Abstract: An apparatus and a method for controlling driving of a vehicle may include a first sensor that detects whether an accelerator pedal is pressed, a second sensor that detects a number of RPM of an engine, and a controller that determines whether the vehicle coasts based on whether the accelerator pedal is pressed, and determines whether to change a gear ratio of a transmission based on the number of RPM of the engine so that the coasting distance is increased in the coasting deceleration section, improving the fuel efficiency.

Abstract: A method of controlling propulsion for automated launch control includes receiving a user-selected command associated with wake surfing, accessing a predetermined RPM limit associated with the user-selected command, and automatically increasing rotational speed of a powerhead to accelerate the marine vessel to a vessel speed setpoint such that the rotational speed does not exceed the predetermined RPM limit. Once the marine vessel is traveling at the vessel speed setpoint, a cruising RPM value associated with the vessel speed setpoint is identified. A difference between the predetermined RPM limit and the cruising RPM value is determined, and then the predetermined RPM limit is adjusted to an adapted RPM limit based on the difference. The adapted RPM limit is then stored for use during a subsequent launch.

Abstract: A vehicle includes and engine and a transmission having a torque converter with an impeller and a turbine. An electric machine is fixed to the impeller. At least one controller is programmed to, in response to a difference between measured and estimated speeds of the impeller exceeding a threshold, command a torque to the electric machine based on a maximum of the measured and estimated speeds of the impeller, and programmed to, in response to the difference being less than the threshold, command another torque to the electric machine based on the measured speed of the impeller.

Abstract: Disclosed is a throttle quadrant arrangement utilizing a single throttle lever. The single lever is independently mechanically connected to three Rotary Variable Differential Transformers (RVDTs). Failure points are engineered into the design such that when one of the mechanical jams, the mechanical connection to the other two RVDTs will not be compromised.

Abstract: A start-stop device and a corresponding method brings about an automatic switch-off and/or switch-on operation of an automatically switched-off drive machine of a motor vehicle, in particular of a motor vehicle having an automatic transmission. The start-stop device has a switch-off logic, by way of which an automatic switch-off of the drive machine can be brought about in the case of a moving vehicle in accordance with a predefined switch-off operating strategy, and a switch-on logic, by way of which an automatic switch-on of the automatically switched-off drive machine can be brought about in accordance with a predefined switch-on operating strategy. The switch-off operating strategy and/or the switch-on operating strategy are/is configured in a manner which is based on wheel torque.

Abstract: An in-vehicle control device carries out fuel cut-off for stopping fuel injection from a fuel injection valve when a prescribed fuel cut-off condition including that a lockup clutch with which a torque converter is equipped is engaged and that an accelerator is off is fulfilled. Besides, the in-vehicle control device performs a fuel cut-off suspension process for carrying out fuel injection from the fuel injection valve and releasing the lockup clutch when there is a request to suspend fuel cut-off with the accelerator off. Also, the in-vehicle control device performs a speed increase process for performing shift control of an automatic transmission such that the rotational speed of a turbine impeller with which the torque converter is equipped becomes higher while the fuel cut-off suspension process is performed than when fuel cut-off is carried out.

Abstract: A torque converter includes a front cover to which a power is inputted, an impeller coupled to the front cover, a turbine from which the power is outputted, a stator and a centrifugal clutch. The impeller forms a hydraulic oil chamber together with the front cover. The impeller includes an impeller core. The turbine is opposed to the impeller. The turbine includes a turbine core. The stator is disposed between an inner peripheral part of the impeller and an inner peripheral part of the turbine. The stator is configured to regulate a hydraulic oil flowing from the turbine to the impeller. The centrifugal clutch is disposed in a space between the impeller core and the turbine core. The centrifugal clutch is configured to directly transmit the power from the impeller to the turbine when a rotational speed of the turbine is greater than or equal to a predetermined value.

Abstract: A method of predicting the health of and controlling a hydraulic pressure actuated torque converter lock-up clutch includes determining rotational input and output speeds of the torque converter. The method also includes determining a magnitude of the hydraulic pressure. The method additionally includes determining a level of performance of the clutch across multiple torque converter operating modes using the determined input and output torque converter speeds and the determined magnitude of the hydraulic pressure. The method also includes calculating a numeric state of health (SOH) coefficient of the clutch that quantifies a relative severity of degradation of a plurality of clutch characteristics across the multiple torque converter operating modes. Furthermore, the method includes executing a control action relative to the clutch when the calculated numeric SOH coefficient for specified torque converter operating mode(s) is less than a calibrated SOH threshold.

Abstract: A method for controlling an engagement of a lock-up clutch (LUC) of a torque converter of a machine is disclosed. The method includes detecting a pedal tap of a pedal, wherein the pedal tap is detected when the pedal is depressed from a position corresponding to a pedal displacement less than a first threshold displacement to a position corresponding to a pedal displacement greater than a second threshold displacement, and then released to a position corresponding to a pedal displacement less than the first threshold displacement within a threshold time duration. The method further includes causing the LUC to move to the LUC unlocked position if the pedal tap is detected.

Abstract: A control device of a vehicle power transmission device including a first power transmission path transmitting power by engaging a first clutch, a sub-clutch and a second power transmission path transmitting power by engaging a second clutch each disposed between an engine and drive wheels and parallel to each other, the device including a fail-safe valve for preventing simultaneous engagement of the first and second clutches, the fail-safe valve configured to be switched to a fail-safe spool position preventing simultaneous engagement of the first and second clutches by a hydraulic pressure of a hydraulic fluid supplied to the first clutch or an output pressure of a first electromagnetic valve controlling the hydraulic pressure and the hydraulic pressure of the hydraulic fluid supplied to the second clutch or an output pressure of a second electromagnetic valve controlling the hydraulic pressure, the second electromagnetic valve configured to increase the output pressure.

Abstract: A vehicle includes an engine as a drive source and a continuously variable transmission. The continuously variable transmission includes a torque converter having a lockup clutch. When simultaneous execution of an upshift of the continuously variable transmission and a lockup engagement of the lockup clutch is required in accordance with an accelerator depression operation, the LU engagement control of the lockup clutch is started in accordance with an LU engagement request. On the other hand, the upshift control uses the continuously variable transmission to place the starting of the control with respect to the upshift request on standby and cancels the standby when the LU engagement control of the lockup clutch enters a lockup engagement completion region and starts the upshift control (delayed control).

Abstract: The present invention is related to a vehicle provided with operation selection mode. In particular, the present invention is related to a common rail electronically controlled vehicle provided with operation selection mode wherein the user can select either of the power mode and the economy mode of vehicle operation depending on the road conditions. The system of the present invention provides a system to enable selection of power mode operation for power conscious driving requirement or economy mode operation for fuel conscious driving option obviating the use of additional interface devices between engine and engine control unit.

Abstract: A CVT drive train including an input drive is disclosed. A torque converter is downstream from the input drive in a power flow direction and contained within a torque converter housing, where the torque converter serves as a starting element. A disconnect clutch is contained within the torque converter housing along with a converter bridging clutch. The bridging clutch is combined with the disconnect clutch such that the impeller shell acts as a friction member for both clutches. In this way, the bridging clutch is positioned between a turbine shell and an impeller shell and the disconnect clutch is positioned between the impeller shell and housing of the torque converter. A continuously variable variator is operatively connected to and arranged downstream from the torque converter, and a rotation reversing device is downstream of the variator to enable a shift between a neutral position of the drive train and one of a forward driving position and a reverse driving position.

Abstract: A method is disclosed for reducing chatter vibrations of a friction clutch controlled automatically by a clutch actuator on the basis of a target clutch torque (M(s)) assigned to a clutch torque which is to be transmitted. The friction clutch is positioned in a drivetrain between an internal combustion engine and a transmission, having a present actual clutch torque which is marked by vibrations as a result of vibrations (M(i)). From a transmission behavior of the present actual clutch torque (M(i)), an absolute amplitude and a phase of an input signal detected at the output of the friction clutch and conveyed to a regulator are ascertained, and a phase-selective disturbance torque is ascertained. From the phase-selective disturbance torque, a phase-correct correction torque (M(k)) is determined, and the target clutch torque (M(s)) is corrected by the regulator. The correction torque (M(k)) is weighted with a specifiable intensification factor.

Abstract: Control device for continuously variable transmission has continuously variable transmission mechanism (CVT) transmitting power with belt (7) wound around primary and secondary pulley (5, 6); torque convertor (2) having pump impeller (20), turbine runner (21) and lock-up clutch (2a); and control unit (10) controlling lock-up clutch (2a) to predetermined engagement state and controlling the CVT to predetermined transmission ratio, according to travelling condition.

Abstract: The integrated controller determines whether or not, regardless of execution of the WSC control, a rotation speed of the motor generator falls to less than an idle rotation speed and also whether or not differential rotation of the second clutch becomes less than a predetermined value, and determines that, if the determination is positive, a continuous MAX pressure failure has occurred in the second clutch.

Abstract: Methods and systems are presented for improving performance of a vehicle operating in a cruise control mode where a controller adjusts torque output from a vehicle to maintain vehicle speed within a desired range while preventing the unnecessary downshifts. The methods and systems include adapting a vehicle dynamics model and a vehicle fuel consumption model that provide input to nonlinear model predictive controller.

Abstract: A rotational speed-regulated internal combustion engine in a working machine, for example a wheel loader, shortly before the engaging a bridging clutch of a hydrodynamic torque converter, is switched over in such manner that the internal combustion engine operates under torque regulation when the bridging clutch of the hydrodynamic torque converter is engaged.

Abstract: A vehicle includes an engine, a traction motor, a clutch, and a controller. The clutch selectively couples the traction motor to wheels. The controller, in response to a torque output by the fraction motor achieving a torque limit while operating to partially satisfy a demand for driveline damping and while the clutch is locked, slips the clutch to completely satisfy the demand for driveline damping.

Abstract: A device for controlling a start of a vehicle includes a rotation speed obtaining unit that obtains an actual engine rotation speed of the engine, a target rotation speed computing unit that computes a target rotation speed of the engine in the slip control, a control target value computing unit that computes a control target value, which is a target value for controlling the engine rotation speed to the target rotation speed based on the actual engine rotation speed and the target rotation speed, and an instruction value computing unit that computes an instruction value for the lock-up clutch necessary to control the engine rotation speed to the control target value based on the control target value.

Abstract: The objective of the present invention is to provide a clutch disengagement control mechanism that is for a mechanical automatic transmission and that can perform clutch disengagement control at an optimal timing during both ordinary driving and low-speed driving at the verge of stopping. To this end, the present invention is provided with a vehicle speed measurement device (3 and 6, or 4), a brake-operation-speed measurement device (8), a clutch operation device (9), and a control device (10).

Abstract: A predetermined transmission ratio of a direct coupling mechanism arranged in parallel to the continuously variable transmission and directly connects the input shaft and the output shaft to transmit rotation of the input shaft to the output shaft at that predetermined transmission ratio is set to the minimum transmission ratio of the continuously variable transmission, and the direct coupling mechanism is connected to the input shaft through a third clutch.

Abstract: In an apparatus for detecting abnormal hydraulic pressure of an automatic transmission having first and second input shafts that input rotation of an engine through first and second clutches and an idler shaft that inputs the rotation through a third clutch, and equipped with a hydraulic pressure supply circuit having a first pressure-regulating valve that generates line pressure, a line pressure-regulating valve that controls operation of the first pressure-regulating valve based on a line pressure command value, and first, second and third hydraulic pressure detectors that detect the hydraulic pressures of first, second and third oil passages respectively, it is determined whether abnormality that makes the high pressure abnormally high has occurred in the line pressure-regulating valve based on the hydraulic pressures detected by at least one of the first, second and third hydraulic pressure detectors and a line pressure command value, when predetermined operating conditions of the vehicle are satisfied.

Abstract: A powertrain system including an internal combustion engine rotatably coupled to a variator of a continuously variable transmission (CVT) is described. A method for controlling the CVT includes determining a desired variator speed ratio in response to a command to increase output power from the powertrain system and executing a step-down shift in the CVT based upon the desired variator speed ratio, the step-down shift. The step-down shift includes determining a preferred CVT input acceleration profile based upon the desired variator speed ratio, a present variator speed ratio, and a preferred shift time and synchronizing the preferred CVT input acceleration profile with engine torque. A change rate for the variator speed ratio is based upon the preferred CVT input acceleration profile, and the CVT is controlled in response to the change rate for the variator speed ratio and the desired variator speed ratio.

Abstract: A method for reducing chatter vibrations of a friction clutch controlled automatically by a clutch actuator on the basis of a target clutch torque assigned to a clutch torque which is to be transmitted. The clutch has a present actual clutch torque which is marked by vibrations as a result of chatter vibrations which occur occasionally. In order to achieve a reduction of the chatter vibrations, from an input signal that is representative of the clutch torque that is marked by vibrations, on the basis of a vibration-selective guidance variable derived in a torque pattern between internal combustion engine and friction clutch, an absolute amplitude and a phase of the input signal are ascertained on the basis of a transfer function which maps the guidance variable on a vibration-selective clutch torque; from that a correction clutch torque is determined; and using that the target clutch torque is corrected.

Abstract: A method of operating a vehicle drive-train including a drive engine, a transmission device and a drive output. At least one shifting element is provided in the transmission, whose transmission capacity for obtaining an operating condition of the transmission device can at least, in part, be continuously varied. During overdrive operation of the drive-train, torque present at the output can be supported at least partially by the transmission device in the area of the drive engine. During overdrive operation, the transmission capacity of one of the transmission shifting elements, which to obtain the current operating condition of the transmission device is essentially at least approximately zero, is set to a value at which at least part of the torque present at the drive output can be supported in the area of the transmission device, and the rotational speed of the drive engine has a value below a predefined limit value.

Abstract: A vehicular transmission includes a transmission input shaft to which engine torque is input, first and second differential mechanisms as transmission mechanisms to which the engine torque is input through the transmission input shaft, a torque limiter arranged between the transmission input shaft and an engine configured to enable torque transmission between the transmission input shaft and an engine output shaft and inhibit an input of excessive torque larger than predetermined torque between the transmission input shaft and the engine output shaft, and a one-way clutch arranged between the torque limiter and the engine for prohibiting reverse rotation of the engine while allowing normal rotation of the engine.

Abstract: A dynamic model is stored in memory that defines torque transmitted by a lockup clutch in a torque converter as a function of a plurality of torque converter operating parameters. A lockup clutch command to control engagement the lockup clutch is asserted, and thereafter a number of the plurality of torque converter operating parameters are monitored. The model is continually solved using the monitored operating parameters to determine torque transmitted by the lockup clutch over time, and a lockup clutch on-coming capacity signal is produced if the torque transmitted by the lockup clutch exceeds a torque threshold.

Abstract: A transmission includes a plurality of clutches that are selectively engageable alone or in combination with each other to establish a plurality of forward drive modes, wherein one of the clutches is configured as a neutral idle (NI) clutch that is selectively actuated to shift the transmission into an NI state, and a controller. The controller is adapted to shift the transmission from a forward drive mode into the NI state during a coast-down maneuver prior to the transmission reaching a zero output speed. A method of shifting the transmission into the NI state includes determining the presence of a predetermined one of the forward drive modes using the controller, and using the controller to actuate a designated one of the clutches as an NI clutch to enter the NI state during the forward drive mode, during a coast-down maneuver, and prior to the transmission reaching a zero output speed.

Abstract: This invention is a lock-up clutch control device for an automatic transmission, comprising lock-up clutch control means for controlling a slip amount of the lock-up clutch to a target slip amount. When a variation rate in a required load of an engine reaches or exceeds a predetermined threshold, the target slip amount is increased at a predetermined increase rate, whereupon the target slip amount, having been increased by target slip amount increasing means, is reduced at a predetermined reduction rate. At this time, the predetermined reduction rate is set to decrease as an operating condition when the variation rate of the required load reaches or exceeds the predetermined threshold approaches an operating condition in which an increase rate of a rotation speed on the automatic transmission side of a torque converter relative to an increase in the required load is low.

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 method for ascertaining a rotational speed parameter for determining a setpoint torque for driving a drivetrain. The drivetrain comprises a first and at least one second drive assembly for driving a hybrid vehicle. The first drive assembly can be coupled to the drivetrain by means of a clutch. The second drive assembly is mechanically coupled to the drivetrain. When the hybrid vehicle is being driven by means of at least the first drive assembly, the rotational speed parameter corresponds to the value of a shaft rotational speed. When the hybrid vehicle is being driven only by means of the second drive assembly, the rotational speed parameter corresponds to the value of a determined rotational speed.

Abstract: A dynamic model is stored in memory that defines torque transmitted by a lockup clutch in a torque converter as a function of a plurality of torque converter operating parameters. A lockup clutch command to control engagement the lockup clutch is asserted, and thereafter a number of the plurality of torque converter operating parameters are monitored. The model is continually solved using the monitored operating parameters to determine torque transmitted by the lockup clutch over time, and a lockup clutch on-coming capacity signal is produced if the torque transmitted by the lockup clutch exceeds a torque threshold.

Abstract: In a control of a vehicular automatic transmission, an engaging device provided in a power transmission path between an engine and driving wheels is brought into a slipping state or a release state when a certain neutral control condition is satisfied while a shift lever is placed in a running position, the engaging device is engaged so as to increase a torque transmission capacity thereof when a certain neutral control cancellation condition is satisfied during neutral control under which the engaging device is in the slipping state or the release state, and an engaging pressure of the engaging device is held at a constant pressure level for a given period of time when an accelerator pedal is depressed while the engaging device is engaged so as to increase the torque transmission capacity thereof.

Abstract: The invention relates to a hydrodynamic coupling having two blade wheels, namely, an outer wheel and an inner wheel, The hydrodynamic coupling also has a coupling shell. The invention provides that the inner wheel and the coupling shell each have one hole and the holes are situated on the hydrodynamic coupling and can be moved into positions that are aligned with one another when the inner wheel and the coupling shell are rotated. The hole of the coupling shell is larger than the hole of the inner wheel. A measuring pin for passing through the two holes.

Abstract: If the a rotational speed difference (Ne?Nt) between an engine speed (Ne) and a turbine speed (Nt) when it is determined that a lock-up ON condition (OFF?ON) is satisfied is large, the lock-up clutch is not engaged but torque reduction control is executed to reduce the engine speed (Ne), thus reducing the rotational speed difference (Ne?Nt) (steps ST13 and ST14). Then, once the rotational speed difference (Ne?Nt) has been reduced to the target rotational speed difference (Nslp), the lock-up clutch is engaged (steps ST15 and ST16). In this manner, excessive heating of the friction material of the lock-up clutch is suppressed which increases the longevity of the friction material.

Abstract: To provide a vehicle speed limiting system that is capable of executing a maximum speed limiting control without influencing a driving feeling of a vehicle. A vehicle speed limiting system includes: a three-dimensional map 46a and a throttle valve driving unit 47. A first maximum speed limiter opening degree is calculated by adding a first predetermined opening degree, a second predetermined opening degree, and a current throttle valve opening degree, the first predetermined opening degree being calculated by multiplying a speed difference of the vehicle by a preset P-term coefficient, the second predetermined opening degree being calculated by multiplying an acceleration of the vehicle by a preset D-term coefficient. Once the calculated first maximum speed limiter opening degree falls below the target throttle valve opening degree ?B, the throttle valve motor 30 is driven on a basis of the first maximum speed limiter opening degree.

Abstract: An engaging-force control apparatus for a friction-engagement element controls a slip rotational speed between an input-side rotational speed and an output-side rotational speed of the friction-engagement element by increasing or decreasing an engaging force of the friction-engagement element. The engaging-force control apparatus includes an engaging-force feedback control section configured to control the engaging force of the friction-engagement element to bring the slip rotational speed of the friction-engagement element closer to 0 by way of feedback control; and an engaging-force restricting section configured to restrict the engaging force of the friction-engagement element to prevent the engaging force from exceeding a minimum engaging-force value necessary to maintain the slip rotational speed at 0.

Abstract: A driving force controlling apparatus includes a driving force controller configured to determine a state of a road surface. A driving force controller is configured to control a driving force of a vehicle based on the road surface state. A rear-wheel speed sensor is configured to detect a rear-wheel speed. A low-friction-coefficient road surface determining device is configured to determine whether the road surface is a low-friction-coefficient road surface using the rear-wheel speed on a predetermined condition. A determination prohibition device is configured to prohibit the low-friction-coefficient road surface determining device from determining whether the road surface is a low-friction-coefficient road surface, if (a) the rear-wheel speed sensor is abnormal, or if (b) a predetermined time has elapsed from when a shift range is changed from a reverse range to a drive range and/or (c) a gear position has become greater than or equal to a predetermined gear position.

Abstract: The invention relates to a controller for a vehicle having installed thereon a drive power source, a transmission, and a torque converter that is equipped with a lockup clutch and is provided between the drive power source and the transmission. The controller includes a detection unit that detects an actual revolution speed of the drive power source, and a control unit that controls the lockup clutch so that a state of the lockup clutch becomes any state from among a disengaged state, an engaged state, and a slip state. When executing a slip control, the control unit compares the actual revolution speed with the target revolution speed, and feedback controls a transmission torque of the lockup clutch on the basis of a comparison result of the actual revolution speed and a target revolution speed so as to cause the actual revolution speed to follow the target revolution speed.

Abstract: A dynamic model that is configured to produce a lockup clutch command as a function of a plurality of torque converter operating parameters is continually solved and the lockup clutch command is asserted to control engagement of the lockup clutch. A profile of one of the plurality of torque converter operating parameters is selected and is configured, when inserted into the model in place of an actual value thereof, to result in an intersection of rotational speeds of the pump and the turbine over time. Deceleration of the pump is monitored after asserting the lockup clutch command and a maximum deceleration of the pump is determined therefrom. The selected profile is temporarily held constant if the monitored deceleration of the pump rises at least a threshold value above the maximum deceleration of the pump.

Abstract: A dynamic model is stored in memory that defines torque transmitted by the lockup clutch as a function of a plurality of torque converter operating parameters. A lockup clutch command is asserted to control engagement the lockup clutch, and thereafter a number of the plurality of torque converter operating parameters are monitored. A profile is selected of one of the plurality of torque converter operating parameters, and the profile is configured to result in an intersection of rotational speeds of the pump and the turbine over time when inserted into the model along with the monitored values of the number of torque converter operating parameters. The model is continually solved over time using the selected profile and the monitored operating parameters to produce transmitted torque values, and the lockup clutch command is modified based on the transmitted torque values.

Abstract: A method for controlling a vehicle torque converter lockup clutch during a deceleration coasting event includes producing slip across the clutch by reducing the clutch's torque capacity, decreasing said slip by increasing said torque capacity, and maintaining slip across the clutch.

Abstract: A method for operating a torque-transmitting system, which is coupled on the input side to an output shaft of a drive assembly and on the output side to an input shaft of a transmission. A torque flux from the drive assembly to the transmission passes via the torque-transmitting system. The torque-transmitting system includes a hydrodynamic torque converter via which a hydraulic path of the torque flux passes, a converter lockup clutch which is arranged functionally in parallel with the torque converter and via which a mechanical path of the torque flux passes, and a control unit which controls distribution of the torque flux between the hydraulic and mechanical paths in such a way that a predetermined overall torque profile is established at the input shaft of the transmission.

Abstract: A method of operating a transmission of a vehicle. The method includes determining an open loop ratio percentage from an engine RPM input signal and a brake input signal using a first algorithm. Determining a closed loop ratio percentage from the engine RPM input signal, a vehicle RPM input signal and a throttle input signal using a second algorithm. Summing the open loop percentage and closed loop ratio percentage to calculate a ratio command percentage that is used to sum with a swashplate input to actuate a swashplate positioner and operate the transmission.

Abstract: A method of transitioning a torque converter from torque conversion mode to lock-up mode, and a torque converter. The method includes rotationally fixing stator blades to a non-rotatable stator shaft; partially engaging a torque converter clutch to transmit torque from a housing to a turbine at a first speed ratio between the turbine and the housing; disengaging a pump clutch at a second speed ratio between the turbine and the housing, the pump clutch arranged to transmit torque from the housing to the pump; and fully engaging the torque converter clutch at a third speed ratio between the housing and the turbine. The second ratio can be less than a ratio for a coupling point. The torque converter has torque converter and pump clutches, a non-rotatable stator, and a connection point between a turbine and hub, at least partially radially aligned with an inner ring for the stator.

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: When a traveling state is in an engagement range of a lock-up clutch, an ECU executes a program including a step of executing slip control if preconditions are satisfied and learning start conditions are satisfied, a step of updating a learning value if an output value is not greater than an FF control value+? or not smaller than the FF control value+?, and a step of engaging the lock-up clutch.

Abstract: A torque converter lockup clutch control system is provided for an associated automatic transmission. The system includes a torque converter having an impeller operatively coupled to an associated internal combustion engine and a turbine operatively coupled to an input shaft of the associated automatic transmission. A lockup clutch is disposed within the torque converter for selectively locking the impeller to the turbine. A pressure regulator is operatively coupled to the torque converter for adjusting the pressure of a working fluid to at least one shift clutch of the associated automatic transmission in response to a speed differential between the impeller and turbine of the torque converter. A shift clutch slip detector is provided for detecting a slip condition of the at least one shift clutch of the associated automatic transmission and outputs a slip value.

Abstract: A method for operating a torque-converter lockup clutch (20) for a hydrodynamic converter (1), where the slip (s) of the torque converter (1) is adjusted using a setpoint value (sw), while the torque-converter lockup clutch (20) is being closed. The method is also designed with the intention of providing an especially high degree of ride comfort while the torque-converter lockup clutch (20) is being closed. In addition, the present invention provides for the setpoint value (sw) being continuously selected as a function of time, inside a closing interval, taking into consideration the input torque (E) currently being applied to the torque converter (1). A control device (24) particularly suitable for implementing the method includes a control unit (26), which selects a setpoint value (sw) for the slip (s) of the converter (1) as a function of time, and taking into consideration the input torque (E) currently being applied to the torque converter (1).