Abstract: A transmission system associated with a vehicle includes a shaft to rotate about an axis of rotation. The shaft is coupled to a gear set. The transmission system includes a target wheel to be coupled to the gear set and to rotate with the gear set. The target wheel includes at least one void. The transmission system includes a giant magnetoresistance (GMR) sensor spaced apart from the target wheel by a gap. The giant magnetoresistance (GMR) sensor is configured to observe the at least one void of the target wheel to determine a rotation speed of the shaft based on a giant magnetoresistance (GMR) effect. The transmission system further includes a rotating shell located in the gap between the target wheel and the giant magnetoresistance (GMR) sensor.

Abstract: A transmission system associated with a vehicle includes a shaft to rotate about an axis of rotation. The shaft is coupled to a gear set. The transmission system includes a sensor target to be coupled to the gear set and to rotate with the gear set. The sensor target includes at least one target. The transmission system includes a sensor spaced apart from the sensor target by a gap. The sensor is configured to observe the at least one target of the sensor target to determine a rotation speed of the shaft.

Abstract: A transmission system associated with a vehicle includes a shaft to rotate about an axis of rotation. The shaft is coupled to a gear set. The transmission system includes a sensor target to be coupled to the gear set and to rotate with the gear set. The sensor target includes at least one target. The transmission system includes a sensor spaced apart from the sensor target by a gap. The sensor is configured to observe the at least one target of the sensor target to determine a rotation speed of the shaft.

Abstract: A torque converter for a vehicle includes an annular housing. A turbine member is fluidically connected to the pump member. A lock-up clutch is selectively engaged between the annular housing and the turbine member. A lock-up clutch actuator is connected to the lock-up clutch. A cavity is defined between the annular housing and the turbine member. A first fluid circuit is fluidically connected to the pump member, the cavity and a first side of the lockup clutch actuator. The first fluid circuit delivers a fluid to engage the lock-up clutch actuator. A second fluid circuit is hydraulically connected to the pump member and the cavity. The second fluid circuit guide the fluid from the annular housing. A third fluid circuit is hydraulically connected to a second side of the lock-up clutch actuator. The third fluid circuit selectively delivers a pressurized fluid to release the lock-up clutch.

Abstract: A hydraulic control system for a motor vehicle transmission includes a pressure regulation subsystem in fluid communication with a pump for providing pressurized hydraulic fluid. A manual valve assembly is in direct fluid communication with the pressure regulation subsystem, and is moveable by an operator of the motor vehicle between at least park, neutral, drive, and reverse positions. A default disable valve assembly is in direct fluid communication with the manual valve assembly, a default disable solenoid, and a default select valve assembly. The manual valve assembly is in direct fluid communication with the default disable valve assembly which is in direct fluid communication with the default disable solenoid and the default select valve assembly. The default disable solenoid enables the default disable valve assembly to enable three default modes of operation and the default select valve assembly selects between two of the three default modes of operation.

Abstract: A hydraulic control system for a multiple speed motor vehicle automatic transmission having electronic transmission range selection (ETRS) provides both a forward gear ratio and Park options during default conditions where the transmission loses electronic control when the ETRS system is in a drive mode. The hydraulic control system includes a two position default disable solenoid valve, an ETRS valve, a park servo, position sensors, a default disable valve, a drive select valve, various orifices and blow-off valves as well as main and auxiliary pumps, a torque converter, a torque converter regulator and control valve and a plurality of linear force solenoid valves and clutch regulation valves which control a like plurality of clutch and brake actuators.

Abstract: A method and system are provided for shifting a vehicle transmission having several members. Each member is a first, second, or third node of a planetary gear set (of multiple planetary gear sets), or an input, output, or stationary member. A first torque transmitting mechanism is applied to transfer torque between first and second members in a low gear state. In some versions, a second torque transmitting mechanism is applied in the low gear state without substantially transferring torque between third and fourth members, and then the second torque transmitting mechanism is disengaged. A third torque transmitting mechanism is then applied without substantially transferring torque between the third and fourth members in the low gear state. The transmission is upshifted by disengaging the first torque transmitting mechanism, keeping the third torque transmitting mechanism applied, and applying the second torque transmitting mechanism to transfer torque between the third and fourth members.

Abstract: A vehicle includes a prime mover, a transmission having an electronic transmission range selection (ETRS) system, a user interface device that generates an electric range selection (ERS) signal in response to a selected operating range, and a controller. The controller processes the ERS signal and determines the operating range and executes a remedial control action when the incorrect powerflow is detected. The remedial action may include interrupting powerflow. A control apparatus includes the user interface device and controller. A method includes determining if a powerflow fault condition is present, including comparing clutches commanded on against a calibrated list of clutches not permitted to be on, and one or both of comparing a measured speed ratio to an expected speed ratio and comparing actual switch states of mode valves to states commanded by the ETRS system. The method includes executing the remedial control action when the incorrect powerflow is detected.

Abstract: A hydraulic control system for a multiple speed motor vehicle automatic transmission having electronic transmission range selection (ETRS) provides both a forward gear ratio and Park options during default conditions where the transmission loses electronic control when the ETRS system is in a drive mode. The hydraulic control system includes a two position default disable solenoid valve, an ETRS valve, a park servo, position sensors, a default disable valve, a drive select valve, various orifices and blow-off valves as well as main and auxiliary pumps, a torque converter, a torque converter regulator and control valve and a plurality of linear force solenoid valves and clutch regulation valves which control a like plurality of clutch and brake actuators.

Abstract: A method and system are provided for shifting a vehicle transmission having several members. Each member is a first, second, or third node of a planetary gear set (of multiple planetary gear sets), or an input, output, or stationary member. A first torque transmitting mechanism is applied to transfer torque between first and second members in a low gear state. In some versions, a second torque transmitting mechanism is applied in the low gear state without substantially transferring torque between third and fourth members, and then the second torque transmitting mechanism is disengaged. A third torque transmitting mechanism is then applied without substantially transferring torque between the third and fourth members in the low gear state. The transmission is upshifted by disengaging the first torque transmitting mechanism, keeping the third torque transmitting mechanism applied, and applying the second torque transmitting mechanism to transfer torque between the third and fourth members.

Abstract: A method for monitoring a fixed-gear transmission includes deriving a node speed relationship for each of the planetary gear sets based upon a center distance and a gear ratio and determining equivalent speed parameters for nodes of the planetary gear sets based upon a transmission input speed state, an intermediate node speed state and a transmission output speed state. A clutch slip speed relationship is determined for each of the clutches based upon the node speed relationships for the planetary gear sets and the equivalent speed parameters for nodes of the planetary gear sets. Rotational speed sensors monitor the input transmission speed, the intermediate node speed and the transmission output speed. A clutch slip speed for each of the clutches is determined based upon the respective clutch slip speed relationship and the monitored input transmission speed, the monitored intermediate node speed and the monitored transmission output speed.

Abstract: A vehicle includes a prime mover, a transmission having an electronic transmission range selection (ETRS) system, a user interface device that generates an electric range selection (ERS) signal in response to a selected operating range, and a controller. The controller processes the ERS signal and determines the operating range and executes a remedial control action when the incorrect powerflow is detected. The remedial action may include interrupting powerflow. A control apparatus includes the user interface device and controller. A method includes determining if a powerflow fault condition is present, including comparing clutches commanded on against a calibrated list of clutches not permitted to be on, and one or both of comparing a measured speed ratio to an expected speed ratio and comparing actual switch states of mode valves to states commanded by the ETRS system. The method includes executing the remedial control action when the incorrect powerflow is detected.

Abstract: A hydraulic control system for a motor vehicle transmission includes a pressure regulation subsystem in fluid communication with a pump for providing pressurized hydraulic fluid. A manual valve assembly is in direct fluid communication with the pressure regulation subsystem, and is moveable by an operator of the motor vehicle between at least park, neutral, drive, and reverse positions. A default disable valve assembly is in direct fluid communication with the manual valve assembly, a default disable solenoid, and a default select valve assembly. The manual valve assembly is in direct fluid communication with the default disable valve assembly which is in direct fluid communication with the default disable solenoid and the default select valve assembly. The default disable solenoid enables the default disable valve assembly to enable three default modes of operation and the default select valve assembly selects between two of the three default modes of operation.

Abstract: A park gear and pawl assembly for a vehicle transmission includes a park gear, a hydraulic control passage, a park pawl, a hydraulic pump, an abutment assembly, a park rod, and a hydraulic actuator. The park gear is fixed for common rotation to an output shaft of the transmission. The hydraulic passage is integrated into a housing of the transmission. The park pawl is engaged with the park gear when the park pawl is in a first position. The hydraulic pump includes an input member and output port. The input member is drivingly connected to the output shaft of the transmission and the output port is in communication with the hydraulic. The park rod at least partially disposed in the abutment assembly. The hydraulic actuator axially actuated via hydraulic fluid pressure in the hydraulic passage.

Abstract: A vehicle includes an engine, a transmission, and a controller. The transmission includes a pressure control solenoid (PCS) valve device having a PCS and a regulating valve, a friction clutch, and a clutch piston in fluid communication with the regulating valve. The piston is operable to apply a clutch pressure to the friction clutch during a shift of the transmission. The controller is programmed to receive an acceleration value describing a lateral and/or longitudinal acceleration force of the vehicle, calculate the clutch pressure using the received acceleration value, and control an operation of the regulating valve via the PCS using the calculated clutch pressure. The acceleration value may be determined via one or more accelerometers or calculated. A method is also disclosed for compensating for acceleration in control of the regulating valve in a vehicle having a transmission that includes a friction clutch, PCS, and regulating valve.

Abstract: A park gear and pawl assembly for a vehicle transmission includes a park gear, a hydraulic control passage, a park pawl, a hydraulic pump, an abutment assembly, a park rod, and a hydraulic actuator. The park gear is fixed for common rotation to an output shaft of the transmission. The hydraulic passage is integrated into a housing of the transmission. The park pawl is engaged with the park gear when the park pawl is in a first position. The hydraulic pump includes an input member and output port. The input member is drivingly connected to the output shaft of the transmission and the output port is in communication with the hydraulic. The park rod at least partially disposed in the abutment assembly. The hydraulic actuator axially actuated via hydraulic fluid pressure in the hydraulic passage.

Abstract: A transmission is provided having a control module, an input member, an output member, four planetary gear sets, a plurality of coupling members, a plurality of torque transmitting devices, and at least one speed sensor assembly. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes. The control module includes a control logic sequence for assuring engagement of torque transmitting mechanisms for achieving specific gear ratios between the input and output members.

Abstract: A vehicle includes a transmission, and an Electronic Transmission Range Selection (ETRS) system. The transmission has a plurality of clutches, a park pawl, and a park sensor. The ETRS system has a controller and an electronic range selector device. The controller is programmed to detect a delay in pull out of the park pawl from a park position and to control an action of the vehicle in response to the delay by receiving an electronic range request signal to shift from a park operating range to another operating range; receiving a park pawl position signal from the park sensor; determining if pull out of the park pawl from the park position has not occurred by a predetermined time; and increasing one of a line pressure, a clutch pressure, and an idle speed if pull out of the park pawl from the park position has not occurred by the predetermined time.

Abstract: A hydraulic control system for a clutch of a transmission having a plurality of torque transmitting mechanisms and includes a source of pressurized hydraulic fluid, a clutch pressure regulating valve, a clutch pump valve, a first and a second fluid flow check valve, a pressure valve, a first torque transmitting mechanism actuation device, and a pressure control solenoid.

Abstract: A vehicle includes a transmission, and an Electronic Transmission Range Selection (ETRS) system. The transmission has a plurality of clutches, a park pawl, and a park sensor. The ETRS system has a controller and an electronic range selector device. The controller is programmed to detect a delay in pull out of the park pawl from a park position and to control an action of the vehicle in response to the delay by receiving an electronic range request signal to shift from a park operating range to another operating range; receiving a park pawl position signal from the park sensor; determining if pull out of the park pawl from the park position has not occurred by a predetermined time; and increasing one of a line pressure, a clutch pressure, and an idle speed if pull out of the park pawl from the park position has not occurred by the predetermined time.