Abstract: A shift control mechanism for manually shifting an automatic transmission includes a housing having a shift control pattern The shift control pattern has a longitudinal portion defining a plurality of automatic transmission operating settings and a transverse portion at one end of the longitudinal portion for manually shifting the transmission. The shift control mechanism additionally includes a shift lever manually movable along the shift control pattern for selecting the automatic transmission operating settings and for manually shifting the transmission. A switch is provided which is actuated by moving the shift lever in a direction perpendicular to the longitudinal portion in the transverse portion to send a signal to manually upshift or downshift the automatic transmission. A centering mechanism centers the shift lever within the transverse portion.

Abstract: An eccentric gear comprises two differently large gear rings (6, 7), of which an outer ring (6) has a certain number of inwardly directed teeth and an inner ring (7) has a smaller number of outwardly directed teeth, of which only a few engage with the outer gear ring, in that the inner gear ring is eccentrically mounted in bearings. The inner gear ring (7) is integrated with a casing part (8) whose geometrical axis of rotation (A) is oblique relative to an axis of symmetry (B) through the center of the outer gear ring (6). During the generation of the inner gear ring, the casing part is submitted to a nutating motion, during which the axis of rotation (A) of the casing part moves as a generatrice along an imaginary cone, around a cone apex (C) that is axially distanced from the gear rings (6, 7).

Abstract: A system for adjusting the gear ratio of a transmission is continuously adjusted with respect to its gear ratio and mounted downstream of the vehicle motor. Furthermore, downhill travel is detected and the adjustment of the gear ratio of the transmission is made in dependence upon the detected downhill travel. The system is are provided for adjusting the gear ratio in reaction to the detected downhill travel in such a manner that the transmission input rpm and/or the engine rpm increases in a pregiven manner. The advantage of the system is that the transition from normal operation (no downhill travel) to the downhill travel function of the system takes place at first unnoticeable for the driver because the engine rpm increases in a manner not unexpected for the driver.

Abstract: A housing of a transmission which can drive front wheels and rear wheels and a power take-off shaft is constructed having a first chamber and a second chamber. A hydrostatic transmission is housed in the first chamber. A gear-type speed changing unit is housed in the second chamber. A hydraulic pump and a hydraulic motor are separately disposed on the inner and outer surfaces of the front wall of the first chamber. A clutch mechanism for engaging or disengaging with or from the front wheels for supplying power thereto is also provided. On the housing is provided a restraint mechanism for restraining rearward acceleration more than a predetermined speed by a speed control lever of the hydrostatic transmission when the gear-type speed changing unit is switched to the high speed setting.

Abstract: A planetary gear having step planet gears is generically a Wolfrom gear which permits large ratios. Transmission of this type are used mainly in the handling technology. In order to improve the portability, friction, vibration and noise characteristics, step planet gears with separate toothed regions of the step gears are used. The modules of the step gears are graduated. The number of teeth is identical. Each of the teeth engagements with the ring gears can be optimized. The teeth on the step gears are preferably honed.

Abstract: In an automatically shiftable countershaft transmission, particularly for motor vehicles, the shift travels between the engagement points are established and the shift force may be varied as a function of gear step and dynamic load over the engagement travel. Depending on the functional phase, a lower force is provided during the synchronization phase, a higher force is provided during the shift-through phase and a lower force is provided during the dog-in phase.

Abstract: A differential mechanism has a differential casing for receiving drive power from an engine and a pair of output members for distributing the received drive power to road wheel ends. A pair of drive power control mechanisms each respectively comprise a combination of a speed change mechanism and a friction clutch for a serial connection between the differential casing and either output member or between the output members and an actuator for actuating the friction clutch to be let in. A controller controls a pair of the actuators to have a pair of the friction clutches periodically let in and let out in an alternating manner with a relatively short period.

Abstract: A line pressure control apparatus of an automatic transmission controls the line pressure of the automatic transmission under a lockup condition to ensure an engagement capacity and an amount of lubrication oil for an engaged friction element under a high vehicle speed condition. The line pressure control apparatus comprises a line pressure lowering section, a vehicle speed deciding section and a pressure changing section. The pressure lowering section lowers a line pressure under a lockup condition of the automatic transmission. The vehicle speed deciding section decides whether a vehicle speed of the automotive vehicle is higher than a predetermined value. The pressure changing section changes the line pressure under the lockup condition from the lowered line pressure to a line pressure under a normal condition when the vehicle speed is higher than the predetermined value.

Abstract: A hydraulic pressure control system for an automatic transmission is capable of reducing the size and simplifying the structure of a lockup controlling hydraulic circuit. An oil pressure output from a solenoid valve acts on an oil pressure chamber. The internal pressure of another oil pressure chamber becomes high only in a forward low-speed range and becomes low in all of the other gear shift ranges. The internal pressure of another oil pressure chamber becomes high only in forward ranges and becomes low in neutral and reverse ranges. The valve member moves in accordance with oil pressures applied to the oil pressure chambers to change over oil paths connected to a clutch control oil chamber and a torque converter oil chamber, whereby a lockup clutch assumes one of engaged, slip, and released states.

Abstract: A partially automated transmission system (100) and method for controlling same is provided. The system includes a manually shifted splitter-type transmission (10) having a spatter section (14) and a manually shifted main section (12). The splitter section is controlled by a splitter actuator (116) under control from a system ECU (146). The operator is provided with a selector (120) for selecting upshifts and downshifts. Preferably, shifting in the upper group of ratios (A (9/10)) is fully automatic.

Abstract: A semi-automatic shift implementation system (100) for a manually shifted, output-splitter-type compound transmission (10) having gear ratios selectively engaged and disengaged by jaw clutches (48, 50) selectively positioned by a shift lever (57). The system will sense a main transmission section (12) neutral condition, a master clutch disengaged condition, and a target gear ratio (GR.sub.T) and will automatically cause the splitter clutch (80) to disengage until the main section is reengaged and the system engine (102) to achieve or dither about a substantially synchronous speed for engaging the target ratio.

Abstract: A circuit for controlling hydraulic pressure of an automatic transmission includes a first shift device, a second shift device and a third shift device which make line pressure lead-through by selecting the predetermined combination of supply and exhaust of hydraulic pressure in accordance with the transmission stage in order to set the transmission stage of the automatic transmission in response to the driving condition of the vehicle. A switching device detects that a hydraulic pressure is supplied to an output line of the first shift device or an output line of the third shift device so that the third-speed and the fourth-speed are switched. The switching device also detects that the hydraulic pressure is supplied to an output line of the second shift device and an output line of the third shift device so as to shut out a line which is conducted to one of engaging elements being engaged at each time of the first-speed and the third-speed.

Abstract: An upshift is effected by releasing an engaged first friction element and engaging a released second friction element. The first fiction element operates on a fluid pressure applied thereto through a first passage and the second friction element operates on a fluid pressure applied thereto through a second passage. An accumulator is provided in the first fluid passage. The accumulator has a back pressure port through which a back pressure is applied thereto by the function of a control valve having a first port connected to the back pressure port, a second port connected to a source of back pressure and a third port connected to a drain. The control valve operates, between a first position connecting the first port to second port and a second position connecting the first port to the third port, on first and second working signal pressures applied thereto.

Abstract: An integrated hydrostatic transaxle including a housing in which a center section is supported. The center section supports a hydraulic pump unit and a hydraulic motor unit having a motor shaft drivingly connected thereto. A differential assembly is drivingly linked to the motor shaft and is used to drive a pair of axle shafts which are supported by the housing. The differential assembly includes a rotatable gear which is maintained in frictional engagement with at least one bearing surfaces for frictionally inhibiting the rotational movement thereof.

Abstract: The present invention provides a differential gear capable of constantly ensuring a stable differential motion restricting force even in the case of a low rotational speed. In the present invention, when there occurs a difference in rotational speed between output side rotary elements, rollers are allowed to roll while being in contact with the confronting faces of the input side and output side rotary elements. The rollers move along rotational trajectories of the output side rotary elements while being restricted by a holder element from rolling toward the direction inclined by a predetermined angle relative to the rotational trajectories of the output side rotary elements.

Abstract: A hybrid vehicle drive system including an electric motor operated by electric energy, an engine operated by the combustion of a fuel, a transmission, and a synthesizer mechanism. The synthesizer includes a hydraulically operated clutch system and mechanically synthesizes the output of the engine and the output of the electric motor for transmitting a resultant of these outputs to the transmission. The synthesizer mechanism and the transmission are disposed adjacent to each other, to simplify piping arrangements for supplying the clutch system with a working fluid and lubricating the synthesizer mechanism and transmission.

Abstract: The present invention provides a hydraulic control system for automatic transmissions, which includes line pressure control mechanism for regulating hydraulic pressure generated in an oil pump to a line pressure level, damper clutch control mechanism for receiving the line pressure to control a damper clutch, shift control mechanism for receiving the line pressure and supplying the same according to each shift mode, hydraulic pressure distributing meachanism for receiving hydraulic pressure from the shift control mechanism and supplying the same to a plurality of friction elements, and hydraulic pressure control mechanism for regulating the line pressure and supplying the same to the hydraulic pressure distributing mechanism to correspond to each shift mode wherein abrupt pressure exhaust preventing mechanism is provided which slows exhaust of hydraulic pressure when shifting from drive D or reverse R ranges to a neutral N range.

Abstract: A single shaft shifting mechanism (300) is provided having supports (310, 312), independent of the shift shaft (106), for supporting the weight of the shift forks (302, 304, 306) to minimize frictional contact between the shift shaft and the shift forks.

Abstract: A driving force distributing device is provided for distributing a driving force of an engine to the left and right wheels of a vehicle by bringing a pair of hydraulic clutches into and out of their engaged states. The distributing device includes a hydraulic pump mounted within a casing thereof and driven through gears by a half shaft connected to one of the wheels. An oil passage interconnects the hydraulic pump and the hydraulic clutches, the oil passage being defined in a casing. A valve block is coupled to an upper surface of the casing. Thus, the oil passages interconnecting the hydraulic pump and the hydraulic clutches of the driving force distributing device can be compactly formed.

Abstract: A control system of a vehicular continuously variable transmission having a manual transmission mode comprises speed ratio changing when a manual transmission mode is chosen and a speed range is manually selected for changing a speed ratio of the selected speed range in the up-shift direction as the engine speed becomes high on the side of low speed ranges and in the down-shift direction as the vehicle speed becomes high on the side of high speed ranges. Further, in the manual transmission mode, when the engine speed reaches a lower limit value without making a down-shift, the speed ratio is controlled so as to hold the engine speed at the lower limit value. Thus constituted continuously variable transmission provides a vehicle with miscellaneous advantages such as an easy handling, smooth acceleration/deceleration performance, extended maximum speed and the like when the manual transmission mode is selected.