Abstract: A multi-speed transmission has drive and output shafts, three front-mounted and two rear-mounted planetary gear sets, and shift elements which can be engaged to selectively implement at least eleven forward gears and one reverse gear. The front gear sets are connected to one element of the rear gear sets. Five shift elements are assigned to the front gear sets and two are assigned to the rear gear sets, such that the front gear sets transmit seven output speeds to the rear gear sets. If normalized to the input speed of the drive shaft, at least one output speed of the front gear sets is less than 0, one output speed is greater than 1, one output speed is equal to 0, one output speed is equal to 1 and two output speeds are between 0 and 1.

Abstract: A multi-speed transmission having drive and output shafts, three front-mounted and two rear-mounted planetary gearsets, six shift elements which are selectively engaged to render a speed of the drive shaft and speeds generated in the front gearsets to achieve at least one reverse and twelve forward gears via at least one of the rear gearsets transmissible as the output shaft speed. Four shift elements are assigned to the front gearsets and two shift elements are assigned to the rear gearsets. At least one of the front gearsets is fixed to an element of the rear gearsets, resulting in six different output speeds of the front gearsets being transmissible to at least one of the rear gearsets. If normalized to the input speed of the drive shaft, one of the six output speeds is less than 0, four are between 0 and 1, and one is equal to 1.

Abstract: An automatic transmission has a first clutch shaft that constantly connects first and fourth planetary gear sets, a second clutch shaft that constantly connects second and third planetary gear sets, and a third clutch shaft that constantly connects the third and first planetary gear sets. A drive shaft is constantly connected to the fourth planetary gear set; an output shaft is constantly connected to the third planetary gear set. The first planetary gear set is directly connected to two shift elements, the second planetary gear set is directly connected to four shift elements, the third planetary gear set is directly connected to two shift elements, the fourth planetary gear set is directly connected to four shift elements. The drive shaft is directly connected to only one shift element. The output shaft is directly connected to only one shift element. A seventh shift element is directly connected to the drive shaft and the second and fourth planetary gear sets.

Abstract: A hydraulic control device for controlling multiple torque-transferring shift elements of an automatic transmission, where each of the shift elements features at least one hydraulic actuator, which includes one actuating pressure chamber, at least one stop valve and at least one hydraulic shift device with multiple pressure adjusting devices connected to the different shift elements. Thereby, the stop valve is configured and arranged in such a manner that the actuators of at least two shift elements are hydraulically connectable to the pressure adjusting devices through a common stop valve. In a first shifting position, all actuating pressure chambers of the at least two shift elements are tightly sealed by the stop valve. In a second shifting position, all actuating pressure chambers of the at least two shift elements are connected through the stop valve to the pressure adjusting device allocated to the respective shift element.

Abstract: A rotating shifting element arrangement for an automatic transmission of a vehicle, having a cylinder element (2), is proposed, in which an actuating piston (3) for actuating a shifting element (1) is arranged in an axially movable way, a compensating cavity (4) of the shifting element (1) being provided by way of the actuating piston (3) and an oil dam (5), and wherein the oil dam (5) is fixed radially outside the piston face (6) of the actuating piston (3).

Abstract: An automatic transmission has a first clutch shaft that constantly connects first and fourth planetary gear sets, a second clutch shaft that constantly connects second and third planetary gear sets, and a third clutch shaft that constantly connects the third and first planetary gear sets. A drive shaft is constantly connected to the fourth planetary gear set; an output shaft is constantly connected to the third planetary gear set. The first planetary gear set is directly connected to two shift elements, the second planetary gear set is directly connected to four shift elements, the third planetary gear set is directly connected to two shift elements, the fourth planetary gear set is directly connected to four shift elements. The drive shaft is directly connected to only one shift element. The output shaft is directly connected to only one shift element. A seventh shift element is directly connected to the drive shaft and the second and fourth planetary gear sets.

Abstract: An automatic transmission has a first clutch shaft that constantly connects first and fourth planetary gear sets, a second clutch shaft that constantly connects second and third planetary gear sets, and a third clutch shaft that constantly connects the third and first planetary gear sets. A drive shaft is constantly connected to the fourth planetary gear set; an output shaft is constantly connected to the third planetary gear set. The first planetary gear set is directly connected to two shift elements, the second planetary gear set is directly connected to four shift elements, the third planetary gear set is directly connected to two shift elements, the fourth planetary gear set is directly connected to four shift elements. The drive shaft is directly connected to only one shift element. The output shaft is directly connected to only one shift element.

Abstract: A system for locking and releasing a shifting position of a shifting element that is hydraulically actuatable by an actuating pressure is provided. The shifting element is arranged coaxially with a transmission shaft. The system includes a stop valve. The stop valve is subjectable to a control pressure that is separate from the actuating pressure of the shifting element. The stop valve is arranged radially inside the shifting element in the transmission housing.

Abstract: A hydraulic system for operating an automatic transmission for motor vehicles includes a hydraulic actuator for operating a clutch and a stop valve, whereas the actuator has a pressurizable actuating pressure chamber, which can be closed in a pressure-tight manner by means of the stop valve, such that the clutch pressure is maintained independent of the other pressures of the hydraulic system. The stop valve includes a closure device that is movable by means of a hydraulic control pressure (p_S) into a closed position, in which an actuating pressure chamber port, and thus the actuating pressure chamber, is closed by means of the closure device. The closure device is movable into an open position at least by means of the force of a spring, in which the actuating pressure chamber port is opened. Thereby, the stop valve features a shiftable locking device, by means of which the closure device can be fixed in the closed position.

Abstract: A claw shifting element for a motor vehicle transmission includes a sliding sleeve that is axially fixed in its two end positions by frictional locking.

Abstract: The invention relates to a multi-speed automatic transmission in planetary design with one drive shaft (AN), one output shaft (AB), four planetary gear sets (RS1, RS2, RS3, RS4) and several shift elements (A to F). A first clutch shaft (3) constantly connects the first planetary gear set (RS1) to the fourth planetary gear set (RS4), a second clutch shaft (5) constantly connects the second planetary gear set (RS2) to the third planetary gear set (RS3), a third clutch shaft (6) constantly connects the third planetary gear set (RS3) to the first planetary gear set (RS1). The drive shaft (AN) is constantly connected to the fourth planetary gear set (RS4); the output shaft (AB) is constantly connected to the third planetary gear set (RS3).

Abstract: A hydraulic control device (101) for controlling multiple torque-transferring shift elements (K_A, K_B, K_C) of an automatic transmission, whereas each of the shift elements features at least one hydraulic actuator (4A, 4B, 4C), which includes one actuating pressure chamber (7A, 7B, 7C), features at least one stop valve (110) and at least one hydraulic shift device (8) with multiple pressure adjusting devices (23A, 23B, 23C) allocated to the different shift elements. Thereby, the stop valve is formed and arranged in such a manner that the actuators of at least two shift elements are hydraulically connectable to the pressure adjusting devices through a common stop valve, whereas, in a first shifting position of the stop valve, all actuating pressure chambers of the at least two shift elements are tightly sealed by the stop valve.

Abstract: A hydraulic system for operating an automatic transmission for motor vehicles includes a hydraulic actuator for operating a clutch and a stop valve, whereas the actuator has a pressurizable actuating pressure chamber, which can be closed in a pressure-tight manner by means of the stop valve, such that the clutch pressure is maintained independent of the other pressures of the hydraulic system. The stop valve includes a closure device that is movable by means of a hydraulic control pressure (p_S) into a closed position, in which an actuating pressure chamber port, and thus the actuating pressure chamber, is closed by means of the closure device. The closure device is movable into an open position at least by means of the force of a spring, in which the actuating pressure chamber port is opened. Thereby, the stop valve features a shiftable locking device, by means of which the closure device can be fixed in the closed position.

Abstract: A claw shifting element (1) comprising a sliding sleeve (3), with which the sliding sleeve (3) is axially fixed in its two end positions by frictional locking, is proposed.

Abstract: A method of operating a transmission device (3) having a plurality of frictionally engaging shift elements (B, C, D and E) and at least one form-locking shift element (A, F) for implementing different transmission ratios. Upon a requested change in operating state of the transmission device (3), the at least one form-locking shift element (A) is transferred into an at least nearly load-free state, during which the form-locking shift element (A) is transferred from an engaged to a disengaged operating state by increasing the transfer capability of at least one frictionally engaging shift element (E), which is not engaged in the power flow of the transmission device (3) either to represent the present operating state or to represent the requested operating state.

Abstract: A method is described for the operation of a transmission device (1) with a plurality of frictional shift elements (A, D, E, F) and at least one interlocking shift element (B, C) for obtaining various gear ratios. When a command is received for a gearshift during which the interlocking shift element (C) has to be changed from an open to a closed operating condition, the interlocking shift element (C) is at least approximately synchronized by increasing the transmission capacity of at least one frictional shift element (A) which does not have to be engaged in the force flow either to obtain the gear ratio that is to be disengaged or to obtain the gear ratio that is to be engaged.

Abstract: A method of operating a transmission device (3) having a plurality of frictionally engaging shift elements (B, C, D and E) and at least one form-locking shift element (A, F) for implementing different transmission ratios. Upon a requested change in operating state of the transmission device (3), the at least one form-locking shift element (A) is transferred into an at least nearly load-free state, during which the form-locking shift element (A) is transferred from an engaged to a disengaged operating state by increasing the transfer capability of at least one frictionally engaging shift element (E), which is not engaged in the power flow of the transmission device (3) either to represent the present operating state or to represent the requested operating state.

Abstract: A method is described for the operation of a transmission device (1) with a plurality of frictional shift elements (A, D, E, F) and at least one interlocking shift element (B, C) for obtaining various gear ratios. When a command is received for a gearshift during which the interlocking shift element (C) has to be changed from an open to a closed operating condition, the interlocking shift element (C) is at least approximately synchronized by increasing the transmission capacity of at least one frictional shift element (A) which does not have to be engaged in the force flow either to obtain the gear ratio that is to be disengaged or to obtain the gear ratio that is to be engaged.

Abstract: A device for actuating a disk clutch (B) in a transmission, which consists of an actuating piston-cylinder arrangement with rotation pressure compensation, whose actuating piston (6) is associated with a pressure chamber (4) for a pressure medium fluid to produce the actuating force, and in which a pressure compensation chamber (26) is provided, in which by virtue of centrifugal action a pressure medium fluid produces on the actuating piston a compensation force directed in opposition to the actuation direction of the actuating piston, the pressure chamber and the pressure compensation chamber each having a delivery line (9, 21) for pressure medium fluid.

Abstract: A shifting element of an automatic transmission with a shifting element piston that can be hydraulically actuated via an engaging pressure space and with a way of pressure compensation which compensates for dynamic engagement forces that act on the shifting element piston and are produced in the engaging pressure space filled with hydraulic liquid by its rotation. The way of pressure compensation comprising of at least one pressure compensation space that can be fed with pressure compensation liquid in which dynamic compensation forces, directed opposite to the dynamic engagement forces, can be produced by virtue of the rotation. To achieve effective passive compensation of dynamic hydraulic pressures with comparatively little radial structural space occupation, at least two pressure compensation spaces, opposite the engaging pressure space, are arranged in a cylinder space of the shifting element piston axially next to one another.