Gm Global Technolgoy Operations, Inc.

Peter Donald Bock

Steven Patrick Moorman

Todd R Berger

John R Czoykowski

Stephen W Powell

Anthony P Tata

Michael J Grimmer

Michael L Duhaime

Randy Lewis Melanson

Tami A Curtis

Roman Shestakov

Bradford E Vorbeck

Christopher J Landino

A system according to the present disclosure includes an engine speed module and a damper control module. The engine speed module is configured to determine a speed of an engine. The damper control module is configured to (i) fully engage a damper bypass clutch of a damper assembly to fully bypass a damper of the damper assembly when the engine is starting and the engine speed is less than a first speed, and (ii) partially engage the damper bypass clutch to partially bypass the damper when the engine speed is greater than or equal to the first speed. The engine is connected to a transmission through the damper when the damper bypass clutch is at least partially disengaged. The damper bypass clutch connects the engine and the transmission to one another independent of the damper when the damper bypass clutch is fully engaged.

System and method for controlling a damper bypass clutch to provide friction damping in a connection between an engine and a transmission

A hydraulic control system for a transmission is provided. The hydraulic control system includes a source of pressurized hydraulic fluid that communicates with a discrete electronic transmission range selection (ETRS) subsystem. The hydraulic control system includes first and second mode valves located downstream of a hydraulic fluid pressure source. The mode valves are supplied with fluid via one or more solenoid valves or other valves. The mode valves have a plurality of ports configured to transfer pressurized hydraulic fluid. The first mode valve transfers pressurized hydraulic fluid from the source to the second mode valve. The second mode valve transfers pressurized hydraulic fluid from the first mode valve to one of drive or reverse. An electro-hydraulic circuit for pulling the transmission out of park and putting the transmission into park is also provided. A park sensor assembly including a Hall Effect sensor switch is also provided.

Discrete mechanism for electronic transmission range selection

An active/passive system for managing the temperature of fluid within an automatic transmission includes two heat exchangers, an active solenoid valve and a passive wax motor valve. A first heat exchanger provides transmission fluid heating and receives a flow of engine coolant. A second heat exchanger provides transmission fluid cooling and is exposed to ambient air. The solenoid valve which is preferably driven by a signal from a transmission control module (TCM) and the wax motor valve cooperate to provide three states of operation: transmission fluid heating, that is, heat added, cooling, that is, heat removed and pass-through or bypass (without heating or cooling).

Temperature management system for transmission

A hydraulic control system for actuating at least one torque transmitting device in a transmission includes a sump, a pump in communication with the sump, and an accumulator. A first control device and a second control device control the communication of hydraulic fluid between the pump, the accumulator, and the torque transmitting device.

Transmission hydraulic control system having an accumulator

A hydraulic control system for controlling a transmission includes an accumulator, a plurality of control devices, and a plurality of valves. The accumulator provides pressurized hydraulic fluid to a pressure control subsystem during an engine restart. The plurality of control devices includes solenoids and one way ball check valves. The plurality of valves include compensator feed valves, relay valves, and mode valves.

Transmission hydraulic control system having a main line feed accumulator

A fluid distribution control element for use in a ball check valve assembly having a valve housing defining a valve chamber and a first inlet opening spaced from a second inlet opening. The control element is arranged inside the valve housing to transition along a substantially linear path of displacement. The control element includes first and second obstruction elements each being configured to respectively fluidly seal the first and second inlet openings. The control element also includes a web portion, having a web length, which secures the first obstruction element to the second obstruction element. The web length is configured to restrict one of the first and second obstruction elements from sealing a respective inlet opening when the other obstruction element is sealing the other respective inlet opening. The web length is further configured to minimize the seat-to-seat distance the control element must travel along the linear path of displacement.

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Commerce Township, MI, United States of America

Peter Donald Bock