Abstract: A drive assembly for vehicular use, particularly for use with electric vehicles, includes a primary rotatable housing having an internally mounted hub which is rotatable responsive to rotation of the primary housing with the primary housing being mounted to a vehicular frame. A spider gear assembly is mounted to the hub with a pair of wheel supporting axles mounted at the spider gear assembly in an opposing disposition with each axle being rotatable at independent velocities responsive to rotation of the primary housing.

Abstract: A hydraulic control system for an automatic transmission, including a hydrualic pressure source, a hydrualic pressure regulator, a transmission mode selector, a shifting controller for automatically controlling shifting between transmission speeds in a given transmission mode, and a hydrualic pressure control mechanism for controlling quality and responsiveness of the shifting between transmission speeds. The hydrualic control system includes a fail safe valve for assuredly maintaining a certain transmission speed (such as third speed) when a transmission control unit (TCU) fails, or when a valve in the control system sticks or becomes inoperative.

Abstract: An automatic transmission for an automotive vehicle includes a continually variable drive mechanism having one sheave assembly fixed to an intermediate shaft and the input sheave assembly supported on an input shaft, a low speed gearset driveably connected to the input shaft and an output shaft, a fixed ratio drive mechanism in the form of a chain drive providing a torque delivery path between the intermediate shaft and the carrier of the gearset, a transfer clutch for connecting and releasing the first sheave of the variable drive mechanism and input shaft, a low brake, a reverse gearset, a reverse brake, and a clutch for selectively driveably connecting the output of the fixed drive mechanism and a front output shaft.

Abstract: It is an object of the invention to provide a shift control apparatus which does not cause a vehicle driver to feel uncomfortable when shift control means resumes normal shift control using a predetermined shift pattern. Where return-to-normal determining means 105 determines that a condition or conditions under which the shift control means 102 resumes shift control using a MEDIUM MODE shift pattern is/are satisfied, return-to-normal permitting means 116 permits the shift control means 102 to resume the shift control using the MEDIUM MODE shift pattern when an output control member release determining means 108 determines that an accelerator pedal 58 has been released. In this arrangement, the driver does not feel uncomfortable even if the transmission is shifted up immediately after the shift control means 102 resumes the shift control using the MEDIUM MODE shift pattern.

Abstract: A limited slip differential gear mechanism, particularly for use with automotive vehicle axles, comprising differential side gears connected drivably to each of two driving axles for the vehicle. A pair of pressure plates splined to the carrier define a pair of opposed ramps. They are engaged by differential pinions carried by a pinion shaft. The pinions engage each of the two side gears. A friction clutch assembly is situated adjacent each side gear. The pressure plates transfer an axial component of the thrust force created on the ramp surfaces as torque is transmitted through the pinions and through each side gear to each of two axle shafts. Each friction clutch assembly includes friction disks carried by the side gears and by the carrier so that a bias torque is established as one axle shaft overspeeds the other. A hydrostatic pump has one pump member connected to the carrier and another connected to one of the axle shafts.

Abstract: A control system for a vehicular automatic transmission includes a speed change mechanism including an output element that is connected to the drive shaft of a vehicle to transmit power, and a rotary element connected to the output element. A control system for the speed change mechanism is also provided. The control system includes a hydraulic servo actuated brake for retaining the rotary element to check the rotation of the output element in a vehicle roll back direction. The brake includes a band brake that establishes different application forces depending on whether the brake operates by a self-energizing action or a de-energizing action according to the rotational direction of the rotary element.

Abstract: The same rotation torque is input to a continuously variable transmission of a vehicle which continuously varies a speed change ratio and a reduction gear unit. A planetary gear mechanism is provided comprising an output shaft which varies a rotation direction according to a relation between the output speed of the continuously variable transmission and the output speed of the reduction gear unit. The continuously variable transmission varies the speed change ratio according to an oil pressure balance between two oil chambers. A direction change-over valve selectively supplies a first oil pressure and a second oil pressure to these oil chambers, and a control valve controls a differential pressure of the first oil pressure and second oil pressure.

Abstract: A gear-reducing, torque-multiplying gear drive assembly includes input and output shafts journaled by a case for rotation about a common first axis. A rotary cage is accommodated within the case and is fixed to the output shaft. A bevel drive gear is fixed on the input shaft. Input and output bevel gear sets are mounted on planet shafts carried by the cage in spaced, parallel relation to the input bevel gear. A set of transversely arranged idler bevel gears couple the drive gear to the input planet gears. The output planet gears are enmeshed with a stationary sun gear. Rotating the input shaft rotates the planet gears through the transverse idler bevel gears, which in turn rotates the cage and output shaft.

Abstract: A method is provided for adaptively determining a torque-related (K-factor) value for a torque converter in a vehicle and providing adaptive torque management to an automatic transmission. The torque-related K-factor value is computed for a given torque converter as a function of engine speed and difference in torque measured with the vehicle operating in idle neutral and drive. The vehicle dynamically learns the K-factor value and manages torque applied to the transmission by limiting the engine output speed as a function of the learned torque-related K-factor and vehicle speed.

Abstract: A planetary gear has a lower hole which communicates with a radial groove formed in a carrier plate formed at a position near the end portion of an outer peripheral surface of a pinion shaft on a radially inner side thereof. In the inside of the pinion shaft, an internal lubricating oil path is formed which makes an inner wall of the lower hole communicate with an axial center portion of the outer peripheral surface of the pinion shaft on a radially outer side thereof. The lower hole is perforated in an oblique direction with respect to the axis line of the pinion shaft so that a bottom portion of the lower hole is positioned nearer to the end portion than an aperture portion of pinion shaft.

Abstract: A planet carrier assembly has a plurality of pinion gears rotatably mounted in a cage or spider. A stationary washer, having four bearing pads, is disposed adjacent the sidewall of the planet carrier cage. Th& sidewalls are spaced and have aligned openings to accept pinion pins on each of which a pinion gear is rotatably mounted. A rotatable washer, or thrust bearing, is disposed between each pinion gear and respective bearing pads of the stationary washers.

Abstract: A continuously variable transmission control system determines the desired speed ratio for a continuously variable transmission from various input data received from the vehicle and operator. The desired speed ratio is compared with a commanded speed ratio to provide an error signal which establishes a new commanded speed ratio for the continuously variable transmission. The comparing process of desired speed ratio to commanded speed ratio is repeated until the error signal is substantially null. Also, the control provides an adaptive modifier for the actuator of the continuously variable transmission such that a comparison of actual transmission ratio to commanded speed ratio will determine if an adaptive modification is necessary. The control further provides a step control function which is operable when the ratio of the continuously variable transmission is moving toward an underdrive ratio.

Abstract: A planetary transmission is disclosed including a front section having a first, a second, and a third planetary gear set each having a sun gear, a planet carrier and a ring gear. An input shaft is connected to at least two of the sun gears and the carrier of the third planetary gear set serves as the output. The front section of the transmission is operatively connected to a rear section for multi-speed use particularly adaptable to trucks or other machines.

Abstract: The shifting arrangement for a manual transmission, in which at least one transmission gear can be engaged or released by the simultaneous control of two shifting elements (synchronizing clutches), comprises two rotor elements which have guideways and are guided on a shifting shaft. One of the two rotor elements is non-rotatably but axially displaceably connected with the shifting shaft and is displaceable relative to the other rotor element.

Abstract: An automatic transmission for an automotive vehicle which includes a hydraulic pump for pressurizing fluid; a pressure regulating valve for varying hydraulic pressure supplied from the hydraulic pump; seven friction elements for forward driving and two friction elements for reverse driving activated according to spool positions of a manual valve, first and second shift control sections having at least two shift valves for supplying hydraulic pressure to the friction elements selectively, and a torque pressure converting section for supplying torque pressure to the first shift control section.

Abstract: Automotive vehicle control apparatus including a running stability control device for reducing engine output and/or applying brake to vehicle wheels for improving vehicle running stability, a shift control device for shifting an automatic transmission by engagement of at least one hydraulically operated frictional coupling device, depending upon a detected vehicle running condition as compared with a predetermined shift boundary pattern, a running stability control detecting device for detecting an operation of said running stability control device, and one of (a) a coupling pressure control device for controlling a hydraulic pressure of the frictional coupling device to be engaged to shift the automatic transmission, such that a rate of rise of the hydraulic pressure is lower when the operation of running stability control device is detected by the running stability control detecting device, than when the operation of the running stability control device is not detected, and (b) a shift point changing device

Abstract: Disclosed is a hydraulic control system for automatic transmissions including a plurality of friction elements, comprising a hydraulic pressure source; hydraulic pressure regulating parts for controlling hydraulic pressure from the hydraulic pressure source; damper clutch control parts for actuating a damper clutch of the torque converter by supplying hydraulic pressure fed from the pressure regulating parts to the torque converter; shift control parts for selecting a shift mode by converting hydraulic pressure from the pressure regulating parts into drive pressure; hydraulic pressure control parts for controlling the drive pressure from the shift control parts; and hydraulic pressure distributing parts for suitably distributing hydraulic pressure from the hydraulic pressure control parts to each friction element, said hydraulic pressure distributing parts comprising a 1-2 shift valve; a 2-3/4-3 shift valve; and shift timing control parts having a shift timing control valve for supplying hydraulic pressure to

Abstract: An anti-creep control apparatus of an automatic transmission has a forward clutch control section which controls the hydraulic pressure of a forward clutch by slipping the forward clutch when the automatic transmission is set in a drive range and the vehicle is stopped while an engine is operating. The anti-creep control apparatus controls an hydraulic pressure of the forward clutch to be held or increased by a predetermined value when a relative rotation of the forward clutch is detected during the anti-creep control. The controlled hydraulic pressure is set as a lower limit value of the forward clutch hydraulic pressure in a present anti-creep control.

Abstract: A control device for automatically operating a transmission of a vehicle has at least one actuator for moving a selector shaft of the transmission by rotation and axial translatory movement in order to select a gate and a gear of the manual transmission. A control member is coupled to the at least one actuator so as to be rotated by the at least one actuator. The control member includes a gate change for effecting the axial translatory movement of the selector shaft and a control path for rotating the selector shaft.

Abstract: A pedal assembly of a bicycle includes a pedal body, a pedal shaft and a foot cleat engaging unit. The pedal body includes a lateral cage portion and an inside frame portion which is connected detachably to the cage portion. The inside frame portion has a foot support face. The pedal shaft is journalled in the inside frame portion. The foot cleat engaging unit has a mounting frame connected detachably to the inside frame portion on the foot support face. The mounting frame carries a first foot cleat engaging member and a spring-loaded second foot cleat engaging member, thereby mounting removably the first and second foot cleat engaging members on the foot support face.