Abstract: A compound planetary gear arrangement for a transfer case includes a ring gear in driving engagement with an output shaft. A sun gear and carrier are selectively alternatively connectable with a transmission housing (ground) through a clutch or selectively connectable with an input through a clutch. This compound planetary gear arrangement provides one direct and two underdrive ratios between the input and the output of the transfer case.

Abstract: A simple planetary gear arrangement is provided for a transfer case. The transfer case includes a carrier connected to the transfer case input. The ring gear is connected with a rear axle. The sun gear is connectable with a front axle through a clutching arrangement including a one-way clutch and a dog clutch in parallel. The one-way clutch and the dog clutch are independently engageable. The sun gear is selectively groundable through a friction clutch. Accordingly, the simple planetary gear set functions as a gear ratio producing device when the friction clutch is engaged, and as a center differential when the dog clutch or one-way clutch is engaged.

Abstract: A multi-speed planetary transmission having mechanical clutches and two simple planetary gearsets. The mechanical clutches are operated between the transmission input shaft and output shaft to control powerpaths through the planetary gearsets in a manner to establish ten forward speed ratios and one reverse speed ratio. One of said mechanical clutches being operable to selectively interconnect two members of one of the planetary gearsets to another of said mechanical clutches both independently and simultaneously.

Abstract: A planetary gear arrangement for a multi-speed power transmission has a carrier assembly with a plurality of pinion gear sets wherein each set has one long pinion and three short pinions. The long pinion meshes with two short pinions and a ring gear. The third short pinion meshes with a sun gear and one of the short pinions. The other two short pinions mesh with a ring gear and a sun gear, respectively. The carrier and both sun gears are connected with selectively operable rotating torque transmitters and the carrier, one sun gear and one ring gear are connected with selectively operable stationary torque transmitters while the other ring gear defines an output member for the planetary gear arrangement.

Abstract: A multi-speed power transmission has a fluid operated torque transmitting device, such as a clutch, which is selectively engaged during two forward ranges. A hydraulic control is provided to enforce operation of the clutch in a manner consistent with a one-way shifting device.

Abstract: A single wrap brake band mechanism has a hydraulic piston apply structure and an anchor support structure which permit one end of the band to be the apply end and the other end of the band to be the anchor end and vice versa.

Abstract: A multi-speed transmission has a hydraulic control system for establishing a plurality of forward drive ratios and a reverse drive ratio. Each drive ratio is established by the engagement of a fluid operated friction device, such as a clutch or brake. The engagement timing of each friction device is controlled in part by an accumulator. Each accumulator is disposed to accommodate friction devices, such that five forward speed and one reverse speeds require only a maximum of three accumulators.

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 and viscous clutch has a viscous fluid chamber and a hydraulic fluid chamber. The fluid chambers are sealingly separated and physically interconnected by a piston interface. The piston interface is responsive to the thermal expansion in the viscous fluid chamber to permit expansion thereof. The piston is also responsive to increased pressure in the hydraulic fluid chamber to correspondingly increase the pressure in the viscous fluid chamber.

Abstract: A torque converter clutch has a selectively engageable friction torque transmitting portion and a viscous torque transmitting portion. The friction and viscous portions are serially arranged between a clutch input and a clutch output. Apply pressure enforcing engagement at the friction clutch portion will result in an increase in the torque capacity of the viscous portion when the apply pressure increases. A structural arrangement is provided to increase the apply force of friction portion when the fluid pressure in the viscous portion is increased.

Abstract: A fluid operated friction clutch has a power piston which is selectively pressurized to urge a presser plate into abutment with a clutch disc pack to enforce frictional engagement thereof. The presser plate has an inner annular surface which is axially aligned with an adjuster sleeve which frictionally engages a clutch hub. The adjuster sleeve has a plurality of fingers or tangs which engage the presser plate to enforce relative movement between the sleeve and the hub until full engagement of the clutch pack is attained. The sleeve also has a lip or tang which limits the retraction of the presser plate from the clutch engaged position thereby establishing the free-running clearance of the clutch pack.

Abstract: The present invention is directed to a self-adjusting servo mechanism (10). The servo pin (30) presented from the servo mechanism (10) will protract sufficiently to effect operative engagement of a friction band assembly (13) with a rotating member (18) in a planetary gear set--even though the required axial displacement of the servo pin (30) during such protraction may exceed the axial displacement through which the servo pin (30) was previously retracted. The servo mechanism (10) is incorporated in a housing (20). The housing (20) presents a socket cavity (24) within which an actuating piston (33) is received for axial displacement.

Abstract: The present invention is directed to a self-adjusting servo mechanism (10). That is, the servo pin (30) presented from the servo mechanism (10) will protract sufficiently to effect operative engagement of a friction band assembly (13) with a rotating member (18) in a planetary gear set--even though the required axial displacement of the servo pin (30) during such protraction may exceed the axial displacement available to the actuating piston (33). The servo mechanism (10) is incorporated in a housing (20). The housing (20) presents a socket cavity (24) within which an actuating piston (33) is received for axial displacement through a predetermined distance. The servo pin (30) is supported by the housing (20) for axial reciprocation, and a coupling means (35) is interposed between the servo pin (30) and the actuating piston (33) operatively to protract the servo pin (30) in response to displacement of the actuating piston (33).

Abstract: A fluid operated clutch has a fluid apply chamber which is selectively pressurized to control clutch engagement. A pressure control valve and a directional sensitive feed mechanism cooperate to establish separate apply pressure functions for the clutch dependent upon the direction of torque transmission. The control valve is effective to prevent the chamber from being pressurized during a predetermined range of system pressure.

Abstract: A motor vehicle combustion engine has an exhaust gas recirculation system in which the flow of recirculated exhaust gas is controlled through an orifice having exhaust back pressure on one side and a control pressure on the other as determined by an EGR valve. A pressure transducer compares the control pressure with a reference pressure provided in part by an electromagnetic force to provide an operating pressure for positioning the EGR valve to obtain a control pressure equal to the reference pressure. At engine idle, the EGR valve is closed and the control pressure is equal to the exhaust back pressure. When this condition exists, the electromagnetic force is varied until the reference pressure is substantially equal to the control pressure, the magnitude of the electromagnetic force being a measure of the control pressure at idle and which comprises a calibration value that is stored for use as a reference for controlling exhaust back pressure during other engine operating conditions.

Abstract: A valve is positioned by a control diaphragm which senses manifold pressure in an automotive engine and by an opposing biasing spring to create a control pressure, and a servo diaphragm positions the throttle in response to variations in the control pressure to thereby maintain the manifold pressure at a value determined by the spring bias. The vehicle operator positions the accelerator pedal to vary the spring bias and thus determine the value at which the manifold pressure is maintained.

Abstract: A switching member simultaneously establishes a reference pressure and selects the pressure in one of two zones of a recirculation passage to create a control pressure, and a transducer regulates an operating pressure which positions a control valve to provide exhaust gas recirculation at rates which establish the pressures in the zones necessary to maintain the control pressure equal to the reference pressure. Exhaust gas recirculation thus varies with engine exhaust backpressure and accordingly is a proportion of induction air flow with the proportion being ruled by the switching member.

Abstract: A transducer regulates an operating pressure which positions an exhaust gas recirculation control valve pintle to provide exhaust gas recirculation at rates which maintain the pressure in the recirculation passage upstream of the valve pintle equal to a reference pressure; exhaust gas recirculation thus varies with engine exhaust backpressure and accordingly is substantially proportional to induction air flow. The transducer has a pair of current carrying coils which create a bias affecting the reference pressure; the current is adjusted for selected operating conditions to change the reference pressure and thereby change the proportion of exhaust gas recirculation to induction air flow.

Abstract: A control valve for the exhaust emission control system of the engine for an automotive vehicle controls secondary air flow between a region ahead of a reducing converter and a region intermediate the reducing converter and an oxidizing converter of the system, the amount of air introduced being proportional to engine exhaust flow. The air flow control valve, adapted to be connected to a source of secondary air, includes a first fixed area orifice to control air flow to the region ahead of the reducing converter, a second fixed area orifice and a first diaphragm controlled variable area orifice to control air flow to the region intermediate the reducing converter and the oxidizing converter, a second diaphragm controlled variable area orifice being used to control bypass air flow to the atmosphere.