Abstract: A pressure and flow control system includes a hydraulically-controlled component, a pilot valve, and a regulating valve. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal, which controls the hydraulically-controlled component.

Abstract: A wet dual clutch transmission includes at least one hydraulic component and a pilot valve operably connected to the hydraulic component to actuate the hydraulic component. The pilot valve includes a Micro-Electro-Mechanical Systems (MEMS) based pressure differential actuator valve. The hydraulic component may include but is not limited to a first clutch and a second clutch of the wet dual clutch transmission, a lube regulator valve, an on/off solenoid, a synchronizing shift fork or a line pressure control valve.

Abstract: A continuously variable transmission (CVT) for a vehicle includes a hydraulically-controlled component and a pilot valve. The pilot valve includes at least one micro-electrical-mechanical-systems (MEMS) based device. The pilot valve is operably connected to and is configured for actuating the hydraulically-controlled component. The pilot valve additionally includes a regulating valve operably connected to the pilot valve and to the hydraulically-controlled component. The regulating valve is configured to direct fluid to the hydraulically-controlled component when actuated by the pilot valve.

Abstract: A powertrain system in a mild hybrid vehicle includes a hydraulic device, a pilot valve, and a regulator valve. The pilot valve is operably connected to the hydraulic device and configured to actuate. The pilot valve includes at least one micro-electro-mechanical systems (MEMS) based device. The regulator valve is operably connected to the pilot valve and the hydraulic device. The regulator valve is configured to direct fluid to the hydraulic device based on the actuation of the pilot valve.

Abstract: A clutch includes a pilot valve, a regulating valve, and a clutch control valve. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal. The clutch control valve is configured to engage and disengage the clutch in response to the control signal. The clutch may be configured as one of a wet clutch and a dry clutch.

Abstract: A dry dual clutch transmission includes at least one hydraulic component and a pilot valve operably connected to the hydraulic component to actuate the hydraulic component. The pilot valve includes a Micro-Electro-Mechanical Systems (MEMS) based pressure differential actuator valve. The hydraulic component may include but is not limited to a first clutch and a second clutch of the dry dual clutch transmission, an on/off solenoid, a line pressure control valve or a synchronizing shift fork.

Abstract: A pressure control system includes a hydraulically-controlled component, a pilot valve, and a regulating valve. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal, which controls the hydraulically-controlled component.

Abstract: A powertrain system in a hybrid vehicle includes a hydraulic device, a pilot valve, and a regulator valve. The pilot valve is operably connected to the hydraulic device and configured to actuate. The pilot valve includes at least one micro-electro-mechanical systems (MEMS) based device. The regulator valve is operably connected to the pilot valve and the hydraulic device. The regulator valve is configured to direct fluid to the hydraulic device based on the actuation of the pilot valve.

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 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 transmission is disclosed having an input member, an output member, and first, second, third and fourth planetary gear sets each having first, second and third members. A plurality of interconnecting members continuously interconnect one of the first, second and third members of one of the planetary gear sets with one of the first, second and third members of another of the planetary gear sets. Five torque-transmitting mechanisms are selectively engageable in combinations of at least three to establish at least eight forward speed ratios and at least one reverse speed ratio between the input member and the output member. The first of the five torque-transmitting mechanisms is a selectable one-way clutch engageable to interconnect the third member of the first planetary gear set with the stationary member.

Abstract: A transmission is provided having a stationary member, an input member, an output member, four planetary gear sets, a plurality of coupling members and five torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The five torque transmitting mechanisms are selectively engageable to interconnect one of the first, second, and third members with another of the first, second, third members, and a stationary element. The torque transmitting mechanisms are selectively engageable in combinations of at least three to establish at least eight forward speed ratios and at least one reverse speed ratio between the input member and the output member. A first of the five torque-transmitting mechanisms is a selectable one-way clutch engageable to interconnect the third member of the fourth planetary gear set with the stationary member.

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 method for controlling a torque converter having an internal lockup clutch includes detecting vehicle operating conditions and executing one of a stored plurality of torque converter clutch modes each corresponding to a different set of vehicle operating conditions. A fully-released mode corresponds to vehicle pre-launch, a partially-engaged mode corresponds to post-launch of the vehicle in first gear, downshift, coasting, throttle tip-in, or throttle tip-out; a first fully-engaged mode corresponds to steady-state operation in second gear or a higher; and a second fully-engaged mode corresponds to an upshift. Slippage across the converter is controlled only during the first fully-engaged mode. A vehicle is also provided having an engine, transmission, torque converter with lockup clutch, and controller having a control algorithm.

Abstract: A hydraulic one-way clutch assembly (HOWC) is configured for use in a vehicle transmission. The HOWC assembly includes a non-rotatable disc and a rotatable disc. The non-rotatable disc extends about an axis and defines at least one exhaust port extending therethrough. The rotatable disc extends about the axis and is disposed axially adjacent the non-rotatable disc. The rotatable disc is configured to rotate relative to the non-rotatable disc, about the axis, between a closed position and an open position. The rotatable disc covers the exhaust passage when the rotatable disc is in the closed position to prevent fluid from flowing out through the at least one exhaust port. The rotatable disc uncovers the exhaust port when the rotatable disc is in the closed position to allow fluid to flow out through the at least one exhaust port.

Abstract: A selectable one-way clutch (SOWC) is provided for use with a vehicle transmission, and has a first race with a plurality of strut pockets, a moveable selector plate, symmetrical torque-holding elements or struts, and a second race that is rotatably engageable with a torque input device. The selector plate has a plurality of windows, and the struts selectively prevent rotation of the second race in either rotational direction depending on the position of the selector plate. The struts have a cylindrical portion and a pair of strut wings each having a free end. The strut wings connect to the cylindrical portion, and a different one of the free ends engages a strut pocket when an opposite strut wing is depressed in order to prevent rotation of the second race.

Abstract: A vehicle includes an automatic transmission having an engine, an input member, a stationary center support, and a selectable one-way clutch (SOWC) positioned within the stationary center support. A SOWC selection mechanism is formed integrally with the center support, and rotates a slide plate during a predetermined transmission operating mode. A piston in a first bore of the selection mechanism rotates the slide plate in a first rotational direction to engage the SOWC, and a return spring in a second bore of the selection mechanism rotates the SOWC in a second direction to disengage the SOWC. The slide plate has a tab portion, and the piston and the return spring alternately apply a respective first and second force to opposite sides of the tab portion to rotate the slide plate, either directly or via an adapter ring.

Abstract: A transmission includes a selectable one-way clutch (SOWC) assembly. The SOWC assembly includes a rotatable pocket plate, a rotatable slide plate, and an annular piston having a ramped surface feature. The piston, which can be hydraulically actuated, moves axially toward the pocket plate when applied, and axially away from the pocket plate when released, to thereby select between two torque holding or operating modes of the SOWC assembly. The ramped surface feature of the piston engages an axial knob portion of the slide plate when the piston is applied to select to one operating mode, thus rotating the slide plate in one direction. A return spring moves the piston away from the pocket plate when the other operating mode is selected, and the slide plate is rotated via a spring in another direction. A guide pin maintains a relative position of the piston and the slide plate.

Abstract: A disc clutch assembly is provided that includes first and second sets of generally annular plates spaced alternately with one another. The plates of the first set have a friction interface. The first and second sets of plates are selectively engagable with one another at the friction interface for transferring torque loads. Separating devices are in contact with the plates radially inward of the friction interface. The separating devices are configured to bias the respective ones of the first and second sets of plates apart from one another when not selectively engaged.

Abstract: The present invention provides an apparatus for improving the fuel economy of a vehicle. The apparatus includes a transmission having a transmission sump that contains transmission fluid, and a heat exchanger disposed within said sump and at least partially submerged in the transmission fluid. The apparatus also includes an engine having a plurality of engine coolant channels. An engine pump is operatively connected to the engine. The engine pump is configured to transfer engine coolant through the plurality of engine coolant channels and then through the heat exchanger. Heat from the engine coolant is transferred to the transmission fluid when the engine coolant passes through the heat exchanger. The heat transferred to the transmission fluid decreases transmission fluid viscosity such that transmission spin losses are reduced and fuel economy is improved. A corresponding method for improving the fuel economy of a vehicle is also provided.