Abstract: A manually operated automotive transmission includes an input cluster shaft that carries a reverse input pinion, a countershaft rotatably mounted parallel to the input shaft, a synchronizer clutch including a clutch sleeve defining reverse output gear slidably mounted on the cluster shaft and continually drivable connected to the countershaft, a reverse idler shaft, a first slidable reverse idler continually in meshing engagement with the reverse pinion, a second fixed idler pinion continually engaged with the reverse output gear. The reverse idlers are rotatably mounted on the idler shaft and define clutch teeth, which are brought into engagement as the slidable idler is moved by the vehicle operator to the reverse drive position and are disengaged as the vehicle operator selects forward drive ratios and the neutral position.

Abstract: In an adjusting gear in a motor vehicle, especially for a motor-driven seat adjustment mechanism, with an essentially pot-shaped transmission housing in which are supported on a bearing shaft, starting from the pot bottom, a pinion, a planet gear carrier with planet gears, a sun gear meshing with the planet gears as well as a worm gear non-rotatably connected with the sun gear; according to this invention, the end face of the planet gears opposite the pot bottom are provided with at least one orientation surface, the worm gear is also provided on its end face opposite the pot bottom with at least one orientation surface and the end face of the planet gears are each constructed with an abutment surface for the abutment at the worm gear. This enables a facilitated assembly of the adjusting gear, especially with the aid of an assembly robot.

Abstract: A drive unit and which permits a convenient adaptation to various configurations. This sub-assembly mainly comprises a hollow shaft (6) driven by the output member (4) of the unit, and a differential (7) disposed in the hollow shaft and whose two output elements (11, 12) are connected to two homokinetic joints (14, 21). This device may also include a torsional vibration damping device (5) and a mechanism (23) for controlling the differential.

Abstract: A control apparatus for an automatic transmission connected to a hydraulic control circuit having a first changeover valve for switching a main transmission mechanism having at least two speed ratios between high and low speed ratios in dependence upon at least vehicle velocity, and a second changeover valve for switching an auxiliary transmission mechanism, which is provided in addition to the main transmission mechanism and has at least two speed ratios, between high and low speed ratios at a vehicle velocity higher than a changeover velocity of the first changeover valve. The control apparatus has a third changeover valve for switching the auxiliary transmission mechanism from low to high at a vehicle velocity lower than the changeover velocity of the first changeover valve, and from high to low when the vehicle velocity rises above the changeover velocity of the first changeover valve. The third changeover valve is capable of forming an intermediate speed, such as a 1.5 or 2.5.

Abstract: A simplified range changing mechanism for an infinitely variable, split output, synchronously shifting hydromechanical steering transmission having integral steering and four forward ranges wherein the first, second and third forward ranges have progressively lower torque and higher speed propulsion ratios, while the fourth forward range is basically a repeat of the second range, by at a higher gear ratio. Positive steer with constant steering torque ratio is maintained in all four ranges.

Abstract: The invention relates to a motor vehicle gearbox, and is characterized in that a one-way clutch is connected between the releasable gear for the first gear speed and the gearbox housing. The one-way clutch blocks the gear against rotation in the direction for backing the vehicle, thus preventing the vehicle from rolling backwards when starting on an upward incline.

Abstract: A control system for an automatic transmission is disclosed. The control system features detecting output shaft torque, evaluating a pattern of variation detected of the output shaft torque during shifting, scheduling a variation of fluid pressure to be supplied to a friction element in response to the result of evaluation, and regulating a fluid pressure supplied to the friction element in response to the variation of fluid pressure scheduled.

Abstract: An add-on overdrive unit for location on an extended output shaft of an automatic transmission. The unit includes a planetary gear set connected by means of its annulus gear to an outer face of a one-way clutch. The one-way clutch inner face is concentrically interconnected to the transmission output shaft. An hydraulic piston operates a first direct-drive clutch pack and a second overdrive clutch pack. The piston is normally biased to its non-pressurized failsafe direct drive position by a compression coil spring. As a result the direct drive clutch pack is engaged causing the planetary sun gear to be locked to the annulus gear providing a one-to-one direct drive speed ratio to the overdrive output shaft via the engaged one-way clutch outer race. Upon the piston being pressurized the overdrive clutch pack is engaged and the direct drive clutch pack is released grounding the sun gear to the overdrive case.

Abstract: An oscillatory tooth and needle gear transmitting device which is chiefly composed of a wave-actuator, an oscillatory tooth wheel and a stationary needle gear.The oscillatory tooth and needle gear transmitting device for transmitting rotary motion comprises a wave-actuator composed of an off-set standard rolling bearing, an oscillatory tooth wheel composed of a set of cylindrical pin-shaped oscillatory teeth with wedged trapezoid tooth heads, and a needle gear composed of a set of needle teeth with or without rolling sleeves, the three basic components being assembled coaxially. In the transmitting device, the reciprocal movement of oscillatory teeth is realized by meshing forces between tooth profiles, elastic return rings being unnecessary; multi-tooth meshing resulting in uniformized loads, the device of uniforming loads being removed.The transmitting device has the features of large speed ratio, great loading capacity, high transmitting efficiency, compact structure and simplified machining process.

Abstract: A control system for controlling a steplessly variable power transmission device for a motor vehicle. The speed ratio of the transmission mechanism is based upon vehicle operating conditions, and particularly upon the vehicle speed and the engine load, either in terms of throttle setting or engine load pressure. Manual selector means are provided to select one of two control mode patterns for either economical operation or for power operation, and each of the control modes provides a different ratio of transmission input speed to output speed.

Abstract: In a remote control apparatus for a transmission, a gear change of a transmission is performed by auxiliary power, the auxiliary power is controlled upon change lever operation by a driver and, in case that the present selected position of the gear is different from the selecting position instructed by the change lever, the gear of the transmission is held in a neutral position for a predetermined period of time when the gear is moved from any shift position to the neutral position.

Abstract: A differential gear assembly particularly for motor vehicles having a rotatably supported differential housing, a driving gear attached to the differential housing, at least two rotatably supported differential bevel gears and a pair of output bevel gears which engage into the differential bevel gears with a constant velocity universal joint being integrated into each of the output bevel gears. The differential bevel gears are connected in a form-fitting manner to the driving gear by means of radial and/or axial recesses, apertures or the like, with the differential housing, which may be formed of two parts, being connected to the driving gear. The differential housing is formed with an aperture or is divided in the region of each differential bevel gear to form a compact structure.

Abstract: A method and apparatus for controlling a power transmitting system for an automotive vehicle, including a continuously variable transmission (CVT) and an auxiliary transmission which is connected to the CVT and which is automatically shifted from one of two or more forward drive positions to the other depending upon operating conditions of the vehicle. To control the speed ratio of the CVT, a target speed of the input shaft of the CVT is determined according to one of different relationships between the target speed and at least one variable such as a currently required output of the engine. The relationships are stored in memory, corresponding to the forward drive positions of the auxiliary transmission. The appropriate relationship is selected depending upon the forward drive position in which the auxiliary transmission is currently placed while the transmission shift lever is in an auto-shift or engine-brake position.

Abstract: A compact transmission apparatus for a vehicle of the type wherein an input shaft and an output shaft are provided in parallel in a casing with the shaft supported at a middle wall and the front wall of the casing. Various speed driving trains are provided in the order from front to rear of third speed, second speed, fourth speed, reverse and first speed. The second speed driving train utilizes a front clutch mechanism of a double-type clutch, while the fourth speed driving train uses the rear clutch mechanism of the double-type clutch. The driving gear of the reverse driving train is made integral with the driving gear of the fourth speed driving train. A selection mechanism is provided between the driven gears of the reverse driving train and the fourth speed driving train to select for forward, highest speed movement or reverse movement.

Abstract: An improved four-wheel-driving system transmitting driving power to front and rear wheels which includes a viscous coupling, a sub-transmission of a continuously variable type coupled to one of the driving axles, and an actuator variably controlling the change gear ratio of the sub-transmission to control the ratio of driving power distributed between the front and rear wheels. The power distribution ratio is changed suitably to both the driving conditions and the road surface conditions. Further this four-wheel-driving system is lightweight and with low vibration in comparison with the conventional type using a center differential.

Abstract: A reverse idler gear shaft noise dampening arrangement for an automotive manual transmission. The reverse gear idler shaft has its free end resiliently centered in axially spaced aligned transmission housing bores by a pair of elastomeric O-rings. The bore centering O-rings position the idler shaft principal axis a predetermined distance closer to the principal axes of both the transmission output shaft and counter shaft with the transmission in its forward drive modes biasing the reverse idler gear teeth into positive contact with both the output shaft and countershaft reverse gear teeth thereby obviating backlash gear rattle.

Abstract: An improved transaxle having an intermediate shaft on which is freely journalled a plurality of forward gears and a reverse gear in close proximity thereto, and a positive-neutral-position collar disposed between the spur gears and the reverse gear. A shifting key is axially slidably disposed on the intermediate shaft and has an end portion thereof which is yieldably biased radially outwardly from the outer surface of the intermediate shaft for selectively engaging separately each of the gears freely journalled thereon. The positive-neutral-position collar has a recess radially outwardly disposed in its bore and which recess is formed to receive the yieldably biased end portion of the shifting key therein when the shift key is moved between the forward gears and reverse gears, thereby providing the user a positive indication of neutral gear position.

Abstract: An electronic control circuit calculates the actual revolution speed ratio between the driving and driven pulleys of the transmission, generates a first electric control signal corresponding to the difference between the actual revolution speed ratio and an aimed revolution speed ratio predetermined for both the pulleys in conjunction with the input torque of the input shaft and required torque for the output shaft, and generates a second electric control signal made of the sum of both an electric signal corresponding to the actual revolution speed ratio and an electric signal corresponding to the difference.

Abstract: An automatic transmission has a transmission gear mechanism for transmitting the engine output power by way of a plurality of power transmission paths, and friction engagement elements which are operated by a line pressure from a control valve to change the power transmission path through the transmission gear mechanism. Feed of the line pressure is controlled by a throttle pressure corresponding to the engine load and a governor pressure corresponding to the output speed of the transmission gear mechanism to effect gear shifting. A line pressure control system for controlling the line pressure comprises a regulator valve for regulating the line pressure, and a throttle modulator valve for determining a throttle modulator pressure for controlling the regulator valve according to the governor pressure and the throttle pressure so that the line pressure is increased with increase of the throttle pressure and is lowered with increase of the output speed of the transmission gear mechanism.

Abstract: A planetary gear assembly (10) having a stationary housing (18) and co-axial input and output shafts (12, 14) having the same diameter and spline formations of the same cross-sectional form on their adjacent end portions (12a, 14a). First and second sun gears (13, 15) are splined one onto each shaft end portion, a carrier (20) is rotatable about the axis of the input and output shafts, and planet gears (22, 23) carried by the carrier mesh with the sun gears. A brake (31) is provided to hold the carrier stationary so that the assembly operates in its planetary ratio. A clutch (27) is provided to clutch a torque transmitting member (24) which is splined onto either the input or output shaft to the carrier (20) to lock-up the assembly and provide a direct drive ratio.