Abstract: The invention relates to a method for shifting an initial gear upwards into a target gear in a twin-clutch gearbox of a motor vehicle. According to the invention, the engine torque (MMotor) of the vehicle is altered when a target gear is selected incorrectly and detected thus. The output torque (MOutput) is then reduced if the correct target gear is introduced. The invention also relates to a twin-clutch gearbox, especially for carrying out said method.

Abstract: A control for a transmission and a clutch monitors conditions to determine when a vehicle associated with the clutch and transmission is likely in a stationary state. If the vehicle appears to be stationary, with the transmission engaged and the clutch open, then the control determines that the transmission should be moved to a neutral position. Upon movement to the neutral position, the control then closes the clutch. It is preferable for a vehicle remaining stationary to have its clutch closed and its transmission in neutral than to have its transmission engaged and its clutch open. In a further aspect of this invention, the neutral state is verified by testing the ability to move one of the transmission shift components. If the transmission shift component can move beyond a predetermined amount, this is indicative that the transmission is in neutral.

Abstract: A default value of transmission input speed in a motor vehicle powertrain having an automatic-shift multi-gear ratio power transmission is continuously updated based on a measured value of the input speed and other reliable speed data including transmission output speed and engine speed. The default value is substituted for the measured input speed when a malfunction of the input speed sensor is detected, and transitions back to the measured input speed when the input speed sensor malfunction is no longer present.

Abstract: An electro-pneumatic control system for a motorcycle transmission. A pneumatic clutch cylinder used to disengage the clutch by pulling in a clutch lever via a clutch cylinder rod. Optionally, manual override of the clutch control may be provided for by linking the clutch lever to a clutch cable by a through rod and slip device. To change gear a pneumatic gear change cylinder, attached to the gear change lever, push-pulls lever to upshift and downshift transmission. The system is equipped with launch control that allows the motorcycle to start from a standstill.

Abstract: A default value of transmission output speed in a motor vehicle powertrain having an automatic-shift multi-gear ratio power transmission is continuously updated based on a measured value of the output speed and other reliable speed data including transmission input speed and vehicle speed. The default value is substituted for the measured output speed when a malfunction of the output speed sensor is detected, and transitions back to the measured output speed when the output speed sensor malfunction is no longer present.

Abstract: A torque transmission system for the transmission of torque between a prime mover and a gearbox in a vehicle includes an input shaft, which can rotate around a first axis of rotation; at least one output shaft, which can rotate around a second axis of rotation transversely offset from the first axis of rotation; and a first clutch arrangement with an output area, which is or can be connected nonrotatably to the output shaft, and an input area, which can be connected as desired to the output area for the transmission of torque. A drive arrangement connects the input shaft to the input area so that the input area can be caused to rotate by the input shaft.

Abstract: Friction clutches 203, 204 and engaging clutches 19, 20, 21 are arranged between an input shaft and an output shaft of a gear type transmission having a plurality of gear trains. A power train unit 100 controls an output shaft torque and an input rotation speed of the transmission during changing speed by estimating or detecting input a torque to the transmission, and detecting an output rotation speed of the transmission, and setting a target shift torque during shifting gear, and setting a command value to the friction clutches 203 and 204 from the target shift torque and the input torque.

Abstract: A speed change control method of controlling a speed change ratio of a continuously variable transmission mechanism including a traction continuously variable transmission, includes: estimating a tilt angle of a power roller included in the continuously variable transmission based on an input rotating speed and an output rotating speed of the continuously-variable transmission mechanism; estimating a position of the power roller based on an estimated tilt angle obtained by the tilt angle estimating step and a command signal given to a driving device of adjusting the tilt angle of the power roller; and executing a feedback control operation based on an estimated position of the power roller obtained by the position estimating step.

Abstract: An aircraft thrust reverser system that includes a power drive unit operable to supply a drive force. The power drive unit includes a motor and a torque decoupler that sequentially decouples the power drive unit from a plurality of loads. The torque decoupler includes at least two output sections, each of which is coupled to the motor, and are not coupled to one another under normal operating circumstances. The output sections are each operable to decouple the motor from associated thrust reverser moveable components upon a torque magnitude being reached in the output section. The torque decoupler is configured so that the first and second output sections are coupled together a deadband time period after the torque magnitude is reached in on of the output sections.

Abstract: A control system and method maintains a constant engine idle speed during a garage shift of an automatic transmission-equipped vehicle with a torque converter. An engine control module or other processor identifies when transmission input clutch fill occurs. The engine control module increases engine output based on the transmission input clutch fill and before a decrease in engine idle speed occurs. The engine control module latches a turbine speed and a speed ratio (turbine speed/engine speed). The engine control module declares transmission input clutch fill if the latched turbine speed minus a current turbine speed is greater than the first calibration constant or if the latched speed ratio minus a current speed ratio is greater than the second calibration constant. The engine control module increases the engine output after waiting a first time delay after the transmission clutch fill.

Abstract: A shift element sub-assembly for a transmission comprises two axially adjacent shift elements (2, 3) that are located in a transmission housing (1), in addition to a common disc carrier (4) for receiving external discs (20, 21) or internal discs of both shift elements (2, 3). The discs of both shift elements (2, 3) lie axially adjacent in the interior of the disc carrier (4) and are separated from one another by a central partition (40) of the disc carrier (4). Each shift element (2, 3) has a piston (23, 33) and a closing pressure chamber (24, 34), located in the vicinity of the front faces (41, 43) of the disc carrier (4), for hydraulic actuation. Each shift element (2, 3) has at least one resetting element (27, 37, 39) for resetting the piston, the element being located in the disc carrier (4) radially above the discs of the respective shift element (2, 3).

Abstract: A method of controlling the timing of the shift events of a dual clutch transmission that includes the steps of sensing the current output speed of the transmission, determining the time required to complete each possible shift event within the transmission, and determining an output speed modification value for each possible shift event. The method also includes the steps of determining a modified shift point output speed for each possible shift event by summing the determined output speed modification value with a predetermined shift pattern output speed, and commanding the shift when the current output speed reaches the determined modified shift point output speed.

Abstract: A torque transmission system for the transmission of torque between a prime mover and a gearbox in a vehicle includes an input shaft, which can rotate around a first axis of rotation; at least one output shaft, which can rotate around a second axis of rotation transversely offset from the first axis of rotation; and a first clutch arrangement with an output area, which is or can be connected nonrotatably to the output shaft, and an input area, which can be connected as desired to the output area for the transmission of torque. A drive arrangement connects the input shaft to the input area so that the input area can be caused to rotate by the input shaft.

Abstract: Driving worm provided on a transmission shaft, driven worm wheel provided on a cultivating shaft, main shaft portion of the transmission shaft and clutch are collectively accommodated in a transmission casing, which includes first and second bearings for preventing the clutch and driving gear from being displaced toward each other. The main shaft portion is screw-coupled to the clutch and a direction in which the screw-coupling between the main shaft portion and the clutch is tightened corresponds to only one rotational direction of an engine. The casing has a single opening for inserting therein the worm and worm wheel, and the opening is closed with a lid that also functions to prevent the worm from coming off the casing.

Abstract: In an electromotive clutch actuator for actuating a clutch between a drive motor and a transmission of a motor vehicle, which has a clutch rod for disengaging the clutch, an electric motor that actuates the clutch rod (15) by means of a self locking worm gear pair (14), and a housing (10) that contains at least the worm gear pair (14), in order to increase the self locking of the worm gear pair (14), a friction device (21) that generates a frictional moment is integrated into the worm gear pair (14) (FIG. 2).

Abstract: A method of regulating the position of a clutch actuator in a vehicle employs the concept of adapting the servo-loop parameters of a position controller of the clutch to different operating conditions of the vehicle, as well as the concept of applying and continuously adapting a bias current of the actuator motor in order to avoid or minimize the incidence of a hunting or after-regulation behavior of the control loop and to thereby minimize the energy consumption of the actuator motor.

Abstract: A torque transmission mechanism includes a drive shaft (31; 51; 84) and a driven shaft (32; 52; 87). The drive shaft rotates about an axis. The driven shaft extends along substantially the same axis as the drive shaft. A torque accumulator (35; 53; 90) serves to accumulate a rotational torque of the drive shaft and to transmit the rotational torque to the driven shaft due to a frictional force. A controller (20, 21, 24; 54, 57, 60, 64, 71, 73; 81, 92, 95, 98, 104) serves to control the accumulation of the torque in the accumulator.

Abstract: An electro-hydraulic control mechanism provides controlled engagement pressure for both a torque converter clutch and a shifting torque transmitting mechanism. The control mechanism include a TCC regulator valve that establishes the engagement pressure for the torque converter clutch and a TTM regulator valve that controls the engagement pressure for the torque transmitting mechanisms. An electronically-controlled variable bleed solenoid controls the output pressure level of both of the regulator valves. A control valve is employed to multiplex the output of the regulator valves and to ensure that the torque transmitting mechanism remains engaged during the engagement of the torque converter clutch. The control valve also ensure that the output pressure of the TTM regulator valve is communicated with a manual control valve in the event of an unexpected discontinuance of electrical power.

Abstract: A control device for a vehicle which has a function to reduce the change-speed shock when changing the speed by controlling the transmission of the vehicle. The control device performs the switching between a manual change-speed mode in which the vehicle speed can be changed based on a change-speed command generated by manual operation and an automatic change-speed mode in which a transmission gear ratio can be controlled based on the predetermined change-speed characteristic. Thereby the reduction amount of the change-speed shock can be changed between the manual change-speed mode and the automatic change-speed mode.

Abstract: A reversible one-way clutch (90) is positioned in parallel with a friction pack (62, 72) to drive a planetary transmission (10) in low gear and reverse. The clutch (90) has a biasing plate (96) secured to its surface to bias the clutch (90) in a direction so that the transmission (10) operates in either low gear or reverse gear. The biasing plate (96) is hydraulically actuated to bias the clutch (90) between low gear, neutral, and reverse gear.

Abstract: The invention proceeds from a vehicle having a clutch and a transmission. The clutch is mounted in the drive train of the motor vehicle and the transmission is mounted in the drive train and is changeable with respect to its transmission ratio. Furthermore, means are provided which generate a clutch signal which represents the actuation of the clutch. The essence of the invention is that a change of the transmission ratio is detected. According to the invention, monitoring means are provided by means of which a fault signal is generated in dependence upon the recognized change and the generated clutch signal. The fault signal indicates whether the means, which generates the clutch signal, operates properly. A further variation of the invention evaluates the clutch actuation with the first start of movement of the vehicle after the engine start.

Abstract: Control of shiftable clutches by a clutch control signal that is a function of the difference between the actual and desired engine rotational speeds and of the gradient of the actual engine rotational speed and wherein the clutch control signal values are generated by the employment of a set of clutch engagement and disengagement speed curves.

Abstract: An engine is connected to a sun gear of a planetary gear train via a toroidal type continuously variable transmission; driven wheels are connected to a ring gear of the planetary gear train; and the sun gear and the ring gear are connected to each other by a first clutch. A shifter can connect a second clutch, which is connected to the engine, to a carrier of the planetary gear train or to the driven wheels. When the vehicle is started forward when a failure has occurred, by controlling the engagement force of the first clutch on the basis of the rotational rate of the engine and the ratio of the toroidal type continuously variable transmission and controlling the engagement force of the second clutch on the basis of the rotational rate of the engine while the second clutch is connected to the carrier by the shifter, it is possible to prevent the ratio of the toroidal type continuously variable transmission from changing beyond the LOW ratio or the OD ratio and generating an excessive load.

Abstract: The invention proceeds from a vehicle having a clutch and a transmission. The clutch is mounted in the drive train of the motor vehicle and the transmission is mounted in the drive train and is changeable with respect to its transmission ratio. Furthermore, means are provided which generate a clutch signal which represents the actuation of the clutch. The essence of the invention is that a change of the transmission ratio is detected. According to the invention, monitoring means are provided by means of which a fault signal is generated in dependence upon the recognized change and the generated clutch signal. The fault signal indicates whether the means, which generates the clutch signal, operates properly. A further variation of the invention evaluates the clutch actuation with the first start of movement of the vehicle after the engine start.

Abstract: A shift control method for automatic transmissions includes the steps of outputting a duty control signal for upshifting to a N+1 speed when an N+1 upshifting signal is input during driving in an N speed, pre-estimating a stroke gap of a friction element for the N+1 speed, determining if an N speed kickdown signal is input or not, outputting a duty signal for downshifting to the N speed when the N speed kickdown signal is input. The step of preestimating a stroke gap includes the step of calculating an amount of hydraulic fluid accumulated on a side of the friction element. The step of calculating comprises the steps of calculating an amount of hydraulic fluid with respect to a duty ratio and integrating the calculated amount of hydraulic fluid.

Abstract: A power shift transmission (3) for motor vehicles in which instead of a hydrodynamic torque converter a controlled or regulated multiple disc clutch serves to assist starting. The loading of clutch is minimized by a fitted catch which prevents the motor vehicle from rolling in the opposite direction to the direction of travel intended by the gear selection. Catch can take the form of a mechanical catch, as sprag unit, or the form of an electronically adjusted catch which acts on one and/or more transmission brakes and/or clutches and/or into the service brake of the vehicle.

Abstract: During a shifting operation to slide a shift gear of an auxiliary change speed device, clutches of a backward and forward drive switching device acting also as a propelling clutch and of a main change speed device are automatically disengaged to place these devices in neutral state. After the shift gear is switched to a high-speed position or low-speed position, the clutches of the main change speed device are automatically engaged to return the main change speed device to a transmitting state. After the main change speed device returns to the transmitting state, the clutches of the backward and forward drive switching device are automatically engaged to return the backward and forward drive switching device to a transmitting state.

Abstract: In an automatic transmission of a motor vehicle, in which a hydraulic pressure is supplied to a piston of a friction element is maintained at a first level that is lower than a given level at which the friction element is engaged, while the vehicle that is in a forward-drive range is being stopped, when the range of the automatic transmission is changed from a neutral range to the forward-drive range the hydraulic pressure having a second level that is higher than the first level is supplied to the piston of the friction element until a completion of the stroke of the piston is detected. The stroke completion of the piston is judged based on a predetermined difference between a turbine speed of the automatic transmission detected upon the change of the range and a current turbine speed.