Abstract: An engine brake control comprises a pressure reduction valve which effects pressure reduction on hydraulic fluid pressure supplied to an engine brake friction element for activation thereof by discharging hydraulic fluid from the engine brake friction element. The engine brake friction element is to be activated to effect engine brake during operation with each of various speeds. The pressure reduction valve is operative to effect the pressure reduction when a first predetermined drive range (D range) is selected, while it is rendered inoperative to prevent the pressure reduction when a second predetermined drive range (II range) is selected.

Abstract: The inboard end of a side yoke for a vehicle differential which is subject to wear by knocking against the pinion shaft in a differential case is provided with a heat treated hardened steel wear button to prevent such wear. In reconditioning a worn side yoke, the worn end of the yoke is removed by grinding and then formed with a blind bore to receive the shank of the wear button. The wear button is press fitted into the blind bore.

Abstract: Disclosed herein are two embodiments of transmissions. In a first embodiment, a transmission is provided in which the input shaft and output shafts are mounted for rotation with respect to each other on a common shaft, and power is transmitted from the input shaft to the output shaft utilizing the gear on the output shaft meshed with an idler gear, the idler gear being coupled to the input shaft through a wobble plate mounted on the input shaft and the connecting rod coupled between the wobble plate and the idler gear. In one aspect of this embodiment, a plurality of idler gears are meshed with the gear on the output shaft and each of the idler gears is coupled to the wobble plate through a connecting rod and a one-way gear or brake.

Abstract: A hydraulic control system comprises a control valve with a solenoid valve operatively connected thereto to modulate the characteristic of hydraulic fluid pressure supplied to a friction element that is to be engaged during a shift in speed ratio. The current supplied to the solenoid is varied in ON/OFF manner in accordance with a duty factor computed by a control unit. The control unit includes a memory storing a map containing various duty factors corresponding to various kinds of shifts and determines an adequate duty factor for a shift which is to take place in the transmission. The characteristic of the hydraulic fluid pressure is modulated during a time period variable with vehicle speed and engine torque which are measured by sensors associated with the control unit.

Abstract: While running of an engine used to be unstable in warming-up, the output of the engine is large and the running of the engine is maintained stably in high vehicle speed even if the engine is in the warming-up. According to the present invention, an automatic transmission is allowed to be run in the high speed stage in the high vehicle speed even during the warming-up.

Abstract: A vehicle differential which distributes torque between vehicle wheels in accordance with operating demands can be installed in existing differential housings. The differential includes a case which defines a plurality of opening therein. Gear assembly devices are mounted on the exterior of the case with portions projecting into the interior of the case through predetermined ones of the openings, and the gear assembly devices are in meshing relation with axle driving mechanisms for controlling movement of the axle driving mechanisms.

Abstract: This invention pertains to gear reducers using the nutating principle. The tooth form is epicycloidal, but with the root or stem of the tooth also epicycloidal so that tooth contact between meshing teeth is essentially for one hundred eighty degress of arc of tooth contact with a uniting rather than a separating force. This tooth formation is used with a pinion beam rather than a pinion with two areas of teeth. This pinion beam has two rows of gear teeth with a relief therebetween for oil circulation. Cooling fins are provided on the housing which has a mechanism for restraining the rotational movement of the outer housing.

Abstract: In a transmission for an automotive vehicle, a control system is provided for controlling a direct-coupling mechanism for mechanically engaging input and output members of a hydraulic power transmission mechanism of the transmission. The control system includes a first sensor for detecting the value of a first parameter indicative of the engine load, and a control mechanism adapted to compare the value of the first parameter detected by the first sensor with a predetermined reference value for selectively engaging and disengaging the input and output members with and from each other through the direct-coupling mechanism. A second sensor detects the value of a second parameter indicative of the vehicle speed, and a reference value setting device sets the predetermined reference value to a value dependent on the value of the second parameter detected by the second sensor.

Abstract: A transmission system (12) for a vehicle has a differential assembly with a pair of output shafts (18) connected to front and rear differentials, or wheels, respectively of the vehicle. A control unit (26) is provided to control the slip of each output shaft (18) relative to the rotational speed of the differential assembly, each control unit being overdriven at the maximum allowable speed of the output shafts (18) relative to the differential assembly. Each control unit (26) has a sliding gear (30) engaged on a control shaft (24) and is engageable with teeth (33) on the ends of the housing (31) of the control unit to releasably lock the output shaft (18) to the control unit (26).

Abstract: A differential locking system in which the differential includes a differential carrier (1) which rotatably supports a pair of bevel gears (2,3) as well as a pinion gear (4) which meshes with the bevel gears (2,3) and is mounted for rotation on a shaft (5) supported by the differential carrier (1), the locking system including an annulus (6) splined to the carrier (1) and slideable axially of the carrier to cause engagement between splined teeth (9) on the annulus (6) and co-operating spline teeth (10) formed on one of the bevel gears (3) to lock the differential. The necessary axial movement of the annulus (6) is achieved by way of an annular piston (11) arranged in an annular cylinder (12) formed in the carrier (1) around the opposite bevel gear (2), and an actuating sleeve (13) which extends from the piston (11) to the annulus (6) to which it is rigidly attached, so that actuation of piston (11 ) causes the axial movement.

Abstract: An auxiliary transmission section (102) for a compound transmission (100) is provided having three gear layers, combined range and splitter gearing and four distinct selectable auxiliary section ratios. The auxiliary transmission section includes an auxiliary section input shaft (28A), an output shaft (122), an auxiliary countershaft assembly (104), splitter (118), splitter/range (120) and range (124) gears, a two-position splitter clutch (126) rotationally fixed to the auxiliary section input shaft for coupling either the splitter gear or splitter/range gear to the auxiliary section input shaft and a two-position synchronized range clutch (128) rotationally fixed to the output shaft for coupling either the range/splitter gear or the range gear to the output shaft.

Abstract: In order to provide pulsating thrust on vehicle half-shafts during excess differential actions such as occur on spin-outs or skids on ice, the side gear teeth are modified to exhibit two different e.g. involutes on the single tooth engagement zone (P.sub.1 -P.sub.2). Their junction line is a convex discontinuity (Q), the modified teeth becoming thicker. The pinions are typically unmodified.The pulsating increases friction, which reduces spin-out tendencies. The friction can be increased more by inserting friction rings between the side gears and their bearings.

Abstract: A hydromechanical transmission provides four gear ranges, the first of which provides a reverse gear range and a low gear range, and the fourth of which is an overdrive range. The transmission utilizes either four or five planetary gearsets and four sequentially actuated clutches, two of which act as brakes. The hydraulic section uses a fixed displacement hydraulic unit and a variable displacement hydraulic unit which alternately act as a pump or a motor. The hydraulic section adds to or substracts from the mechanical gear ratio in a differential arrangement which also acts as range gearing to provide an infinitely variable transmission. Most or all rotating elements move as a unit at three operating points, idle, mid-second-gear, and direct drive, to reduce losses at typical operating points and allow a stepless transition to a locked direct drive.

Abstract: In a slip-controlled system for road vehicles with all-wheel drive, the rear-axle differential gear (5) and/or the intermediate differential (3) are equipped with differential locks (33, 34). An electronic brake slip control unit (50) automatically disengages the differential locks (33, 34) partially or entirely upon the occurrence of an imminent locked condition or upon commencement of brake slip control. Coupling devices are provided as differential locks (33, 34) which allow coupling of the output shafts (8, 11; 9, 10) and which are isolated electrically or hydraulically in the control phase.

Abstract: An epicyclic gear arrangement includes a plurality of substantially axially aligned epicyclic gear trains each having two relatively rotatable output ring gears, a sun input gear and planet gears drivingly connecting the sun and ring gears. Adjacent ends of the ring gears are spaced to permit axial misalignment, the teeth of the planet gears have reducing cross sections in directions away from the planes of their median cross sections to permit effective driving engagement with the ring gears in the event of axial misalignment of the latter, and the sun gears of the gear trains are drivingly interconnected in a manner that permits their axial misalignment. The arrangement is intended for a drive between parts which may flex, as for example an aircraft wing and a control surface thereon.

Abstract: A gear synchronizer mechanism includes a gear member rotatable on a shaft, a hub member arranged adjacent the gear member and fixed to the shaft, and a clutch sleeve encircling an outer cylindrical portion of the hub member. The clutch sleeve is formed at its inner periphery with a plurality of circumferentially spaced radial projections axially movable in the corresponding axial grooves formed in the cylindrical portion of the hub member. A radially contractible C-letter shaped spring is supported in place by engagement with circumferentially spaced inner walls of the cylindrical portion of the hub member. The spring has an intermediate ring portion integrally formed with a plurality of circumferentially spaced axial legs extending therefrom toward the respective radial projections of the clutch sleeve, the axial legs each having a radial projection to be engaged with each of the radial projections of the clutch sleeve.

Abstract: A hydromechanical transmission that can be used as an efficient, continuously variable transmission has a differential mechanism, a hydraulic transmission mechanism, a mode selector mechanism, a locking mechanism, and a clutch mechanism. The hydraulic transmission mechanism has two pump/motors one of which acts as a hydraulic pump when the other serves as a hydraulic motor, and vice-versa. The mode selector establishes either a low-speed more or a high-speed mode. When one of the two pump/motors operates at a low speed in a given range of higher speeds in the high-speed mode, the input/output shaft of the pump/motor is locked by the locking mechanism. When the locking mechanism is in operation, the other pump/motor operating at a higher speed is disconnected from the differential mechanism by the clutch mechanism.

Abstract: An automatic transmission control apparatus detects an abrupt loss of vehicle speed from the speed sensor due to failure of the speed sensor. The control apparatus detects a condition of the brake operation so that the abrupt loss of the vehicle speed is detected for transmission control purposes when the brake is under non-operating conditions.

Abstract: A transmission for an automotive vehicle, includes an input shaft, an ouput shaft, a coupling device having an input portion thereof connected to the input shaft, and a gear mechanism for transmitting the power from the input shaft to the output shaft in such a way that three forward and one reverse drives can be obtained. The gear mechanism including first, second, third and fourth rotatable members. The fourth rotatable member is connected to the output shaft. In addition, first and second clutches are provided between the gear means and the coupling device. The first clutch is connected to the first rotatable member of the gear mechanism. The second clutch is connected to the second rotatable member of the gear mechanism. First brake selectively brakes the third rotatable member of the gear mechanism. Second brake selectively brakes the second rotatable member of the gear mechanism.

Abstract: An improved vehicular speed control system is provided that includes a logic member (2) operative to receive and process a gear ratio position signal (14) and either a vehicle speed signal (6) or an engine speed signal (7) and provide an output control signal (21) to an actuator (22) operative to control the engine throttle (24) or the like to maintain engine speed only when certain predetermined optimum gear ratios are engaged by an operator of the vehicle.