Abstract: A hydraulic control system for a transmission of a motor vehicle includes a source of pressurized hydraulic fluid that communicates with an analog electronic transmission range selection (ETRS) subsystem or a manual valve. The ETRS subsystem includes an ETRS valve, a park servo, a park mechanism, a mode valve, and a plurality of solenoids. The ETRS and manual valve communicate with a clutch actuator subsystem that engages a one-way clutch and six clutches/brakes.

Abstract: Disclosed is a method of controlling a damper clutch through learning. A controller determines whether a driving condition of a vehicle is a condition where a predetermined selected fluid pressure value is desired. When necessary learning conditions are satisfied, the controller applies a control current for realizing a relevant fluid pressure to the solenoid valve. The controller updates the control current of the solenoid valve to an appropriate value based on response of the damper clutch. Thereafter, the controller controls the solenoid valve based on the updated control current.

Abstract: A vehicle includes an engine and driven wheels each having an associated friction brake. A brake pedal is operable to engage the friction brakes. The vehicle includes a transmission having an input shaft driveably connected to the engine, an output element driveably connected to the driven wheels, and a gear mechanism adapted to establish at least one torque flow path between the input shaft and the output element. The transmission further includes a shift element that interrupts the torque flow path when disengaged. A gear selector is disposed in the passenger cabin and includes at least one forward-drive position, a reverse position, and a neutral position. At least one vehicle controller is configured to, in response to the gear selector being in the forward-drive position, a speed of the vehicle being zero, the vehicle being within a first predefined distance of a stoplight, and the brake pedal being depressed, disengage the shift element to put the transmission in neutral idle.

Abstract: A torque converter includes a housing, a turbine shell, and a spring. The housing includes an impeller shell and a cover. The turbine shell includes a clutch portion. The spring is disposed axially between the cover and the turbine shell, and is arranged for urging the turbine clutch portion into driving engagement with the impeller shell. In an example embodiment, the spring is a diaphragm spring. In an example embodiment, the turbine shell is arranged for sealing to and driving engagement with a transmission input shaft. In some example embodiments, the torque converter includes a bearing disposed axially between the cover and the turbine shell, and arranged for rotationally disconnecting the spring from the cover. In an example embodiment, the bearing is a ball bearing or a needle roller bearing.

Abstract: A hydrokinetic torque coupling device features an impeller including an impeller shell and impeller blades, and a turbine-piston including a turbine-piston shell and turbine blades. The turbine-piston is movable axially toward and away from the impeller shell to position the torque converter (or a hydrokinetic torque coupling device containing the torque converter) into and out of lockup mode. The impeller shell comprises a toroidal impeller shell portion that terminates at a first distal end clutch surface. The turbine-piston shell comprises a toroidal turbine-piston shell portion and a folded-over portion folded over onto the toroidal turbine-piston shell portion so as to engage the toroidal turbine-piston shell portion of the turbine-piston shell. The turbine-piston shell terminates at a second distal end clutch surface defined by the toroidal turbine-piston shell portion and the folded-over portion so that the second distal end clutch surface faces the first distal end clutch surface.

Abstract: A device for actuating a frictional converter lock-up clutch of a hydrodynamic torque converter. A piston of the lock-up clutch can be acted upon by pressure of a inner chamber of a converter that acts in the engaging direction of the lock-up clutch and by pressure of a piston chamber delimited by the piston that acts in the disengaging direction. At least in the disengaging operating condition of the lock-up clutch, the piston space is connected to the inner chamber of the converter. The inner chamber can be supplied with hydraulic fluid via a first line. Hydraulic fluid can be discharged from the inner chamber via a second line. The piston chamber of the lock-up clutch can be connected to a pressurized zone and to an essentially unpressurized zone. By varying the pressure in the piston chamber, the device can modulate the transmission capacity of the lock-up clutch.

Abstract: A clutch device for a clutch system has an input member that rotates at a first speed. A friction medium is disposed between the input member and an output member. The output member rotates on a bearing coupled to a piston. The piston translates relative to the input member, between an engaged position in which the friction ring frictionally engages with the input member, thereby driving the output member to rotate at the first speed, and a disengaged position in which the friction ring is spaced apart from the input member. A biasing member urges the piston toward the engaged position. A pressurized fluid in a fluid receiving chamber selectively urges the piston toward the disengaged position. A resistance member disposed in a chamber containing a viscous fluid transfers torque from the input member to rotate the output member at a second speed.

Abstract: A lock-up clutch assembly for a torque converter includes a clutch housing defining an annular clutch chamber, and an annular piston received in the clutch chamber and extending between the inner diameter and outer diameter of the clutch chamber. The piston defines inner and outer diameters associated respectively with the inner and outer diameters of the clutch chamber. The assembly further includes a backing plate received in the clutch chamber, and at least one annular friction disk and at least one annular friction plate received in the clutch chamber between the piston and the backing plate. The assembly further includes first and second seal members configured to provide respective fluid seals between the inner diameters of the piston and clutch chamber and between the outer diameters of the piston and clutch chamber.

Abstract: Mutual interference between a hydraulic pressure of a first engagement device and a hydraulic pressure of a second engagement device is suppressed even in the case where operation of the first engagement device and operation of the second engagement device coincide with each other. A vehicle drive device includes a first engagement device that selectively couples a rotary electric machine to an internal combustion engine, and a fluid coupling. The first engagement device includes a first oil chamber that is formed to apply a back pressure to a first piston. The fluid coupling includes a second oil chamber configured to control an engagement state of a second engagement device. The vehicle drive device includes a first control valve that controls a first oil chamber hydraulic pressure, and a second control valve that controls a second oil chamber hydraulic pressure independently of the first oil chamber hydraulic pressure.

Abstract: A hydraulic control device includes a lock-up control valve that regulates a line pressure to generate a control pressure, and a lock-up relay valve that switches between paths through which a hydraulic pressure is supplied to and discharged from a torque converter. The lock-up relay valve is formed to be capable of switching between a path that connects between a control pressure oil passage to which the control pressure is output and a lock-up oil passage communicated with a lock-up oil chamber and that connects between a control pressure oil passage to which the control pressure is output and a circulation input oil passage communicated with a converter oil chamber, and a path that blocks connection between the control pressure oil passage and the lock-up oil passage and that blocks connection between the control pressure oil passage and the circulation input oil passage.

Abstract: A powertrain module includes an input, a first bulkhead supporting the input for rotation, a hub, an electric machine including a stator connected to the first bulkhead and a rotor connected to the hub, a clutch for alternately opening and closing a drive connection between the input and the rotor, a servo for actuating the clutch and supported on the input, and a second bulkhead supporting the hub for rotation.

Abstract: A transmission ECU 12 determines whether or not the conditions for executing a neutral control operation are satisfied (step S11), and measures hydraulic oil temperature if it determines that the execution conditions are satisfied (step S12). Then, the transmission ECU 12 sets a target speed ratio for a torque converter 3 corresponding to the measured hydraulic oil temperature (step S13), and performs a neutral control operation to bring the speed ratio of the torque converter 3 equal to the target speed ratio (step S14).

Abstract: A control apparatus of an automatic transmission including a start intended operation detecting unit detecting a vehicle starting operation; and a clutch control unit engaging the clutch from the clutch disengaged state and the automatic speed change mechanism is placed in a neutral state, when the vehicle starting operation is detected. The clutch control unit includes an initial engagement control unit performing initial engagement control that starts frictional contact of the clutch by supplying hydraulic pressure to a hydraulic servo of the clutch, and a slip start control unit establishing a speed ratio of the automatic speed change mechanism at the start by slip-controlling the clutch after the initial engagement control is terminated, thereby increasing output shaft rotational speed of the automatic speed change mechanism without reducing the input shaft rotational speed of the automatic speed change mechanism to less than the input shaft rotational speed at the end of initial engagement control.

Abstract: A system for supplying fluid to transmission control elements includes a body producing clutch-apply pressures and a lube source, clutches, each clutch including a servo and a balance volume, a shaft including passages, a support including paths communicating each of the clutch-apply pressures and the lube source to a respective passage, and a clutch hub communicating clutch-apply pressure from each of the passages to a respective servo, and communicating the lube source to the balance volumes.

Abstract: A drive train, in particular, a hybrid drive train with a torque converter, which can be operatively connected with a drive through a clutch. The clutch includes an emergency operation actuation device with at least one emergency operation actuation element, which defines a centrifugal oil cavity which includes oil and which is coupled with the drive.

Abstract: A drive device for a vehicle configured between an internal combustion engine and a wheel. The drive device includes a rotary electric machine, and an engagement device connecting the drive device to the engine by a fluid coupling using hydraulic pressure. A case houses at least a portion of the drive device and includes a support wall extending radially, and a cylindrical projecting portion projecting from the support wall toward a side in an axial second direction that is in a direction opposite to the axial first direction. The engagement device includes an operating oil pressure chamber supplied with the hydraulic pressure. A rotor member of the rotary electric machine is radially supported by the cylindrical projecting portion in a rotatable state via a support bearing. The cylindrical projecting portion is formed with an operating oil supply passage supplying oil to the operating oil pressure chamber.

Abstract: A sport running estimated value LEVELSP obtained by searching a value on a map prepared in advance based on an average values AGYAVE of lateral accelerations GY of a vehicle and on average values of vehicle speed changes is calculated, and a vehicle speed on a shift map is searched based on the sport running estimated value LEVELSP and an estimated value DA of a vehicle gradient, whereby a downshift vehicle speed VA at which a downshift is implemented is calculated. Then, the downshift is implemented in a case where actuation of a brake is detected, deceleration of the vehicle is a predetermined value or more, and a current vehicle speed is a downshift vehicle speed VA or more. In such a way, running on a meandering road, for which the downshift and a subsequent shift hold should be implemented, is sensed appropriately.

Abstract: A hydraulic pressure control apparatus for an automatic transmission may include a first hydraulic pump connected with an oil tank to receive oil from the oil tank, having a first motor, and adapted to generate a low pressure through an operation of the first motor, a second hydraulic pump connected with the first hydraulic pump to receive the low pressure, having a second motor, and adapted to generate a high pressure through an operation of the second motor, a first regulating valve adapted to receive the low pressure from the first hydraulic pump and to regulate a first operating pressure to supply to the torque converter, and a second regulating valve adapted to receive the high pressure from the second hydraulic pump and to regulate a second operating pressure to supply to the powertrain.

Abstract: A wet clutch arrangement, particularly starting clutch for a vehicle, including a housing arrangement which is filled or fillable with fluid, a friction coupling region having a first friction surface formation rotating with the housing arrangement around an axis of rotation and a second friction surface formation that rotates with a driven element around the axis of rotation and which can be brought into frictional engagement with the first friction surface formation, a fluid coupling region with an impeller rotating with the housing arrangement around the axis of rotation and with a turbine that rotates with the driven element around the axis of rotation and which, along with the impeller, defines a toroidal fluid circulation space. The fluid coupling region is arranged radially outside the friction coupling region.

Abstract: A hydraulic control system for a transmission includes a source of pressurized hydraulic fluid, a manual valve, and a default valve. A first set of solenoids are configured to selectively engage at least one of a plurality of shift actuators. The first set of solenoids is open when de-energized. A second set of solenoids is configured to selectively engage at least one of the plurality of actuators. The second set of solenoids is closed when de-energized. A low speed default gear is engaged when the first and second sets of solenoids are de-energized and the transmission is operating in a low speed gear ratio. A high speed default gear ratio is engaged when the first and second sets of solenoids are de-energized and the transmission is operating in a high speed gear ratio.

Abstract: A clutch including a first member having a first friction surface, wherein the first friction surface has an inner diameter and an outer diameter, a second member having a second friction surface, wherein at least one of the first or second members is moveable axially for engaging the first friction surface with the second friction surface for closing the clutch, wherein the first member is thinner in a first area approximately radially aligned with the first inner diameter, the first outer diameter, or both, than in a second area radially aligned with a portion of the first friction surface generally located radially between the first inner diameter and the first outer diameter.

Abstract: A lock-up control valve (550) selectively applies secondary pressure P (L/U) to the apply side hydraulic chamber of a torque converter (200) or to the release side hydraulic chamber thereof. The lock-up control valve (550) has a valve element (600), a first port (611), a second port (612), a third port (613), a fourth port (614), and a drain port (616). The valve element (600) has a first land (601) and a second land (602). The diameter of the second land (602) is larger than that of the first land (601).

Abstract: The invention relates to a shiftable clutch device (10), in particular in disc configuration, including at least a first clutch component (10E) and a second clutch component (10A), each clutch component including friction surface bearing and/or friction surface forming elements (1E, 1A, 1.1), configured to be brought into at least indirect operative engagement through a shifting device (14) that is loadable with a pressure medium through a pressure cavity (8), wherein devices for generating a cooling oil flow to the friction surface bearing and/or friction surface forming elements (1E, 1A, 1.1.) of the particular clutch components (10E, 10A) are provided in an “open” functional condition of the shiftable clutch device (10).

Abstract: A drive train, in particular, a hybrid drive train with a torque converter, which can be operatively connected with a drive through a clutch. The clutch includes an emergency operation actuation device with at least one emergency operation actuation element, which defines a centrifugal oil cavity which includes oil and which is coupled with the drive.

Abstract: The invention relates to a hydrodynamic clutch having constant or variable filling of work medium having a pump wheel, comprising pump wheel blading, and having a turbine wheel, comprising turbine wheel blading; pump wheel and turbine wheel forming a toroidal work space with one another, which is fillable with the work medium for torque transmission; having a storage space for receiving work medium from the work space, the storage space having a connection which conducts work medium to the work space; the work medium can be conducted from the storage space into the work space to increase the transmittable torque and from the work space into the storage space to reduce the transmittable torque. The hydrodynamic clutch is characterized in that the ratio of the volume of the work space to the installation volume of the hydrodynamic clutch is greater than 0.

Abstract: A system for controlling a torque converter of an automatic transmission driven by a power source, the system including a torque converter an impeller, a turbine driveably connected to a transmission input and able to be driven hydrokinetically by the impeller, a stator, an impeller clutch for alternately engaging and disengaging a drive connection between the impeller and the power source, a source of converter charge pressure communicating with the impeller clutch, a source of converter discharge pressure communicating with the impeller clutch, a magnitude of differential force due to charge pressure and discharge pressure across the impeller clutch alternately producing operating multiple operating states of the impeller clutch, and a orifice having a variable fluid flow area for changing a magnitude of converter discharge pressure.

Abstract: A solenoid valve device that includes a solenoid valve; a drive circuit that drives the solenoid section; a current sensor that detects a current applied to the solenoid section; and a control unit that controls, when the solenoid valve is served as the pressure control valve, the drive circuit by performing a feedback control based on the current detected by the current sensor so that a current in accordance with an output pressure command is applied to the solenoid section, and controls, when the solenoid valve is served as the solenoid pump, the drive circuit without performing the feedback control so that a pump current is applied to the solenoid section.

Abstract: In a clutch manufacturing method, inner peripheral portions of drum members, of two clutches are connected to a sleeve member, and a piston, a seal plate and a return spring are provided between the drum members, an insulator to apply electric isolation between the piston and the drum member or between the seal plate and another drum member is attached to either the piston or the seal plate. Then, the drum member, to which the electric isolation with the insulator is not applied, is connected to the sleeve member. Then, the piston, return sprig and seal plate are assembled to the sleeve member to which the drum member has been connected. Finally, the drum member, to which the electric isolation with the insulator has been applied, is connected to the sleeve member with electric welding.

Abstract: A method for controlling an impeller clutch of a torque converter includes determining a function relating a K-factor of the torque, determining a current engine torque, determining a desired impeller clutch slip, using the function determine the actual impeller speed and thus actual clutch slip, and adjusting the operating state of the impeller clutch to produce the desired impeller clutch slip.

Abstract: An apparatus operating a hydrodynamic torque converter and a corresponding converter-bypass clutch of a transmission. The apparatus having a line system, a solenoid valve and a therewith coacting variable pressure controlling valve. A valve stem assembly respectively of the solenoid valve and the pressure control valve are controllable by subjection to a pilot pressure counter to a spring arrangement. A spent flow of the torque converter is, by way of a piston chamber of the converter-bypass clutch, which chamber is subjected to hydraulic fluid pressure of the spent flow of the torque converter, by means of an operational pressure aperture valve and a relief control aperture valve of the pressure control valve, connectable to a spent flow control aperture valve of the solenoid valve. By way of the piston chamber, this spent flow communicates with the hydraulic system through the spent flow control aperture valve of the solenoid valve.

Abstract: A device for operating a starter mechanism actively connected with a hydraulic supply circuit of a transmission unit. The starter mechanism has a piston chamber subject to hydraulic pressure for activating a frictional shift element and a hydraulic chamber subject to hydraulic pressure for the cooling and lubricating an area of the starter mechanism. A hydraulic pressure between a lubrication pressure control port of a second pressure relief valve and the hydraulic chamber and equivalent to a lubrication pressure, is exerted on a second back pressure outlet port of a first relief valve, which acts on a valve slide of the first relief valve in the opposite direction relative to the working pressure exerted on a first back pressure outlet port of the first relief valve so that the pressure feed-back of the hydraulic pressure to the first relief valve occurs additively to the pilot signal characteristic of the first relief valve.

Abstract: An apparatus for operating a hydrodynamic torque converter and a corresponding converter-bypass clutch of a transmission, having a solenoid valve communicating with a variable pressure control valve. The respective valve stem assembly thereof having surfaces which react to an application of hydraulic pressure. Each valve being controlled by a pilot pressure countering a spring arrangement. A spent fluid flow side of the torque converter communicates with a spent fluid flow aperture of the solenoid valve. The valve stem assembly related, to the solenoid valve is blocked by a supply aperture of the solenoid valve and is in operational connection with an auxiliary pressure control valve. A supply aperture of the variable pressure controller valve is connected with an operational pressure aperture of the pressure control valve, which, can be connected with a piston space of the converter-bypass clutch, which pressurized hydraulic fluid can be applied.

Abstract: A hydrodynamic clutch device includes a pump wheel, a housing connecting the pump wheel to a drive, a turbine wheel connected to a takeoff, the turbine wheel being located in the housing and cooperating with the pump wheel to form a hydrodynamic circuit, and a bridging clutch located in the housing and having a piston located between the hydrodynamic circuit and a pressure space. The piston is movable between an engaged position and a released position. At least one through opening in the piston allows an exchange of clutch fluid between the hydrodynamic circuit and the pressure space regardless of the position of the piston and a non-return valve allows only flow from the hydrodynamic circuit to the pressure space when the clutch is released.

Abstract: A clutch apply control valve switches between a first position and a second position based on a control pressure PDS1 and a control pressure PDS2. When both the control pressure PDS1 and the control pressure PDS2 are output, the clutch apply control valve switches from the first position to the second position and outputs the control pressure PDS2. As a result, a lockup control valve switches to an OFF position. Accordingly, a dedicated solenoid valve for controlling operation of the clutch apply control valve can be eliminated, thus reducing both size and cost while enabling a lockup clutch to be released even if there is an ON failure of a solenoid valve.

Abstract: A multi-function torque converter, including a pump clutch, and a resilient element arranged to close the pump clutch during operation of the torque converter in a torque converter mode. In one embodiment, the resilient element is arranged to close the pump clutch during operation of the torque converter in lock-up mode. In one embodiment, the torque converter includes a torque converter clutch. In one embodiment, the pump clutch and the torque converter clutch are closed during operation of the torque converter in a lock-up mode.

Abstract: An ECU executes a program including outputting, when the oil temperature THO of ATF<the threshold value THO (0), a control signal to the solenoid valve to control the solenoid valve to cause the lock-up relay valve to enter the state of resupplying the ATF discharged from the torque converter to the torque converter. In the state where the ATF discharged from the torque converter is being resupplied to the torque converter, the second oil path guiding the ATF discharged from the torque converter to the oil pan is disconnected from the torque converter.

Abstract: A viscous clutch assembly (100) includes a rotor (104), a selectively rotatable member (102) surrounding the rotor and defining a working chamber (114) therebetween, a first opening (126A) defined through the rotor (104) between front and rear sides of the rotor (104) and in fluid communication with the working chamber (114) at both the front and rear sides of the rotor (104), a reservoir (112) supported by the rotor (104) and having a second opening (138), a valve assembly (106) supported by the rotor (106) having a cover plate (140) for selectively covering the second opening (138), and a channel (128,130) defined in the rotor (104) between the first opening (126A) and an area adjacent to the second opening (138). The channel (128,130) is in fluid communication with the first opening (126A).

Abstract: The present invention provides a seal apparatus for a transmission pump. The seal apparatus includes a ring seal configured to seal a gap defined between a transmission pump body and a hub in order to reduce hydraulic fluid leakage. An O-ring is placed around the ring seal such that the O-ring engages the transmission pump body in an axial direction. A retainer ring is disposed around the hub, and a torque converter seal is disposed radially between the transmission pump body and the hub. The torque converter seal applies an axial force which is transferred through the retainer ring in order to compresses the O-ring against the transmission pump body to seal in parallel with the ring seal such that the rate of hydraulic fluid leaking from the transmission pump is reduced. A corresponding method for sealing a transmission pump is also provided.

Abstract: An electro-hydraulic control system is provided for a transmission with a torque-transmitting mechanism that has a dual area piston. When pressurized fluid is provided to a first of the two piston areas, the position of a spring-biased shift valve controls whether pressurized fluid communicates with the second piston area. A solenoid valve in fluid communication with the shift valve is energizable to direct pressurized fluid to the shift valve to urge the shift valve to the unstroked position to which the spring also urges. The shift valve may also be urged by pressurized fluid to the stroked position, but only when the solenoid valve is not energized. The spring maintains the shift valve in the unstroked position when pressurized fluid is directed to the shift valve to act both against and with the spring.

Abstract: A hydrodynamic clutch device has at least one pump wheel, connected to a drive by way of a clutch housing, and a turbine wheel, connected to a takeoff, to form a hydrodynamic circuit. The device also has a bridging clutch with at least one piston, which can shift between a released position and an engaged position, and at least one friction surface acting between this piston and an adjacent support to connect the drive to the takeoff. When the piston is in the released position, the bridging clutch allows the hydrodynamic circuit to be used to transmit at least most of the torque between the drive and takeoff, whereas, when the piston is in the engaged position, the bridging clutch produces a bypass around the hydrodynamic circuit for the transmission of torque. The barrier clutch cooperates with at least one pressure barrier installed between the hydrodynamic circuit and the pressure space.

Abstract: A multi-function torque converter including: an apply pressure chamber for a torque converter clutch; a first pressure chamber including a torus; and a resilient flow control element in fluid communication with the apply chamber and the first pressure chamber and arranged to control fluid flow to the apply pressure chamber. The resilient flow element is displaceable to block fluid flow to the apply pressure chamber in torque converter mode for the torque converter and to enable fluid flow to the apply chamber in lock-up mode. The torque converter includes a second pressure chamber and the clutch includes a piston plate at least partially bounding the apply pressure chamber and the second pressure chamber.

Abstract: An improved seal assembly is provided that minimizes loss of transmission pump pressure by controlling fluid flow past a torque converter hub bushing to meet bushing lubrication requirements without unnecessarily diminishing pump pressure and while also minimizing frictional losses. The seal assembly includes a rigid carrier adapted to fit between a pump body member and the torque converter hub. An elastomeric lip extends from the rigid carrier. A contact layer is connected to the elastomeric lip and configured to sealingly contact the torque converter hub. The contact layer is integral with and harder than the elastomeric lip, therefore minimizing frictional losses.

Abstract: A torque converter including: a carrier for a torque converter clutch, the carrier rotationally connected to a turbine shell; an apply chamber for the clutch; and a first pressure chamber in fluid communication with a second pressure chamber and a torus. Pressure in the apply chamber is controlled independent of pressure in the first and second pressure chambers. A torque converter including: a turbine hub rotationally connected to a turbine shell and a cover plate for a damper assembly; and a clutch arranged to rotationally connect the turbine hub to a cover. A torque converter including: a first cover plate for a damper assembly, the first cover plate rotationally connected to a turbine hub and a torque converter clutch; and a second cover plate for a damper assembly, the second cover rotationally connected to the turbine hub and the torque converter clutch.

Abstract: A method for controlling an impeller clutch of a torque converter includes determining a function relating a K-factor of the torque, determining a current engine torque, determining a desired impeller clutch slip, using the function determine the actual impeller speed and thus actual clutch slip, and adjusting the operating state of the impeller clutch to produce the desired impeller clutch slip.

Abstract: A linear actuator, suitable for a clutch (5, 6) of a motor vehicle transmission, has a bi-stable latch mechanism (18, 20) adapted to maintain an actuating member (26) in one of two positions on the output axis. Repeated applications of fluid pressure cause the actuator to alternate between the bi-stable states, and may thus cause a clutch to alternate between engaged and disengaged conditions.

Abstract: A torsional vibration damper for incorporation into the power train of a motor vehicle. The vibration damper includes an input part that is rotatable around an axis of rotation relative to an output part with energy storage elements interposed. At least one holding element is provided on the output part for retaining the energy storage elements on the output part.

Abstract: In a lockup device, a drive plate has a frictional coupling portion adjacent to a friction surface, and can provide torque to a turbine. The piston is a disk-like member arranged between a front cover and the turbine, has a pressing portion arranged on a side of the frictional coupling portion remote from a friction surface, and is axially movable according to a change in hydraulic pressure. The piston coupling mechanism unrotatably and axially movably couples the piston to the front cover. A seal mechanism seals a portion radially inside the piston at its axially opposite sides. The damper mechanism is arranged in a space axially between the front cover and the turbine, and is located radially between a drive plate and a seal mechanism. The piston coupling mechanism is arranged radially inside the seal mechanism.

Abstract: A hydrodynamic clutch arrangement is provided with at least a pump wheel and a turbine wheel to form a hydrodynamic circuit in a clutch housing, the drive-side wall of the housing being connected on the side facing the drive unit, such as an internal combustion engine, to the drive unit, a clutch device being provided to bring the housing into or out of working connection with the pump wheel. The clutch device is located inside the clutch housing.

Abstract: To control one clutch (2) in a hydrodynamic torque converter, the pressure acting upon one first piston area (4) is supplied to a control unit which, depending on the pressure, adjusts the pressure acting upon a second piston area (5). It is possible to exactly adjust the piston force acting upon a clutch (2) even in the presence of changing pressure ratios within the hydrodynamic torque converter.

Abstract: Hydraulic control system for a vehicle transmission connected to an output shaft from a hydraulic torque converter (1) with a hydraulically operated disc clutch for locking the torque converter and which has two hydraulically operated disc clutches for shifting. The control system has a low pressure circuit (30) with a low-pressure pump feeding fluid through the torque converter, and a high pressure circuit (34) with a high-pressure pump (35), which feeds fluid via valves (38) to the disc clutches. The high-pressure pump has variable displacement, which is regulated by the operating pressure of the disc clutch of the torque converter, so that the high-pressure pump is set to a lower displacement when this last-mentioned clutch is engaged than when it is disengaged.