Abstract: Provided is a torque converter (1) which comprises: a casing (10) coupled to an output shaft of an engine; a torus (T) defined by a pump (20), a turbine (30) and a stator (40) each disposed within the casing (10); a multi-plate lockup clutch (60) adapted to directly couple the turbine (30) and the casing (10); and a lockup damper (70) adapted to absorb shock during engagement of the lockup clutch (60). The lockup clutch (60) and the lockup damper (70) are arranged within a space between the torus (T) and a surface of the casing (10) on the side of the engine, in an axially overlapping relation. The lockup clutch (60) is disposed on a radially inner side with respect to a widest region (T1) of the torus (T), and the lockup damper (70) is disposed on a radially outer side with respect to the widest region (T1). This makes it possible to engage the lockup clutch (60) with excellent response while suppressing shock, and shorten an overall length of an automatic transmission.

Abstract: The invention concerns a method for controlling a hydrodynamic retarder which can be disengaged mechanically via a separating clutch in a motor vehicle, which comprises a rotating bladed rotor and a bladed stator or a rotating bladed rotor and a bladed counter-rotor rotating in opposite direction thereto, which together form a working chamber filled with working medium in braking operation and emptied of working medium in non-braking operation, wherein the rotor is driven in braking operation via a drive train with a closed separating clutch and the working chamber is emptied when passing from the braking operation to the non-braking operation, wherein the transition from the braking operation to the non-braking operation is initiated via a retarder switch-off request of a driver assistance system or via actuation of an input device by the vehicle driver.

Abstract: A control device for a vehicular power transmitting system including a torque converter (6) having a pump impeller (6p), a turbine wheel (6t), a stator wheel (6s) rotatably disposed between the turbine wheel and the pump impeller, and a lock-up clutch (L/U) includes a capacity coefficient control unit (126) that controls a capacity coefficient of the torque converter by controlling rotation of the stator wheel, and the capacity coefficient control unit increases the capacity coefficient of the torque converter based on an amount of heat generated during slip control of the lock-up clutch.

Abstract: A controller serving as determination device determines whether or not a rising speed of the clutch pressure of the input clutch is less than a limit rising speed of the original pressure. A controller serving as original pressure control device adjusts the original pressure such that a difference between the original pressure and the detected clutch pressure of the input clutch becomes a predetermined offset pressure when it is determined that the clutch pressure rising speed of the input clutch is less than the original pressure limit rising speed, and adjusts the original pressure such that the original pressure is raised at the original pressure limit rising speed when it is determined that the clutch pressure rising speed of the input clutch is equal to or higher than the original pressure limit rising speed.

Abstract: The state of a fluid coupling in a motor vehicle powertrain is selectively controlled during neutral idle operation of the engine for increasing the engine temperature to a desired level. The fluid coupling includes an input member connected to the engine and an output member connected to the transmission, and the output member is selectively grounded under specified enable conditions to impose an engine load for raising the engine operating temperature. The output member is released to resume normal operation of the powertrain when the enable conditions are no longer met or an estimate of the fluid temperature in the coupling reaches or exceeds a predefined temperature.

Abstract: Provision of a new gear parking brake of a power transmission device that enables the simple achievement of in-gear parking. A gear parking brake (31) of a power transmission device has a fluid coupling (4) positioned on the engine side and a friction clutch (5) positioned on the transmission (2) side, arranged in series. This gear parking brake (31) is provided with a brake mechanism on an input shaft (3) of the transmission (2), which activates at the time of parking. Even though the friction clutch (5) becomes disengaged, the rotation of the input shaft (3) of the transmission (2) is restricted, thereby enabling in-gear parking.