Abstract: A manual transmission mechanism adapted for use in an engine-driven automotive vehicle comprising a mainshaft and a countershaft, gearing arranged on each of said shafts, and synchronizer clutch structure which is arranged to accommodate a shift linkage mechanism for actuating the synchronizer clutch sleeve so the synchronizer clutch arrangement which makes possible a location of the driver-operated shift linkage in close proximity to the synchronizer clutch sleeves, permitting an efficient shift pattern for the driver-controlled shifter and permitting a simplified assembly of the linkage mechanism with minimum stack-up tolerance errors.

Abstract: A hydrostatic transaxle is disclosed of the type including a hydrostatic transmission (11;221), a differential gear means (19;243), and first (21;213) and second (23;215) axle shafts. The hydrostatic transmission includes a transmission case (34;229,231) having a second case portion (31;231) including an output hub portion (97;235). The transaxle includes axle housing casing halves 133,135:209,211) joined together on a plane containing the axis of rotation of the axle shafts, and including an output portion (163,165;209,211) in tight engagement about the output hub portion. Another portion (173;229,231,249) of the transmission case cooperates with one of the axle casing halves to define a secondary mounting means and a torque reaction means which, together with the output hub portion, comprise the only portions of the transmission case operatively associated with the axle housing (131;208).

Abstract: The present invention is a transaxle with an offset shaft thereby having a reduced profile. The transaxle includes an upper housing and a lower housing defining a split line. A vertical input shaft and an axle shaft are rotatably disposed in the housing. A shift shaft is rotatably disposed within the housing and operably connected to the input shaft. Gears on the shift shaft mesh with gears on a counter shaft to transmit rotational motion from the one input shaft to the axle shaft. The axle shaft is disposed in a first generally horizontal plane and the shift shaft is disposed in a second generally horizontal plane below the first generally horizontal plane to reduce the profile of the transaxle.

Abstract: A power transfer device adapted for use in combination with a primary transmission for an automotive vehicle, including a housing, a first output shaft rotatably mounted on the housing and having an input end for drive connection to an output shaft of the power transmission and an output end for drive connection to a first set of road wheels, a second output shaft rotatably mounted within the housing in parallel with the first output shaft and having an output end for drive connection to a second set of road wheels, a drive member rotatably mounted on the first output shaft, a driven member mounted on the second output shaft for rotation therewith and being drivingly connected to the drive member, a center differential in the form of a planetary gear unit mounted on the first output shaft and having a first output element in drive connection to the first output shaft and a second output element for drive connection to the drive member, and a changeover mechanism arranged between the planetary gear unit and th

Abstract: An upshift control in which open-loop control parameters are adaptively adjusted to improve the shift quality in a subsequent upshift to the same ratio. A multi-variable adaptive control methodology attributes detected torque phase timing deviations to variability in the on-coming fill time and/or return spring pressure, and suitably corrects the parameter(s) so that in the next shift of the same type, the detected deviation will be reduced or eliminated. The torque phase timing deviations are detected by measuring specified intervals in relation to the achievement of predetermined input and output acceleration conditions, and comparing the measured intervals with reference intervals. The gradients of the deviations in relation to the respective control parameter are determined and stored in a look-up table, and subsequently used to determine adaptive correction values.

Abstract: A radial piston hydrostatic machine disposed in a housing, a drive shaft supported in the housing and connecting through bevel pinion and gear to transmit rotation of the shaft to a cylinder barrel. The cylinder barrel provided with generally radial cylinder bores supporting pistons and mounted to rotate on a stationary ported pintle valve fixed to said housing. The cylinder barrel having an axially extending projection to support the bevel gear in spaced relationship with the end of said cylinder barrel, the bevel gear rotating with said cylinder barrel and drivingly connected to said bevel pinion. Fluid bearing means provided on the outer cylindrical surface of said pintle valve to provide a pressure field under said axially extending projection in order to counter any deflection of said bevel gear.

Abstract: An automatic selector device for actuating a frictional selector device, i.e. a clutch or brake, combines a selector actuator, a selector valve for the working pressure of the selector actuator, a change control valve dependent on the steady-state condition of the selector device and a switch-over control valve which can be triggered by an electronic control unit. In the case of failure of the control unit or the voltage supply, the selector device remains actuated in its instantaneous steady-state condition.

Abstract: A gear shaft assembly (42) is provided including a shaft (5) having a first set of gear teeth (6) formed integrally in a second portion (51) thereof and extensions of said teeth extend axially over an adjacent reduced diameter second portion (50) for receivably mounting a second gear (7) for rotation with the shaft.

Abstract: An automatic transmission for an automotive vehicle includes first and second simple planetary gear units, certain of whose elements are continually interconnected and certain others are releasably connected through operation of friction elements and one-way couplings. The input shaft of the transmission is adapted to drive elements of the planetary gear units through an underdrive gearset and an overdrive gearset. The various speed ratios result by either underdriving or overdriving an element of the planetary gear unit or both underdriving one element and overdriving another element. Several parallel torque delivery paths include a series arrangement of the overrunning coupling in parallel with a friction element. This arrangement permits engine braking during coast conditions when the coupling overruns. The overdrive gearset is available to produce a speed ratio without involving the planetary gear units.

Abstract: A fluid pressure control device having a timing valve with a spool which is adopted in an automatic transmission so as to operate in such a manner that a fluid pressure from a friction portion at a low speed side to the timing valve is drained rapidly therefrom due to axial movement of the spool according to a signal indicating an engine output upon a power-off up-shifting is comprised of a first pressure source from which a pressure indicating the engine output is set to be applied to one end of the spool, a second pressure source from which a pressure is set to be applied to the other end of the spool so as to be balanced with the pressure from the first pressure source across the spool other than the power-off up-shifting, and a device for increasing the pressure applied to one end of the spool from the first pressure source on the basis of a condition relating to an accelerator upon power-off up-shifting.

Abstract: A device for contra-rotating two concentric shafts. One shaft is hollow in order to accommodate the other shaft. At least one drive shaft is connected to a power source and the concentric shafts are connected to each other by a geared transmission. The transmission includes one or more crown wheels which mesh with cylindrical pinions.

Abstract: An interface assembly includes a housing having a pair of side walls lined to a curved upper surface and the upper surface forms a fore-and-aft extending slot. A shaft is supported by and extends between the side walls. A control member is supported on the shaft and has an outer edge aligned with the slot. A limit member is mounted on the shaft adjacent to the control member and has an outer edge aligned with the slot. The limit member is frictionally coupled to the control member. An stop projects from an outer edge of the limit member. A lever is pivotally mounted on the control member and is releasable engageable with the stop. A transducer is coupled to the control member for generating a signal representing the position of the control member. A thumb wheel and gear may be operated to control rotation of the limit member relative to the housing. A tab projects into the slot and is engageable and disengageable with the tab to limit rotation of the control member relative to the housing.

Abstract: A transmission for a vehicle comprises a mechanical stepped gearbox (6) in front of which a hydraulic torque converter (5) is arranged. The torque converter (5) comprises a turbine wheel (19) which is connected to a turbine shaft (21). An input shaft (25) of the gearbox (6) is connected in a drive power-transmitting manner to the turbine shaft (21). In addition, a brake (34) is connected to the turbine shaft (21) or the input shaft (25), in which respect, on starting-up, the input shaft (25) can be stopped in order to permit engagement of a starting gear without the need to produce drive power interruption by means of a conventional clutch. The brake (34) is also used when changing-up for synchronization of the gearbox (6) together with an electrical control unit (32) for engine regulation. This allows the gear-changing in a mechanical, unsynchronized stepped gearbox to be carried out in a simple manner.

Abstract: A belt drive continuously variable transmission of a four-wheel motor vehicle has a transmission ratio control valve which is operated in accordance with driven pulley speed. An analogous driven-pulley speed is calculated based on an analogous vehicle speed approximate to actual vehicle speed. In response to the analogous driven-pulley speed, the analogous driven pulley speed is used for operating the transmission ratio control valve instead of the driven pulley speed.

Abstract: An automatic speed control system for a vehicle includes a throttle control for controlling a throttle valve opening based on a deviation between a target speed and an actual speed of the vehicle so as to accomplish the target speed. A down-shift device for making a down-shift operation in an automatic transmission, a steady judging device for judging a steady condition of the actual speed after the down-shift operation, and an up-shift device for making an up-shift operation in the automatic transmission, when a reduction of the throttle valve opening more than a predetermined value is detected, after the actual speed is judged to be in the steady condition, are provided. A proper speed control can be provided when the vehicle runs uphill, regardless of the length and/or gradient of the uphill path.

Abstract: A shift control system for a vehicular automatic transmission including a gear train to be set to a plurality of gear stages in accordance with the engaged or released states of a plurality of friction devices.

Abstract: An apparent gear ratio, namely G=N.sub.T /N.sub.O, is determined based on transmission input and output revolution speeds N.sub.T and N.sub.O which are detected by sensors. The apparent gear ratio is used to determine whether a shift operation is in progress or not. It is defined that the gear shift operation is in progress when the apparent gear ratio falls between one gear ratio before the shift operation and another gear ratio after the shift operation. The engine output torque is altered, therefore, when the apparent gear ratio falls between one and another gear ratios.

Abstract: An automatic transmission for an automotive vehicle is disclosed wherein a shift in gear position is controlled such that a new gear position which the automatic transmission should be conditioned in is determined in response to deceleration which the automotive vehicle is subject to and a present gear position which the automatic transmission is conditioned in, and a downshift is effected in the automatic transmission from the present gear position down to the new gear position. As a result, engine brake running fit to the driver's demand is produced.

Abstract: A second spool valve element which is engageable with the one which actually controls discharging of hydraulic fluid in a manner which controls the level of the line pressure, has first and second lands, the first and second lands defining a pressure differential area which can be exposed to a first control pressure indicative of the transmission being shifted out of D range into a lower one, in a manner to bias the second valve toward the first spool valve element; a chamber is defined in the valve bore to which the engageable ends of the first and second spools are exposed and which is supplied with a second control pressure indicative of the torque being applied to the tranmission, the second control pressure producing a bias which tends to move the the first and second spool valve elements apart.