Abstract: A continuously variable speed transmission has two adjustable sheaves and an endless chain or belt which is trained over and transmits torque between the sheaves. One of the sheaves can be driven by a prime mover, and the other sheave can drive a torque receiving device. Each sheave has a shaft, a first flange which is fixed to the shaft, and a second flange which is movable axially of the shaft toward and away from the first flange. The shaft portion between the flanges of at least one of the sheaves is located in the path of one or more sprays of a cooling and/or lubricating fluid which flows axially of the shaft and along the confronting conical surfaces of the flanges. The spray or sprays are supplied by the nozzle(s) of a conduit which receives fluid from a pump in the hydraulic system of the transmission.

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: A change-speed transmission in the power train of a motor vehicle has a planetary gearing and coaxial radially inner and outer disc clutches, namely a direct clutch and a reverse clutch. At least that clutch which is engaged (i.e., in use) is cooled by a lubricant for the planetary gearing, and the flow of coolant to the clutches is regulated by the axially movable pressure plate of one of the clutches. A jet pump conveys lubricant from the sump in the transmission case into an axially extending channel of the input shaft of the transmission, and such channel forms part of a system of passages which supply coolant at least to that clutch which is then in use to transmit torque from the input shaft to an output element of the transmission.

Abstract: A hydrokinetic torque converter for use with a transmission in the power train of a motor vehicle has a housing rotatable by the engine and containing a pump, a turbine and at least one stator as well as a rotary output device connected to the input shaft of the transmission. The pump is normally rotatable by the housing; the turbine is rotatable (a) by the fluid which is circulated by the pump or (b) by the housing in response to engagement of a lockup clutch; and the stator can be connected to the stationary case of the transmission or is rotatable by the circulating fluid. First and second hubs are non-rotatably but axially movably mounted on the output member and are respectively connectable with the turbine and the stator by suitable clutches.

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 reestablisbable 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 invention concerns an automatic clutch in a motor vehicle drive train. During travel, the clutch is controlled with excess contact pressure such that the transmissible moment of the clutch exceeds the engine torque by a predetermined amount. At low speeds or in low gears and/or when travelling slowly, the amount of excess contact pressure is considerably reduced. At high speeds or in high gears and/or at when travelling fast, the clutch is set at the maximum transmissible moment.

Abstract: There are disclosed a method of and an apparatus for automated actuation of a friction clutch or another torque transmitting system in the power train of a motor vehicle. An actuator for the torque transmitting system can be rendered operative by the ignition key and/or as a result of one or more activities of the operator of the motor vehicle prior or subsequent to insertion of the ignition key. The activity or activities can include the engagement of a brake, the shifting of a transmission lever, stepping on the gas pedal and/or others.

Abstract: A motor vehicle wherein the clutch is automatically engaged to initiate a creeping movement of the vehicle when the engine is on, the transmission is in gear, the gas pedal is not depressed and the brake or brakes is or are not applied. This entails or takes place at least substantially simultaneously with an increase of the engine torque. If the creeping movement is interrupted, e.g., as a result of the application of a brake, the clutch is disengaged and the engine torque is reduced.

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

Abstract: A power train for use in a motor vehicle has a prime mover (such as a combustion engine), an automated gearbox which transmits torque to the wheels of the vehicle, a friction clutch between the prime mover and the gearbox, a computerized control unit which receives signals from several sensors, and one or more actuators which operate the clutch and/or the gearbox in response to signals from the control unit. The actuator for selecting the gear ratio of the gearbox and for shifting the gearbox into and from selected gears employs two transmissions each of which has a worm gearing receiving torque from a discrete electric motor of the actuator and a spur gearing which transmits motion from the respective worm gearing to a mobile component of the gearbox. The connection between the worm and spur gearings in at least one of the transmissions can comprise a damper cooperating with one or more sensors serving to transmit signals to the control unit.

Abstract: In a motor vehicle, a power train having a torque supplying prime mover, a torque receiving device, an automated system for the transmission of torque between the prime mover and the device, the system having a number of different positions of engagement including a starting position, means for ascertaining the starting position, and means for automatically regulating the transmission of torque by the system, including a control unit having means for generating output signals denoting the torque to be transmitted and being a function of at least the starting position, and means for adjusting the system in response to the output signals, the control unit further including means for memorizing a selected starting position, means for comparing the selected starting position with the ascertained starting position, and means for altering the memorized starting position in a stepwise fashion to at least approach the ascertained starting position when the memorized starting position departs from the ascertained star

Abstract: There is disclosed a system for controlling creeping movements of a motor vehicle having a power train with an automated clutch between the engine and the transmission, an electronic control unit for the clutch, and sensors which transmit to the control unit signals denoting the condition of one or more brakes, the positions of an operator-actuatable load lever for the engine, and others. Signals from the control unit are utilized to operate the clutch and, to this end, the control unit includes an arrangement for effecting a creeping movement of the vehicle when the transmission is in gear, the brake or brakes is or are idle, and the load lever is actuated. Such arrangement can effect the transmission of torque in accordance with at least one first predeterminable function to thus induce a creeping movement of the vehicle.

Abstract: The present invention relates to an apparatus and a method for controlling the operation of an engageable and disengable torque transmitting system and of an automated transmission that is connected to a differential and to the torque transmitting system by an input shaft. The system and the transmission are disposed in a power train of a motor vehicle having variable-speed drive unit, and the transmission is shiftable into any one of a plurality of gears. The torque transmitting system and the automated transmission comprise a control unit and at least one actuator arranged to vary the extent of engagement of the torque transmitting system and to shift the transmission into a selected gear.

Abstract: The bypass clutch in the fluid-containing housing of the hydrokinetic torque converter in the power train of a motor vehicle is provided with a first friction surface carried by a radially extending or conical section of the housing, and with a complementary friction surface carried by an axially movable piston or by an intermediate clutch plate of the bypass clutch. At least one of the friction surfaces is provided with an array of pockets and/or channels for a fluid (such as oil) which withdraws friction heat developing when the bypass clutch is partially engaged so that the friction surfaces contact but slip relative to each other. The depth and/or the width of the channels is at least substantially constant, and such channels can include bends between straight channel sections. The inlets of the channels can be located at the radially inner or radially outer marginal portion and their outlets can be located at the radially outer or inner marginal portion of the respective friction surface.

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: An automated clutch between the engine and the variable-speed transmission in the power train of a motor vehicle is operated by a control unit which receives signals from several circuits and/or sensors via one or more conductors. The control unit shifts from a normal operating mode to an emergency mode when one or more sensors and/or circuits and/or conductors are defective. When in emergency mode, the control unit disengages the clutch when the driver starts the engine while the vehicle brake or the parking brake is applied. This ensures that the engine can drive the vehicle as soon as the transmission is shifted into a forward gear or into reverse gear and the application of the brake or brakes is terminated because the control unit is then again free to engage the clutch. Furthermore, such mode of operation enables the driver to shift the transmission into or from a selected gear in response to the application of a relatively small force to the gear shifting lever.

Abstract: A motor vehicle wherein the power train comprises an automated clutch between the engine and a manually shiftable transmission. The control circuit for the clutch is designed in such a way that the clutch is disengaged in response to actuation of the gear shifting lever simultaneously with one or more additional undertakings such as actuation of the gas pedal and of one or more brakes, a reduction of the speed of the vehicle below a preselected value, and/or many others.

Abstract: A control unit for a friction clutch or another torque transmitting system and/or for a transmission system in a motor vehicle employs an actor having an electric motor arranged to drive a single-stage or multi-stage transmission which, in turn, transmits motion to one or more mobile parts of the torque transmitting and/or transmission system by way of one or more output elements of the actor. The motor receives signals from one or more sensors and/or from the electronic circuitry in the vehicle and/or from a memory. At least one coil spring and/or another energy storing element is or can be provided to guarantee that the torque transmitting system assumes a predetermined (e.g., disengaged) condition and/or that the transmission system is in a predetermined gear ratio when the actor is not in use to change the magnitude of torque being (or to be) transmitted by the torque transmitting system and/or the ratio of the transmission system.

Abstract: The power train of a motor vehicle employs an automated transmission and an automated clutch between the transmission and the combustion engine. The clutch is automatically disengaged prior to, and is automatically reengaged after, each selection of a particular gear of the transmission. A common first actuator (such as a reversible stepping motor) is employed to select the condition of the clutch and to select various gears, and a second actuator is used to effect actual shifting of the transmission into or from a selected gear. The connection between the first actuator and a clutch operating member comprises a reciprocable or rotary first cam, and the connection between the first actuator and a gear selecting member comprises a preferably rotary second cam which receives motion from the first cam.

Abstract: Torque which is being transmitted by a clutch in the power train of a motor vehicle is regulated in response to processed signals from a control unit which receives signals denoting the driver's desire concerning the acceleration of the vehicle as well as numerous other variables including the position of the gas pedal, the RPM of the engine, the input and/or the output RPM of the transmission and others. The regulation is planned in such a way that the vehicle undergoes a higher than standard acceleration at the desired rate and that the thermal stressing of the clutch is minimized.