Daimlerchrysler Corporation

Chrysler Corporation

Fca US LLC

Chrysler Group LLC

Other

Damilerchrysler Corporation

Berthold Martin

Valentin Botosan

Steven A Mikel

John C Collins

James R Klotz

Thomas D Nogle

Michael A Bartolino

John A Frait

Charles K Streetman

Howard L Benford

Charles J Redinger

Maurice B Leising

Hussein A Dourra

Michael B Solt

Mircea Gradu

William Nortman

Thomas M O'Brien

Thomas E DeWeerdt

Gerald L Helbrook

Glenn Giudici

William G Teer

Lawrence G Newlin

Craig M Renneker

An automatic transmission system includes a housing containing automatic transmission fluid (ATF), a plurality of clutches configured to be engaged to generate gear ratios corresponding to forward speeds of the automatic transmission, wherein one clutch of the plurality of clutches is a friction clutch movable between a disengaged state, an engaged state utilized to create one or more gear ratios of the automatic transmission, and a slippingly engaged state between the disengaged state and the engaged state where the friction clutch is not engaged to create a gear ratio of the automatic transmission, and a controller configured to selectively move the friction clutch to the slippingly engaged state when the friction clutch is not being utilized to generate the one or more gear ratios, such that the friction clutch generates heat from friction to thereby rapidly heat the ATF in the housing and improve operating efficiency of the transmission.

System and method for heating vehicle transmission fluid with a clutch

A multi-speed automatic transmission includes a housing, a transmission input shaft, and a plurality of clutches. Different combinations of clutches of the plurality of clutches are engaged to generate different gear ratios corresponding to respective forward speeds of the automatic transmission. The plurality of clutches are positioned within the housing and include a first friction clutch coupled the input shaft and having a first hub, and a second friction clutch having a second clutch hub. The second friction clutch is disposed about the input shaft and radially nested within the first clutch hub such that the second friction clutch is positioned radially between the first clutch hub and the input shaft. The first friction clutch is engaged to generate at least two forward speeds of the transmission and the second friction clutch is engaged to generate seven forward speeds of the transmission including the two forward speeds.

Automatic transmission for a vehicle

A multi-speed hybrid transmission includes a main gearset connected to a vehicle gas combustible engine and providing torque to an output shaft. The transmission also includes an electric drive unit comprising an electric motor that is selectably connectable to the output shaft to provide additional torque to the output shaft. When connected to the output shaft, the electric drive unit improves vehicle performance under certain driving conditions (e.g., high boost in low gear or in upper gears) while also improving fuel efficiency.

Hybrid transmission

One implementation of a six-speed transmission includes a first gearset including first and second planetary gearsets each having a number of teeth. The transmission also has a second gearset including a third planetary gearset operably associated with the first and second planetary gearsets. The third planetary gearset has an equal number of teeth with respect to one of the first and second planetary gearsets. The transmission also has a first plurality of shift elements operably associated with the first and second planetary gearsets, each of the first plurality of shift elements being movable between a released state and an applied state to selectively engage at least one of the first and second planetary gearsets. The transmission also has a second plurality of shift elements operably associated with the third planetary gearset, each of the second plurality of shift elements being movable between a released state and an applied state to selectively engage the third planetary gearset. The transmission also has a controller operably associated with the first plurality of shift elements and the second plurality of shift elements to selectively engage the first, second and third planetary gearsets.

Six-speed transmission

A hydraulic control system for an automatic transmission includes a planetary gear system having a plurality of clutch elements that alters the torque ratio of the transmission. The hydraulic control system includes a line pressure control device for regulating a variable hydraulic line pressure from a maximum line pressure to a fixed fluid line pressure that is lower than the maximum line pressure when an overdrive clutch is applied in a high gear.

Hydraulic control system with variably regulated line pressure

A bolt lock locks a bolt against rotation on an output gear. The bolt lock includes a locking plate having a ring-shaped body encircling the head of the bolt and provided with locking tabs bendable into locking engagement with the flat sides of the bolt head to prevent the bolt from rotating. The plate is secured to the output gear by additional bolts. The ring-shaped body has additional locking tabs bendable into locking engagement with the flat sides of the heads of the additional bolts.

Gear bolt retention in an automatic transmission assembly subjected to thrust and bending loading

An eight-speed automatic transmission having a compound planetary gear set, a second planetary gear set, and a third planetary gear set each driven by three clutches and fixed to four brakes. A hydraulic control system actuates the eight-speed transmission by selectively energizing a plurality of solenoids that in turn engage the three clutches and four brakes. The hydraulic control system provides electronically modulated converter clutch control to the eight-speed automatic transmission system when the hydraulic system is in a drive position, a manual/low position, and a park/neutral position.

Control system for an eight-speed automatic transmission

An eight-speed automatic transmission having a compound planetary gear set, a second planetary gear set, and a third planetary gear set each driven by three clutches and fixed to four brakes is provided.

Eight-speed automatic transmission

A reaction shaft support for a motor vehicle transmission includes a fluid passage having a cored portion and a drilled portion. The reaction shaft support includes an axially extending cylindrical portion defining an axially extending cylindrical channel. The reaction shaft support additionally includes a radially oriented face. The fluid passage extending between the front face and the cylindrical channel. The cored portion of the fluid path radially extends from the cylindrical channel. The drilled portion of the fluid path axially extends from the front face to the cored portion.

Driveline component for a motor vehicle including cored passages

A unique regulator valve arrangement is provided for an automatic transmission which provides variable line pressure. The line pressure is actively regulated through the regulator valve configuration with a variable force solenoid. The arrangement allows line pressure to be maintained at a minimal value according to a given condition while avoiding clutch slip.

Transmission with variable line pressure

The present invention provides a torque converter support for an automatic transmission which uses a driving gear of a fluid pump to support the torque converter. The driving gear is supported by a journal area of the fluid pump. The torque converter impeller hub, attached to the torque converter, is engaging the driving gear and has at least one rib therearound. A hollow bore of the driven gear rides against the rib, offering structural support to the torque converter impeller hub and torque converter. The driven gear also has a hub. The hub has an outer surface which rides against the journal area and provides the base support for the system.

Sleeveless support of pump gear drive

The present invention provides a fluid pump for an automatic transmission which has at least one driven gear which has a hub portion insertable into the housing of the pump. By using this apparatus, the driven gear needs only to be aligned in one portion of the pump housing. This eliminates the need to align bores in both halves of the pump housing and to align the post section of the driven gears with the bores in the pump housing.

Integral hub driven gears

The present invention provides a shuttle valve for a multipath hydraulic circuit comprising a valve body having a main passage extending along an axis and having a uniform inner periphery. The shuttle valve further has a slider valve positioned within the main passage which has a first section adjacent and attached to a second section. The first section has a first outer periphery substantially similar to the inner periphery of the main passage such that the first section of the slider valve and the main passage substantially prevent fluid flow therebetween. The first outer periphery extends a predetermined length which is shorter than the intersection length. The second section has a second outer periphery with a recessed portion being recessed from the outer periphery of the main passage such that fluid is able to pass between the second section and the inner periphery of the main passage. As a result, fluid is able to pass from the first passage and around the slider valve and to the second passage or the third passage.

Shuttle valve for a multipath hydraulic circuit with bypass pressure venting

A pump gear for an automatic transmission oil pump having a plurality of teeth. The thickness of each tooth varies randomly from a baseline thickness T.sub.B. Correspondingly, the clearance between each tooth varies randomly between each pair of adjacent teeth. The random variation in tooth thickness prevents the formation of resonant frequencies when the gear pump operates, thereby reducing noise produced by the automatic transmission oil pump.

Random error generation of tooth index to eliminate pump noise

A check valve which fits within a multi-diametered shouldered cavity formed within a pump valve body of a transmission. The check valve assembly has a movable valve element with a head to seal an annular aperture in a separator plate of the transmission. The valve element further has a stem axially extending into the cavity. The stem has an enlarged annular end. A base retainer has a spline formation in a central opening which allows the enlarged annular end of the stem to be inserted therein. After relative rotation between the base retainer and the stem of the valve element, the valve element is captured to the base retainer. A spring is captured between the stem of the valve element and the base retainer to bias the head of the valve element against the aperture provided in the transmission separator plate.

Growing community of inventors

Shelby Township, MI, United States of America

Berthold Martin