Abstract: A powertrain includes a power transmission having an input shaft continuously connected directly between an engine and a planetary gear member of a first planetary gearset. Another member of the planetary gearset is selectively grounded by a torque transmitting mechanism to establish a reaction member during the launch of a vehicle incorporating the powertrain. The reaction member is established during both the lowest forward drive ratio and the reverse drive ratio. A third member of the planetary gearset transmits the torque from the input shaft, as modified by the planetary gearset, to other planetary gearsets in down stream power flow arrangement with the first planetary gearset.

Abstract: A powertrain includes a power transmission having an input shaft continuously connected directly between an engine and a planetary gear member of a first planetary gearset. Another member of the planetary gearset is selectively grounded by a torque transmitting mechanism to establish a reaction member during the launch of a vehicle incorporating the powertrain. The reaction member is established during both the lowest forward drive ratio and the reverse drive ratio. A third member of the planetary gearset transmits the torque from the input shaft, as modified by the planetary gearset, to other planetary gearsets in down stream power flow arrangement with the first planetary gearset.

Abstract: A family of transmission assemblies is provided that includes both manual and automatic shifting versions. The family utilizes a casing assembly having an interchangeable central housing portion that will receive either a manual or an automatic transmission mechanism. Both the automatic and the manual transmissions utilize an input shaft member, an output shaft member, a countershaft member and a reverse/idler shaft member that are oriented along parallel operating axes and that are disposed in a geometric array which is common to both the automatic and the manual versions. The casing assembly has a central housing portion that has at least a front and rear opening, and a series of supporting axes--one for each of the operating axes defined by the shaft members that are common to both the automatic and the manual versions. The supporting axes are disposed in a geometric array that is congruent to the geometric array of said operating axes.

Abstract: A countershaft transmission and control has an input shaft, two countershafts and an output differential. Each countershaft has a fluid operated clutch connected therewith to selectively connect the respective countershaft with the output differential through reduction gearing. A plurality of drive and driven gear members are connected in meshing relation between the input shaft and the countershafts. Individually operable synchronizers are disposed on the countershafts to selectively engage the driven gears with the countershaft to establish gear ratios between the input shaft and the output differential. The synchronizers are operated by a control mechanism comprised of drive keys for selectively connecting synchronizer forks with a longitudinally movable shaft member. The control mechanism is also operable to provide a positive displacement pump assembly operated by the shaft member to deliver pressurized fluid to the clutch member for enforcing engagement thereof.

Abstract: A torque converter has a turbine and a pump with elastomeric linings on its core and shell surfaces proximate to the blades. The elastomeric linings are deformed where the blades engage the core and shell surfaces. This localized deformation effects a seal between the blades and the core and shell surfaces. This seal eliminates leakage between the blades and the cores and the shells, thereby increasing torque converter efficiency.

Abstract: A method of assembling a motor vehicle differential of the type including a cup-shaped carrier having an open end, differential pinions and side gears in the carrier, and a unitary plastic separator defining thrust bearings between the carrier and the differential pinions and side gears. A pair of inner bosses are formed on the carrier, each having a spherical bearing seat. A module, consisting of the differential pinions and the side gears in operative relationship within the plastic separator, is preassembled remote from the carrier. The module is advanced into the carrier through the open end of the latter with the differential pinions angularly indexed relative to the bosses for clearance. When the center of the module coincides with a geometric center of the carrier, the module is rotated relative to the carrier to align the differential pinions with the spherical bearing seats.

Abstract: A thrust washer pilots on an end of a planet gear. The piloting relationship is established by an outside diameter surface of the washer and an inside diameter surface of the planet gear. Piloting of the thrust washer on an outside diameter surface of the washer permits the provision of a radial gap between the thrust washer and a shaft on which the gear rotates, facilitating lubricant flow past the washer in an axial direction along the shaft, as well as facilitating assemble of the planet gear and thrust washer to a planet gear carrier.

Abstract: A dual flywheel structure has a primary flywheel driven by an engine and a secondary flywheel, selectively driven by the transmission input shaft, the secondary flywheel is disconnected from rotation with the transmission input shaft when the transmission input clutch, between the engine and transmission, is disengaged.

Abstract: An anti-lash gear mechanism is provided to reduce the noise in a gearing system. The anti-lash mechanism has a gear member disposed for rotation axially adjacent one of the power transmitting gears in a gearing system. The anti-lash gear has one more tooth on the periphery than the power transmitting gear and the anti-lash gear is disposed in frictional engagement with the power transmitting gear. When another power transmitting gear meshes with this combination of gears, the anti-lash gear remains in mesh with the drive gear until the next successive gear tooth on the driven gear is engaged. The frictional contact prevents the drive gear from accelerating to engage the drive gear from the driven side. This gear mesh causes the anti-lash gear to rotate relative to the power transmitting gear until complete meshing of the two power transmitting gears is attained.