Abstract: An output torque control system for an internal combustion engine for a vehicle is operable during an upshift of an automatic transmission of the engine to increase the output torque from the engine, based on a control amount for increasing the output torque, to reduce a shock generated by the upshift. During the upshift of the automatic transmission, a slip amount of one of a plurality of clutches of the automatic transmission which is selected for the upshift is compared with a predetermined value. A calculation is made of a value of the control amount assumed when the slip amount of the one clutch becomes equal to the predetermined value, as a result of the comparison. The control amount is limited to the calculated value when the slip amount exceeds the predetermined value, as a result of the comparison.

Abstract: A hydromechanical transmission includes a hydrostatic transmission, a mechanical transmission having a planetary gearing mechanism, both being driven by an engine. The output of the hydrostatic transmission interacts with the mechanical transmission to provide infinitely adjustable power flow through the hydromechanical transmission. The planetary gearing mechanism includes three planetary gear set and five members to connected the hydromechanical transmission to an output.

Abstract: Continuously variable transmission, for a motor vehicle, provided with a primary pulley with an input pulley shaft, a secondary pulley with an output pulley shaft, a drive belt positioned around the primary and secondary pulleys and a transmission mechanism which is constructed in combination with a direct/neutral/reverse group and is positioned after the secondary pulley and has at least two adjustable transmission ratios for forward drive. The primary pulley with input pulley shaft and the secondary pulley with output pulley shaft are each coupled via a gear group to, respectively, an input transmission shaft and an output transmission shaft. The two transmission shafts essentially lie in the extension of one another and the two pulleys are located on either side of the axis line of the two transmission shafts. A hydraulic control circuit is installed which has at least a primary and a secondary control valve for controlling the pressures for the primary and the secondary pulley respectively.

Abstract: A downshift control device for an automatic transmission is provided in which the transmission is shifted down by releasing an oil pressure from a first engaging element that has been engaged while applying an oil pressure to a second engaging element that has been released.

Abstract: An infinitely variable drive transmission including an input member, a summing gear set, and a variable speed transmission having an input element drivable by the input member and an output element, the output element of the variable speed transmission being connectable to one element of the summing gear set, to provide a first path between the input member and the summing gear set. The input member being connectable to another element of the summing gear set to provide a second path between the input member and the summing gear set. The summing gear set includes a driven member drivable by at least one further element of the summing gear set and drive transmitting means connectable between the output element of the variable speed transmission and the other element of the summing gear set.

Abstract: A transmission for a four-wheel drive vehicle incorporating a multi-speed geartrain which delivers power to the front and rear drivelines through an interaxle differential. A lock-out clutch is provided to selectively inhibit speed differentiation across the interaxle differential. Additionally, a driveline disconnect system including a synchronizer clutch assembly is provided to allow one of the drivelines to be disengaged for establishing two-wheel drive operation.

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

Abstract: An integral control system for an engine and an automatic transmission of a vehicle, in which the automatic transmission capable of setting a plurality of running and stop ranges is connected to an engine capable of having output characteristics matching the ranges. A range set in the automatic transmission is detected, and the engine is controlled when a failure of plural ones of the ranges is detected by the range detecting means, in accordance with the ones, as minimizing the engine torque, of the engine output characteristics corresponding to the detected ranges.

Abstract: A method and system for controlling shift in an automatic transmission that can establish a plurality of gear ratios by selectively supplying a hydraulic pressure for a plurality of frictional engaging elements.

Abstract: The invention relates to a continuously variable transmission. The continuously variable transmission according to the invention is designed such that in operating conditions to be defined in more detail the transmission ratio is kept essentially constant, in particular for travelling through bends, on inclines, in case of an emergency stop and during a transmission overspeeding. The constant transmission ratio is obtained while the input r.p.m. of the transmission is changing.

Abstract: A transmission includes a multi-speed geartrain comprised of an input shaft, a mainshaft, and a plurality of constant-mesh gearsets arranged for selectively coupling the mainshaft to the input shaft for driven rotation at various speed ratios. The mainshaft can be selectively coupled to the power transfer arrangement for establishing two alternative power transmission routes. In particular, the range shift mechanism is provided for establishing a high-range power transmission route and a low-range power transmission route from the mainshaft to a quill shaft which, in turn, drives the interaxle differential. The torque delivered by the quill shaft is split by the interaxle differential between the front and rear drivelines to establish the full-time four-wheel high-range and low-range drive modes. Optionally, the torque transfer apparatus can be provided for controlling speed differentiation across the interaxle differential or in place of the interaxle differential for on-demand four-wheel drive operation.

Abstract: A planet gear (9) connected to the input shaft (2a) and a planet carrier (13) connected to the output shaft (18) can be coupled by a clutch (18) operated in clamping by fly weights (29) and a spring (34) to bring about direct engagement. If clamping is insufficient for torque to be transmitted, the crown wheel (8) slows down and is then immobilized by the free wheel (16). The device then acts as a reduction gear, with a piston (44) acting on the housing (2) in the direction which will release the clutch (18) and applying a brake (43) preventing the crown wheel (8) from rotating even in the direction normally permitted by the free wheel (16). Narrow bleed ducts (151, 172) of a chamber (40) associated with a piston (44) and a damping chamber (171) prevent sudden variations in the state of the clutch (18).

Abstract: A locking differential has a fixed drive dog and a movable drive dog. A locking actuator has a plunger drivingly connected to the movable drive dog. The plunger is movable in a first direction to a lock position in which the drive dogs are engaged and in a second, opposite direction to an unlock position in which the drive dogs are disengaged. A piston is connected to the plunger and disposed in a cavity in a housing. Movement of the piston in the second direction is imparted to the plunger when the plunger is in the lock position but the piston is movable independently relative to the plunger in the first direction when the plunger is in the unlock position. A pressurized fluid causes the piston, and thereby the plunger, to move in the second direction. A piston bias member biases the piston in the first direction, and a plunger bias member biases the plunger in the first direction. A related method of locking the differential is also disclosed.

Abstract: A shift control method for an automotive automatic transmission is provided, which reduces a shift shock particularly at the time of a skip down-shift, and shortens a required shifting time period. An electronic control unit of a shift control apparatus releases the engagement of a clutch of a subsidiary transmission mechanism and engages a one-way clutch so as to establish a gear position not used in the normal speed change when a shift command from the fifth shift position to the third shift position is issued, gradually decreasing a valve opening duty ratio of an electromagnetic valve associated with a brake of a main transmission mechanism from an initial value D.sub.HLi before this gear position is established, determines an average turbine rotation speed changing rate dD.sub.TAVE /dt from the detected turbine rotation speed (S203), and learning correction of the initial value D.sub.HLi is made if the changing rate deviates from a target range (S204-S208).

Abstract: An upshift control device for an automatic transmission is provided in which the transmission is shifted up by releasing an oil pressure from a first engaging element that has been engaged while applying an oil pressure to a second engaging element that has been released.

Abstract: An apparatus for controlling the pressure of a hydraulically operated frictional coupling device which is released or engaged to achieve a shifting action of an automatic transmission, by first rapidly reducing or increasing the pressure to a predetermined level, holding the pressure at this level for a predetermined time and then continuously reducing or increasing the pressure to complete the shifting action. A learning compensation device is provided to update, by learning compensation, a selected control parameter influencing a pattern of change of the pressure of the coupling device during the shifting action such that the shifting action is achieved in a predetermined manner.

Abstract: A control system for an internal combustion engine with an automatic transmission having a torque converter, and a lock-up device. When gear shifting of the automatic transmission is carried out, the output torque of the engine is increased so as to reduce a shock caused by the gear shifting. The engaging force of the lock-up device is changed in response to the increase of the output torque.

Abstract: A shift control valve has a valve body in which is rotatably disposed a flow directing plate. Pressurized "drive" fluid is supplied to a control passage in the plate. The control passage communicates with a plurality of radial passages extending therefrom. Circumferential and axial passages communicating with the radial passages selectively direct fluid flow, through the valve body, from the control feed passage to friction device control passages to establish the engagement of friction devices. A plurality of exhaust passages control fluid flow for the disengagement of the friction devices. Supplemental axial feed passages are available to supply fluid pressure for the friction devices during selected ratios other than "drive".

Abstract: A transmission for an auxiliary device arranged for transmitting a driving force of an engine to an auxiliary device has a planetary-gear-type speed increasing mechanism having a first gear driven by the engine through an input shaft, a second gear connected to the auxiliary device and a third gear for locking. It is further provided with a friction clutch for connecting the third gear to a stationary member, a hydraulic actuator for pressing the friction clutch and an oil pump for feeding an oil pressure to the hydraulic actuator. A damper is disposed between the stationary member and the friction clutch.

Abstract: A method and apparatus for cooling of a controller (16) of a transmission of a motor vehicle (6). A motor vehicle (6) has a transmission (2) in which or on which is provided a control mechanism (16, 18) actuated by a control fluid (40). The control electronic system (30, 32, 38) of the controller (16) is compulsorily cooled by a ducted supply of a control fluid (40) to the electronic system (30, 32, 38) or through the control electronic system (30, 32, 38). The control fluid (40) may be driven by a conveyor mechanism through a cooling channel (36) upon which the control electronic system is mounted with optimum heat conductivity.