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.

Abstract: The power train of a motor vehicle has an electronic unit which controls the condition of an automated clutch between the engine and a manually shiftable transmission. The control unit has a normal or standard operating mode when the various sensors which are connected with and transmit signals to the control unit (as well as the signal transmitting connections such as buses and/or cables) are not defective, and a standby or emergency mode when one or more sensors and/or connections are (temporarily or irreversibly) defective. The control unit then prevents the clutch from permitting or causing a creeping or crawling movement of the vehicle while the engine is idling and the transmission is shifted in a gear other than neutral. The mode of operation of the control unit can be changed back to normal in response to termination of a faulty operation of one or more sensors and/or connections, for example, with a predetermined delay.

Abstract: A fluid-operated system which can supply a pressurized fluid (e.g., oil) to one or more adjustable consumers (such as a clutch and/or a transmission) in a motor vehicle. The system employs one or more fluid pressurizing pumps and/or accumulators and an arrangement of valves in a path for pressurized fluid from the pressurizing unit(s) to the consumer(s). The valves can vary the fluid pressure in dependency upon at least one variable (such variable can be selected by a control unit in conjunction with an actor). In accordance with one presently preferred embodiment, the valves can cooperate with one or more flow restrictors to impart to the fluid in the path a first pressure within a first range of varying pressures as a first function of the at least one variable, and a second pressure within a second range of varying pressures as a different second function of the at least one variable. One of the valves can be embodied in or located outside of the mobile valving element and/or housing of another valve.

Abstract: A friction element which can be used in the lockup clutch of a hydrokinetic torque converter and has a friction face engaging a complementary friction face when the clutch is at least partially engaged is provided with one or more channels which are machined, impressed or otherwise formed in its friction face to permit a fluid coolant to flow from a first compartment containing a pressurized fluid into a second compartment wherein the fluid pressure is lower. Each channel includes at least one fluid flow restricting portion which communicates with the first compartment and establishes a turbulent flow of fluid into a major portion of the respective channel. The major portion is designed to establish a laminar flow of fluid toward one or more outlets communicating with the second compartment.

Abstract: The present invention relates to an apparatus and a method for automated controlling of an engageable and disengageable torque transmitting system and of a shifting a transmission in a power drive of a propulsion unit of an automotive vehicle, having at least one actuator for gear shifting and for operating the torque transmitting system, and having a control unit for controlling the at least one actuator and, further, having at least one sensor connected in signal-transmitting communication with a control unit. The sensor is arranged to operate between the control unit and the transmission and to monitor conditions in the transmission during automated shifting and to detect a predetermined condition while the system is disengaged and, upon detection of such predetermined condition, to undo, at least temporarily and at least partially, the preceding gear shifting, and to thereafter resume gear shifting.

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 operation of a clutch in the power train of a motor vehicle is regulated by an electronic control unit which receives signals from sensors and effects an engagement or partial or full disengagement of the clutch by way of an actuator. One of the sensors can monitor one or more parameters of a gear ratio selecting device for the change-speed transmission in the power train, and another sensor can monitor one or more parameters of an adjusting device which shifts the transmission into a selected gear. The control unit processes the incoming signals to ascertain the selected gear of the transmission and/or the driver's intent to shift the transmission into a particular gear, and operates the actuator for the clutch accordingly.

Abstract: A clutch touch point control system for an automatically actuated clutch includes a determination method of comparing a torque load on the engine and a torque output from the clutch. A correction of the point of engagement is performed when the two values of torque differ by a predetermined amount. The determination of the torque values is averaged over a relatively long period of time in order to reduce the effect of temporary changes due to heating of the clutch linings, etc.

Abstract: There are disclosed a method of and an apparatus for regulating the operation of a friction clutch or another torque transmission system in the power train of a motor vehicle. The regulation is such that the operator of the vehicle is informed of a prevailing or impending condition which entails or is about to entail damage to the system or to the entire power train. Such situation can arise in response to excessive and/or prolonged slip of abutting friction surfaces in a friction clutch, overheating of one or more parts of the system for any other reason(s), as a result of improper selection of the transmission speed for starting of the vehicle and/or due to excessive wear upon the friction linings and/or other parts. The remedial undertaking can include such regulation of the system that the ride become uncomfortable to the occupant(s) of the vehicle and/or automatic elimination of the cause(s) of unsatisfactory torque transmission.

Abstract: A hydrokinetic torque converter in the power train between the engine and the wheels of a motor vehicle has a rotary engine-driven housing which is of one piece with a pump and contains a rotary turbine having a hub which drives the input shaft of a transmission. A lockup clutch can be engaged, either entirely or with slip, to transmit torque from the housing or from the pump to the hub of the turbine. Such clutch can employ flat or conical friction linings and/or friction surfaces, for example, a friction lining on the shell of the turbine and a friction surface on a wall of the housing. The shell of the turbine in the torque converter employing such clutch is movable axially to advance the friction lining into or from engagement with the friction surface. Alternatively, the lockup clutch can be installed in a torus which is defined by the turbine and the pump of the torque converter, and such clutch can be cooled by one or more streams of a hydraulic fluid.

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 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: The power train of a motor vehicle employs a torque transmitting apparatus having a hydrokinetic torque converter with a lockup clutch and a torsional damper between the output member of the clutch and the hub of the turbine in the cover of the torque converter. The torque capacity of the damper is less than the nominal torque of the engine whose output element drives the cover of the torque converter. The lockup clutch is designed in such a way that the transmission of torque from the cover to the damper can be regulated in several stages, one of which involves the transmission of torque within a range of between about 10% and 60% of the maximum torque transmitted by the engine and another of which involves the transmission of torque corresponding to not less than 60% of the maximum torque transmitted by the engine.

Abstract: A friction element which can be used in the lockup clutch of a hydrokinetic torque converter and has a friction face engaging a complementary friction face when the clutch is at least partially engaged is provided with one or more channels which are machined, impressed or otherwise formed in its friction face to permit a fluid coolant to flow from a first compartment containing a pressurized fluid into a second compartment wherein the fluid pressure is lower. Each channel includes at least one fluid flow restricting portion which communicates with the first compartment and establishes a turbulent flow of fluid into a major portion of the respective channel. The major portion is designed to establish a laminar flow of fluid toward one or more outlets communicating with the second compartment.

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.