Abstract: A control for a multi-speed transmission has a multiple gain trim valve that controls the engagement pressure rise in a selectively engageable torque transmitting mechanism. The trim valve has a valve spool and a plug valve longitudinally aligned in a valve bore such that four separate areas are present. One of the areas has the engagement pressure of the torque transmitting mechanism imposed thereon. Another of the areas has a control pressure imposed thereon and the remaining two areas are subjected to the trim pressure. The gain rate between the trim pressure and the engagement pressure determines the rapidity with which the torque transmitting mechanism is engaged. The control pressure reduces the effect of the trim pressure to provide a low gain rate until the product of the trim pressure and one of the areas is equal to or greater than the product of the control pressure and the area on which it operates.

Abstract: A control for a power transmission has a neutral idle circuit comprised of a signal valve, a control valve and a shuttle valve. The signal valve supplies a bias pressure to the control valve, which has an output control pressure proportional to the input torque to the transmission. The output control pressure and transmission line pressure act on the shuttle valve to direct the control pressure to a clutch in the transmission when the output pressure is below a predetermined percentage of the transmission line pressure and to direct line pressure to the clutch when the predetermined percentage is exceeded. This permits the clutch to be controlled at or below a slipping engagement state.

Abstract: A multi-speed transmission control has a CPU which utilizes a pre-programmed computer to control the interchange of the friction devices in the transmission. A routine within the CPU is executed by the computer at least when an impending ratio interchange is sensed. The routine uses stored data which includes friction disc parameters, engine operating parameters and vehicle performance parameters to determine if the impending shift will result in sufficient excess heat energy to cause the temperature of components in the friction device to exceed a predetermined design limit. If the temperature design limit will be exceeded, a reduced energy ratio interchange is commanded utilizing adaptive parameters for the upcoming shift; and if the temperature design limit will not be exceeded, the ratio interchange proceeds without adaptive parameters.

Abstract: A two-mode, compound-split, hybrid transmission having an input member for receiving power from a prime mover power source and an output member for delivering power from the transmission. The transmission utilizes four planetary gear sub sets, three torque transfer devices as well as first and second supplemental power receiving/delivery units--either electric motor/generator units or hydrostatic pump/motor units. At least one of the gear members in the first and second planetary gear sub sets are connected to the first supplemental power receiving/delivery units, and at least one of said gear members in the second, third and fourth planetary gear sub sets are continuously connected to the second supplemental power receiving/delivery units. Torque transfer devices selectively connect the carriers associated with the first, second and fourth planetary gear sub sets to each other and to the output member.

Abstract: An engine cylinder liner includes inner and outer walls formed integral with a head seat rim and defining a coolant jacket for cooling the inner cylinder wall. Stiffening ribs are provided for strengthening the upper liner structure to withstand combustion forces between the liner and a cylinder head attached to the head seat rim. The stiffening ribs are generally triangular and extend from a low point on the outer wall upward and inward to connection with the inner wall adjacent stud bosses in the head seat rim. Thus, connection of the ribs with the inner wall is minimized and the free flow of coolant along the inner wall is maximized, thereby improving cooling of the cylinder wall and reducing wear and scuffing of the liner in service.

Abstract: A powertrain has a multi-speed transmission with an electro-hydraulic control system for establishing the operating conditions of the transmission. The control system has a plurality of shift or relay valves that are each alternatively positioned by a spring or a solenoid controlled pressure bias. One of the relay valves, which controls two friction devices, has a latching mechanism which will retain the valve in the pressure set condition until the pressure in one of the friction devices is decreased below a predetermined pressure. The latch mechanism will also serve to retain the transmission in a low forward ratio if an electrical discontinuance should occur when the transmission is conditioned for the low forward ratio. The control will also permit retention in the highest forward ratio if electrical discontinuance occurs during operation in this ratio. Following an engine shutdown and restart, the transmission can be selectively operated in a reverse ratio, a neutral condition or the third forward ratio.

Abstract: A powertrain has an engine, multi-range transmission and a final drive gearing. The transmission includes an input planetary gear set, the carrier of which is driven by the engine, for providing a power split between the sun gear and the ring gear. The sun gear and ring gear both are connected with respective transfer gear members. The gear members are connected to respective members of a continuously variable transmission unit (CVU) and to selectively engageable clutch mechanisms. The clutch mechanisms provide selective drive connections with an output transfer gear mechanism that is drivingly connected with the final drive gearing. The CVU is controlled to establish a variable drive ratio between the transfer gear members connected with the sun gear and the ring gear. Range changes in the powertrain occur at synchronous points of operation in the CVU in a manner to provide three forward ranges and a reverse range.

Abstract: A power transmission has a hydraulic control from which oil is distributed to various transmission components, a cooler and reservoir. A flow direction control valve is disposed in the distribution system to direct oil in transit to the reservoir during cold operation and to a transmission lubrication circuit or cooling circuit during normal operating temperatures.

Abstract: An all wheel drive transmission has a transfer gearing apparatus disposed in axial alignment between a hydrodynamic input drive and an input member of a planetary transmission. The transfer gearing apparatus delivers power from the hydrodynamic drive to the planetary transmission and from a differential output of the planetary transmission to a first output drive member. A second output drive member is connected to the differential output. One output drive member is connectable with the front drive wheels of a vehicle and the other output drive member is connected with the rear drive wheels of the vehicle.

Abstract: A powertrain has an engine, a multi-range continuously variable transmission (CVT) and a final drive mechanism. The CVT has a continuously variable unit (CVU) and a planetary gear set. A plurality of friction devices that are selectively connectable to establish three forward ranges and one reverse range wherein the CVU is effective to provide infinitely variable ratios between the engine and the final drive mechanism. One friction device is engaged during a geared neutral condition, a first forward range and a reverse range. The neutral condition is established by setting the CVU at a predetermined ratio. The reverse range is operated by changing the CVU ratio toward a maximum underdrive ratio from the neutral condition and the first forward range is operated by changing the CVU ratio toward a maximum overdrive ratio. The second and third forward ranges are established by synchronously interchanging friction devices.

Abstract: A torque transmitting device has a plurality of friction discs alternately splined to a housing and a hub. A fluid operated piston is slidably disposed in the housing and is fluid actuated to enforce frictional engagement between the friction discs and establish a torque transmitting interface between the housing and the hub. A one-way device is disposed in the housing at a location axially spaced from the piston. The one-way device has one member splined to the housing and another member splined to the hub. A plurality of actuating elements are disposed between the one-way members to enforce axial separation thereof upon a speed differential between the one-way members in one direction. The axial separation causes engagement of the friction discs to halt the speed differential and provide a one-way torque transmitting apparatus independent of the piston.

Abstract: A friction brake system in a vehicle has a spring apply force, a pressure release force and a solenoid release force. The solenoid release force is determined by the electrical dynamic brake capacity available at the vehicle powertrain. Under full braking conditions, when the electric dynamic brake absorption capacity is high, the solenoid release force is high and vice versa. The overall brake force requested is established by an operator input signal. The amount of dynamic braking, the amount of pressure release force and the amount of spring apply force are determined by the requested braking effort from the operator and the amount of dynamic braking that can be absorbed in an energy storage unit associated with the powertrain.

Abstract: A vehicular transmission embodying the concepts of the present invention permits facile construction by virtue of a modular construction. Such a transmission has an open ended central housing module. The annular stator of one motor/generator is supported interiorly of the annular central housing module, in such a manner as to circumscribe the longitudinal axis of the annular central housing module. A rotor is operatively positioned interiorly of the stator. The modular transmission incorporates a modular input closure subassembly and/or a modular output closure modular subassembly. A closure subassembly has an end cap and a retaining shroud demountably attached to the end cap, and the closure subassembly is demountably secured to an open end of the central housing module. An input shaft member is coaxially and rotatably supported by the input closure subassembly, if employed, and an output shaft member is coaxially and rotatably supported by the output closure subassembly, if employed.

Abstract: A fluid operating clutch has an apply chamber and a centrifugal balance chamber. The balance chamber is disposed radially outward of the apply chamber. The area of the chambers is varied inversely with the effective radius such that the balance chamber has less area than the apply chamber. When the clutch is engaged, the balance chamber is filled prior to the apply chamber to prevent premature "drift on" of the clutch. The balance chamber does not effect normal operation of the clutch, but does continue to provide centrifugal balance throughout the operating range of the clutch.

Abstract: An automatic transmission comprising a housing (12); a planetary gear train (14) mounted within the housing; an input drive shaft (16) for providing input drive to the planetary gear train; an output drive shaft (18) connected with an output drive from the planetary gear train; a first clutch (C1) connected between the input drive shaft and a first drive input (22) to the planetary gear train; a second clutch (C2) connected between a first reaction input (28) to the planetary gear train and the housing; a third clutch (C3) connected between a second reaction input (30) to the planetary gear train and the housing; a fourth clutch (C4) connected between a third reaction input (32) to the planetary gear train and the housing; and a fifth clutch (C5) connected between a second drive input (24) to the planetary gear train and the input drive shaft; wherein for first forward gear ratio the first and second clutches are engaged; for second forward gear ratio the first, second and third clutches are engaged; for thir

Abstract: A locomotive engine cooling system has a pair of radiator banks having substantially the same cooling capacity. The system has separate engine and aftercooler coolant loops and assigns one of the radiator banks exclusively to each of the loops, with the maximum cooling capacity being less than that required to absorb an engine heat load in a predetermined, warmed-up mode of operation but greater than that required to absorb an aftercooler heat load in the same predetermined, warmed-up mode of operation. To balance the system, a linking conduit directs a portion of the hot coolant exiting the engine to a conduit leading directly to the aftercooler radiator to supplement the maximum cooling capacity of the engine radiator with a predetermined portion of the maximum cooling capacity of the aftercooler radiator in absorbing the engine heat load. A return flow conduit from the aftercooler radiator to the engine may be a common coolant tank, a separate conduit or both.

Abstract: A continuously variable transmission control system determines the desired speed ratio for a continuously variable transmission from various input data received from the vehicle and operator. The desired speed ratio is compared with a commanded speed ratio to provide an error signal which establishes a new commanded speed ratio for the continuously variable transmission. The comparing process of desired speed ratio to commanded speed ratio is repeated until the error signal is substantially null. Also, the control provides an adaptive modifier for the actuator of the continuously variable transmission such that a comparison of actual transmission ratio to commanded speed ratio will determine if an adaptive modification is necessary. The control further provides a step control function which is operable when the ratio of the continuously variable transmission is moving toward an underdrive ratio.

Abstract: A steering column including a mast jacket adjustable vertically and horizontally and clamp. The clamp includes a housing having a pair of piston bores and a control shaft bore intersecting each of the piston bores. A control shaft is rotatable in the control shaft bore and connected to a manual operating lever. A pair of passages in the control shaft define gates in the piston bores which are fully open and partially open in an unlocked position and in a locked position, respectively, of the manual operating lever. Aggregates of media grains in the piston bores traverse the open gates without interference in response to relative linear translation between the pistons and the piston bores. The media grains bridge the partially open gates and clump in the piston bores to define solid plugs which rigidly immobilize the pistons.

Abstract: A coupler that provides a selectively releasable connection between first and second relatively movable members. Such a coupler has a receiver that is secured to the first relatively movable member. The receiver is bifurcated to present a gudgeon having laterally spaced, generally parallel, side walls. A socket is located in each side wall to be disposed in spaced opposition. Each socket has guide surfaces that flare outwardly from a first race to terminate in an entrance. The second relatively movable member presents a transversely oriented trunnion. The trunnion has bearing surfaces that are selectively insertable within the opposed sockets operatively to engage said first races. A generally U-shaped locking verification clip has a base wall and laterally spaced first and second side walls. A pair of pedestals extend from the base wall in laterally spaced, substantially parallel, disposition between the side walls. Each pedestal terminates in a second race.

Abstract: A simple planetary gearset and four transfer gear pairs are combined to provide five forward speed ratios and two reverse speed ratios in a power transmission. Three selectively engageable clutches controlling three of the transfer gear pairs are engaged in combination with two selectively engageable friction devices controlling the simple planetary gearset to establish four of the forward speed ratios and the two reverse ratios. A fourth selectively engageable clutch, controlling the fourth transfer gear pair establishes a forward ratio numerically central of the aforementioned four forward ratios.