Abstract: A dual clutch transmission for a motor vehicle power train for selectively coupling rotating transmission members includes a base assembly, a bearing mounted rotating assembly which is rotatable with respect to the base assembly, first and second torque transmission assemblies movable between disengaged and engaged positions, and first and second actuation mechanisms associated with the first and second torque transmissions assemblies. The actuating mechanisms are arranged for moving the respective torque transmission assemblies between the disengaged and engaged positions for selectively coupling the transmission members. The first torque transmission assembly couples two rotating members in the engaged position. The first actuating mechanism includes a hydraulic actuating mechanism having a piston chamber and a piston for moving the first torque transmission assembly between the disengaged and engaged positions.

Abstract: A method of producing a disconnect clutch includes producing a disconnect clutch, configured to selectively connect an engine and an electric machine, such that the disconnect clutch exhibits a clutch transfer function that causes a transmission output shaft torque variability that is less than a predetermined threshold during a simulated starting of the engine using the electric machine.

Abstract: A dual clutch transmission includes an input shaft and a first clutch, which has a first input disc carrier, a first output disc carrier, a first force transfer region, and a first actuating piston. The transmission has a second clutch having a second input disc carrier, a second output disc carrier, a second force transfer region, and a second actuating piston. The transmission includes a first partial transmission having a first partial transmission input shaft, and a second partial transmission having a second partial transmission input shaft. The input shaft, the first input disc carrier, and the second input disc carrier are non-rotationally connected to one another. The first output disc carrier is non-rotationally connected to the first partial transmission input shaft. The second output disc carrier is non-rotationally connected to the second partial transmission input shaft.

Abstract: A clutch device for a drive train of a motor vehicle includes a torsional vibration damper with an output side, a disconnect clutch with a clutch component, and a fastening unit releasably connecting the disconnect clutch to the torsional vibration damper. The fastening unit includes a first toothing region fixed on the clutch component, a second toothing region fixed on the output side and positively rotationally connected with the first toothing region, and a clamping element. The clamping element is arranged to preload the first toothing region relative to the second toothing region in a circumferential direction with a preloading force, and preload the output side relative to the clutch component with an axial contact pressure.

Abstract: A dual clutch transmission includes an input shaft having a first clutch having a first input disc carrier, a first output disc carrier, a first force transfer region, and a first actuation piston. The transmission includes a second clutch having a second input disc carrier, a second output disc carrier, a second force transfer region, and a second actuation piston. A first sub-transmission includes a first sub-transmission input shaft and a second sub-transmission has a second sub-transmission input shaft. The input shaft, the first input disc carrier, and the second input disc carrier are connected to one another for fixedly conjoint rotation. The first output disc carrier is connected to the first sub-transmission input shaft for fixedly conjoint rotation. The second output disc carrier is connected to the second sub-transmission input shaft for fixedly conjoint rotation. The second sub-transmission input shaft is arranged coaxially with and radially surrounding the first sub-transmission input shaft.

Abstract: A vehicle includes a transmission, an engine, a clutch, and a controller. The transmission has an input. The engine is configured to generate and deliver torque to the input. The clutch is configured to connect and disconnect the engine from the input, and to crank the engine during an engine start. The controller is programmed to, in response to a command to adjust a torque of the clutch during an engine start and a presence of first condition of the clutch, drive a clutch actuator pressure to a first desired value based on a first transfer function. The controller is further programmed to, in response to a command to adjust the torque of the clutch during the engine start and a presence of a second condition of the clutch, drive the clutch actuator pressure to a second desired value based on a second transfer function.

Abstract: A hybrid module for a drive train of a vehicle includes an intermediate shaft configured for torque transmission from an internal combustion engine and/or an electric machine to a transmission. The shaft is mounted on a dividing wall by two bearings, wherein a securing element is provided on a transmission side of the dividing wall to fix an axial position of a torque transmission component that can be mounted on the intermediate shaft on a motor/engine side of the dividing wall.

Abstract: A double clutch apparatus for a hybrid electric vehicle having a motor and an engine includes: first and second clutches transmitting a motor torque and an engine torque to first and second input shafts; and first and second slave cylinders disposed at a transmission case and configured to respectively operate the first and second clutches in an axial direction. In particular, a rotor hub of the motor is rotatably supported by an end of a radially interior side of a front cover, and is connected to the first input shaft through a clutch retainer of the second clutch and a first connection member to transmit the motor torque to the first input shaft. In addition, the first and second clutches are disposed in parallel in an interior circumference of the rotor hub to selectively transmit the engine torque to the first and second input shafts, respectively.

Abstract: A torsional vibration damping system (7) for a motor vehicle drive train (1) has an input side (14) and an output side (26) connected via a damper unit (27). The damper unit (27) includes two torsional vibration dampers (17, 18) and a vibration damper (19). The damper unit (27) are configured for placement in a wet space (30) of a housing (6).

Abstract: Methods and systems are provided for operating a high voltage generator coupled to a plug-in hybrid vehicle driven by a reciprocating piston engine. In one example, a method may include, predicting variations in output torque from the reciprocating piston engine and adjusting the driving torque required for the high voltage electric generator based upon the predicted torque variations.

Abstract: A Belleville washer with interlocking teeth to allow one washer to firmly lock to an adjacent washer, positioned in series, allowing for assembly of a modular-type stackable spring, without need of a bolt for retention of washer alignment.

Abstract: A system for cutting a wet green ceramic article which includes a power device to generate power and a transmission assembly including an input and an output. The input is operably coupled to the power device such that power is transferred through the transmission assembly from the input to the output. The system also includes a cutting tool holder that holds a cutting tool. The cutting tool holder is coupled to the output and pivotally coupled to a pivot point. The output of the transmission assembly pivots the cutting tool holder about the pivot point as the cutting tool reciprocates in a cutting motion between a first position and a second position.

Abstract: A clutch mechanism for motor vehicles, having a dry individual clutch or a dual clutch, transmits torque from an engine to the transmission or selectively to one of two transmission sections. The clutch has a central disk and, on at least one side, a pressure plate. In order to further improve the cooling effect, especially in the region of the central disk and of the pressure plates, the central disk and/or at least one of the pressure plates is composed of two partial plates, wherein the mutually facing inner surfaces of the partial plates are provided with intermeshing vanes such that the intermeshing vanes of the two partial plates form an interior space having through channels which brings about flow in a radial direction or in a direction having a radial component.

Abstract: Illustrative embodiments of impact tools are disclosed. In at least one illustrative embodiment, an impact tool comprises a motor including an output shaft configured to rotate about a first axis and a drive train configured to be driven by the output shaft of the motor and to drive rotation of an output drive about a second axis that is non-parallel to the first axis, wherein the drive train includes an impact mechanism comprising a hammer configured to rotate about a third axis to periodically deliver an impact load to an anvil, the third axis being parallel to and spaced apart from the second axis.

Abstract: An electric ratchet wrench includes a driving member rotatably mounted in a body. A pawl device is pivotably mounted to the driving member. A ring gear is rotatably mounted around the driving member. A flexible transmission shaft includes a first end connected to a motor and a second end configured to switch between a meshing state meshed with the ring gear and a disengagement state disengaging from the ring gear. The motor drives the transmission shaft to rotate the driving member. The body can be manually driven to overcome a resistance which is larger than the torque outputted by the motor and which causes a tooth slippage phenomenon between the transmission shaft and the ring gear.

Abstract: A pendulum damping device for a motor vehicle torque transmission device, having a support washer, a flyweight capable of being displaced with respect to the support washer in order to damp vibrations deriving from an engine of the vehicle, the flyweight exhibiting on a lateral terminal edge a receptacle receiving a limit stop. The limit stop comprises an insert intended to be fastened in the receptacle of the flyweight and delimiting a cavity having a bottom and a mouth opposite the bottom, and a stop body projecting outside the cavity through the mouth. The invention also relates to a torque transmission device utilizing a pendulum damping device of this kind.

Abstract: A transmission assembly for a motor vehicle having a gearbox including a clutch, a clutch-release device, a reversible rotary electric machine provided with a rotor provided with a central opening, and an intermediate shaft between the clutch and the rotor of the electric machine, the shaft supporting the clutch-release device at the front and being inserted in the central opening of the rotor. The transmission assembly includes a dry friction clutch provided with a reaction plate, and comprises, at the front, a damping double flywheel configured such as to be attached to the crankshaft of the heat engine of the vehicle and to form the reaction plate of the dry friction clutch and, at the rear, a torsion damper configured such as to be rotatably connected to the input shaft of the gearbox, the rotor of the electric machine being attached to the torsion damper.

Abstract: A vibration isolating structure for a power unit. The power unit includes an internal combustion engine equipped with transmissions. The vibration isolation structure includes torque dampers disposed between transmission gears of the transmission and a power transmission shaft supporting the transmission gears.

Abstract: There is provided a vehicle starting apparatus that reduces vibration of an engine caused when the engine starts so that vibration of the vehicle can be decreased. A vehicle starting apparatus according to the present invention is provided with an engine starting apparatus that starts an engine mounted in a vehicle, wherein before the engine is ignited, the engine starting apparatus makes a cranking rotation speed of the engine lower than a rotation speed corresponding to the resonance frequency of the engine, and after the engine has been ignited, the engine starting apparatus increases the rotation speed of the engine up to a rotation speed that is the same as or higher than said rotation speed corresponding to the resonance frequency.

Abstract: A collapsible clutching differential is for use in a drive train of a vehicle to control torque thereof. The drive train includes at least one rotating member defining an axis of rotation of the rotating member; a housing operatively supported in driven relationship with respect to a remainder of the drive train, adapted to rotate about the axis, and defining a cavity of the housing into which the rotating member extends; and at least one cross-pin mounted for rotation with the housing. The differential includes a pair of castellated side gears disposed in the cavity of the housing, supported for rotation about the axis relative to the housing, and having a torque-transmitting connection to the rotating member. The castellated side gears are adapted to be spaced from each other and collapse upon themselves such that the differential collapses upon itself.

Abstract: An electric actuator has a housing with an electric motor mounted on the housing (2). A ball screw mechanism converts rotational motion of the electric motor to an axial linear motion of a drive shaft. A side-cover (13) is detachably mounted to the housing (2). A guide member (14) is mounted on the inner wall of the side-cover (13). The guide member (14) has a substantially “C”-shaped cross-section and includes a recessed groove (14a) axially extending opposite to the drive shaft (7). A rotation-preventing pin (9), mounted on the outer circumference of the threaded screw shaft (15), engages with the guide member (14) to support the threaded screw shaft (15) so that it can be axially moved relative to the housing (2) but cannot be rotated.

Abstract: An actuator apparatus for a clutch that operates the clutch of a transmission according to operation of a motor, may include the motor including a stator and a rotator, wherein the rotator has a drive shaft and a rotator core receiving the drive shaft therein, a lead screw engaged to the drive shaft of the motor and movable in a length direction thereof according to the operation of the drive shaft in the motor, a rod disposed apart from the lead screw, a slider connecting the lead screw with the rod, and a guide rail disposed to contact with the slider and guiding a linear motion of the slider.

Abstract: A transmission housing includes an inner surface and circumferentially spaced first sets of teeth spaced about an axis of the transmission housing and configured to selectively engage a first clutch plate. Each first set is attached to the inner surface. The transmission housing also includes circumferentially spaced second sets of teeth spaced about the axis of the transmission housing and configured to selectively engage a second clutch plate. Each second set is attached to the inner surface. The teeth of at least one of the first or second sets extend axially and are narrower at a first axial end of the respective teeth than at a second axial end of the respective teeth.

Abstract: A twin clutch controlling apparatus includes a clutch actuator for controlling a twin clutch TCL, and a manual operation clutch capacity arithmetic operation section for converting an operation amount of a clutch lever L into an electric signal to arithmetically operate a manual operation clutch capacity arithmetic operation value (tqc1tmt) corresponding to the manual operation. The twin clutch controlling apparatus is configured so as to accept a changeover from an Auto mode to a Temp mode in response to an operation of the clutch lever L. When an operation of the clutch lever L is detected during automatic control in the Auto mode, an event that the manual operation clutch capacity arithmetic operation value (tqc1tmt) comes to have a value similar to that of the clutch capacity (tqc1at) calculated in the Auto mode is included in conditions for a changeover to the Temp mode to occur.

Abstract: A clutch apparatus is equipped with two clutch structures having a clutch drum therein. A driven plate and a piston are provided in the clutch drum of each clutch structure, and a primary coned disc spring and a secondary coned disc spring, which are ring-shaped, are provided between the driven plate and the piston. A flat portion 12 is formed on an inner peripheral portion of a convex surface of the primary coned disc spring 1, and the flat portion 12 can come into contact with a counter member first when a load is applied. A load in a flat condition due to elastic deformation is adjusted by the flat portion so as to be a desirable value. Blanks 1A and 2A of the primary coned disc spring and the secondary coned disc spring can be obtained from one sheet of material having the same thickness. In this case, the flat portion 12A is formed by press forming on an inner peripheral portion of the blank 1A in view of the shape thereof after bending forming is performed.

Abstract: The present invention relates to a dry double clutch. A damper flywheel (300) comprises: a connector (600) coupled to a drive plate (320) of the damper flywheel (300); a cover (700) compensating for backlash between the connecting plate (400) and the connector (600); and a first resilient member (616) resiliently pressing the cover (700) in the circumferential direction of the connector (600). A first clutch disk (250) of the set double clutch (200) is characterized by having an assembled structure consisting of: a stopper ring (271) enclosing a boundary portion (256) between the first clutch disk (250) and a first hub (255); a retainer ring (273) coupled opposite the stopper ring (271) and having the first clutch disk (250) interposed therebetween, and enclosing the boundary portion (256); and a resilient washer (275) resiliently supporting the first hub (255).

Abstract: A twin clutch controlling apparatus wherein a clutch lever is operated during a deceleration operation in which an auto mode (Auto) is selected, then a shift down action from a gear position “N-2” at which a driving force can be transmitted only by one of an odd number stage side clutch CL1 and an even number stage side clutch CL2 to another position “1-2” at which the transmission gear for transmitting a driving force is switched in response to switching control of the clutch is carried out in response to the operation of the clutch lever. After the shift down action, if re-connection of the clutch is to be carried out by the clutch lever, then the clutch (CL1, CL2) on the side to be driven in response to a manual operation clutch capacity arithmetic operation value (tqc1tmt) is determined in response to a vehicle speed V.

Abstract: In accordance with exemplary embodiments, a drive system is provided for an electric or hybrid electric vehicle that provides reduces electromagnetic emissions. The system includes, but is not limited to, an electric motor and a transmission having a collar for receiving a portion of a drive shaft. The collar has an inside diameter proportioned to an outside diameter of the drive shaft to cause capacitive coupling between the transmission and the drive shaft thereby reducing electromagnetic emissions along the drive shaft.

Abstract: A multiple clutch module for an automatic transmission integrates at least two multi-plate wet clutches into a single module. Each of the clutches includes a set of separator plates interleaved with at least one friction plate and a piston configured to compress the separators plates and friction plates. The separator plates of the first clutch are splined to a housing along their inner diameter whereas the separator plates of the second clutch are splined to the housing along their outer diameter. Each piston is associated with an apply chamber and a balance chamber radially inside the respective separator plates and friction plates. The housing rotates about a central shaft. Pressurized fluid is supplied to the clutches from the shaft. The first and second balance chambers are connected by a passageway within the housing such that they can be supplied with fluid from a common orifice in the housing.

Abstract: A twin clutch controlling apparatus includes an ATM control unit for controlling a shift actuator and a clutch actuator and a shift pedal P for carrying out shifting request to the ATM control unit. When a shifting request by the shift pedal P is issued, the ATM control unit drives the shift actuator to change over the shift stage to a next stage gear irrespective of an operational amount of a clutch lever L and then causes the manual operation clutch capacity arithmetic operation value (tqcltmt) to correspond to a clutch capacity corresponding to the next stage gear using an operational amount of the clutch lever L that exceeds a predetermined value as a trigger. If a predetermined period of time elapses while the clutch lever L is not operated, then the shifting request is an erroneous operation and the shift stage is returned to an original gear.

Abstract: A clutch device includes an input rotor, a first clutch, a second clutch, a first drive mechanism and a second drive mechanism. A first clutch is disposed switchably between a first transmitting state of transmitting power and a first blocking state of blocking power transmission. A second clutch is disposed switchably between a second transmitting state of transmitting power and a second blocking state of blocking power transmission. The first drive mechanism includes a first drive support member and the second drive mechanism includes a second drive support member. A drive clearance is configured to be produced axially between the first drive support member and the second drive support member in the first blocking state and the second blocking state. The drive clearance is less than a sum of the first stroke and the second stroke.

Abstract: A clutch disc assembly includes an annular friction part, an input member, an output member and an elastic member. The input member includes a fixation plate, a fixation member and a holding plate. The fixation plate has at least a fixation hole. The fixation hole axially penetrates through the fixation plate. The fixation member is inserted into the fixation hole. The fixation member fixes the friction part to the fixation plate. The holding plate has at least a spare hole. The spare hole axially penetrates through the holding plate. The holding plate holds the elastic member in an elastically deformable state together with the fixation plate. The spare hole is disposed in a radial position substantially the same as a radial position of the fixation hole.

Abstract: A switchable clutch, including: a first clutch including a first outer race with first and second race plates; a second clutch including a second outer race with third and fourth race plates; an inner hub; and a selector system axially disposed between the first and second clutches, in contact with the first and second outer races, and including a selector plate. For a first operational mode, the selector plate rotates to a first circumferential position to non rotatably connect the first outer race and the inner hub. For a second operational mode, the selector plate rotates to a second circumferential position to non-rotatably connect the second outer race and the inner hub. For a third operational mode: the selector plate rotates to a third circumferential position and the inner hub is rotatable with respect to the first and second outer races. The first and third plates are axially displaceable.

Abstract: In a hammer drill, a coil spring that urges a first clutch and a second clutch in directions away from each other is held between a first change plate that engages with the first clutch to be slidable in the axial direction of an intermediate shaft and a second change plate that engages with the second clutch to be slidable in the axial direction of the intermediate shaft. The first change plate is slidably guided by a gear housing.

Abstract: A hydraulic control system for a dual clutch transmission includes a plurality of pressure and flow control devices and logic valve assemblies in fluid communication with a plurality of clutch actuators and with a plurality of synchronizer actuators. The clutch actuators are operable to actuate a plurality of torque transmitting devices and the synchronizer actuators are operable to actuate a plurality of synchronizer assemblies. Selective activation of combinations of the pressure control solenoids and the flow control solenoids allows for a pressurized fluid to activate at least one of the clutch actuators and synchronizer actuators in order to shift the transmission into a desired gear ratio.

Abstract: The present invention relates to a clutch actuated by initial limit-torque sliding damping capable of controlling a clutch device to perform operations of coupling or releasing with the driving torque, characterized in that a relay transmission structure assembly (104) is installed between a rotary prime motive end (101) and an output-end clutch structure (1052), the relay transmission structure assembly (104) is installed with a relay coupling structure (204) having an active side of relay coupling structure and a passive side of relay coupling structure, and a limit-torque sliding damping device (106) is installed between the relay transmission structure assembly (104) and the output end (102).

Abstract: A gear mechanism for motor vehicles includes a double clutch gear mechanism with two part gear mechanisms and a double clutch which transmits torque from the engine optionally to one of the two part gear mechanisms, with a central disk connected to a drive disk, two outer pressure application plates which are also connected to the drive disk and are moveable in the axial direction relative to the central disk, and friction disks arranged between the central disk and the pressure application plates, wherein the friction disks consist of two support carrier disks arranged parallel to each other and moveably in relation to each other, between which leaf-like spring segments are provided. To eliminate vibration problems which can occur on start-up from standstill, on load-change processes and during the gear change, the leaf-like spring segments have different spring characteristic curves with which a multistage spring characteristic is achieved.

Abstract: A clutch apparatus includes a clutch pack including a plurality of friction disks having friction surfaces. The clutch pack may include a plurality of cooling inlets. The clutch pack may selectively transfer torque from a torque supplying member to a torque receiving member. The clutch apparatus may include a rotating manifold having at least a first cooling port for directing a cooling fluid to the clutch pack and at least a portion of the rotating manifold may be coupled for rotation with at least a portion of the friction disks. A fluid-flow area of at least a subset of the plurality of cooling inlets may be dissimilar from other of the plurality of cooling inlets for enabling a desired fluid flow to the friction disks.

Abstract: The present invention concerns a method of controlling a double clutch transmission (1) comprising two clutches (2a, 2b) one of which that is transmitting torque being the active clutch whilst the other one constituting the incoming clutch characterized by combining the incoming clutch preparation and the torque handover from the active clutch by over actuating the incoming clutch and shutting off the active clutch in a non proportional way, based on a feedback signal from the incoming clutch.

Abstract: A friction device assembly structure for an automatic transmission includes a first friction device and an end play adjustment element. The first friction device includes a plurality of discs and a plurality of plates which are alternately arranged and configured such that a frictional force is created between the discs and the plates by the pressing force of a piston. The end play adjustment element is provided on an end of the first friction device to adjust an end play defined between the first friction device and the piston. The end play adjustment element is hollow such that an inner diameter thereof is greater than an outermost diameter of a second friction device which is provided inside the first friction device. Thereby, the end play adjustment element is able to be assembled without any interference from the second friction device.

Abstract: A clutch device is configured to switch between a first clutch and a second clutch. The clutch device includes a fixed sleeve having a first male thread. The fixed sleeve is coaxially arranged around an exterior of a second input shaft. A first slider has a first internal female thread and a second external male thread. The first slider is arranged externally around the fixed sleeve. The second slider has a second internal female thread. The second slider is arranged around the exterior of the first slider to rotate and move in an axial direction. A first release bearing member is interposed between a member on the first clutch side and the second slider. A second release bearing member is interposed between a member on the side of the second clutch and the first slider. A first motor rotates the first slider. A second motor rotates the second slider.

Abstract: A method of operating a double clutch that is actuated by a hydrostatic actuating system having two clutch actuators assigned to two individual clutches and each clutch actuator including a pressure sensor for sensing the operating pressure of the respective clutch actuator, the method having the step of limiting a total actuating force of the double clutch in the event of a fault using the pressure values sensed by the pressure sensors.

Abstract: A clutch device includes a first clutch, a second clutch, a diaphragm spring and an intermediate spring. The diaphragm spring transmits a pressing force to the first clutch and the second clutch. The intermediate spring applies a coupling maintaining force to the first clutch and the second clutch so that minimally power transmitted states of the first clutch and the second clutch are maintained while a pressing force is not being applied to the first clutch and the second clutch.

Abstract: A vacuum cleaner brushroll clutch having a motor, clutch assembly input rotated by the motor, brushroll, clutch assembly output to rotate the brushroll, drive clutch, and starter clutch. The drive clutch is connected to the clutch assembly output and moveable between a first position in which it does not directly contact the clutch assembly input and a second position in which it directly contacts the clutch assembly input to transmit a first torque directly from the clutch assembly input to the clutch assembly output. The starter clutch is connected to the drive clutch and moveable between a first position in which it does not engage the clutch assembly input and a second position in which it engages the clutch assembly input to transmit a second torque from the clutch assembly input to the drive clutch to move the drive clutch into the second drive clutch position.

Abstract: A coupling apparatus for transmitting torque from a drive shaft to an output shaft includes two couplings with a respective primary part and secondary part. The primary and secondary parts are twistable to a certain extent relative to one another against the force of springs. Several carriers for carrying spring plates and support plates are arranged in a distributed manner over the circumference of the coupling. There is a locating pin between two screws for positioning a carrier, the locating pin being axially parallel to the screws. One coupling is in a drive connection with the drive shaft, and the other coupling is in a drive connection with the output shaft. Every carrier which can be inserted into a respective recess in the primary part or secondary part of the respective coupling forms a premounted spring unit together with the spring plates carried by the carrier.

Abstract: A vehicle includes a clutch set, a tank with fluid, an auxiliary battery, an electric fuel pump, and a controller. The electric fluid pump delivers some of the fluid from the tank to a designated oncoming clutch of the clutch set. The controller calculates a predicted flow value for the oncoming clutch during the shift event, and selectively controls the speed of the pump using the predicted flow value during the shift event. The controller controls the pump using an actual flow value when the vehicle is not executing a shift event, i.e., when holding torque. The speed of the electric fluid pump is increased to a first calculated speed determined using the predicted flow value when the shift event is initiated and before filling of the oncoming clutch commences, and is reduced to a second calculated speed determined using the actual flow value when the shift event is complete.

Abstract: The invention relates to a clutch device, for example, a booster clutch device, including a first clutch element and a second clutch element, where a torsion spring device is provided coupling the first clutch element to the second clutch element, the torsion spring device having a multi-stage spring characteristic.

Abstract: A wet clutch assembly has an inner housing configured for rotation with an input torque member to the clutch assembly. The inner housing has a series of splines to support a portion of the plates in a clutch pack. Each spline defines a single aperture in fluid communication with at least one plate of the clutch pack, and apertures on adjacent splines are offset to distribute cooling fluid nearly equally between friction surfaces. Uniform flow distribution ensures efficient use of cooling fluid and prevents overheating of plates receiving lesser fluid flow.

Abstract: A multiple ratio transmission having an input shaft, an output shaft and oncoming clutch and off-going clutch for effecting ratio upshifts is provided. The transmission also includes a transmission controller configured for controlling shifts. During the torque phase of a ratio upshift, the controller increases input torque. Next, the controller estimates an oncoming clutch target torque. The controller controls a torque input to ensure the off-going clutch remains locked. The controller measures an actual transmission value for a torque transmitting element of the transmission and corrects the oncoming clutch target torque using the actual transmission value whereby an increasing torque for the oncoming friction element is achieved with minimal torque transients along the output shaft during the upshift.

Abstract: The present invention relates to a parallel dual clutch unit (2) for arrangement in a drivetrain of a motor vehicle between a drive unit (4) and a transmission (6), which comprises a first multi-plate clutch (30) assigned to a first transmission input shaft (10) and having a first plate pack (38), a first inner plate carrier (36) and a first outer plate carrier (34) for selective torque transmission between the drive unit (4) and the first transmission input shaft (10), and a second multi-plate clutch (32) assigned to a second transmission input shaft (12) and having a second plate pack (44), a second inner plate carrier (42) and a second outer plate carrier (40) for selective torque transmission between the drive unit (4) and the second transmission input shaft (12), the first inner plate carrier (36) being embodied as input side and the first outer plate carrier (34) as output side of the first multi-plate clutch (30), whilst the second inner plate carrier (42) is embodied as output side and the second oute