Abstract: A hydrodynamic coupling arrangement, particularly torque converter, comprises a housing arrangement (12) which is filled or fillable with fluid, an impeller (20), a turbine (28), a lockup clutch (54), a torsional vibration damping arrangement (42) with an input region (52) and an output region (82), wherein a first torque transmission path (46) and parallel thereto a second torque transmission path (48) and a coupling arrangement (50) for superposing the torques transmitted via the torque transmission paths (46,48) are provided between the input region (52) and the output region (82), wherein the torsional vibration damping arrangement (42) further includes at least in the first torque transmission path (46) a phase shifter arrangement (56) for generating a phase shift of rotational irregularities transmitted via the first torque transmission path (46) relative to rotational irregularities transmitted via the second torque transmission path.

Abstract: A hydrodynamic coupling arrangement, particularly torque converter, includes a housing arrangement which is filled or fillable with fluid, an impeller, a turbine, a lockup clutch, a torsional vibration damping arrangement with an input region and an output region, wherein a first torque transmission path and parallel thereto a second torque transmission path and a coupling arrangement for superposing the torques transmitted via the torque transmission paths are provided between the input region and the output region. The torsional vibration damping arrangement further includes at least in the first torque transmission path a phase shifter arrangement for generating a phase shift of rotational irregularities transmitted via the first torque transmission path relative to rotational irregularities transmitted via the second torque transmission path.

Abstract: A torque transmission device (10), comprising a pump shell (12), a turbine shell (14) that is drivable by the pump shell, and a torsion vibration damper (11). The torsion vibration damper includes a damper input component (18) and a damper output component (20), wherein a vibration absorber (24) is configured on the damper output component.

Abstract: A clutch control device for vehicle equipped with a clutch actuator driven by a working fluid, wherein secular change in the flow rate control valve for controlling the working fluid is compensated, and the rate of connection of the clutch is correctly controlled by a simple means. To control the stroke of a clutch actuator 110, the clutch control device is provided with a single flow rate control valve 1 that controls the feed and discharge of the working fluid by using an electromagnetic solenoid. A flow rate control valve control device 9 is provided with a learning device 91 that learns the neutral position of the flow rate control valve 1 which shuts off the flow of the working fluid, separately detects the amounts of electric current to a coil 8 of when the rate of change in the stroke becomes zero depending upon the directions in which the valve body of the flow control valve 1 moves, and learns the central point at the neutral position by averaging the detected values.

Abstract: A hydrodynamic torque converter comprising a torque converter lockup clutch and a converter housing connected at the drive side, and a pump wheel non-rotatably connected thereto, as well as a turbine wheel non-rotatably connected at the output side to an output hub, and a torsional vibration damper actively arranged between the clutch output of the torque converter lockup clutch and the output hub, and comprising a centrifugal pendulum device arranged within the converter housing and having a pendulum flange with slightly swiveling pendulum masses thereupon, wherein the pendulum flange is arranged axially between the torsional vibration damper and the turbine wheel and is non-rotatably connected to the turbine wheel and the output hub by means of a keyed connection.

Abstract: The hydrodynamic torque converter having a torque converter lockup clutch and a converter housing connected at the drive side, and a pump wheel non-rotatably connected thereto, as well as a turbine wheel non-rotatably connected at the output side to an output hub, and a torsional vibration damper actively arranged between the clutch output of the torque converter lockup clutch and the output hub, and including a centrifugal pendulum device arranged within the converter housing and having a pendulum flange with slightly swiveling pendulum masses thereupon, where the pendulum flange is arranged axially between the torsional vibration damper and the turbine wheel and is non-rotatably connected to a damper output part. of the torsional vibration damper, and the damper output part and/or the pendulum flange are directly connectable via an interlocking connection to the drive hub.

Abstract: The lock-up device includes an input rotary member, an output rotary member, an elastic member and a support member. The elastic member elastically couples the input rotary member and the output rotary member in a rotational direction. The support member is rotatably disposed relatively to the input rotary member and the output rotary member. The support member has a support part supporting the elastic member and an engaging part engaged with the elastic member in the rotational direction. The support part of the support member herein has an outer peripheral side support portion supporting the outer peripheral side of the elastic member. Further, the outer peripheral end of the outer peripheral side support portion has a curvature continuously reduced in proportion to distance from the engaging part in the rotational direction.

Abstract: A controller has a command section, a control section, a time measurement section, and a command fixing section. The command section generates a command regarding the actuation state of a lock-up clutch in accordance with a condition value that is determined by the accelerator operating amount and the vehicle speed. The time measurement section starts to measure time when the accelerator operating amount drops to 0 with the current condition value maintained in a hysteresis range and the command section generates the acceleration slip executing command. When the accelerator operating amount is increased from 0, the time measurement section stops the measurement of time and resets the measured time to 0. The command fixing section fixes the command of the command section as an acceleration slip executing command in the period from when the time measurement by the time measurement section has started to when the measured time reaches a determination value.

Abstract: A hydrodynamic coupling arrangement, particularly hydrodynamic torque converter, wherein at least one torsional vibration damper arrangement comprises at least two torsional vibration dampers which are arranged so as to be radially staggered and substantially aligned axially with respect to one another, wherein the first torsional vibration damper is arranged on the radially outer side of the second torsional vibration damper, and wherein the at least one torsional vibration damper arrangement is coupled with the other torsional vibration damper arrangement in an area radially between the first damper element unit and the second damper element unit.

Abstract: An axial-direction space can be made more compact while widening a damper twisting angle of a lockup device such that a damper characteristic can be further improved. This torque converter comprises a torque converter main body and a lockup device. The lockup device has a plurality of outer peripheral-side torsion springs and a plurality of inner peripheral side torsion springs. The outer peripheral-side torsion springs are arranged along a circumferential direction at an attachment diameter. The inner peripheral-side torsion springs are arranged along a circumferential direction at a second attachment diameter radially inward of the outer peripheral torsion springs and operate in series with the outer peripheral torsion springs. Also, the attachment diameter is equal to or larger than an outer diameter of a torus, and the attachment diameter is equal to or smaller than an inner diameter of the torus.

Abstract: A clutch control device for vehicle is equipped with a clutch actuator driven by a working fluid, and works to correctly control the rate of connection of the clutch by a simple means compensating secular change of a flow rate control valve that controls the working fluid. The clutch control device has a single flow rate control valve 1 for controlling the feed and discharge of the working fluid to change the stroke of the clutch actuator 110. The flow rate control valve 1 has a neutral position at where feed and discharge of the working fluid is stopped. A flow rate control valve control device 9 is provided with a learning device 91 for learning the neutral position. To control the stroke, the flow rate control valve control device 9 corrects the amount of electric current to a coil 8 of an electromagnetic solenoid based on a value learned by the learning device 91 and compensates a change in the flow rate characteristics caused by secular change.

Abstract: A fluid transmission device includes a fluid transmission section capable of transmitting power transmitted to an input member to an output member via a working fluid, a lock-up clutch section capable of transmitting power transmitted to the input member to the output member via a friction engagement section, and a control unit configured to execute a torque ratio variable control that makes a torque ratio which is a ratio between torque output from the output member and torque input to the input member variable by adjusting a friction engagement state of the friction engagement section, when the fluid transmission section is in an operation state that the fluid transmission section amplifies torque input to the input member and outputs torque from the output member.

Abstract: A method and system for managing accumulator effects during engagement of a lockup clutch of a torque converter includes selecting a pump speed profile that reduces a rotational speed of a pump of the torque converter from an initial value to a rotation speed of a turbine of the torque converter. A pump acceleration profile is determined based on the pump speed profile. Engagement of the lockup clutch is controlled as a function of an inertia of an engine associated with the torque converter, a torque applied by the engine to the pump, the rotational speed of the turbine, the pump speed profile, and the pump acceleration profile.

Abstract: A torque converter, including: a turbine; a cover; a lock-up clutch engageable with the cover; and a first damper assembly including: a first flange connected to the lock-up clutch so as to rotate in unison with the clutch; at least one side plate; a second flange for connection to an input shaft for a transmission; a first plurality of springs engaged with the first flange and with the at least one side plate; and a second plurality of springs, at least partially circumferentially aligned with the first plurality of springs, and engaged with the at least one side plate and the second flange. The torque converter includes a second damper assembly connected to the first damper assembly and including: a third side plate fixed to the turbine; and a third plurality of springs, radially outside of the first and second pluralities of springs, and engaged with the third side plate.

Abstract: A torque converter damper, including: an output hub; a first side plate arranged for rotational connection to a lock-up clutch and a turbine of the torque converter. Includes first and second intermediate flange plates; a flange connected to the output hub; springs engaged with the first side plate and the intermediate flange plates; springs engaged with the intermediate flange plates and with the flange; and a resilient element creating frictional contact between first and second components of the torque converter damper. Relative rotation of the first and second components at the frictional contact attenuates vibration at the output hub. The first and second components are rotatable with respect to each other. Rotation of the first component is fixed to rotation of the hub. Rotation of the second component is arranged to be fixed to rotation of the turbine. The hub is arranged to be rotatable with respect to the turbine.

Abstract: A torque transmission device (10), comprising a pump shell (12), a turbine shell (14) that is drivable by the pump shell, and a torsion vibration damper (11). The torsion vibration damper includes a damper input component (18) and a damper output component (20), wherein a vibration absorber (24) is configured on the damper output component.

Abstract: A starting device includes: a lock-up clutch mechanism; a fluid coupling; a spring damper including a spring, a power transfer portion transferring power from the lock-up clutch mechanism to the spring, and a power output portion transferring power from the spring to an input shaft; and a pendulum damper including a pendulum and a pendulum power transfer portion transferring power from the spring damper to the pendulum. The output portion of the lock-up clutch, the pendulum damper, the spring damper, and the fluid coupling are arranged sequentially in this order from a motor in the axial direction. The lock-up clutch mechanism output and the spring damper output are connected to each other on the outer circumferential side of the pendulum damper, and the spring damper output and the pendulum power transfer portion are connected to each other on the inner circumferential side of the pendulum.

Abstract: A method of controlling an automatic shifting power transmission having a fluid coupling device, at least one reaction clutch disposed in series with the fluid coupling device, and an electric machine disposed in series with the fluid coupling device and the at least one reaction clutch includes energizing the electric machine to provide additional torque to the first gear reaction clutch when the automatic shifting power transmission is in a first gear launch maneuver and partially engaging the at least one reaction clutch corresponding to a first gear engagement to effect the first gear launch maneuver when engine load is at or above a predetermined value. The at least one reaction clutch corresponding to the first gear engagement is fully engaged when engine load is below the predetermined value.

Abstract: An automatic transmission 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 lock-up device includes a piston, a drive plate, a plurality of radial outer side torsion springs, a float member, a driven plate, a plurality of radial inner side torsion springs and an intermediate member. The float member is configured to rotate relative to the drive plate, to cause the first and second radial outer side elastic members to act in series. The intermediate member is configured to rotate relative to the drive plate and the driven plate, and to transmit the torque from the first and second radial outer side elastic members to the first and second radial inner side elastic members.

Abstract: A compact fluid transmission apparatus that is able to effectively damp vibrations transmitted to an input member with a dynamic damper and a centrifugal pendulum vibration absorber. The apparatus includes a pump impeller that is connected to an input member coupled to a motor, and a turbine runner that is rotatable together with the pump impeller. The elastic body of the damper mechanism and the elastic body of the dynamic damper overlap each other with respect to an axial direction of the fluid transmission apparatus when viewed in a radial direction of the fluid transmission apparatus, and are arranged between the turbine runner and the centrifugal pendulum vibration absorber when viewed in the radial direction.

Abstract: A fluid transmission apparatus including a pump impeller that is connected to an input member coupled to a motor; a turbine runner that is rotatable together with the pump impeller; a damper mechanism that includes an input element, an intermediate element engaged with the input element via a first elastic body and an output element engaged with the intermediate element via a second elastic body; a lock-up clutch mechanism; a dynamic damper that includes a mass body and a third elastic body engaged with the mass body; and a centrifugal pendulum vibration absorber that includes a support member and a plurality of mass bodies each oscillatable with respect to the support member. The third elastic body of the dynamic damper is engaged with one of the intermediate element and the output element. The centrifugal pendulum vibration absorber's support member is connected to the intermediate element or the output element.

Abstract: A starting apparatus including an input member coupled to a motor; a damper mechanism having an input element, an elastic body and an output element; a lock-up clutch mechanism for performing lockup where the input member is coupled to an input shaft of a transmission via the damper mechanism and for canceling lockup, and a dynamic damper including an elastic body and a mass body engaged with the elastic body. The mass body of the dynamic damper is an elastic body support member that is supported rotatably around an axis of the starting apparatus and that supports the elastic body of the damper mechanism. With this arrangement, the dynamic damper is easily adjustable while reducing the overall size of the starting apparatus.

Abstract: A torque converter, including: a turbine with a turbine shell; and a damper assembly including: an output flange; a first cover plate; a first drive plate fixedly secured to the turbine shell; a first plurality of springs engaged with the first cover plate; a second plurality of springs engaged with the first cover plate and the output flange; a third plurality of springs engaged with the first cover plate and the first drive plate; and a single torque path from the turbine shell to the damper assembly, the single torque path formed by the first drive plate.

Abstract: A drive plate that has a ring gear capable of meshing with a gear of a motor, and that transmits power from the engine to an element to which the power is to be transmitted. The drive plate includes a plate member that is fixed to a crankshaft of the engine. A ring gear member is formed as an annular member having the ring gear in its outer periphery. A plurality of fastening portions are each fastened to the plate member on an inner peripheral side with respect to the ring gear. A plurality of extended weld portions each extend from the inner peripheral side with respect to the ring gear to a side of the element, each having a free end that is welded to an outer periphery of a constituent member of the element to which the power is to be transmitted.

Abstract: A torque converter includes a cover for receiving torque from a prime mover, an impeller fixed to the cover to form a housing for the torque converter, a turbine disposed in the housing for receiving torque from the impeller, and a clutch backing plate fixed to the housing and arranged to receive a force, in an axial direction, from the turbine during operation of the torque converter. In some example embodiments, the turbine includes a thrust plate for thrust engagement with the clutch backing plate. In an example embodiment, the turbine includes a turbine shell and the thrust plate is attached to the turbine shell.

Abstract: A hydraulic transmission apparatus including a pump impeller connected to an input member that is coupled to a motor; a turbine runner for rotating with the pump impeller; a damper mechanism having an input element coupled to the turbine runner, an elastic body engaging with the input element, and an output element engaging with the elastic body and coupled to an transmission device input shaft; a lockup clutch for performing lockup in which the input member is engaged with the input element of the damper mechanism, and for releasing lockup; and an engagement mechanism engaging the turbine runner with the output element of the damper mechanism so that the turbine runner and the output element of the damper mechanism rotate integrally, when the lockup is released by the lockup clutch, and that does not engage the turbine runner with the output element of the damper mechanism so that the turbine runner and the output element of the damper mechanism do not rotate integrally, when the lockup is performed by the l

Abstract: A vehicle control device including an input member drive-connected to a power source; a mechanical pump; an electric pump assisting the mechanical pump; a drive mechanism transmitting the rotational driving force of the input member to an output member; a fluid coupling between the input member and the drive transmission mechanism and including a lock-up engagement element which receives hydraulic oil discharged from the mechanical pump and the electric pump to operate; a state detection unit that detects the state of the one or more factors that the discharge of the electric pump; and a control unit which executes a first or second control mode, wherein the first control mode permits engagement of the lock-up engagement element if a first condition is satisfied based on the one or more factors, and wherein a second control mode inhibits engagement of the lock-up engagement element if the first condition is not satisfied.

Abstract: A torque converter, including: a cover; a first through bore for receiving a transmission input shaft; a clutch including a piston plate; a plurality of fasteners connected to the cover; and a plate connected to the cover. The plate includes a radially aligned wall including a plurality of openings in which the plurality of fasteners is disposed; a second through bore at least partially aligned, in an axial direction, with the first through bore; and a plurality fins extending from the radially aligned wall in the axial direction. Each fin includes a first end aligned with the first and second through bores in the axial direction. Each fin includes a second end disposed radially within the plurality of openings. A space, aligned with an axis of rotation for the torque converter and the second through bore, is formed between the respective first ends.

Abstract: An overspeed system for a vehicle is disclosed. The overspeed system may have a power source, a transmission unit, and a torque converter assembly operatively coupling the power source to the transmission unit. The overspeed system may also have a travel speed sensor configured to generate a signal indicative of a vehicle speed, and a controller in communication with the torque converter assembly and the travel speed sensor. The controller may be configured to prevent a decoupling of the torque converter assembly in response to the signal.

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 hydrodynamic coupling includes a housing coupled to a driveshaft having an impeller and a turbine wheel is arranged in the housing driven by the impeller, and a first damper arrangement by which the housing is coupled to a driven member by a lockup clutch. The first damper arrangement includes a first torsional vibration damper connected to the lockup clutch is rotatable around an axis of rotation against the action of a first damper spring arrangement. A second torsional vibration damper is connected to the first torsional vibration damper and rotatable around the axis of rotation against the action of a second damper spring arrangement. The turbine wheel is connected to an intermediate torsional vibration damper region including a first secondary side, a second primary side, a second damper arrangement having a deflection mass carrier connected to the second secondary side that is carried at the deflection mass carrier such that a radial position of the deflection mass.

Abstract: A torsional vibration damper arrangement including a torsional vibration damper with a primary side and a secondary side rotatable with respect to the primary side around an axis of rotation against the action of a damper spring arrangement. One side of the primary side and secondary side includes two cover disk elements and a central disk element arranged between the cover disk elements. The cover disk elements are connected to one another by first connection elements radially inside the damper spring arrangement so as to be fixed axially and so as to transmit torque. The cover disk elements are connected to one another by second connection elements in such a way that they are prevented from moving axially away from one another. No torque can be transmitted between the cover disk elements by the second connection elements.

Abstract: A vehicle drive shaft includes: a first shaft portion, having a core shaft portion and a sleeve shaft portion coaxially arranged at one end, and a second shaft portion, having a spline hole portion and a second engagement protrusion at one end. A spline shaft portion and a first engagement protrusion are provided at distal ends of the core shaft portion and sleeve shaft portion. The spline hole portion is nonrotatably fixed to the spline shaft portion. The second engagement portion contacts the first engagement portion when a relative torsion allowable angle therebetween is larger than or equal to a gap. When the relative torsion allowable angle is smaller than the gap, torque is transmitted via the core shaft portion. When the relative torsion allowable angle is larger than or equal to the gap, torque is transmitted via not only the core shaft portion but also the sleeve shaft portion.

Abstract: A clutch of a hydrodynamic torque converter in which the input drive of the hydrodynamic torque converter can be connected to the output drive of the hydrodynamic torque converter. The clutch of the hydrodynamic torque converter is only engaged if a difference between the rotational speeds of the pump and the turbine of the hydrodynamic torque converter is not reached and a predefined distance traveled by the accelerator pedal is exceeded.

Abstract: A method is provided for coupling an automatic transmission of a motor vehicle, in which torque generated by an engine and applied to an input shaft is relayed by means of a torque converter and/or by means of a bridging coupling for bridging the torque converter to an output shaft. After the initiation of a bridging procedure, the torque is reduced, after which the bridging coupling is closed. This method enables an improved efficiency when coupling the automatic transmission.

Abstract: A torque converter including a damper assembly connected to a hub for the torque converter; a turbine clutch connected to a turbine and the damper assembly; and a torque converter clutch connected to a cover for the torque converter and the damper assembly. In an idle mode, the turbine clutch and the torque converter clutch are disengaged and the torque converter cover is rotationally disconnected from the hub. In a torque converter mode, the turbine clutch is engaged, the torque converter clutch is disengaged, and the turbine clutch rotationally locks the turbine and the damper assembly. In a lock-up mode, the torque converter clutch is engaged and the torque converter clutch rotationally connects the torque converter cover and the damper assembly.

Abstract: The present invention comprises a lash prevention spring of unique design having a plurality of spring legs shaped into an s-curve and an inner circumference formed into at least one spline. The invention also comprises a lash prevention assembly in which the disclosed lash spring is attached to a damper hub and is biased against the several teeth from a turbine hub that extend through the damper hub from its opposite side.

Abstract: An internal combustion engine comprises includes a turbo-compound and the known Föttinger-coupling is replaced by a torsion vibration damper. The Föttinger-coupling, which is used to transmit power, has high losses in power when it is necessary to have a differential rotational speed between the input side and the output side, that is, the appearance of a slip. The losses are not used in a torsion vibration damper which has at least the same quality as a Föttinger-coupling.

Abstract: A torque converter apparatus includes a torque converter having a torus-shaped element, and an impeller clutch transmitting and disconnecting a driving force of an engine to and from an input element of the torque converter, the impeller clutch arranged at a radially outward side of the torus-shaped element of the torque converter.

Abstract: A torque converter apparatus includes a torque converter, a lock-up clutch arranged between the torque converter and an engine, and a lock-up damper arranged between the torque converter and the lock-up clutch and connected to the lock-up clutch, the lock-up damper including a plurality of springs arranged at multiple stages and separated from each other in a radial direction of the torque converter, the lock-up clutch including an outer hub and an inner hub, the outer hub extending toward the lock-up damper and supporting one of first and second frictional engagement members engageable with each other, the outer hub extending toward a first space formed between the plurality of springs in the radial direction, the inner hub extending toward the engine and supporting the other of the first and second frictional engagement members.

Abstract: A clutch assembly for a torque converter including: a plurality of annular friction elements; a pressure plate; and a restraining plate engageable with a portion of the plurality of annular friction elements and arranged to limit axial movement of a portion of the annular friction elements to a maximum distance from the pressure plate. In some aspects, the restraining plate is rotationally connected to the pressure plate. In some aspects, the pressure plate includes an axial protrusion arranged to limit the axial movement of the plurality of annular friction elements away from the pressure plate. In some aspects, the clutch assembly includes a plate radially overlapping the restraining plate to limit the axial movement of the plurality of annular friction elements away from the pressure plate.

Abstract: The object of the invention is to provide a lockup device that can improve a fuel efficiency of a vehicle. The lockup device (6) has a piston (61), an output plate (63), a first coil spring (65), an inertia member (64), and a second coil spring (66). The output plate (63) is coupled to a turbine (4) such that it can rotate as an integral unit with the turbine (4). The first coil spring (65) elastically couples the piston (61) to the output plate (63) in a rotational direction. The inertia member (64) is provided such that it can rotate relative to the output member (63). The second coil spring (66) elastically couples the inertia member (64) to the output plate (63) in a rotational direction.

Abstract: A gear pump has a pump housing formed with a gear receiving recess, a pump cover coupled with the pump housing to cover the gear receiving recess, a hydraulic passage that uses the gear receiving recess as a passage part thereof, and annular inner and outer gears operatively installed in the gear receiving recess. The inner and outer gears are of a bevel type and meshed with each other in such a manner as to bias the inner gear in a direction to reduce the thickness of the passage part when the inner gear is rotated while turning the outer gear therearound.

Abstract: At least one input signal is detected in a time slot, representing the temporal progression of at least one rotational value of the motor of a drive train section and/or the respective corresponding power thereof and is electronically treated and/or evaluated a plurality of times in a parallel manner and according to different characteristics. At least one comparison of the different treating and/or evaluation results of the same input signal is determined, whether the transmission behavior of the drive train or at least one predetermined drive train component is altered. A PT1 filtering, for example, is used for the treatment and/or evaluation.

Abstract: A method of controlling an automatic shifting power transmission having a fluid coupling device, at least one reaction clutch disposed in series with the fluid coupling device, and an electric machine disposed in series with the fluid coupling device and the at least one reaction clutch includes partially engaging the at least one reaction clutch corresponding to a first gear engagement to effect a first gear launch maneuver when engine load is at or above a predetermined value. Next the electric machine is energized to provide additional torque to the first gear reaction clutch when the automatic shifting power transmission is in the first gear launch maneuver. The at least one reaction clutch corresponding to the first gear engagement is fully engaged when engine load is below the predetermined value.

Abstract: In one embodiment, a torque converter is provided with a fluid coupling and a viscous coupling. The viscous coupling includes a plurality of closely-spaced surfaces, wherein facing ones of the closely-spaced surfaces are alternately splined to rotate with driving or driven elements of the torque converter, and wherein the closely-spaced surfaces have an average spacing that causes ones of the surfaces rotating with the driving elements to exert a viscous pull on ones of the surfaces rotating with the driven elements when the torque converter is filled with a viscous fluid. A fluid receiving portion of the torque converter receives a viscous fluid into the torque converter, and a fluid return portion expels the viscous fluid from the torque converter.

Abstract: A hybrid drive device, which has a motor generator on a power transmission path between an engine and an automatic transmission apparatus, includes a fluid clutch having a pump impeller, to which a rotational force generated by the engine is inputted, and a turbine impeller being rotated when receiving a fluid from the pump impeller and outputting a rotational force to the automatic transmission apparatus, a clutch mechanism connecting the pump impeller and the turbine impeller to establish a power transmission therebetween and disconnecting the pump impeller and the turbine impeller to interrupt the power transmission therebetween, and an oil pump arranged on a power transmission path between the turbine impeller and the automatic transmission apparatus, integrally rotating with the turbine impeller and generating a hydraulic pressure for actuating the automatic transmission apparatus and the clutch mechanism, wherein the motor generator is integrally rotated with the turbine impeller.

Abstract: The invention relates to a torque transmission device with a clutch disk or friction plate that is connected by way of positive locking sections to an input part of a torsional vibration damping device so that they turn together but it can be slid axially. In order to produce a torque transmission device, by which the shifting quality of a converter bridge clutch in a hydrodynamic torque converter can be improved, the input part of the torsional vibration damping device has, in the circumferential direction between two positive locking sections, a seat area for one end of a spring shackle that extends from the clutch disk.

Abstract: In order to be able to design a connection between a drive side and a transmission side, in particular a damper side, in a drivetrain between a main driveshaft and a torsional vibration damper to be structurally stronger while at the same time having a small installation volume, the invention proposes a drivetrain with a main driveshaft and a torsional vibration damper, wherein the main driveshaft and the torsional vibration damper rotate substantially about a common rotational axis and are connected by means of a connection, wherein the connection can be released in a non-destructible fashion and/or is self-connecting, and wherein a wall is arranged axially between the driveshaft and the torsional vibration damper, which wall is sealed off against the drivetrain by means of a seal, and the drivetrain is characterized in that the connection is arranged radially further remote from the common rotational axis than the seal and than the main driveshaft.