Abstract: A novel hydraulic system for an automotive automatic power transmission improves efficiency of working fluid supply for controlling transmission operation and for lubricating transmission components. The hydraulic system employs independently fabricated lubrication circuit for lubricating transmission components and a hydraulic control circuit for controlling operation of transmission components. The hydraulic system employs a first fluid pump connected to the hydraulic control circuit for supplying working fluid thereto, and a second fluid pump connected to the lubrication circuit for supplying working fluid thereto, and operative independently of the first fluid pump.

Abstract: A position-feedback-control servomechanism for shifting the transmission of a vehicle has a control algorithm that adjusts the loop gains in a proportional-integral-differential controller to compensate for manufacturing variations in the apparatus as well as for temperature changes and wear. The resulting control system moves the shifting servomechanism into the selected positions accurately and as quickly as possible without permitting excessive overshooting or resonance.

Abstract: A pressure control system is designed to disable action of a duty controlled solenoid while fluid pressure is not supplied. Namely, the pressure control system monitors a fluid pressure in a hydraulic circuit to detect the fluid pressure lower than a predetermined pressure criterion. When the fluid pressure lower than the pressure criterion is detected, the solenoid is disabled.

Abstract: A thermoplastic power transmission element having increased torque capacity. A power transmission element, such as a gear, pulley, sheave or sprocket, is formed of a thermoplastic material and includes a central hub arranged to surround and engage a keyed driven shaft. A metallic insert within the central hub engages the key to receive the driving forces transmitted therethrough. The metallic insert includes a plurality of mating surfaces engaging the central hub to distribute the driving forces over an area larger than the area of the keyway. Use of the metallic insert increases the torque capacity of the resulting power transmission element.

Abstract: The present invention relates to a method of and a system for controlling a reduction ratio in a continuously variable transmission. An actuator for controlling the reduction ratio is controlled in response to an output signal. Normally, there is set as the output signal a sum of a feedback value of a deviation between a target value and an actual value of a turbine revolution, i.e., a revolution speed of an input shaft of the continuously variable transmission, and a feedforward value of the deviation. However, in the present arrangement, the feedback value is neglected and the feedforward value only is set as the output signal when there is a demand for a downshift with power.

Abstract: A hydraulic control apparatus for controlling a vehicle power transmitting system including a belt-and-pulley type continuously variable transmission and a torque converter provided with a lock-up clutch. The transmission includes a pair of hydraulic actuators one of which receives a belt tensioning pressure for controlling a tension of a transmission belt.

Abstract: In a hypocycloidal train mechanism, an annular spring is mounted in front of a roller bearing housed between a double satellite and a control cam on a face turned toward a mobile flange. This annular spring has a semicircular cross-section, with one end of the spring being curved and hooked inside a cutout of the control cam, while the other end of the spring is free.

Abstract: An apparatus for changing the rotational speed of a mechanism includes an input shaft, several planetary gear units, an output rotor, a rotating disc and a casing. The planetary gear units are connected together. The sun gear of the first unit is connected to the input shaft and the carrier of the last unit is connected to output rotor. An internal gear of one of planetary gear units can rotate in the casing but can be stopped by an internal gear stopping device. The input shaft is connected to the rotating disc. The rotating disc can be brought into contact with the output rotor by a disc-contacting device. The disc-contacting device and the internal gear stopping device are driven in a complementary manner. When the internal gear stopping device is excited and the disc-contacting device is unexcited, the output rotor rotates at a low speed level. When the disc-contacting device is excited and the internal gear stopping device is unexcited, the output rotor rotates at a high speed level.

Abstract: An improved elongate key (92) is provided for securing thrust washers to a mainshaft (48) of a transmission (100). Key (92) has a substantially triangular cross-sectional configuration having rounded intersections between adjacent surfaces rendering it easily insertable axially through keyways defined between external axially extending grooves (66) in mainshaft (48) and aligned internal grooves (86) in the thrust washer which itself is preferably provided with rounded corners (90) to enhance the strength thereof.

Abstract: A handlebar stem provides a cylindrical quill tube having a hollow upper end and a lower end adapted to be placed snugly within a steering tube. The lower end has press fit thereon an insert having an external portion with an outer diameter substantially equal to that of the quill tube. The lower edge of each of the insert and quill tube are cut such that it defines an ovular plane through both the insert and quill tube. The lower end engages flushly with a similarly cut expander bolt having a cylindrical outer surface of substantially similar outer diameter to that of the quill tube and insert. The expander bolt is axially joined to the insert by means of a screw placed through the insert and into a threaded hole in the expander bolt with the head of the screw abutting an uppermost surface of the insert within the quill tube.

Abstract: A mechanical-hydraulic transmission gear system for use in construction vehicles or construction equipment and a method of controlling power transmission using the system arranged such that when a prime mover is rotating at high speeds, power transmission is effected only through a mechanical transmission gear to thereby reduce the power loss due to fluid pressure substantially to zero, while when the prime mover is rotating at low speeds power transmission is effected only through a hydraulic transmission gear so as to facilitate control of the speed of the vehicle and control of changing forward running over to reversing and vice versa.

Abstract: A differential drive has a differential carrier rotatably supported in a differential housing. Two axle shaft gears are rotatably held in cylindrical bores in the differential carrier and are arranged coaxially relative to each other. Several differential gears, in an axis-parallel arrangement, are supported in an axle-free way in bores in the differential carrier. One group of differential gears engages one of the axle shaft gears and another group engages the other axle shaft gear. At least one group of the differential gears engages the other group of differential gears. The axle shaft gears or differential gears radially deviate from a complete symmetry so that at least periodically there occurs a friction contact between the axle shaft gears and their cylindrical bore in the differential carrier.

Abstract: A transfer torque control device for a rotational speed responsive type control coupling is provided for providing a desired variation of a transfer torque in response to a variation of a rotational speed differential. The control coupling has orifices for restricting fluid flow therethrough and for thereby producing a transfer torque between first and second axle shafts. The transfer torque control device controls the orifices in such a manner that the openings of the orifices are varied successively in response to variations of the rotational speed differential to obtain the desired torque transfer characteristic.

Abstract: A manual transmission modular clutch unit is provided comprising a clutch cover assembly, a clutch friction disc assembly, and a flywheel disc assembly which modular clutch unit may be pre-assembled and balanced off line prior to shipment to a vehicle assembly plant. The manual transmission modular clutch unit contains each clutch component with the exception of an engine starter ring which is customarily attached to the clutch flywheel disc. A unique attaching arrangement is provided for the pre-installation of an automatic transmission drive plate on each engine crankshaft of a vehicle assembly line. As the drive plate is interchangeable with either a manual transmission modular clutch unit or an automatic transmission torque converter both manual and automatic transmission vehicles may be built on a common assembly line while minimizing both labor and parts.

Abstract: Weight and complexity concerns in geared rotary actuators and stop mechanisms for aircraft or the like may be minimized in the structure including a housing (18) adapted to be fixed to another structure, a rotatable input shaft (14) journalled by the housing (18), an output shaft (22, 28) journalled by the housing and a coupling between the input shaft (14) and the output shaft (22, 28) including at least one rotatable gear (42). The system includes a mechanical sensor (66) for sensing when the gear (42) has rotated close to an overtravel position and a first stop element (82) is associated with the input shaft (14) to be rotatable therewith. A second stop element (80) is movable into interfering relation with the first stop element (82) to stop rotation thereof and is carried by a gear part (19). Also included is an actuator (60, 62, 68, 70, 72) responsive to the sensor (66) for moving the second stop element (80).

Abstract: To reduce shift bump and increase smoothness during shifts, pressure into an on-coming clutch of an automatic transmission is electronically controlled using a turbine speed adaptive strategy. Because of the change in engine speed that accompanies this torque flow path transition, such shifts include a torque phase and an inertia phase. To make the shift smooth, the torque phase is completed quickly by boosting pressure at the beginning of the shift. Just before the torque phase is commpleted, the pressure is lowered so the inertia phase bump is reduced. The end of the torque phase is predicted by monitoring the turbine speed rise since the start of the shift and comparing it with a value which is derived from an adaptive table. During the inertia phase, the pressure is ramped up to complete the shift quickly and smoothly. Ignition spark timing is reduced in the inertia phase to further improve shift feel.

Abstract: When the throttle of a vehicle engine is released by the vehicle operator of a vehicle having an automatic transmission, the slip of the automatic transmission is measured and the airflow of the engine is trimmed as a function of the measured slip to establish a desired drive-on feel of the vehicle during coastdown.

Abstract: A gear speed reducer having an input shaft formed with a worm which meshs with a worm gear mounted on an output shaft disposed a fixed distance from and at right angles with respect to the input shaft. The worm is provided with an involute thread that progressively becomes thinner from one end to the other end of the worm. An adjustable cartridge rotatably mounts one end of the shaft and the cartridge is adjustably mounted to permit axial adjustment of the shaft to bring a new section of the thread of the worm into engagement with the worm gear to eliminate backlash therebetween. The adjustment is quickly and easily performed without having to remove the reducer from service.

Abstract: A mechanical stepped gearbox comprises a number of gear wheel pairs (25-34) which interact with one another and are arranged on an input shaft (19), an output shaft (22), and a first side shaft (24). The gear wheel pairs can be selectively coupled in order to form different gear ratios. In addition to this, the gearbox comprises, arranged on a second side shaft (40), a gear wheel (39) which is used both in order to bring about a reverse gear and in order to transmit driving force to the first side shaft (24). The gearbox can thus be designed with short axial extend even when the gearbox comprises many gear steps.

Abstract: A manual speed selector of an automatic vehicle transmission in which a line pressure is supplied from a manual valve capable of being changed over a shift lever to control solenoid valves so as to selectively supply hydraulic pressure to frictional engagement devices by shift valves. The shift lever can be moved between an automatic shift mode position and a manual shift mode position, and a transitive position is provided between these two mode positions. At the transitive position, the manual valve is set in a position such as to enable supply of hydraulic pressure, and the transmission can be set in a neutral state by controlling the solenoid valves. If the preceding shift lever position is neutral, the neutral state can be maintained or, when the shift lever is in the transmissive position, the neutral state can be set according to the time for which the shift lever is continuously placed in the transitive position and to the vehicle speed.