Abstract: Described herein are various embodiments of a clutch assembly and separator plates for a clutch assembly. The clutch assembly may comprise a first separator plate; a second separator plate; and a spring coupled to the first separator plate and contacting the second separator plate, such that when compressed the spring applies a repulsive force separating the first separator plate and the second separator plate.

Abstract: A selectable one-way clutch includes: a shaft; an actuator configured to cause the shaft to perform a rectilinear motion in a shaft direction; and an arm including an operation portion configured to receive force in the shaft direction from the shaft. The shaft includes a first flange and a second flange. An engaged state and a released state the selectable one-way clutch are switched by an operation of the arm by the rectilinear motion of the shaft, in an assembled state of the shaft and the arm in which the operation portion is arranged between the first flange and the second flange. The first flange is provided with a cut portion in an outer peripheral edge of the first shaft. The shaft has a structure in which the first flange does not face the operation portion in the shaft direction by the cut portion of the first flange.

Abstract: A vehicle transmission includes a plurality of clutches, a shaft, and a pressure relief valve. The plurality of clutches each define a balance dam chamber. The shaft partially defines a pressurized fluid circuit that includes each balance dam chamber. The shaft also defines an outlet. The pressure relief valve is disposed within the shaft between the pressurized fluid circuit and the outlet. The pressure relief valve is configured to open at a threshold pressure of the fluid circuit, wherein the threshold pressure decreases as rotational speed of the shaft increases.

Abstract: A cycloid speed reducer includes two rotating disc assemblies. Each rotating disc assembly includes two cycloid discs. In other words, the cycloid speed reducer has four cycloid discs to be contacted with the corresponding rollers. Consequently, the load withstood by each cycloid disc is reduced. Since the cycloid speed reducer has stronger structural strength, the cycloid speed reducer can be applied to the high-load circumstance. Moreover, an eccentric assembly of the eccentric device includes plural eccentric cylinders. The eccentric cylinders are installed within the axle holes of the corresponding cycloid discs. Due to the plural eccentric cylinders, the eccentric direction of two cycloid discs is opposite to the eccentric direction of the other two cycloid discs. Consequently, it is not necessary to install an additional weight compensation device in the cycloid speed reducer to compensate the dynamic equilibrium.

Abstract: A power-split hybrid transmission includes a direction reversing mechanism between the transmission input and a power-splitting planetary gear set. The transmission input is driven by an internal combustion engine. Engaging the direction reversing mechanism to drive the carrier in a direction opposite of engine rotation permits the transaxle to achieve higher output torque in reverse when using predominantly engine power. The direction reversing mechanism may also be used to hold the carrier stationary, providing a torque reaction to propel the vehicle with a generator, thus increasing the output torque in both directions when operating under only battery power.

Abstract: A wedge one-way clutch is provided for selectively transmitting torque between two components in one direction, and selectively locking rotation in another direction. The clutch has an inner race with a groove defined about its outer surface. The clutch has an outer race disposed radially outwardly from the inner race. The outer race has a sloped surface as part of a pocket. A wedge segment rests in the pocket. The wedge segment is moveable within the pocket, wherein the wedge segment has a taper or chamfer at its inner surface that engages with the groove in a slideable fashion. The wedge may also have a sloped surface that mates with and slides along the sloped surface of the outer race. The wedge can slide along the sloped surface, and along the inner race, so that the wedge wedges between the outer and inner races to lock them together.

Abstract: The present disclosure provides an oil pressure supply system of an automatic transmission for a vehicle. The system may include: a mechanical oil pump; a line regulator valve configured to stably control the oil pressure supplied through the line pressure path and to supply the oil pressure to a first path; a torque converter control valve configured to control the oil pressure supplied through the first path and to supply the oil pressure to a second path and a third path; a torque converter lockup clutch control valve; an electric oil pump; a switch valve disposed on the seventh path and configured to open and close the oil pressure supplied to an eighth path; and a flow control valve configured to control a portion of the oil pressure supplied to the eighth path and to supply the portion of the oil pressure to the cooling/lubricating unit through a ninth path.

Abstract: A parking actuator assembly for an automatic transmission includes a park pawl that is rotatable between an in-park position and an out-of-park position. An actuator assembly is configured to be moved between a park-actuated position and a park-disengaged position, the actuator assembly being configured to rotate the park pawl into the in-park position when the actuator is moved into the park-actuated position. An actuator rod is slidably coupled to the actuator assembly. In some forms, the actuator assembly remains in contact with the park pawl from the park-actuated position to the park-disengaged position. In some forms, at least one latching solenoid is included, and the latching solenoid(s) as well as a park actuator motor may be disposed within a main transmission system. A verification sensor may be included to determine the position.

Abstract: A shift element (4) for an automatic transmission having a hydraulically actuable piston; at least one hydraulic duct (10); an axially movable first shift element half (3, 7) operatively connected to the piston; a second shift element half (8); a bearing carrier (9); a ring-shaped component (1); and a Hall sensor (6) in the bearing carrier (9). The first shift element half (3) has a notch-like encoder contour (5) for the Hall sensor (6). The ring-shaped component (1) is composed of a non-magnetic material transparent to the Hall sensor (6). The ring-shaped component (1) is designed and arranged on the outer diameter of the first shift element half (3), such that an air gap between the notch-like encoder contour (5) and the Hall sensor (6) is filled by the ring-shaped component (1), and hydraulic oil flows in the remaining region along the circumference of the first shift element half (3).

Abstract: A transmission includes a hydraulically actuated park valve with two spools in a common housing. One of the spools engages and disengages the park mechanism in response to manipulation of line pressure and engagement of specified shift elements. A pin selectively engages this spool to hold it in position. The valve is designed such that friction holds the spool in position in the absence of hydraulic pressure or electric power. The second spool controls an out-of-park circuit such that the park mechanism remains disengaged when desired. The two spools are separated by a compression spring.

Abstract: The invention relates to a wet-running multi-plate clutch (1) comprising a number of inner plates (2) and a number of outer plates (3), and a first friction lining (6) is disposed on either side of every inner plate (2) respectively and a second friction lining (8) is disposed on either side of every outer plate (3) respectively, and the first friction linings (6) are located entirely underneath the second friction linings (8) in the radial direction so that the first friction linings (6) move into frictional contact with the outer plate main bodies (7) when the multi-plate clutch (1) is engaged and the second friction linings (8) move into frictional contact with the inner plate main bodies (5) when the multi-plate clutch (1) is engaged.

Abstract: Methods of repairing a torque converter that enable the continued use of a torque converter and result in a repaired torque converter with a higher-strength and more durable construction. In some examples, a backing ring can be replaced with a replacement backing ring that includes a spline ring for replacing the function of a cover spline ring. In some examples, a method of repairing a torque converter can be improved by providing a replacement backing ring with a radial protrusion for locating the backing ring on the cover, and a method of determining an axial location of the radial protrusion.

Abstract: A power-split transmission which is designed to be operated with either first or second deceleration logics. The second deceleration logic has a higher deceleration dynamic than the first deceleration logic, and is designed to disengage an engaged range clutch immediately so as to reduce the transmission ratio by way of a hydrostatic unit with a maximum dynamic. A method of operating the transmission includes: monitoring various vehicle parameters while the vehicle is operated with the first deceleration logic; detecting that at least one set limit value has been exceeded while the vehicle operated with the first deceleration logic; activating the second deceleration logic, to immediately disengage an engaged range clutch; reducing a transmission ratio to a maximum using the hydrostatic unit, the hydrostatic unit being displaced with a maximum dynamic; and engaging the range clutch and activating the first deceleration logic.

Abstract: A transmission including a drive shaft, an output shaft, three planetary gear sets, and five shift elements, the first and second planetary gear sets are arranged in one gear plane, the first planetary gear set is a plus planetary gear set, and the second planetary gear set is a minus planetary gear set. The planetary gear sets are coupleable to one another to engage different gear ratios between the drive and output shafts. The drive shaft is connected to a sun gear of the first planetary gear set and is coupleable by the first shift element to a first element of the third planetary gear set and by the second shift element to a planetary carrier of the second planetary gear set. The third, fourth, and fifth shift elements radially encircle the planetary gear sets axially at the level the planetary gear sets and the second shift element are arranged.

Abstract: A vehicle includes a differential having an electronic locker and a controller. The controller is programmed to, when in differential-lock mode, engage the locker responsive to vehicle speed being less than a speed threshold and a steering angle being less than a threshold, disengage the locker responsive to vehicle speed exceeding the speed threshold, and prevent automatic re-engagement of the locker responsive to the steering angle exceeding the threshold.

Abstract: A torque converter, including: a cover; a lock-up clutch with a piston plate; an output hub; a first hub including a through-bore; a chamber bounded by the turbine; an apply chamber bounded by the piston plate; a release chamber bounded by the cover, the first hub, and the piston plate; a first flow path; a through-bore through the first hub; and a second flow path. The second flow path: is sealed from the first chamber; passes through the through-bore; and includes a portion circumferentially aligned with the first flow path. A line in an axial direction passes through the through-bore without intersecting the first hub. For a lock-up mode, pressurized fluid in the apply chamber displaces the piston plate in a first axial direction. For a torque converter mode, pressurized fluid in the release chamber displaces the piston plate in a second axial direction.

Abstract: A control apparatus for a vehicle automatic transmission includes a downshift determining unit that determines whether downshift of a gear shift stage is to be performed based on at least one of a history of lateral accelerations and a history of variations of a vehicle speed. A lateral acceleration history acquiring unit or a vehicle speed variation history acquiring unit returns at least one of the history of the lateral accelerations and the history of the variations of the vehicle speed to an initial value when a shift control mode determined by a shift control mode determining unit is switched. At least one of the initial value of the history of the lateral accelerations and the initial value of the history of the variations of the vehicle speed is a value that is set for each shift control mode determined by the shift control mode determining unit.

Abstract: A two-speed transmission having two clutches for an electric vehicle includes an electric motor, a middle shaft, a first clutch, a second clutch, a first gear assembly and a second gear assembly. The electric motor includes a spindle. The first and second clutches are furnished on the middle shaft coaxially. The first gear assembly is furnished on the spindle and the first clutch respectively to generate a first gear ratio. The second gear assembly is furnished on the spindle and the first clutch respectively to generate a second gear ratio different from the first gear ratio. When the first clutch is activated to connect with the middle shaft, the second clutch separates from the middle shaft, and the electric motor outputs a first torque corresponding to the first gear ratio to the middle shaft. Similarly, the electric motor outputs a second torque corresponding to the second gear ratio.

Abstract: A power transmission apparatus for a vehicle includes a first input shaft selectively connected with an engine output shaft through a first clutch; a second input shaft selectively connected to the engine output shaft through a second clutch; a third input shaft selectively connected to the engine output shaft through a third clutch; a power transmission shaft disposed about the external circumference of the second input shaft; first and second center shafts selectively connected with each other through a fourth clutch; an idle shaft disposed in parallel with the first input shaft; a fixed transmission for selectively shifting torque input to various shafts and outputting the torque through the second center shaft and the power transmission shaft; a composite transmission configured to complementarily composite shift and output input torque; and an output shaft outputting the torque transmitted from the composite transmission to a final reduction gear.

Abstract: A driving force transmitter, including a coupling member, a cam member, an electromagnetic clutch, a sensor, and a controller, is provided. The coupling member arranged between a driving source and a driven device includes a first shaft, a second shaft, a stationary coupling member, and a movable coupling member which is movable between a separating position and an engaging position. The cam member is rotatable to move the movable coupling member. The electromagnetic clutch connects the cam member with the driving source when electrically powered and disconnects the cam member when not electrically powered. The sensor detects rotational positions of the cam member. The controller switches the electricity to the electromagnetic clutch according to the rotational positions of the cam member.