Abstract: A hydraulic control apparatus for an automatic transmission of a motor vehicle, which has a plurality of gear positions that are selectively established by selective operation of hydraulically operated frictional coupling devices. The apparatus includes a pressure regulating device which receives a hydraulic pressure generated by a pressure source and generates a line pressure to be applied to the coupling devices. The pressure regulating device regulates the line pressure on the basis of the detected throttle opening angle of the engine when the vehicle is running in a transient state, and on the basis of the detected intake air quantity of the engine when the vehicle is running in a steady state.

Abstract: An apparatus for controlling the engine brake of a motor vehicle, adapted to control the intake air quantity of the engine so as to maintain the actual vehicle speed at a desired speed. The apparatus includes a device for avoiding acceleration of the vehicle during running on a downhill with the accelerator pedal released, and a device to permit deceleration of the vehicle during the subsequent running on an uphill road. The apparatus may include a device for increasing the engine brake force when the brake pedal is depressed, by fully closing the throttle valve and/or shifting down the transmission, to assure sufficient engine braking effect upon depression of the brake pedal on a downhill. The apparatus may include a device for updating the desired vehicle speed when the actual speed is lowered by depression of the brake pedal, to prevent acceleration of the vehicle after the brake pedal is released at the end of a downhill.

Abstract: A speed changing gear device for an automatic transmission, comprising a main gear assembly for providing a plurality of operating positions, and an auxiliary gear assembly for providing a direct drive position and a speed changing drive position. The main gear assembly includes a single-pinion type first planetary gear unit having a first sun gear, a first planetary gear, a first ring gear and a first carrier, and a single-pinion type second planetary gear unit having a second sun gear, a second planetary gear, a second ring gear and a second carrier. The auxiliary gear assembly includes a third planetary gear unit having a third sun gear, at least one third planetary gear, a third ring gear and a third carrier. The first carrier and second ring gear are fixed to each other, or selectively connected to each other by a first clutch. The first and second sun gears, and the first sun gear and second carrier are selectively connected to each other by a second and a third clutch, respectively.

Abstract: A speed changing gear device for an automatic transmission, comprising a main gear assembly for providing a plurality of operating positions, and an axiliary gear assembly for providing a direct drive position and a speed changing drive position. The main gear assembly includes a single-pinion type first planetary gear unit having a first sun gear, a first planetary gear, a first ring gear and a first carrier, and a single-pinion type second planetary gear unit having a second sun gear, a second planetary gear, a second ring gear and a second carrier. The auxiliary gear assembly includes a third planetary gear unit having a third sun gear, at least one third planetary gear, a third ring gear and a third carrier. The first carrier and second ring gear are fixed to each other, or selectively connected to each other by a first clutch. The first and second sun gears, and the first sun gear and second carrier are selectively connected to each other by a second and a third clutch, respectively.

Abstract: A planetary gear device having a first and a second single-pinion planetary gear unit and a third double-pinion planetary gear unit, which are coaxially disposed so as to provide different speed reduction ratios. The three gear units have respective first, second and third sun gears, respective first, second and third ring gears, and respective first, second and third carriers rotatably supporting planetary pinions. The first and second sun gears are fixed together or selectively connectable to each other, and the first carrier, second ring gear and third carrier are fixed together or selectively connectable to each other. Further, the second carrier and the third sun gear are fixed together or selectively connectable to each other. The present arrangement allows shifting operations of the gear device, without concurrent disengagement and engagement of different clutches.

Abstract: A variable-displacement vane-pump has a rotor which is rotatably supported by a pump housing in coaxial relationship therewith, and a cam ring interposed between the rotor and the pump housing in eccentric relationship with the pump housing. The rotor has radially outwardly slidable vanes on its outer peripheral surface in contact with an inner surface of the cam ring. Two side plates are disposed on both sides of the vanes, thereby defining pump chambers between every adjacent vanes. An arc-shaped intake port and an arc-shaped exhaust port are formed in one of two side plates, and respectively open into the pump chambers along one side face of the cam ring. In the other side face of the cam ring, a groove is formed except for the region corresponding to the exhaust port, and a partially cut off annular friction ring is disposed within the groove while urged by a seal ring into close contact with the other side plate.

Abstract: A gear train for changing the rotational speed of an input shaft to transmit the resultant rotation to an output shaft consists of single pinion type first and second planetary gear sets and a double pinion type third planetary gear set.

Abstract: An automatic transmission including gear trains, which are constructed of at least three planetary gear sets each having three rotating members. A first clutch is arranged closer to an input shaft than the first planetary gear set for connecting any one of the rotating members of the first planetary gear set arranged adjacent to the input shaft. A second clutch is also arranged closer to the input shaft than the first planetary gear set for connecting another of the rotating members of the first planetary gear set and the input shaft. A third clutch is interposed between the first planetary gear set and the second planetary gear set for connecting any one of the rotating members of the second planetary gear set arranged at the opposite side to the input shaft across the first planetary gear set and the any one or the another of the rotating members of either one of the first clutch and the second clutch or the first planetary gear set.

Abstract: Herein disclosed is a brake system for use with an automatic transmission for braking a rotatable member such as a brake drum, which is accommodated in a casing and connected to the sun gear or the like of a planetary gear mechanism, by bringing a brake band having two ends into contact with the outer circumference with the rotatable member.

Abstract: A control apparatus for a vehicle for a continuously variable transmission (CVT) whose speed ratio is continuously variable, the apparatus including a mode selector responsive to a currently required output of an engine, for selecing one of a continuously variable speed mode in which the speed ratio of the CVT is continuously changed, and a stepping shift mode in which the speed ratio is changed in a plurality of steps. The apparatus further includes a first control device operable in the continuously variable speed mode, for continuously changing the speed ratio of the continuously variable transmission so as to operate the engine with minimum fuel consumption, and a second control device operable in the stepping shift mode, for selecting one of a plurality of speed-ratio positions corresponding to the above-indicated plurality of steps, and for maintaining the selected speed-ratio position, based on the detected currently required output of the engine and the detected running speed of the vehicle.

Abstract: This invention relates to a continuously variable transmission which increases the range of potential transmission ratios and thereby decreases the fuel consumption rate, and which is compact in size and thereby increases space in a passenger compartment. The continuously variable transmission has low and high gear trains and a reverse gear train. Each of the low and high gear trains has a pair of meshed gears and a one-way clutch which controls the direction of transmitting the generated torque. The high gear train further has a clutch which engages at a medium or high vehicle speed and disengages at a low vehicle speed. A jaw clutch is slidably mounted on an output shaft and is located in either a first position or a second position. The jaw clutch forms the low gear train when the jaw clutch is in the first position, and the reverse gear train when the jaw clutch is located on the second position.

Abstract: A torque transmitting belt spanned between an input and output pulleys including a circumferential groove of a V-shaped cross-section to transmit a torque between the pulleys. The torque transmitting belt is employed in a continuously variable transmission which adjusts the size of V-shaped groove(s) in one or both of the pulleys as a result of the variation of the pressure which forces the belt into groove(s). The torque transmitting belt has an endless carrier spanned between the pulleys and a plurality of torque transmitting blocks which are mounted by the endless carrier so that the blocks may be longitudinally shiftable along the endless carrier. The endless carrier includes a plurality of hoops which are superimposed each other. The endless carrier extends through a groove of the torque transmitting blocks, which has an opening adjacent the inner surface of the pulley. The hoops is designed to have different circumferential length according to its positions within the groove.