Abstract: In accordance with the present invention, a preferred method is disclosed for operating a transfer case synchronized range shift mechanism. The range shift mechanism can be selectively actuated for establishing a four-wheel high-range drive mode, a neutral mode, and a four-wheel low-range drive mode. The synchronized range shift mechanism is comprised of a first input gear system, a second input gear system, and an output gear system. The output gear system is comprised of a rotary output member that may be selectively engaged with either the first input gear system or the second input gear system, depending on which four-wheel-drive operating mode the vehicle operator selects. The range shift mechanism is further comprised of a synchronizing mechanism. The present invention discloses a novel method for controlling the speed of the range shift as a means for reducing the time it takes to perform the range shift.

Abstract: A differential coupling (20) has a body (21), a rotary input member (22), and two rotary output shafts (23, 24). The algebraic sum of the angular displacements of the output shafts is proportional to the rotation of the input member. The improvement includes mechanical means (39), such as a planetary gear (42), for sensing a torque differential between the output shafts, and a brake (38) mounted on the body and operatively arranged to selectively brake rotation of the input member, or both output members, when the difference between the torques on the outputs exceeds a predetermined first value.

Abstract: The present invention discloses a method for controlling up-shifting of multiple speed change gear transmission used with a turbocharged internal combustion engine. One or more engine operating parameters are selected for control by the control unit. The control unit establishes that an up-shift is about to occur. The engine is placed in a transient operating mode. The transient operating mode includes the steps of reducing a magnitude of at least one of the engine speed and the engine torque to enable shifting from a first gear, and modulating the selected engine operating parameter to maintain the boost pressure by one of increasing the exhaust energy and maintaining the rotational speed of the turbocharger while the magnitude of the at least one of the engine speed and the engine torque is reduced. The control unit establishes that the shift from the first gear has been completed.

Abstract: A compact differential assembly includes a differential case defining a cavity, a set of pinion mate gears rotatably mounted within the cavity in a free-floating manner, and a pair of opposite side gears drivingly engaging the differential pinion mate gears for allowing differential rotation between the side gears. Each of the side gears is integrally formed at an inward end of a corresponding axle shaft within an outside diameter thereof as a unitary single-piece part.

Abstract: The present invention provides a driving apparatus for a vehicle comprising an engine for providing a primary driving force to a driving shaft and an auxiliary power plant connected with the engine through a transmission the transmission comprising an input shaft for inputting the primary driving force from the engine and an output shaft connected to the input shaft for transmitting the primary driving force to the driving shaft wherein the auxiliary power plant provides a secondary driving force to the driving shaft during a shifting in speed.

Abstract: In a vehicle transmission system including a transmission having an input shaft driven by an engine, an output shaft, and a clutch for controlling the transfer of torque from the input shaft to the output shaft, the clutch is controlled by sensing the speed of the engine and controlling engagement of the clutch according to the sensed engine speed. The system normally operates in a mode wherein clutch engagement is controlled according to the position of a clutch pedal. An auto-clutch mode, wherein engine speed controls clutch engagement is invoked when the transmission is in gear, brake pedals are depressed, and the engine speed is less than a predetermined speed.

Abstract: An automatic transmission is driven by an engine through a torque converter. The transmission includes a plurality of friction elements which are selectively engaged to provide a selected gear thereby to transmit the power of engine to an output shaft of the transmission while changing the rotation speed. A speed change completion degree estimating system is provided, which comprises a first section that derives a difference (Nt−Ne) between an input rotation speed (Nt) of the transmission and an engine rotation speed (Ne); a second section that derives a difference (g×No−Ne) between the input rotation speed (g×No) of the transmission provided after completion of the speed change operation and the engine rotation speed (Ne); and a third section that calculates a speed change completion degree (Shift) of the transmission by using a ratio between the (Nt−Ne) and the (g×No−Ne).

Abstract: A direct injection type engine comprising a variable speed transmission. Engine control lines indicating the relationship between the engine rotational speed and required torque necessary for obtaining a required output are comprised of a first control line and a second control line at the high torque side and low speed side of the first control line. When the degree of activation of the exhaust gas purification device is low, the required torque and the engine rotational speed are made ones on the first control line in accordance with the required output, while when the degree of activation is high, the required torque and the engine rotational speed are made ones on the second control line in accordance with the required output.

Abstract: A normally interlocked universal differential device comprises four differentials and two power distributors, in which a central composite differential is disposed in the central portion thereof, and includes an outer differential and an inner differential fitted into said outer differential, two side differentials are connected to both side ends of said central composite differential, power is transmitted to said power distributors from both ends of said two side differentials. The differential device can prevent a vehicle from slipping in the desert zone or the marsh land. The differential device is easy to assemble and has small size, thus increasing the steering ability, and it can be applied to the all-wheel drive automobile, the tractor, the wheeled engineering machinery and the wheeled engineering vehicle.

Abstract: A lock-up control system for a torque converter which includes a lock-up clutch engageable under control of an engaging capacity of the lock-up clutch to thereby lock up input and output elements of the torque converter. The control system is operative during coasting in a lock-up region requiring engagement of the lock-up clutch, so as to bring the engaging capacity of the lock-up clutch to a coast lockup capacity smaller than a lock-up capacity under a driving condition at the same vehicle speed. The control system is further operative when an engine braking range is selected during coasting in the lock-up region, so as to bring the engaging capacity of the lock-up clutch to a value greater than the coast lock-up capacity, preferably to a controlling maximum value.

Abstract: A shift manipulating apparatus for an automatic transmission is disclosed that transmits manipulating force from a shift lever to a manual valve to position the spool of a manual valve at identical places in ranges P and N. The apparatus comprises a shift lever to receive shift range selection manipulating force of a driver; a manual valve to control oil pressure of the automatic transmission; and a linkage unit for connecting the shift lever and the spool of the manual valve to enable the spool to identically form an interconnection state of ports according to pivot of the shift lever in ranges P and N.

Abstract: Embodiments of the present invention are directed to gear based transmission apparatus that are configured to reduce or eliminate the backlash effects. In one embodiment, a transmission apparatus comprises a follower gear, a first drive gear set coupled with the follower gear to drive the follower gear, and a second drive gear set coupled with the follower gear to drive the follower gear. The first drive gear set includes at least one gear, and the second drive gear set includes at least one gear. A controller is coupled with the first drive gear set and the second drive gear set.

Abstract: A method for controlling shifts of an auto vehicle transmission is disclosed to determine a forward running shifting process and then perform forward running operations if a range switch of the shift lever is made according to a backward running vehicle driver's intention to run forwards, after the driver considers brake pedal manipulation, the engine idle and vehicle's backward running speed at the time of a R→D range switch of the shift lever, thereby preventing the changing shift shock and reduction in strength that may be caused by wear or loss of friction elements, the method including the steps of: discriminating whether a R→D range switch signal has been input while the vehicle is running backwards; detecting the vehicle's running state if the R→D range switch signal has been input; discriminating whether the first speed shifting conditions are satisfied when the detected running states of the vehicle have been determined as follows: a brake switch is turned off, and the r

Abstract: In a transmission system for an automotive vehicle, a planetary gear (3) comprises a ring gear (33) fixed to a housing, the planetary gear being interposed between a drive axle (1) in which a torque is transmitted from a power source (EG) of the vehicle and an output axle (2) via which the transmitted torque is outputted, a first clutch (A-C/L) is interposed between a carrier (32) of the planetary gear and the drive axle (1), a second clutch (B-C/L) is interposed between the carrier (32) of the planetary gear and the output axle (2), and a third clutch (C-C/L) is interposed between a sun gear (31) of the planetary gear and the drive axle (1).

Abstract: The present invention provides a transmission for vehicle with an HST interposed in a drive power transmission path that includes: a housing; a center section having a plate-like shape with a first surface and a second surface opposite to the first surface with respect to a drive power transmission direction, and the center section being disposed within the housing; an input shaft extending through the center section; an output shaft disposed parallel with the input shaft and away from the same in a plate surface direction of the center section; a hydraulic pump body supported on the first surface of the center section and operatively connected to the input shaft; a hydraulic motor body supported on the second surface of the center section and being adapted to drive the output shaft upon receiving operational fluid discharged from the hydraulic pump body; a bearing plate fixed within the housing, facing either one of the first and second surfaces of the center section for supporting the input shaft; and an au

Abstract: A hybrid vehicle system is provided with an internal combustion engine driving one set of wheels and an electric motor connected to the other wheels via an active clutch system. A power take-off unit is provided for selectively providing driving torque from the internal combustion engine to the electric motor to operate the motor in a regenerative operating mode. The active clutch system is selectively engaged and disengaged based upon whether the vehicle is operating in an internal combustion engine operating mode, an electric motor operating mode, a combined electric motor and internal combustion engine operating mode, or a regenerative operating mode.

Abstract: The invention reduces the shift shock of a device equipped with a plurality of prime movers, and provides a power transmission device of a device having a first prime mover (engine) 1 and a second prime mover (motor) 2 as drive sources, which is arranged so that in the process of shifting from the first speed stage to the second speed stage, the increase or decrease in the rotation speed of the first prime mover (engine) 1 is the reverse of the increase or decrease in the rotation speed of the second prime mover (motor) 2. Also, in the process of shifting from a first speed stage to a second speed stage, control is performed so that a torque, which cancels out the inertia torque of one prime mover (engine) 1, is output by the other prime mover (motor) 2.

Abstract: The present invention provides a creep-control method for an automatic transmission of a vehicle comprising: creep-entering, in which a hydraulic circuit of the automatic transmission is controlled to form hydraulic pressure supply lines of a second shift-speed when a predetermined creep-entrance condition is satisfied; creep-maintaining, in which the formed hydraulic pressure supply lines of the second shift-speed are maintained and a hydraulic supply pressure of the formed hydraulic pressure supply lines is maintained at a predetermined creep duty ratio; and creep-escaping, in which one of controlling the hydraulic circuit to engage the second shift-speed shift mechanism of the automatic transmission and controlling the hydraulic circuit to engage a first shift-speed shift mechanism of the automatic transmission is selectively performed based on a vehicle speed and throttle valve open-angle when, a predetermined creep-escape condition is satisfied.

Abstract: In the case where a cooperative gear change control of an automatic transmission is executed on the basis of information with respect to a condition around a vehicle or in front of a vehicle, in a cooperative gear change control means, a gear change of the automatic transmission is directly determined on the basis of actual curve information and road surface inclination information in accordance with a previously stored downshift map, and a gear stage is switched such that a determined gear change is executed. Therefore, it is possible to directly obtain the gear stage or the gear ratio corresponding to the curve of the road and the inclination of the road surface.

Abstract: A double clutch assembly comprising a first clutch area for the optional production of a torque-transmitting connection between a drive element and a first driven element, a second clutch area for the optional production of a torque-transmitting connection between the drive element and a second driven element, and a common engaging/disengaging mechanism, by means of which the first clutch area and the second clutch area can be actuated to produce or to nullify the torque-transmitting condition.