Abstract: A multi-speed transmission has a main transmission section and a splitter section. The electronic control for this transmission is operable to either provide the actuation of the splitter system or not allow that actuation. Thus, the operator of the vehicle is able to request either a smaller number of available speed ratios or a larger number of available speed ratios by selecting the appropriate electronic control. The vehicle manufacturer is able to tailor the vehicles to have a transmission which is appropriate to the needs of its customer without having to change the transmission. Moreover, upon resale, a transmission that was initially provided with only a smaller number of speeds may be easily upgraded to provide additional speeds. In a second embodiment of this invention, the control is reprogrammable to either provide or not provide actuation of the splitter gear.

Abstract: A manual transmission for use in motor vehicles is disclosed. The transmission includes an input shaft, an output shaft, and a plurality of constant-mesh gearsets that can be selectively engaged for establishing corresponding forward gears therebetween. In addition, a reverse gear assembly is provided for establishing the reverse gear. The reverse gear assembly includes an idler shaft, a first idler gear rotatably supported on the idler shaft and which is driven by the input shaft, a second idler gear fixed to the idler shaft and meshed with a reverse output gear fixed for rotation with the output shaft, and a synchronizer clutch operable for selectively coupling the first idler gear to the idler shaft to establish the reverse gear.

Abstract: A vehicle drive system includes a generator driven by an internal combustion engine and a drive axle having a pair of wheels, each wheel being driven by an associated electric motor powered by the generator. The engine also drives a drive shaft which is coupled to the drive axle. The drive system also includes a pair of summing gears, each having an output shaft coupled to a respective wheel, and each summing gear having a first input coupled to the drive shaft and a second input coupled to the respective electric motor.

Abstract: A vehicular automated mechanical transmission system (10) is provided, having a semi-automatic mode of operation wherein shifts manually selected by a selector (1) are automatically implemented and a fully automatic mode of operation, manually selected by a mode selector (48), when shifts are automatically selected and implemented. When in the fully automatic mode of operation, manual manipulation of the selector lever will cause an automatic change to the semi-automatic mode of operation.

Abstract: A device for controlling a driving force which is mounted between a vehicle motor and the wheels of a motor vehicle controls at least to reduce the force flow between the vehicle motor and the wheels in response to a drive signal. The vehicle motor is controlled by the device of a motor control. The drive signal is formed in dependence upon a detected fault in the motor control. The force flow between the vehicle motor and the wheels is especially then interrupted when an emergency shutoff of the motor can cause a high drag torque on the wheels and therefore a driving situation critical with respect to safety. The device for controlling the driving force is comprising a clutch downstream of the motor, an automatic or automated transmission, and a converter bridge clutch which can bridge the torque converter downstream of the vehicle motor.

Abstract: A planetary gear transmission comprises first, second and third planetary gear trains G1, G2 and G3 which are disposed coaxially with one another and respectively in this order from an input member. The first and second ring gears R1 and R2, which are fixedly retainable by a first brake B1, are disengageably connected to the input shaft 1 through a first clutch K1. The first sun gear S1 is also disengageably connected to the input shaft 1 through a third clutch while the first carrier C1 and the second sun gear S2 are connected to the output shaft 7. Furthermore, a connecting shaft 4 is disposed away from and in parallel with the axis of the first, second and third planetary gear trains G1, G2 and G3, and one end of the connecting shaft is connected to the input shaft 1 through a first connecting gear train 2 and 3 while the other end of the connecting shaft is connected to the third sun gear S3 through a second connecting gear train 5 and 6.

Abstract: An automatic transmission for an automotive vehicle includes a continuously variable drive mechanism having one sheave assembly fixed to an input shaft and an output sheave assembly supported on an intermediate shaft. A planetary gearset has a sun gear fixed to the input shaft, and a carrier fixed to an output shaft. A first fixed ratio drive mechanism is in the form of a chain drive providing a torque delivery path between the intermediate shaft and a ring gear of the gearset. A second fixed drive mechanism is in the form of a chain drive located in a torque delivery path between the output shaft and a front drive shaft. A transfer clutch is provided for connecting and releasing the output sheave of the variable drive mechanism and sprocket wheel which is fixed to that shaft. A forward brake and reverse brake are provided for holding alternately the ring gears of the gearset, and a clutch for selectively driveably connecting the output of the second fixed drive mechanism to the front drive shaft.

Abstract: When slipping is generated during the upshifting from a first gear shift stage to a second gear shift stage on ice or the like, a control for prohibiting the upshifting from the second gear shift stage to a third gear shift stage can be carried out precisely. A control system is designed so that when a slipping state is detected on ice having a lower road surface friction coefficient by a slipping state determining device, the upshifting of an automatic transmission from a second gear shift stage to a third gear shift stage is prohibited. In this control system, the time required for the upshifting from a first gear shift stage to the second gear shift stage is measured. If such time is shorter than a first predetermined time, it is determined that a slipping has been generated during the upshifting, and the upshifting from the second gear shift stage to the third gear shift stage is prohibited for a second predetermined time.

Abstract: A friction-roller speed changer has three intermediate rollers (12a, 12b, 12c). Two rollers (12a, 12b) of which act as a wedge roller and can be moved into the narrower area of an annular space (10) by the transmission of power, wherein during power transmission from the input side in the normal state to the output side. The other intermediate roller (12a or 12b), which does not act as the wedge roller, moves into the wider area of the annular space (10) against the elastic force of the spring (14) whereby transmission efficiency for bidirectional rotation is maintained while preventing backflow of power.

Abstract: A compound transmission assembly is provided including a splitter gear and headset/fourth gear, both mounted on the input shaft. The splitter gear is provided with a minimal diametral float with respect to the input shaft in order to minimize splitter gear tipping while allowing substantially balanced torque splitting between opposing countershafts. The headset/fourth gear is mounted to the input shaft via a pair of oppositely tapered roller bearing sets disposed about the input shaft in order to prevent headset/fourth gear tipping. In this manner, gear hopout is prevented during PTO operation, and substantially balanced torque splitting is accomplished.

Abstract: A differential gear mechanism includes an input member (111) mounted for rotation with respect to output half-shafts (112, 113), each half-shaft fixedly carrying an output member (114, 115). A coupling member (117) mounted for rotation about an axis radial of the half-shafts (112, 113) positively engages the output members (114, 115) and permits relative rotation of the output members (114, 115) on their half-shafts (112, 113). The output members include recesses for receiving teeth of a toothed wheel coupling member. The recesses of the output member comprise indentations.

Abstract: A geartrain for a five-speed automatic transmission includes first and second compound planetary gear units. The first compound planetary gear unit includes first and second simple planetary gearsets having first, second, third and fourth operating elements. The first operating element acts as an input element. The second compound planetary gear unit includes third and fourth simple planetary gearsets having fifth, sixth, seventh and eighth operating elements. The fifth operating element acts as an output element and the sixth and eighth operating elements are variably connected to the first and fourth operating elements, respectively. The seventh operating element is fixedly connected to the third operating element. Clutches are provided for variably connecting the sixth and eighth operating elements to the first and fourth operating elements, respectively. Brakes are provided for selectively connecting the second and eighth operating elements to a transmission housing.

Abstract: A transmission for transmitting power from an input shaft to a driving wheel and changing rotating speed ratios is disclosed. The transmission comprises a drive shaft, a set of drive gears, a driven shaft, a set of driven gears, one counter gear, one return gear including a hub, a planetary gear and sprocket assembly, and a braking mechanism which alternates the operation of the planetary gear. By alternately engaging the different drive gears, the transmission enables the change of an input rotating speed and by stopping the ring gear in the planetary assembly it further multiplies the change of the input rotating speed. Within a very compact and user-friendly design, the transmission provides a fill range of speeds and enables smooth power flow resulting in the decrease of power loss in pedal propelled vehicles.

Abstract: An automatic transmission control system is equipped with a pressure modulating valve for regulating the engaging pressure to be supplied to frictional engagement elements for setting respective gear stages of the automatic transmission, a signal pressure output valve for providing signal pressure, and a switching valve.

Abstract: A system for managing engine retarding torque during coast mode operation includes a control computer operable in one embodiment to control boost pressure, engine compression brake setting and/or engine accessory deactivation upon detection of coast mode operation with the engine compression brakes enabled. In another embodiment, the control computer is operable to determine a current engine retarding torque value, based either on an estimation thereof as a function of current boost pressure and engine compression brake setting or based on a mass estimation technique accounting for the grade of the road, and control boost pressure, engine compression brake operation and/or engine accessory deactivation to thereby control engine retarding torque upon detection of coast mode operation with the engine brakes enabled.

Abstract: A strain wave gearing is provided with tooth profiles formed taking into account tooth inclination and change in the movement locus of the origin of the tooth profile coordinates, thereby obtaining proper meshing over a wide range. Specifically, a tooth module is denoted as m; the number of teeth of the rigid internal gear as z.sub.C ; the number of teeth, the deddendum, the thickness of the tooth bottom rim and the radius of the neutral circle of the rim of the flexible external gear as z.sub.F, h.sub.fF, t and r.sub.n, respectively; the coefficient of tooth thickness increase of the rigid internal gear and the coefficient of tooth thickness decrease of the flexible external gear both as .tau.; and an auxiliary angle variable .eta.. The basic addendum profiles of both gears are formed according to two equations, taking an x-axis on a datum line and a y-axis on the tooth center line and taking .+-. of the first equation as positive for the flexible external gear and as negative for the rigid internal gear.

Abstract: An automatic transmission control system for an automatic transmission including a hydraulic pressure control circuit which supplies locking and unlocking pressures selectively to a plurality of friction coupling elements to lock and unlock the selected friction coupling elements, changing a torque transmission path in a transmission gear mechanism to provide available gears, a specific one of which is achieved by locking and unlocking simultaneously specific friction coupling elements.

Abstract: The invention provides a hydromechanical system for limiting differential speed between first and second rotating members of a vehicle drivetrain subassembly. The hydromechanical system comprises a casing disposed within a housing of the subassembly which is rotatably coupled to the first rotating member of the drivetrain subassembly. Hydraulic fluid is supplied from a sump within the drivetrain subassembly housing to a reversible hydraulic pump disposed within the casing, wherein the reversible hydraulic pump pumps hydraulic fluid in response to relative rotation between the first and second rotating members. A piston assembly is disposed within the casing which includes a guide member, an actuating member and a chamber disposed therebetween, wherein the chamber receives the pumped hydraulic fluid.

Abstract: The stepping gear mechanism is provided in particular for motion control of a machine tool turret and comprises two cam plates adapted to be driven in rotation in the same sense about an axis of rotation each and arranged in such manner with respect to a roller supporting member that circular stop zones of both cam plates each engage a roller at the same time and in mutually counteracting fashion, whereby the roller supporting member is prevented from rotating. Subsequently, a projection of a cam plate engages one roller, while another roller dips into an indentation of the other cam plate so that the roller supporting member will be rotated. The cam plates are disposed adjacent each other and their projections are movable past each other in overlapping relationship such that, alternating with these conditions of engagement, the stop zones of both cam plates engage one and the same roller simultaneously and opposingly, whereby the roller supporting member once again is prevented from rotating.

Abstract: A vehicular driving force distribution apparatus includes a first helical sun gear to which an input torque is applied, a first helical pinion meshing with the first sun gear, a second helical pinion rotating integrally with the first pinion, a second helical sun gear from which an output torque is outputted in mesh with the second pinion, a carrier from which another output torque is outputted. And an initial torque generating apparatus comprises a multiple disc clutch and provides between the second sun gear and the carrier for generating an initial torque as a differential limiting torque in between so as to secure a required driving force even on a very slippery road.