Abstract: A torque transmitting assembly in the form of a rotational speed differential responsive type joint is disclosed. It comprises a drive housing as a first rotary member and a rotor as a second rotary member. The second rotary member is disposed in the first rotary member. A hydraulic fluid arrangement transmits at least a portion of the input torque from one of the first and second rotary members to the other in response to a rotational speed of the second rotary member and also to a rotational speed differential occurring between the first and second rotary members.

Abstract: Power take-off control apparatus which automatically shifts a vehicle speed range transmission into neutral whenever a power take-off mechanism is engaged to prevent accidental engagement of a drive gear while the power take-off mechanism is in use. A piston is moved in response to fluid pressure to shift the speed range transmission between high and low speed gear ranges. The power take-off mechanism is engaged in response to fluid pressure from a control valve. Whenever fluid pressure is applied to engage the power take-off mechanism, the fluid pressure moves the piston to an intermediate neutral position to disengage the vehicle drive.

Abstract: A differential gear mechanism is provided of the type including a gear case (17), at least one pinion gear (21), and a pair of side gears (27 and 29). Clutch packs (43 and 45) are disposed between the side gears and the gear case and are operable, when engaged, to retard relative rotation between the gear case and the side gears. Surrounding the gear case is a fluid pressure mechanism (71) including a cylinder (73) and a piston (75), both of which are rotationally stationary, but free to move axially. Adjacent the piston-cylinder assembly is a pair of reaction members (61 and 63) which transmit the axial displacements of the piston and cylinder, by means of members (57 and 59), to a pair of load plates (53 and 55), such that the displacements exert axially-outward biasing forces on the side gears and on the clutch packs. Because the piston-cylinder assembly is external to the gear case, no rotating seals are required.

Abstract: A four wheel drive vehicle has a torque biased inter-axle differential comprising a fluid coupling which is driven by a planetary gear set which multiplies the speed difference between the outputs of the differential.

Abstract: An axle drive unit, for use in a tri-axle drive, comprises a casing (10) with an input member (18) at one end connected to the planet carrier (30) of a spur gear epicyclic differential gear whose sun gear (28) is connected to a tubular shaft (43) and then by gears (47, 56) to the input of an inter-wheel differential gear. The annulus gear (27) of the epicyclic differential gear is connected to a driving shaft (40) extending through the tubular shaft (43) and then to an output member (19) at the other end of the casing. The epicyclic differential gear gives a torque output to the output member (19) of approximately twice that to the inter-wheel differential gear in the unit, so that when the output member (19) is connected to a further inter-axle differential gear in a tri-axle drive, torque is approxiamately equally split between all three axles.

Abstract: An automatic transmission has a main transmission mechanism having two planetary gear units made on a first axle, and a sub transmission mechanism having two planetary gear units made on a second axle; the main transmission mechanism having a single planetary gear unit and dual planetary gear unit, carriers of the gear units being connected to one another and sun gears of the gear units being connected one another, an input member connecting a ring gear of the single planetary gear unit through a first clutch, and connecting a sun gear through a second clutch, a brake restraining the sun gear and a ring gear of the dual planetary gear unit at a required moment; the main transmission mechanism having three forward speeds and one reverse speed. A fourth clutch may be added which connects an input shaft and the ring gear of the dual planetary gear unit, so that four forward speeds and one reverse speed are obtained. The sub transmission mechanism has three forward speeds.

Abstract: A transmission system for use in automobile vehicles and in which the ratio-varying unit is unidirectional and is of the continuously-variable type, particularly the toroidal-race rolling traction type. An epicyclic combination and a hydrokinetic element are located in succession between the output of the ratio-varying unit and the final drive output of the system as a whole. The epicyclic combination and hydrokinetic element help to overcome two typical problems of transmissions with such ratio-varying units, namely low output torque range and difficulty in starting from rest, and this arrangement and the torque-splitting action of the epicyclic combination enable a smaller element to be used than would be possible if it were located on the input side of the ratio-varying unit. The system also includes a reversing mechanism located downstream of the ratio unit and preferably between the hydrokinetic element and the final drive output.

Abstract: A pressure regulating valve has a bore in which in a spool and an accumulator piston are disposed. A spring is disposed between the two elements and arranged to bias the spool in a first axial direction which tends to maximize the amount of hydraulic fluid which is supplied to a friction element. As the accumulator chamber defined by the accumulator piston fills, the spring is compressed increasing the bias on the spool.The spool defines a feedback chamber, the pressure in which which tends to bias the spool in a second axial direction which minimizes the supply of hydraulic fluid, and which features a chamber which is supplied directly with a pressure indicative of transmission torque. This chamber is arranged so that the pressure therein produces a bias which also acts in the first axial direction and so that no resistance to the stroking of the accumulator piston is produced.

Abstract: A valve assembly in a fluid system of a vehicle transmission directs fluid flow from a fluid source to at least one fluid actuated device. The assembly includes a first solenoid-actuated valve for directing fluid flow to a first fluid actuated device and a second solenoid-actuated valve for directing fluid flow to the first fluid actuated device. A manually actuated manual valve in the transmission is moveable for directing fluid flow from a fluid source to either the first or second solenoid-actuated valves in the hydraulic circuit, when the manual valve is actuated, which permits the vehicle to operate in various gears or operating modes as desired.

Abstract: A differential mechanism of a four-wheel driving apparatus for vehicles has a planetary gear and transmits the driving torque from an input shaft to a front wheel driving shaft and a rear wheel driving shaft in a distributing manner. The differential mechanism includes a first spline rotated by the driving torque from the input shaft, a second spline connected so as to the integrally rotated with a sun gear of the differential planteary gear, a third spline connected so as to be integrally rotated with a carrier, fourth spline formed on an outer circumferential surface of the ring gear, and a differential change sleeve mounted in an outward radial direction from the first spline to the fourth spline for axially sliding between two positions, one position for connecting first and fourth splines, and the other position for connecting first, second and third splines.

Abstract: A power transmitting system for a four-wheel drive vehicle has a transmission, a central differential, and a viscous coupling. The viscous coupling is provided coaxially with the central differential, and a drive shaft is provided passing through axes of the central differential and the viscous coupling. An output shaft of the transmission is operatively connected to the casing of the differential. One of the differential gears is operatively connected to rear wheels of the vehicle through the drive shaft, and the other differential gear is secured to a housing of the viscous coupling. The housing is operatively connected to front wheel of the vehicle and the hub is secured to the drive shaft.

Abstract: An automatic activation apparatus for a differential pawl which is independent of intervention by an operator of a vehicle, the invention controls the energy supply to the actuator by means of a control logic with two signal inputs. The control logic is fed a wheel slip signal directly at one signal input, and via a break-delay timing element at its other signal input. The control logic is thereby designed so that, by the excitation of both signal inputs, it switches into a standby position and then into its active position only upon the excitation of its signal input connected with the timing element.

Abstract: A hydraulic control system for a vehicle automatic transmission, in which hydraulic pressure of a pressure source is supplied through a corresponding one of hydraulic lines to each of engaging means when achieving different gear ratios, and a plurality of shift devices are coupled respectively to the lines for switching supply and discharge of the hydraulic pressures to and from the respective engaging means in accordance with running conditions of the vehicle. At least one valve device is coupled to at least one of the lines. The valve device is movable between a supply position where hydraulic pressure is suppled to a corresponding one of the engaging means and a discharge position where the hydraulic pressure suppled to the engaging means is discharged. A plurality of pressure detectors respectively detect hydraulic pressures in the respective hydraulic lines.

Abstract: A hydraulic control system for an automatic transmission comprises a one-way valve arranged between a hydraulic line leading to a second speed apply chamber of a band brake and a hydraulic line leading to a fourth speed apply chamber of the band brake in such a manner as to allow fluid communication between them when a pressure dfferential takes place. The pressure differential takes place when the transmission upshifts from the first speed ratio to fourth speed ratio. Thus, during the 1-4 shift, a pressure build-up in the fourth speed apply chamber takes place in the same manner as a pressure build-up taking place in the second speed apply chamber under the control of a 1-2 accumulator valve.

Abstract: Apparatus for controlling at least three shift valves operating four hydraulic clutches in a hydraulically operated vehicular transmission. The shift valves are serially located and alternately switched to establish successive first through fourth-speed transmission trains. Each shift valve is urged to one position by a respective spring and has an oil chamber at its opposite for oil pressure to urge it to its other position. Additionally, the first shift valve has another oil chamber at its spring end. A first electromagnetic open-air pressure dump valve is connected to a first oil passage through which oil is inputted to the first oil chamber of the first shift valves and the oil chamber of the second shift valve. A second electromagnetic open-air pressure dump valve is connected to a second oil passage through which oil is inputted to the other oil chamber of the first shift valve and the oil chamber of the third shift valve.

Abstract: An automatic transmission of a trans-axle type in which an input shaft is disposed above a differential across an axle of a vehicle. A case for the transmission is divided into a differential case for mounting a differential and a transmission case for an automatic transmission device. A bearing plate is disposed between the differential case and the transmission case. A drive pinion formed on an end of a drive pinion shaft is engaged with a ring gear of the differential. The drive pinion shaft is rotatably mounted in the bearing plate by a bearing, and an oil pump is provided in the bearing plate around the input shaft.

Abstract: In a control system for controlling engagement of a frictional element, such as a clutch, the derivative of the speed of an input member, such as a turbine shaft, of a transmission is calculated and compared to a target value. The difference, i.e., error, between the values is employed to control, hydraulically, the engagement of the frictional element. The control system operates the frictional element to reduce the error toward zero. This control routine operates only when the vehicle is idling.

Abstract: In an axial piston motor or pump the cylinder barrel is mounted on a medial shaft which has a shoulder which axially bears against the front end of the rotor barrel. The rear end of the medial shaft is radially borne in a housing portion. The front portion of the medial shaft is provided with a bearing member of an axial thrust bearing for support on a respective axial thrust bearing member in the housing. On the rear end of the rotary barrel an axially selfthrusting control body is provided to seal the flow of fluid to and from the cylinders of the rotary barrel. The control body presses against the rotary barrel, the rotary barrel presses against the shoulder of the medial shaft and the thrust bearing member of the shaft bears on the thrust bearing member of the housing. As a result thereof the cylinders in the rotary barrel can be straight through bores. The manufacturing of the rotor barrel is thereby simplified and the flow acceleration losses of former bore type cylinders are prevented.

Abstract: A drive system includes a vehicle propulsion device having a speed change gear box which drives tracks through a pair of planetary gears and a steering drive having a pair of variable hydrostatic drives. The hydrostatic drives engage a neutral shaft which superimposes rotation on the planetary gears to provide steering control for the tracks. The neutral shaft is separable into two segments. A differential reversing gear may be employed to selectively couple the neutral shaft segments. When the vehicle travels at high speed, the neutral shaft segments are coupled for unitary rotation. At low vehicle speeds, the propulsion drive is blocked and the neutral shaft segments are uncoupled so that both propulsion and steering are provided through the hydrostatic drives.

Abstract: Described herein is a hydraulic servo for a friction coupling element of an automatic transmission, which is mounted in association with a one-way clutch and which has reduced dimensions in radial and axial directions. The hydraulic servo essentially comprises: an annular drum splined with a sleeve portion of the inner race of the one-way clutch and arranged to receive the reaction of the one-way clutch by a fixed member in the automatic transmission case; a piston fitted in the annular drum; and a return spring mounted in the drum for returning the piston.