Ford Global Technolgoies, LLC

Getrag Ford Transmissions Gmbh

Thomas Martin

Johann Kirchhoffer

Eric Reichert

Wolfgang Wickler

Thomas Wagner

Werner Croonen

Friedel Lauscher

Patrick Isele

Winfried Franz-Xaver Schulz

A clutch support for supporting a clutch hub of a clutch such that the clutch hub is rotatable is described. The clutch hub comprises a flange that is fixable at clutch housing or the like; a substantially cylindrical element for receiving the clutch hub such that the clutch hub is rotatable; and a sleeve with at least one groove formed therein for providing at least one channel that allows oil to be supplied to the clutch through this channel. The sleeve is manufactured substantially without any chip removing machining action. This achieves the goal to provide a clutch support that can be manufactured in a simple manner and at comparatively low cost.

Clutch support

The invention relates to an indicator system for fluid levels, including two or more optically and/or thermally conducting fibers, preferably suitable for indicating the fluid level of a lubricant in the case of piston internal combustion engines. In this case, the fibers are either provided at the end with a substance varying in optical properties under the action of heat, or contain chambers which are filled with an appropriate substance.

Apparatus for engine lubricant level detection

A control valve system for a multiple ratio automatic transmission having a reaction brake for forward drive and a reaction brake for reverse drive. A first clutch establishes a driving connection between an input gear element and a torque input shaft establishes a forward drive torque flow path when the forward drive brake is engaged. A second clutch connects a different torque input gear element of the transmission to the torque input member when the reverse reaction brake is applied. A pressurized valve circuit with three variable force solenoids, including one variable force solenoid, establishes a controlled circuit pressure, a second variable force solenoid is dedicated for reverse engagement control and a third variable force solenoid is dedicated for forward engagement control, whereby independent reverse engagement pressures and independent forward engagement pressures on the clutches and brakes, are established. A neutral idle characteristic conditions the clutches and the brakes for minimal threshold capacity, which effectively interrupts the torque delivery path through the transmission when the torque input shaft is driven at idle speeds.

Static forward and reverse engagement control system for a multiple

An automatic transmission having a multiple ratio gearset arranged in series with an overdrive gearset wherein ratio upshifts and downshifts are effected by separate reaction brakes for each gearset, each brake being independently controlled to achieve an enhancement of shift quality using closed loop control of reaction brake pressure and high ratio clutch pressure as a function of turbine speed, output shaft speed, brake drum speed for the multiple ratio gearset and input shaft speed in establishing control of upshifts and downshifts.

Swap-shift control system for a multiple ratio transmission

A control system for engaging and releasing a torque converter bypass clutch and for varying the torque capacity of the clutch by adjusting the torque converter torus chamber pressure in accordance with changing operating variables, the bypass clutch including a clutch release pressure chamber that is maintained at a calibrated pressure threshold valve whereby pressure clutch capacity control is achieved by controlling pressure differential in the converter.

Growing community of inventors

Pulheim, Germany

Thomas Martin