an axially movable flange and an axially fixed flange. A torque-transmitting means is disposed between the pairs of conical flanges. Piston/cylinder units and plenum chambers comprising circular ring-shaped elements serve to apply pressure to and effect axial movement of the movable conical flanges. The ring-shaped elements have radially inner portions with openings to receive the shafts. The radially inner portion of at least one of the ring-shaped elements has a welded seam connecting the ring-shaped element to the shaft received by its opening.

Abstract: A clutch between the combustion engine and the manual multiple-gear-ratio transmission in the power train of a motor vehicle is disengaged or otherwise adjusted in response to a signal from a control unit which processes signals transmitted by sensors serving to monitor the positions and/or the extent of movements of one or more mobile components of the manual transmission. A signal to disengage or to otherwise adjust the clutch is generated when the monitored position(s) of and/or the magnitude(s) of force(s) acting upon one or more mobile components indicate that the operator of the motor vehicle intends to shift the transmission into or from a selected gear ratio.