Abstract: A torque transfer apparatus for a transmission includes a rotatable friction clutch pack including a first friction plate that is contiguous to a second friction plate, with the first friction plate coupled to a first transmission element and the second friction plate coupled to a second transmission element. A Belleville spring device is configured to urge the first friction plate to engage the second friction plate to effect torque transfer therebetween when a hydraulically-activated piston is deactivated. The hydraulically-activated piston is configured to urge the second periphery of the Belleville spring device away from mechanical contact of the first friction plate when the hydraulically-activated piston is activated.

Abstract: A transmission fluid heater for a motor vehicle includes a fluid pan mounted on the transmission for storing a supply of transmission fluid. The fluid pan has an inner chamber storing the transmission fluid, and an outer chamber surrounding the inner chamber. An inlet to the outer chamber communicates with a source of engine exhaust gas and an outlet from the outer chamber exhausts the exhaust gas. An inlet valve opens and shuts the communication of engine exhaust gas to the inlet. A plurality of heat exchanger fins enhancing the transfer of heat from the engine exhaust gas within the outer chamber to the transmission fluid is stored within the inner chamber.

Abstract: A mode selector mechanism for a selectable one way clutch assembly includes a lever moveable between a first position, a second position and a third position. A lever biasing device biases the lever in a first direction. A piston acts in opposition against the lever biasing device to move the lever in a second direction opposite the first direction. The piston is actuated by a variable hydraulic signal. The lever is disposed in the second position when the variable hydraulic signal includes a fluid pressure between a first fluid pressure and a second fluid pressure. The lever is disposed in the third position when the variable hydraulic signal includes a fluid pressure greater than the second fluid pressure. The lever is disposed in the first position when the variable hydraulic signal includes a fluid pressure less than the first fluid pressure.

Abstract: A transmission includes a coplanar gear set with a first sun gear member rotatable about a first axis of rotation, a second sun gear member rotatable about the first axis of rotation, a carrier member, and an outer gear radially outward of and concentric with the first sun gear member. A first annular gear meshes with the first sun gear member, and the outer gear meshes with the first annular gear and with the second sun gear member. The first annular gear is rotatable about a second axis of rotation and the outer gear is rotatable about a third axis or rotation.

Abstract: A transmission includes a first gear set with a sun gear member rotatable about a first axis of rotation, a carrier member, and a ring gear member radially outward of and concentric with the first sun gear member. A first annular gear meshes with the sun gear member, and a second annular gear meshes with the first annular gear and with the ring gear member. The first annular gear is rotatable about a second axis of rotation and the second annular gear is rotatable about a third axis or rotation.

Abstract: A transmission includes a first gear set with a first sun gear member rotatable about a first axis of rotation, a first carrier member, and a first ring gear member radially outward of and concentric with the first sun gear member. The first ring gear member has a radially inward-facing surface with inner teeth and a radially outward-facing surface with outer teeth. A second gear set has a second carrier member, and a second ring gear member radially outward of and concentric with the first ring gear member. The second ring gear member has a radially inward-facing surface with inner teeth. A first annular gear has a radially inward-facing surface with inner teeth and a radially outward-facing surface with outer teeth. The first annular gear is rotatable about a second axis of rotation and meshes with the first ring gear member.

Abstract: A transmission includes a first gear set with a first sun gear member rotatable about a first axis of rotation, a second sun gear member rotatable about the first axis of rotation, a carrier member, and a ring gear member radially outward of and concentric with the first sun gear member. A first annular gear meshes with the first sun gear member, and a second annular gear meshes with the first annular gear, the second sun gear member, and with the ring gear member. The first annular gear is rotatable about a second axis of rotation and the second annular gear is rotatable about a third axis or rotation.

Abstract: A transmission includes a coplanar gear set with a first sun gear member rotatable about a first axis of rotation, a second sun gear member rotatable about the first axis of rotation, a carrier member, and an outer gear radially outward of and concentric with the first sun gear member. A first annular gear meshes with the first sun gear member, and the outer gear meshes with the first annular gear and with the second sun gear member. The first annular gear is rotatable about a second axis of rotation and the outer gear is rotatable about a third axis or rotation.

Abstract: A powertrain system includes an engine coupled via an input member to a transmission to transfer torque to an output member. The engine is configured to execute an autostop event and an autostart event during ongoing powertrain operation. The transmission includes a plurality of planetary gear sets and a plurality of torque transfer clutches. The plurality of torque transfer clutches includes hydraulically-activated clutches and mechanical clutch devices, including an electromechanically-activated selectable one-way clutch. The transmission is configured to provide hydraulic pressure to activate the hydraulically-activated clutches using only a mechanically driven hydraulic pump. The transmission is configured to effect torque transfer among the input member, the plurality of planetary gear sets and the output member in one of a plurality of fixed gear states by selectively activating at least one of the plurality of torque transfer clutches.

Abstract: A torque converter for an automatic transmission includes a first fluid flow path for supplying a fluid to a pump cavity, a second fluid flow path for removing the fluid from the pump cavity, and a third fluid flow path for supplying a hydraulic signal to a lock-up clutch. The third fluid flow path is separate and distinct from the first fluid flow path and the second fluid flow path. A sleeve divides a stepped axial bore in the turbine output shaft into an inner stepped axial bore cavity, which is part of the third fluid flow path, and an outer stepped axial bore cavity, which is part of the first fluid flow path. The torque converter further includes an isolator assembly having a twenty degree rotational travel dampening distance.

Abstract: A torque transmitting system includes a case, first and second clutch plates, and a ramp member that is selectively rotatable about an axis and that defines a ramp surface. The system also includes an electric motor having a motor housing, wherein the case is rotatable relative to the housing about the axis. The motor is configured to selectively apply torque to rotate the ramp member. The system additionally includes a roller element mounted with respect to the case and contacting the ramp surface. The ramp surface is configured such that, when the ramp member is rotated about the axis, the roller element exerts a reaction force on the ramp surface that urges the ramp member to move in a first axial direction and thereby transmit the reaction force to the clutch plates. A transmission assembly including the above described torque transmitting system is also disclosed.

Abstract: A powertrain includes a transmission coupled to a driveline. A method for monitoring torque in the powertrain includes monitoring signal outputs from a first rotational sensor and a second rotational sensor configured to monitor respective rotational positions of first and second locations of a driveline, determining a positional relationship between the first and second locations using positional identifiers of the first and second rotational sensors, deriving a twist angle from the positional relationship between the first and second rotational sensors, calculating a magnitude of driveline torque corresponding to the twist angle, and controlling the vehicular powertrain according to the calculated magnitude of driveline torque.

Abstract: A powertrain in a vehicle includes an electro-mechanical transmission having a selectable one-way clutch mechanically-operatively coupled to an internal combustion engine and configured to selectively transmit mechanical power to an output member. A control method includes monitoring a vehicle speed, monitoring a transmission gear state, comparing the vehicle speed to a threshold low speed range, transitioning a selectable one-way clutch into an engaged mode when said vehicle speed is not in a forward direction in excess of the threshold low speed range, and maintaining the selectable one-way clutch in the engaged mode based upon the transmission gear state remaining in a first gear state and the vehicle speed remaining within said threshold low speed range, a neutral state, or a reverse state.

Abstract: A powertrain includes an engine, a transmission, and a torque converter located between the engine and the transmission. Subsequent to a rapid increase in engine torque commands, torque converter slip is controlled by monitoring a measured torque converter slip after the rapid increase in engine torque commands, determining a maximum measured torque converter slip value resulting from the rapid increase in engine torque commands based upon the measured torque converter slip, determining a target value to which to reduce the torque converter slip, determining a recovery profile to reduce the torque converter slip from the maximum measured torque converter slip to the target value, and utilizing the recovery profile to controllably reduce the torque controller slip. Determining the recovery profile includes commanding reducing slip through the profile at commanded torque converter slip values selected to prevent the torque converter slip from reaching zero.

Abstract: A method for controlling a powertrain includes monitoring engagement status of said selectable one-way clutch, monitoring an upshift command, monitoring a speed of an engine to torque converter shaft, monitoring a speed of a torque converter to transmission shaft, when the monitoring detects engagement of the selectable one-way clutch and the upshift command, then determining a relative rotational speed of the torque converter based upon the speed of said engine to torque converter shaft and the speed of said torque converter to transmission shaft. A locked selectable one-way clutch condition is diagnosed based upon the relative rotational speed. A torque increase is commanded from the engine based upon the locked selectable one-way clutch condition. And disengagement of the selectable one-way clutch is commanded.

Abstract: An apparatus transmitting torque among a first torque generative device, a second torque generative device and an output member includes a first planetary gear set including respective first, second and third members, a second planetary gear set including respective first, second and third members, the respective first member of the second planetary gear set mechanically coupled to the respective first member of the first planetary gear set. The first torque generative device is mechanically coupled to the respective second member of the first planetary gear set. The second torque generative device is mechanically coupled to the respective second member of the second planetary gear set, wherein the second torque generative device includes a grounding state wherein rotation of the respective second member of the second planetary gear set is prevented and a rotational state wherein rotation of the respective second member of the second planetary gear set is not prevented.

Abstract: A powertrain includes a torque generative device and a torque converter having an impeller, a turbine and a torque converter clutch. A method to control torque converter slip includes monitoring a reference slip and a turbine speed of the torque converter, determining a turbine torque based upon the reference slip and the turbine speed, determining a feed forward torque converter clutch pressure command based upon the turbine torque, a torque generative device torque, and a TCC gain, and controlling the torque converter clutch based upon the feed forward torque converter clutch pressure command.

Abstract: A powertrain includes a transmission coupled to a driveline. A method for monitoring torque of the driveline includes monitoring signals from first and second rotational sensors located at respective first and second rotationally-coupled positions of the driveline separated by a distance along the driveline, determining rotation of the driveline at the first and second rotationally-coupled positions from said signals, determining a twist angle derived from a difference between the rotations of the driveline at the first and second rotationally-coupled positions, calculating a driveline torque corresponding to the twist angle, and controlling operation of the powertrain in response to the driveline torque.

Abstract: A hybrid powertrain system includes first and second torque machines, a differential gear set including first, second and third elements, an output member, and first, second, and third selectable one-way clutches (SOWC). The first SOWC is configurable to prevent rotation of the third element of the differential gear set in a first rotational direction when controlled to a first activated state, and configurable to prevent rotation of the third element of the differential gear set in a second rotational direction opposite the first rotational direction when controlled to a second activated state. The first torque machine is coupled to the third element of the differential gear set only when the second SOWC is controlled to one of the activated states. And, the third element of the differential gear set is coupled to the input member only when the second and third SOWCs are each controlled to one of the activated states.

Abstract: A method for controlling torque converter slip includes operating the torque converter in a controlled slip mode, monitoring slip in the torque converter, statistically analyzing the monitored slip to determine a likely condition of the torque converter, and utilizing the likely condition of the torque converter to control the torque converter slip.