Abstract: A hydrostatic-mechanical power-distribution transmission with infinitely variable gear ratio in the hydrostatic branch and several ratios in the mechanical branch, which downstream of the coupling gear has shiftable planetary reduction gears for the purpose of reducing the power contribution of the hydrostatic branch in the starting range.

Abstract: A differential for use in a car includes a case rotatable around an axis, an input gear fixed to the case, coaxial with the axis of the case, a pair of output shafts which are rotatably supported by the case coaxially with the axis of the case and protrude from opposite ends of the case, a pair of intermeshing first gears disposed in the case at opposite sides of the axis of the case and rotatably supported by the case, a pair of second gears disposed in the case, a pair of third gears disposed in the case coaxially with the axis of the case, and at least one gear pump defined by at least one of the pairs of intermeshing gears. The differential restricts a flow of an operation oil of the gear pump so as to generate a load on the gear pump. One of the second gears is located at one side of and coaxial with one of the first gears and rotates integrally with this first gear.

Abstract: A transaxle driving apparatus for a small-sized vehicle such as a grass-mowing lawn tractor, formed from a two-piece housing to encapsulate a hydrostatic transmission with associated reduction gearing and mechanical differential member. One housing element is provided with a vertical input shaft which is drivingly engaged to the hydraulic pump of the hydrostatic transmission by means of bevel gearing. A hydraulic motor of the hydrostatic transmission is provided with a motor shaft, a speed reduction shaft, and a differential gear unit attached to the axle shafts, all shafts other than the input shaft being disposed horizontally along the plane containing the longitudinal axis of the transaxle for economy and compactness.

Abstract: A method for controlling a continuously variable transmission having a pair of pulleys each of which includes a groove defined between a stationary pulley element and a movable pulley element, including the step of using hydraulic oil for increasing and decreasing the width of the groove to respectively decrease and increase the radius of rotation of a belt looped around the pulleys to thereby vary the belt ratio. A hydraulic clutch is provided, and connection and disconnection of the clutch is controlled according to various predetermined control modes. Line pressure is controlled with a control device which uses both open loop control, and closed loop feedback control responsive to a signal from a pressure sensor. During open loop control, the line pressure is controlled so as to reflect the clutch pressure during a vehicle start mode.

Abstract: A central differential comprising a planetary gear device is coaxially mounted on one of the axles of a motor vehicle. The planetary gear device comprises a first sun gear connected to an output shaft of a transmission, a carrier, first and second planetary pinions integral with each other and rotatably supported on the carrier, and a second sun gear. The first planetary pinion is engaged with the first sun gear, and the second planetary pinion is engaged with the second sun gear. A fluid-operated multiple-disk clutch is disposed so as to restrict the differential operation of the planetary gear device.

Abstract: A V-belt continously variable transmission includes a torque converter shiftable between a lock-up state and a non lock-up state. A pulley unit includes a driver pulley, a follower pulley, and a V-belt drivingly interconnecting the driver and follower pulleys. At least one of the driver and follower pulleys is hydraulically actuated in response to a line pressure to induce a force which the V-belt is gripped with by the pulley. The line pressure control system is constructed and arranged such that the magnitude of the line pressure is increased when the torque converter is in the non lock-up state.

Abstract: In an automatic transmission, upshifting is controlled by ramping down the pressure in an off-going clutch associated with a high speed ratio and increasing the pressure in an on-coming clutch associated with a lower speed ratio. The on-coming clutch has commanded pressure at a maximum value for an initial fill time, a lower increasing ramp value during the ramp of the off-going clutch until the on-coming clutch starts to engage, and then a closed-loop control until the clutch reaches a synchronous speed. The closed-loop control parameter is on-coming clutch slip speed which is controlled to a calculated slip speed profile. The profile has a first steep slope and a final less steep slope so that the actual slip can smoothly go to zero in a given time period.

Abstract: A transmission lock assembly (10) of the type for retaining a vehicle gear selector mechanism (20) in the park position until the vehicle brake pedal (54) is depressed. The assembly includes a first conduit (58) having a housing (60). The conduit (58) and housing (60) are adapted to be connected to a steering column (48) of the vehicle (12). A first core element (64) is slideably disposed in the conduit (58) and housing (60) and is connected to the gear selector mechanism (20). A block cam (70) is fixedly disposed on the first core element (64) and is moveable within the housing (60). A locking lever (76) engages the block cam (70) to prevent movement thereof in the locked condition. A release lever (86) is pivotally secured within the housing (60) and engages the locking lever (76) to move same between the locked and unlocked conditions. A second core element (90) is slideably supported by a second conduit (104) and interconnects the brake pedal (54) with the release lever (86).

Abstract: The invention is a drive for transducing rotation of a motor shaft having a multiple eccentric journal having a hollow sized to fit over the motor shaft and at least one pair of journals, each member of a pair being concentric with an axis parallel to the axis of the hollow and spaced apart from its mate an equal distance on opposite sides of and coplanar with a hollow axis. The eccentric journal is secured to the motor shaft and a rotational bearing is attached to each journal. Associated with each bearing is a transmission wheel having means for mounting the wheel to the bearing eccentrically with respect to the transmission wheel an equal radial amount from the axis of rotational symmetry of each transmission wheel as compared to the other transmission wheel. The invention provides a high ratio, single stage transmission with few moving parts, and without complicated case, lubrication or torque arms.

Abstract: A transfer case for a four wheel drive vehicle providing a drive range planetary gear set selectively positionable at a low speed output position, a high speed output position and a neutral position; having a dual planetary inter-axle differential gear set axially spaced from the range planetary gear set. The differential gear set is selectively positionable to provide a two-wheel drive mode to a first output and a full-time four-wheel drive mode with differential action between the first output and a second output. A viscous fluid clutch is selectively connected between the first and second outputs for modifying torque division therebetween whereby the viscous clutch is disconnected upon shifting into the two-wheel drive mode.

Abstract: An improved control method and control system for controlling the upshifting of an AMT (10) system including a compound splitter type semi-blocked transmission (12) is provided. In particular, different control logic is utilized to implement simple and compound upshifts of the transmissions.

Abstract: An ignition key-brake interlock for a transmission gear shifter includes a gear and actuator having teeth in meshing engagement, a lever whose rotation is prevented or limited depending upon the position of the actuator, a pivotably mounted cam on a gear selector, a cable assembly connecting the ignition key lever to the cable and electrical solenoid through which the cable assembly passes, and a gear selector shaft movable by the vehicle operator among several gear range detent positions. An electrical power source is connected to the solenoid when the ignition switch is turned to run or start, and is disconnected when a brake pedal is depressed. A button, crimped to the cable, moves freely within the solenoid and into contact with plunger, which is magnetically held on a seat when the electric circuit is closed.

Abstract: An accumulator is disposed in a fluid line leading from a shift valve to a reduction brake of an auxiliary gearing of an automatic transmission. A back-up pressure of the accumulator is modified upon setting an automatic transmission to an engine brake running range and/or a reverse drive range.

Abstract: A continuously variable transmission system includes an input assembly having a first member connected to an input shaft, the first member being of cylindrical formation and having a pair of axially separated inwardly directed flange formations. The opposed faces of flange formations are conical and are inclined inwardly away from one another. A second member is mounted in fixed rotational relationship but movable axially of the first member. The second member has an inwardly directed flange formation with oppositely inclined conical faces. The first and second members thereby define a pair of inwardly directed annular grooves the walls of which diverge inwardly. First and second annular discs are mounted for rotation about axes parallel to but eccentric of the axis of rotation of the input assembly, so that each disc engages in a different one of the grooves. Each disc engages the opposed conical walls of its associated groove so that drive is transmitted from the input assembly to each of the discs.

Abstract: A control system for an automatic transmission of a vehicle with a fluid torque converter having a bypass clutch, and a change gear assembly providing a variety of ratio changes on selective actuation of a plurality of friction engaging elements of the change gear assembly. The control system provides the selective engagement of three friction elements and the bypass clutch through the selective energization and de-energization of two solenoid operated valves and the selective actuation and de-actuation of three shift control valves.

Abstract: In an automatic transmission, a double transition closed throttle downshift to a target range requires the release of two off-going clutches and the engagement of two on-coming clutches. The shift is made in two stages. The first stage involves a first off-going clutch and a first on-coming clutch and effects an upshift to a third range having a speed ratio lower than both the initial range and the target range, so that a momentary input speed decrease occurs. The speed decrease is managed by a closed-loop control of the first on-coming clutch until the clutch reaches a synthronous speed for the third range. The second stage is a downshift from the third ratio to the second ratio by a second off-going clutch and a second on-coming clutch and results in a speed increase. The second on-coming clutch is also managed by a closed-loop control. In each case, the closed-loop control parameter is on-coming clutch slip speed which is controlled to a calculated slip speed profile.