Abstract: In automobiles incorporating a console-mounted shift lever assembly for an automatic transmission control, a range indicator assembly is attached to the shift lever assembly to form a subassembly. This subassembly is secured in the automobile by attaching the shift lever to the vehicle floor pan, inserting a console housing over the shift lever assembly and clipping the range indicator assembly to the console. The range indicator assembly has an indicator extension or post that mates with a shifter alignment feature or bracket on the base of the shift lever assembly. This mating establishes the fore/aft location of the range indicator assembly relative to the shift lever assembly. The clips cooperate with the console to determine vertical and transverse locations of the range indicator assembly. A trim plate is placed over the opening in the console and secured to the console by clip members. This effectively closes the opening around the range indicator assembly and the shift lever assembly.

Abstract: A shift control mechanism has a shift tower including a mounting bracket on which a shift lever is mounted to permit fore-aft pivotal movement and transverse pivotal movement. Fore-aft movements provide a ratio selection and transverse movements provide a gate or range selection. An assist plate is pivotally mounted on the bracket to be driven by the shift lever during the fore-aft movement. The assist plate cooperates with the mounting bracket through a spring to provide a force directed to assist in the completion of the shift movement. A detent mechanism is incorporated in the shift tower between the assist plate and the bracket to provide shift feel in feedback to the operator, especially in the neutral condition.

Abstract: A transmission control has a manual selector valve for distributing fluid pressure to various transmission elements. A linear voltage displacement transducer (LVDT) is coupled with the selector valve to provide a variable electrical signal through the range of movement of the selector valve. However, each selector position is described or defined by a discrete or distinct electrical signal from the LVDT. The LVDT electrical signal is directed to a powertrain control module (PCM) which processes the electrical signal to effect proper powertrain control.

Abstract: Power transmission torque transmitting assemblies, such as clutches and brakes, have an axially movable piston which is hydraulically actuated to engage and enforce frictional contact between a plurality of friction discs. Upon piston retraction during disengagement, a stroke adjustment mechanism establishes the retraction distance of the piston and thereby the free-running clearance in the torque transmitter. The stroke adjustment mechanism has a helical gear movable axially with the piston during engagement and disengagement. During engagement, the piston is free to rotate as required by a retainer plate to accommodate fall engagement with the torque transmitting assembly. During disengagement, a one-way assembly prevents rotation of the gear relative to a spring retainer plate and limits axial movement of the piston relative to the retainer plate to establish the disengaged position of the piston and the proper free-running clearance in the torque transmitting assembly.

Abstract: A simple planetary gearset, a compound pinion planetary gearset, two clutches and two brakes are combined to provide four forward speed ratios and a reverse ratio. One of the clutches provides an input connection while the other provides a planetary interconnection. The two brakes are connected with respective first and second members of the simple planetary gearset while the third member of the planetary is continuously driven by a power input. The compound pinion planetary gearset has one member continuously connected with a power output shaft, a second member connected with the input clutch and the interconnecting clutch, and a third member connected with one of the brakable members of the simple planetary gearset.

Abstract: A planetary gear arrangement has one or more planetary gear sets each having a carrier assembly in which a plurality of pinion gears are rotatably mounted on pins supported in a carrier housing. An annular lube dam is attached to the carrier housing and includes a first and second annular sidewall portions extending radially inward and joined by an axial wall portion. The radially innermost sidewall portion directs lubrication fluid to the support pins for delivery to the pinion gears. The axial wall engages notched portions on the pins to ensure the angular orientation of the lube passages formed in the pins. The outermost annular wall portion provides a thrust washer bearing surface between the carrier assembly and an adjacent transmission component to support relative rotation therebetween.

Abstract: A hydraulic control has a valve body assembly in which a plurality of control valves are contained. The valve body has separate structures which are secured together by fasteners. Separator plates are positioned between the structure levels to establish flow passages and sealing elements between fluid passages in the separate structures. The separator plate has two conical valve seats formed therein which cooperate with two pintle valves to control the flow of hydraulic fluid to and from a ratio controller within a power transmissions.

Abstract: A multi-speed power transmission has five forward speeds and one reverse speed. The forward speeds consist of three underdrives, a direct drive and one overdrive. These speed ratios are produced with a simple planetary gearset, a compound planetary gearset, three input clutches, a combining clutch, a one-way clutch and two brake assemblies. Each of the brake assemblies incorporates a friction brake and a one-way brake. The combining clutch is disengaged in the low forward and reverse ratios and is engaged to connect the ring gears of the compound set with the carrier of the simple set. The one-way clutch is disposed between the ring gears of both sets to transmit rotation therebetween in an active capacity in the low forward ratio and no load capacity in the reverse ratio. In the second through fifth forward speeds, the one-way clutch permits relative rotation between the ring gears. The ring gear of the simple planetary gearset is continuously connected with the output shaft.

Abstract: A thrust has a pair of axially extending positioning and retaining members which align with respective recesses formed in a transmission housing component in which the thrust washer is to be retained. The retaining member has a resilient portion which is deformable to accommodate interference fit with the respective recess thereby retaining the washer in situ. The positioning member provides a locating element and prevents rotational displacement of the washer during assembly of the housing to the transmission.

Abstract: A drive belt is disposed to transmit power between a pair of sheaves. The sheaves each have an axially adjustable member to vary the transmission ratio between the sheaves. The drive belt has a plurality of block members retained in endless fashion by a pivotal link chain mechanism. The blocks are loaded in compression during a portion of the travel between the sheaves and the chain is loaded in tension during another portion of the travel between the sheaves. The blocks transmit power when loaded in compression and the chain transmits power when loaded in tension. The drive belt therefore transmits power during both portions of travel between the sheaves. A lubrication and cooling liquid is supplied to one sheave at a location near the contact point of the drive belt.

Abstract: A power transmission has a pair of meshing gear input power paths and a planetary gearset output power path. The meshing gear input power path includes two pair of ratio gears and two pair of transfer gears. The power flow through the meshing gear input power path is drivingly connectible with two members of the planetary gearset. One power path from the input meshing gear is directed to the sun gear through a first transfer gear set and to the carrier assembly through a second transfer gear set and a one-way clutch during first and second ratios. During a third ratio, a direct input path to the carrier and a path through both transfer gearsets is provided. During a fourth and fifth ratio, the direct carrier input path, the meshing gear input paths and the transfer gearset input paths are utilized. Two reverse ratios are accommodated by grounding the carrier and inputting the sun gear through the ratio gear power paths and the first transfer gearset.

Abstract: A powertrain for a vehicle includes an engine, a multi-speed transmission and control, and output drive mechanisms. The transmission has an electro-hydraulic control for establishing the transmission drive ratios and the interchange therebetween. The ratios are established by a plurality of friction devices, one of which is engaged for the lowest forward ratio. The control has a microcomputer which evaluates vehicle operating parameters and maintains the transmission properly controlled in response to various input signals. The transmission is maintained in an auto neutral condition when the engine is at idle, the transmission output speed is zero, the vehicle brakes are engaged and the forward drive has been selected. The control continually adjusts the pressure in the one friction device to maintain the torque capacity thereof in a range less than full engagement and greater than a minimum value.

Abstract: A power transmission has an engine driven torque converter and a selectively engageable direct clutch. The output from the torque converter is connected through a one-way clutch to a planetary gearing input, the output of which is connected to a transmission output. The selectively engageable direct clutch connects the input of a continuously variable transmission with the engine in bypassing relationship with the torque converter. The continuously variable transmission output is connected with the transmission output in parallel relationship with the planetary gearing. Engagement of the direct clutch transfers the engine input from the planetary gearing to the continuously variable transmission.

Abstract: A friction torque transmitting mechanism has a plurality of reaction plates interleaved with a plurality of friction drive plates. The reaction plates are brought into frictional contact with the drive plates by a fluid operated piston, such that a transfer of torque can be conducted through the frictional engagement of the plates. The reaction plates have a reaction portion disposed in a slot in a housing. One of the reaction plates has an axially extending reaction tab positioned between the reaction portions of the remaining plates and the sidewall of the slot. The reaction forces on the reaction portions are transmitted to the sidewall through the reaction tab.

Abstract: A torque converter and a planetary gear arrangement are positioned in serial power flow relation between an engine and a final drive. A continuously variable unit (CVU) is positioned for serial power flow between a torque converter clutch and the final drive. The power path of the CVU includes a direct clutch which, when engaged, connects the CVU with the output member of the planetary gear arrangement. The power flow path of the planetary gear arrangement includes a one-way clutch which permits overrunning of the planetary input member when the direct clutch is engaged.

Abstract: A torque converter disposed between a motor/generator and an internal combustion engine during the engine starting procedure and between the motor/generator and a multi-speed transmission as well as between the engine and a multi-speed transmission during vehicle travel. A pair of selectively engageable clutches and a one-way device are incorporated to accomplish the engine start power path, the normal torque converter power path and a converter bypass power path.

Abstract: A torque transmitting rotating body in the vehicle has a desired rotational direction during vehicle travel in response to an operator demand. Rotation of the body is determined by a speed sensor which provides a signal to a control system. The control system determines the direction of rotation from consecutive speed signals and a known input torque. The control then issues the appropriate commands to ensure the direction of rotation of the body is in accordance with the operator demand.

Abstract: A power transmission has an electro-hydraulic control for selectively establishing a plurality of clutches and brakes for controlling a plurality of planetary gearsets to establish the transmission drive ratios. During a vehicle stopped condition, two brakes are engaged to restrain rotation of two members of one of the planetary gear sets. This results in braking of the transmission output shaft.

Abstract: A rotary drive unit powers a double-acting cam and a Geneva drive. The cam actuates two double-acting pumps which supply pressurized hydraulic fluid to a double-acting motor. A punch is reciprocated by the motor to punch sectors from a sheet material. The Geneva drive rotates a carrier which is indexed to receive material punched from the sheet. The hydraulic fluid is maintained in the system by a pair of check valves which deliver fluid as required from a pressurized reservoir to the pumps during a low pressure portion of the pumping cycle. Also provided are bleed and fill valves and pressure relieve valves which further assist in filling the system and controlling the maximum system pressure.

Abstract: A transmission shift control has a detent mechanism to provide a shift effort so that the operator has a sense of feel during shifting between ranges. During a manual shift between reverse and park, the shift effort or "detent feel" is normally higher than the effort occurring during manual shifts between other ranges. The detent mechanism providing the "detent feel" is comprised of a spring-biased roller in a notched detent plate comprised of rises and valleys. The spring urges the roller against the notched surface on the plate. The ramps or rises provide increased shift effort during movement of the plate from range to another. In each range, the spring-biased roller is disposed in the appropriate valley. A channel is formed in the plate to provide a path for the roller, such that the park to reverse shift effort is less than the reverse to park effort.