Abstract: In a control apparatus for a vehicular automatic transmission having transmission trains of five forward speeds or more, the transmission trains are divided into two groups of a low-speed system made up of relatively low-speed transmission trains and a high-speed system made up of relatively high-speed transmission trains. A main shift valve is provided for selectively supplying pressurized oil supplied from a manual valve through a first oil supply passage to an oil passage for the low-speed system and to an oil passage for the high-speed system. A shift valve unit for the low-speed system, which unit has one or more shift valves for selectively establishing transmission trains belonging to the low-speed system, is interposed in the oil passage for the low-speed system. A shift valve unit for the high-speed system, which unit has one or more shift valves for selectively establishing transmission trains belonging to the high-speed system, is interposed in the oil passage for the high-speed system.

Abstract: A two piece grip which can be securely attached to a bearing surface. The grip has substantially reduced relative slippage between the grip and the bearing surface. The grip utilizes a two piece construction which comprises a substantially pliable inner sleeve and a substantially rigid outer housing. The outer housing applies force to the inner sleeve to prevent it from rotating on the bearing surface. The pliable inner sleeve absorbs a substantial amount of vibrations and comprises a high tactile material to provide ease of gripping. The two piece invented grip may be repeatedly attached and removed from a bearing surface without causing substantial damage to the grip.

Abstract: The constant-mesh transmission includes a gear case, an input shaft, a counter shaft and an output shaft. An input drive gear integral with the input shaft meshes with the counter shaft drive gear. First, second and third speed counter shaft gears are integral with the counter shaft. A fifth speed counter shaft gear and a counter shaft sprocket are journaled on the counter shaft. First, second and third speed driven gears are journaled on the output shaft and in mesh with the first, second and third speed counter shaft gears. A reverse driven sprocket is journaled on the output shaft. A fifth speed output shaft gear is secured to the output shaft. A chain is trained around the sprockets. Clutch assemblies are mounted on the output shaft and a clutch is mounted on the counter shaft. A clutch locks gears to the output shaft for first and second speed. A clutch locks a gear to the output shaft for third speed or locks the input shaft to the output shaft for fourth speed.

Abstract: Improvements to a Shiftless, Continuously-Aligning Transmission (SCAT) to provide the turbine member of a torque converter with variable torque-increasing gearing and give it additional work advantage over a work load and eliminate a vast amount of slippage in the converter, the improvements embodying reactive planetary gears mechanically engaging the turbine to a sun gear of a planetary gear set; mobile ring gears controlled by a drive shell extending rearward and engaged to a mechanical ring gear modulator which controls the direction and speed of the planetary ring gears to vary the output torque being delivered by the converter; a two-section input turbine shaft; a clutch mechanism to engage the two turbine shaft sections; a clutchless, continuously engaged overdrive planetary unit; hydraulic controls; and electrical braking controls.

Abstract: The fixed flange with an inner toothing and the mobile flange with an inner toothing cooperate with a double satellite mounted in a ball bearing forming inside a housing for a composite cam. A sufficient excentration is provided between the diameter of the toothings of the double satellite and the intermediate part concentrical to the toothings of the fixed and mobile flanges so as to allow the composite cam made of two symmetrical and identical parts normally separated from one another at their upper portion by a spring which is slightly under tension and at their lower portion by a finger rigidly connected to an intermediate circular part mounted in bearing in the mobile and fixed flanges.

Abstract: In a load change-over gear with infinitely variable transmission, which includes a linkage gear (1) driven by a main drive shaft (5), a control gear (2) associated with the linkage gear (1), as well as a switching or change-over gear (4) series-connected after the linkage gear (1), linkage shafts (10 and 11) can be alternately coupled to the switching gear (4). To create a variable switching logic and to save structural components of the switching gear (4), a superposition gear (3) is series-connected after the linkage gear (1) whose input shaft (14) can be coupled alternately to linkage shafts (10 and 11). Superposition gear (3), in which the main drive shaft rpm can be superposed on the rpm of the input shaft (14), in turn includes a linkage shaft (21) that can be coupled directly to a main output shaft (24) or to the switching gear (4).

Abstract: A high pressure circuit is connected between a secondary pressure control valve and a lockup clutch control valve for actuating a lockup clutch of a torque converter. A low pressure circuit is connected between the lockup clutch control valve and a continuously variable transmission. A high relief valve is provided in the high pressure circuit for controlling the lockup clutch with high pressure. A low relief valve is provided in the low pressure circuit for lubricating a transmission belt so as to improve cooling efficiency.

Abstract: In a clutch (6) for locking a differential gear for a vehicle, a movable half (60) of the clutch (6) is pushed indirectly via a sliding sleeve (70) and intermediate members (77) in an engaging direction. Then the sliding sleeve (70), with a locking surface (74), retains the intermediate members (77) firmly in a locking position between a bearing surface (64) of the movable half (60) and an axially stationary retaining surface (4). Flanks (52, 62) of clutch teeth (51, 61) of an axially stationary half (50) and of the movable half (60) form in the axle direction a deflection angle (55). The bearing surface (64) and the retaining surface (4) form a wedge angle (65). The locking surface (74) of the sliding sleeve (70) is inclined in an axial direction forming a small releasing angle (75). To open the clutch (6), the sliding sleeve (70) is pulled away. A torque produces through the deflection angle (55) an axial deflection force which then disengages the clutch (6).

Abstract: A power tool with a two-part housing has a drive motor with a pinion gear on the motor shaft. A plastic cylindrical ring gear is fixed to the motor in coaxial surrounding relationship with the pinion gear and has attachment lugs which fit between the two parts of the tool housing and are fixedly secured to each. A plastic gear carrier frame is insert molded on a splined end of a metal output shaft and is receivable within the ring gear and has radial slots for respectively receiving pins which respectively rotatably mount three planet gears in meshing engagement with the pinion gear and the ring gear. The carrier frame has a hollow stub shaft portion which receives the pinion gear therethrough, the stub shaft portion having an elastomeric O-ring seated in a circumferential groove therein for press-fitting a ball bearing thereon, the ball bearing being in turn press-fitted in a seat in the ring gear to support the planet gear assembly.

Abstract: In an epicycle reduction gear type starter device comprising a ring-shaped internal gear 20 which is molded from resin and secured to a front frame so as to engage with planet gears driven by a DC motor, the internal gear 20 has ribs 21 in the outer periphery of an annular inner portion and which are substantially equal in thickness and are arranged at substantially equal angular intervals, and a cylinder 22 which is small in wall thickness to which the outer radial edges of the ribs are connected, locking protrusions 23 are formed on the cylinder 22 which are locked to the front frame so as to prevent the rotation of the internal gear, and through-holes 24 are formed in the locking protrusions 23, respectively, into which through-bolts are inserted to secure the DC motor and the front frame.

Abstract: A novel housing adapts a clutch for installation in series with a torque converter in modified rear- engined, air-cooled Volkswagen vehicles. The housing provides a rear partial chamber housing the clutch and flywheel, and is interposed between an automatic transmission bell housing and a manual transmission of the vehicle. The housing uses preexisting fasteners to bolt to both the bell housing and the transmission. The clutch and flywheel are driven by the torque converter, and a release bearing is retained within the housing. The housing also bolts to the manual transmission using preexisting fasteners. The manual transmission is modified to include an input shaft from an automatic transmission. The engine is displaced 2.5 inches to the rear. Accelerated wear to the clutch and constant velocity joints is mitigated, while driving characteristics of a manual transmission are retained.

Abstract: A method is provided for controlling engine torque from a vehicle engine to an electronically controlled transmission in response to predetermined conditions existing in the transmission. The method includes the steps of saving in memory data corresponding to a spark advance and fuel flow setting, detecting whether an upshift or downshift is in process, determining if the upshift or downshift has just started if an upshift or downshift is detected, variably adjusting the spark advance setting of the engine in accordance with a detected upshift or downshift if the upshift or downshift has just started, decrementing the amount of fuel flow to the engine during adjustment of the spark advance, and returning both the fuel flow and spark advance to its original setting.

Abstract: A method of controlling speed changes in a hydraulically actuated type multiple-stage speed change gear, which renders it possible to prevent the occurrence of "shift hunting" without impairing the acceleration characteristics of the vehicle and also reduce the magnitude of shocks which occur at the time of speed changes even in case hydraulic clutches of small capacity are used. According to this method of controlling speed changes, a controller (30) is used to conduct speed changes when conditions for speed changes, i.e., upshift/downshift are satisfied, and in cases where a downshift is made after an upshift and an upshift is made after a downshift, speed changes are conducted after the lapse of a long speed change inhibiting time, and in other cases than the aforementioned, speed changes are conducted after the lapse of a short speed change inhibiting time.

Abstract: A multi-speed mechanical automatic transmission has two planetary gear trains, each including a sun gear, planet gears mounted in a planet carrier, and a ring gear. The first planetary gear train provides low gear and direct drive; the second train modifies low gear operation of the first train to provide an intermediate gear operation. The first sun gear is fixed to an input shaft, and the first planet carrier drives an output shaft. The second planet carrier is coupled to rotate the first ring gear in one direction, and free wheels or selectively actuated friction brakes prevent rotation of the first and second ring gears in the opposite direction. The first planetary train has helical gears, and a direct drive clutch selectively couples the first ring gear to the first planet carrier.

Abstract: A method for regulating an automatic transmission unit having a plurality of coupling devices includes supplying a hydraulic medium to a control element; and supplying at least a portion of the hydraulic medium to a hydraulic regulating valve. The control element determines the portion of the hydraulic medium supplied to the hydraulic regulating valve and supplies that portion to the hydraulic regulating valve. The hydraulic regulating valve regulates an operational function of one of the coupling devices. When the central element fails, a safety device regulates the operational function of one of the coupling devices as a function of the revolution speed of a shaft of an engine.

Abstract: A shift lever locking device basically comprising a shift lock plate, a plate stopper, a solenoid, a release lever and a control switch, all of which are assembled on a base plate and shaped in the form of a unit together with the base plate.

Abstract: A motor vehicle torque transmission apparatus incorporating a multi-stage torque converter, a main reduction gear and a stepless speed-change transmission. The multi-stage torque converter comprises separate stators. The main reduction gear is connectable to an output section of the multi-stage torque converter. Connected to one of the stators and to the main reduction gear is a stepless speed-change transmission therebetween, such that output torque of the stator is added to output torque of the main reduction gear.

Abstract: The present invention provides methods and systems for improving the operation of an automatic transmission for automotive vehicles, particularly automatic transmissions installed by original automobile manufacturers. The methods of the invention employ fluid mechanics and other structural components for modifying signals and responses of the valve body of the original transmissions without making any substantial modifications to the structure of the valve body itself. In one embodiment of the invention, the clearance stroke of a servo-piston is reduced to increase the engagement time resulting in more gradual gear engagement and pressure application at a lower pressure-time ratio. A valve system is provided to rapidly establish a desired system pressure during the clearance stroke, and apply pressure at a controlled rate during the engagement stroke. In other aspects of the invention, downshift is controlled primarily by oil volume and feed hole size, and is not dependent on regulating valves.

Abstract: An improved adaptive pressure control which accounts for nonlinearity in the relationship between fluid pressure and shift time. To account for nonlinearity in the relationship between cumulative shift time error and corrective pressure, the control utilizes an empirically derived table of shift time vs. controlled pressure to develop a raw pressure error in lieu of a shift time error. The adaptive pressure correction, in turn, is developed in relation to the cumulative pressure error. This removes the effect of system nonlinearity from the adaptive control, allowing more accurate adaptive convergence than was heretofore achieved.

Abstract: In a cover material for a steering wheel of a vehicle and a method of manufacturing the cover material, an central body portion of the cover material has a peripheral length in a plane extending perpendicularly to an axis of the steering wheel, which is substantially identical with that of an outer peripheral section of the steering wheel. A pair of side skirts extend radially inwardly respectively from both side edges of the central body portion. The central body portion and the pair of side skirts cooperate with each other to define therein an annular space into which the steering wheel can be fitted. The central body portion and the pair of side skirts have their respective lengths in a plane including the axis of the steering wheel, whose total is substantially identical with an outer peripheral length of the steering wheel in the plane including the axis of the steering wheel.