Abstract: A friction brake system in a vehicle has a spring apply force, a pressure release force and a solenoid release force. The solenoid release force is determined by the electrical dynamic brake capacity available at the vehicle powertrain. Under full braking conditions, when the electric dynamic brake absorption capacity is high, the solenoid release force is high and vice versa. The overall brake force requested is established by an operator input signal. The amount of dynamic braking, the amount of pressure release force and the amount of spring apply force are determined by the requested braking effort from the operator and the amount of dynamic braking that can be absorbed in an energy storage unit associated with the powertrain.

Abstract: A continuously variable transmission control system determines the desired speed ratio for a continuously variable transmission from various input data received from the vehicle and operator. The desired speed ratio is compared with a commanded speed ratio to provide an error signal which establishes a new commanded speed ratio for the continuously variable transmission. The comparing process of desired speed ratio to commanded speed ratio is repeated until the error signal is substantially null. Also, the control provides an adaptive modifier for the actuator of the continuously variable transmission such that a comparison of actual transmission ratio to commanded speed ratio will determine if an adaptive modification is necessary. The control further provides a step control function which is operable when the ratio of the continuously variable transmission is moving toward an underdrive ratio.

Abstract: A simple planetary gearset and four transfer gear pairs are combined to provide five forward speed ratios and two reverse speed ratios in a power transmission. Three selectively engageable clutches controlling three of the transfer gear pairs are engaged in combination with two selectively engageable friction devices controlling the simple planetary gearset to establish four of the forward speed ratios and the two reverse ratios. A fourth selectively engageable clutch, controlling the fourth transfer gear pair establishes a forward ratio numerically central of the aforementioned four forward ratios.

Abstract: A power transmission has a plurality of shift valves each of which has an engaged position and a disengaged position. Each shift valve has a pair of chambers which is selectively pressurized by a latching valve to maintain the shift valves in their respective selected positions. During a ratio change, the latching valve discontinues pressure at the respective shift valve chambers to permit the appropriate shift valve movement.

Abstract: An electro-mechanical powertrain has two motor/generator (m/g) units disposed in concentric coaxial arrangement with a plurality of planetary gearsets and a pair of friction brakes. An input shaft is driven by a prime mover through a selectively engageable clutch. The motor/generator units are controlled in combination with the planetary gearset, the prime mover and an electrical source (batteries) to provide a two-mode, input split powertrain.

Abstract: A power transmission has a parking pawl which is engageable with a toothed member on the transmission output shaft to prevent rotation of the output shaft when the parking pawl is set. The pawl is manipulated by a manual selector shaft and a detent plate. The detent plate is also drivingly connected with a transmission range selector valve through a pin which engages an annular groove in the selector valve. The pin is driven by a cam on the detent plate and is guided in a pair of longitudinal slots formed on the valve body which slidably houses the selector valve.

Abstract: A hybrid drive has an internal combustion engine and a motor/generator (M/G) for supplying and absorbing driving forces either alone or in combination. Two one-way devices are assembled between the engine and the M/G. One of these one-way devices permits the M/G to drive the engine at start-up and is released centrifugally at or above engine idle speed. The other one-way device permits the M/G to overrun the engine if the engine is at idle speed during dynamic braking. This permits all the dynamic braking energy of the M/G to be used in a regenerative fashion when battery charging is necessary.

Abstract: A two-mode, compound-split, electro-mechanical transmission utilizing an input member for receiving power from an engine, and an output member for delivering power from the transmission. First and second motor/generators are operatively connected to an energy storage device through a control for interchanging electrical power among the storage means, the first motor/generator and the second motor/generator. The transmission employs three planetary gear subsets which are coaxially aligned. Each planetary gear arrangement utilizes first and second gear members, and each first and second gear members meshingly engage a plurality of planet gears rotatably mounted on a carrier. The first and second motor/generators are coaxially aligned with each other as well as the three planetary gear subsets which are circumscribed by the first and second motor/generators. At least one of the gear members in the first or second planetary gear subsets is connected to the first motor/generator.

Abstract: A planet carrier assembly has a plurality of pinion gears rotatably mounted in a cage or spider. A stationary washer, having four bearing pads, is disposed adjacent the sidewall of the planet carrier cage. Th& sidewalls are spaced and have aligned openings to accept pinion pins on each of which a pinion gear is rotatably mounted. A rotatable washer, or thrust bearing, is disposed between each pinion gear and respective bearing pads of the stationary washers.

Abstract: A continuously variable transmission control system determines the desired speed ratio for a continuously variable transmission from various input data received from the vehicle and operator. The desired speed ratio is compared with a commanded speed ratio to provide an error signal which establishes a new commanded speed ratio for the continuously variable transmission. The comparing process of desired speed ratio to commanded speed ratio is repeated until the error signal is substantially null. Also, the control provides an adaptive modifier for the actuator of the continuously variable transmission such that a comparison of actual transmission ratio to commanded speed ratio will determine if an adaptive modification is necessary. The control further provides a step control function which is operable when the ratio of the continuously variable transmission is moving toward an underdrive ratio.

Abstract: An automatic transmission (10) comprising a housing (12); a planetary gear train (14) mounted within the housing; an input drive shaft (16) connectable to main drive means (38) to provide input drive to the planetary gear train; an output drive shaft (18) from the planetary gear train; and an auxiliary drive means (E) for providing a variable auxiliary drive input (34) to the planetary gear train; wherein the planetary gear train includes a first planetary gear set (40) and a second planetary gear set (42); the first planetary gear set including a sun gear (44) having a drive input (26) connectable to the input drive shaft and a reaction input (28) connectable to the housing, a pinion gear (46) interengaging with the sun gear, and a pinion carrier (48) on which the pinion gear is rotatably mounted, the pinion carrier having a drive input (24) connectable to the input drive shaft and a reaction input (30,32) connectable to the housing, and being connected with the auxiliary drive input; the second planetary ge

Abstract: A clutch engagement control has a flow regulating valve to control the engagement timing of the clutch. The regulating valve responds to a flow signal to reduce the fluid flow rate through the valve after the clutch apply piston has taken up the clutch free running clearance. The regulating valve has a control area communicating with a venturi between the regulating valve and the apply piston such that a flow rate signal is present at the control area.

Abstract: A continuously variable transmission (CVT) of the variable belt (CVU) type provides a variable drive range. A simple planetary gearset disposed between a power source and the CVU provides a forward direct ratio and a reverse underdrive ratio. The CVT is controlled at a lower overall ratio determined by the diameter of the input sheave being controlled during the forward drive condition at a dimension M. During the reverse drive condition, the diameter of the input sheave is maintained at a larger diameter (M*R) where R is the reverse underdrive ratio of the planetary.

Abstract: A friction brake assembly has a plurality of first plates having external teeth engaged in spline teeth formed in a housing, second plates having internal teeth engaged in spline teeth on a transmission component, and a backing plate disposed in an annular groove in the first housing. The backing plate has a toothed outer periphery which is alignable with the spline teeth of the housing. The teeth on the backing plate and the housing spline teeth have alignable apertures or bores formed therein and adapted to receive at least one pin member which restrains relative rotation between the housing and the backing plate. The pin has a finger portion which engages in a second aperture in the housing to inhibit unintentional removal of the pin.

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 powertrain has a planetary transmission with two simple planetary gearsets interconnected between an input shaft and an output shaft. The planetary gearsets are controlled to establish five forward speed and torque ratios and one reverse speed and torque ratio by selective engagement of three clutches and two brakes.

Abstract: A five speed power transmission has a planetary gear arrangement comprised of three simple planetary gearsets and a plurality of clutches and brakes. The planetary gear arrangement is controlled to establish five forward gear ratios and a reverse gear ratio between the input and output shaft. One of the planetary gearsets is controlled to establish a reaction point or node for the fifth forward gear ratio.

Abstract: A traveling chain mechanism has spaced sprockets with an endless chain trained around them. A traveling chain is transferable between the sprockets radially inward of the endless chain. The speed ratio between the sprockets is dependent upon which sprocket has the traveling chain connected thereto. By transferring the traveling chain between the sprockets, the speed ratio is changed. A derailer mechanism initiates the transfer of the traveling chain from one sprocket to the other. The derailer mechanism incorporates a pair of axially spaced derailer arms that are axially movable into the path of a long pin on a lead link of the traveling chain. The long pin engages the arms to cause pivoting thereof thereby aligning a ramp thereon with the shorter pins on each link. The derailer arms guide the traveling chain to a guide track for transportation by the endless chain to the other sprocket.

Abstract: A torque transmitter has a plurality of friction plates alternately splined at the inner and outer peripheries. The plates are urged into frictional engagement by a piston and a lever spring to accommodate torque transmission between the splined components drivingly connected with the splined peripheries. The friction plates are disposed in radial alignment with the piston and the lever spring reacts against one of the friction plates. A fulcrum for the lever spring is disposed on one of the splined components.

Abstract: A manual shift tower has a selector lever pivotally mounted for manipulation by an operator along a path to a plurality of forward drive ratio positions and a reverse ratio position. The tower has a solenoid control bellcrank which is operable to position a pin in the path of the lever to permit removal of the shift lever from the reverse ratio position when the solenoid is in a first position. The bellcrank of the solenoid is also drivingly connected with an ignition cable which is operable to position a stop member for preventing removal of the ignition key until the shift lever is in the reverse ratio position and the ignition is turned to "Off".