Abstract: A shifting control method for hybrid vehicles may include shifting request determining, by a controller, of determining whether power off down shifting to a lowest stage is requested, clutch releasing, by the controller, of controlling a release clutch to be released, when it is determined that a gradient of a road exceeds a reference value and a vehicle speed exceeds a reference vehicle speed when the shifting is requested as the shifting request determination result, synchronizing, by the controller, of controlling a motor speed to be synchronized with an applying input shaft speed, and clutch engaging, by the controller, of controlling an applying clutch to be engaged.

Abstract: A control device for an automatic transmission having a hydraulic power transmission with a lock-up clutch includes a device for setting a predetermined pressure that is less than a pressure at which a target value convergence control is started. The predetermined pressure is set as the hydraulic pressure applied to the lock-up clutch by a predetermined pressure setting device for a predetermined time. The predetermined time is a time from a satisfaction of conditions for the slip control start until an input rotation speed is stabilized, as set by a time setting device.

Abstract: A start control system for a vehicle comprising: an electric motor brought into a starting state when an ignition key is operated to a starting position; an automatic transmission; and a shift unit having running ranges including drive, second speed, first speed and reverse ranges, and non-running ranges including parking and neutral ranges. Further comprised is a mechanism for allowing the shift unit to change the parking range to the drive range when the ignition key is operated to the starting position.

Abstract: A power transfer apparatus is provided with a rack/pinion type electric shift actuator for changing a traveling mode of a vehicle between high speed mode and low speed mode, and among full-time 4WD mode, 2WD mode, high direct-coupling 4WD mode and low direct-coupling mode. The apparatus further has a hydraulic multiple disc clutch for restricting a differential motion of a center differential gear when the traveling mode is in full-time 4WD mode and the traveling mode is changed over, and a hydraulic pump connected to a counter shaft, for supplying hydraulic pressure to the hydraulic multiple disc clutch.

Abstract: A gear train for 6-speed automatic transmissions used in vehicles includes a compound planetary gear set, realized through combining first and second planetary gear sets in a radial direction, the second simple planetary gear set being enclosed by a ring gear of the first simple planetary gear set, the ring gear able to act as a sun gear for the second simple planetary gear set, and having five operational elements. A clutch assembly is mounted between at least three of the five operational elements of the compound planetary gear set and an input shaft, and operates to select the operational elements to be input elements. A brake assembly is mounted between at least three of the five operational elements of the compound planetary gear set and a transmission housing, and operates to select the operational elements to be reaction elements.

Abstract: A transmission apparatus comprising a wave actuator having a wave-actuating disk mounted on an eccentric body through a rolling bearing; an oscillatory roller gear having Zh number of oscillatory rollers assembled in Zh radial slots of an oscillatory roller carrier, and a stationary gear with Zg number of inner teeth, where Zg=Zh.+-.1. The wave actuator pushes the oscillatory rollers to move radially. The oscillatory rollers roll along the inner surface of the stationary gear, driving the oscillatory roller carrier to rotate, thereby transmitting movement and power. Any one of the three components: the wave actuator, the oscillatory roller gear, and the stationary gear, can be chosen as a fixed component; the other two then form a speed-reducing or a speed-increasing transmission. When none of the components are fixed, they form a two-in/one-out differential transmission.

Abstract: The actuating arrangement includes a torque transmitting system that includes a first device for initiating, discontinuing or regulating the transmission of torque. A transmission includes a second device for initiating a gear shifting operation within one of a plurality of gear shifting paths. The transmission further includes a third device for initiating the gear ratio selecting operation among the gear shifting paths. An electronic control unit is operatively connected to at least one actor. The at least one actor activates in a predetermined manner, one of the first device, second device and third device for the initiation of the transmission of torque, gear shifting or gear ratio selecting operation.

Abstract: There are prevented shocks that will occur when a switchover speed changing is made to transfer from one speed changing, in the midst of that speed changing, to another speed changing when the input and output speed ratio "Gratio", which serves a control parameter, is not accurately detected. For that purpose, there is used a flag FGFAIL for setting "1" when the input and output speed ratio "Gratio", at the time of non-speed changing, does not lie within a predetermined range based on the gear ratio of the speed stage that is being established at that time. A switchover speed changing in which switching to another speed changing is made during a speed changing is prohibited when FGFAIL=1.

Abstract: A system for controlling internal combustion engine performance in accordance with driver behavior includes a vehicle control computer operable to receive a plurality of vehicle operating parameter signals and control engine fueling based thereon. In accordance with an operational status, or an operational state determined over a predefined time interval, of one or more of the vehicle operating parameter signals, the system is operable to control available engine performance. Both the operational status and operational state of the various vehicle operating parameters are the result of the manner in which the driver operates the vehicle. The control system of the present invention is thus operable to reward/penalize driver performance by correspondingly adding/subtracting available engine performance in the form of available engine output power and/or available vehicle speed.

Abstract: In a transmission inertia brake a ball ramp mechanism is used to load a clutch pack to slow a rotating transmission shaft where the clutch pack is carried on a one piece drive assembly having a gear section for meshing with a transmission gear, an extension section for engaging a thrust plate in an isolator assembly, a clutch section for engaging plurality of driven clutch plates in the clutch pack and a bearing section for rotational support within a brake housing. An armature having an angled peripheral surface engages a mating friction surface formed in an end plate to form a core clutch, the armature being magnetically pulled upon energization of an electrical coil energized by a power signal from a control unit supplied through a sealed electrical connector thereby introducing a frictional braking force on the armature to activate the ball ramp mechanism. The armature is nonrotatably connected to the control ring of the ball ramp mechanism through at least one connecting pin.

Abstract: An engine controller provides for automatic starting of an internal combustion engine and engagement of a clutch to bring a driven load into motion. Automatic stopping and clutch disengagement is also provided. The engine controller is equipped with an operator interface which can be used by an operator to issue instructions to the controller. This operator interface can be implemented as a local keyboard display or as a remote communications link. The operator interface is also able to communicate changes in engine operating parameters so that starting performance can be improved and the engine can easily be adapted to different conditions and applications.

Abstract: A compound type planetary gear set lacking ring gears has been applied to a differential limiting apparatus for distributing driving force between left and right wheels of a vehicle. The driving force conveyed from an engine is inputted to a first sun gear through a differential case and dividedly transmitted to a second sun gear through first and second pinions composed of helical gears and to a carrier supporting the first and second pinions, respectively. The driving force conveyed to the second sun gear is transmitted to a left drive axle and the driving force conveyed to the carrier is transmitted to a right drive axle. When slipping occurs in the left or right wheels, the first and second pinions rotate around the first and second sun gears. The helix angles of the first and second pinions produce thrust forces which generate a differential limiting torque between the left and right drive axles.

Abstract: The invention is a planocentric hypocycloidal gear assembly which eliminates drive pin sleeves and all bearings, and provides for drive pins which drive the pinions directly and provides for an aperture in an output cover plate for direct contact with an eccentric input shaft designed for inputs of between one-third and five horsepower.

Abstract: A differential case is provided including at least one assembly window formed therein for providing access to a chamber interior of the differential case. The assembly window in the differential case is defined by a pair of opposed circular edge portions of the differential case interconnected by a pair of opposed elongated edge portions of the differential case. The pair of opposed elongated edge portions have a dimension therebetween slightly larger than an outside diameter of a pair of side gears so as to allow angulated entry of the side gears into the chamber and subsequent alignment relative to a longitudinal axis. The pair of opposed circular edge portions include a radius slightly larger than a radius of a pair of pinion gears to allow entry of the pinion gears into the chamber and subsequent alignment relative to another longitudinal axis.

Abstract: A control system for an automatic transmission, in which a first frictional engagement element and a second frictional engagement element are released according to a shift from a running range to a non-running range. The shift from the running range to the non-running range is detected, and the reduction in the oil pressure of the second frictional engagement element is controlled on the basis of the reduction in the oil pressure of the first frictional engagement element when the shift from the running range to the non-running range is detected.

Abstract: A braking device for a power working machine, which is capable of immediately stopping the movement of the working portion when an internal combustion engine is shifted to an idling state, includes a transmission shaft, a brake drum fixed to the transmission shaft, and a brake band wound around the brake drum. The brake band is formed of a leaf spring material band, which is biased to shrink the diameter thereof, one end of which is pivotally supported on a supporting pin, and the other end of which is formed into a bent free end.

Abstract: Manual speed changing is performed in a shorter time without giving rise to shocks. For that purpose, at the time of manual speed changing, a hydraulic pressure QUPON of a hydraulic engaging element on the engaging side is corrected by boosting. A correction value QUPONX before starting of an inertia phase and a correction value QUPONY after starting of the inertia phase are separately set. By making QUPONX>QUPONY, the time required for manual speed changing as well as the shocks at the time of speed changing are reduced.

Abstract: For motor vehicles equipped with overdrive-equipped transmissions normally biased in one of the overdrive or non-overdrive modes of operation, a method for automatically biasing the transmission to the alternate mode of operation, and apparatus to practice the method. Normally used to bias transmissions from the overdrive to the non-overdrive mode of operation, the apparatus and method taught herein are particularly well-suited for operation in conjunction with automatic transmissions, and are actuated uniquely with each ignition run cycle. Alternatively, the method and apparatus may, with equal facility, incorporate other vehicle operations and conditions to actuate its overdrive biasing function.

Abstract: A geartrain for a five-speed automatic transmission includes a first compound planetary gear unit comprising first and second simple planetary gearsets having first, second and third operating elements, the first operating element acting as an input element and a second compound planetary gear unit comprising 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, and the eighth operating element is fixedly connected to the third 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 at least one of the operating elements of the first and second planetary gear units to a transmission housing are provided.

Abstract: A powertrain for a five-speed automatic transmission includes a first planetary gear unit comprising a first simple planetary gearset having first, second and third operating elements, a second planetary gear unit comprising second, third and fourth simple planetary gearsets having fourth, fifth, sixth, seventh, and eighth operating elements, clutches for selectively connecting the first and second operating elements to the fifth and sixth operating elements, respectively, and brakes for selectively connecting the second and eighth operating elements to a transmission housing so that the second and eighth operating elements can selectively operate as reacting elements. The seventh operating element is connected to the third operating element of the first planetary gear unit, and the fifth and sixth operating elements are connected to the first and second operating elements, respectively.