Abstract: A torque proportioning differential mechanism (1) for transmitting drive to at least two wheels of a vehicle. The differential includes a carrier (2) adapted to be rotatably driven about a first axis (3) and a plurality of inner peripherally spaced pinion-locating formations (6) defining respective inwardly directed carrier thrust surfaces (7). A pair of spaced apart bevel side gears (4,5) are respectively adapted for connection to the wheels and supported for rotation about a common axis (3) fixed with respect to the carrier. A plurality of peripherally spaced floating shaftless bevel pinions (8) are disposed in meshing engagement with both the side gears (4,5). Each pinion defines a complementary outer pinion thrust surface (9) nestingly disposed closely adjacent a respective one of the locating formations.

Abstract: A differential drive having a differential carrier rotatably supported in a differential housing is disclosed. Two axle shaft gears are rotatably held in cylindrical bores in the differential carrier and are arranged coaxially relative to one another. A plurality of differential gears are supported in an axis-less way in bores in the differential carrier and are arranged so as to be axis-parallel. One group of the differential gears engages the one of the axle shaft gears and the other group engages the other of the axle shaft gears. At least one of the group of the differential gears engages the respective other group of the differential gears. At least the tooth heads of the differential gears are provided with grooves, with at least the bores or pockets for the differential gears in the differential carrier being provided with grooves.

Abstract: The present invention relates to an improved gearbox having both a symmetrical housing and straddle-mounted bearings, to provide a gearbox which is both versatile and moderate in cost.

Abstract: A two-speed differential adapted for use in motor vehicle driveline applications. The two-speed differential is capable of selectively transferring power to either a first drive mechanism for establishing a first drive speed ratio or a second drive mechanism for establishing a second drive speed ratio. The selected drive mechanism then transmits power to an output mechanism for subsequent transmission to the driving axles of the motor vehicle while permitting speed differentiation therebetween. In one aspect of the present invention, the first drive mechanism provides a "direct drive" speed ratio and the second drive mechanism provides an "overdrive" speed ratio. In another aspect of the present invention, the first drive mechanism provides a "direct drive" speed ratio and the second drive mechanism provides an "underdrive" speed ratio.

Abstract: A gear wheel change transmission comprises a basic transmission and an auxiliary transmission of planetary wheel construction which is situated in series in the power flux. A retarder brake is geared up by the planet carrier of the auxiliary transmission via a power take-off with a planetary gear.

Abstract: A drive arrangement for an electric motor vehicle comprises an electric motor, a control rectifier which is connected to and controls the output of the electric motor, a gear box having at least first and second gears, and first and second positively engaging clutches, such as dog clutches, which are associated with the first and second gears. A movable actuator is also provided which causes the first and second positively engaging clutches to engage the first and second gears. A control unit is connected to the actuator and the control rectifier. The control unit receives signals indicative of the rotational speeds at the input and output sides of the gear box, and of the position of the actuator.

Abstract: Synchronized forward speed ranges and an unsynchronized reverse range are automatically selected in a gear transmission. The reverse speed range is selected when with an open main clutch at first a synchronizing device for a forward speed range is actuated and once a permissible shifting speed is reached this shifting is started and the reverse speed range is selected. The main clutch remains open for the duration of the shifting operation.

Abstract: A failure detecting system for an automatic transmission of a vehicle is disclosed. The system can be controlled by the engine rotation speed, cruise control signal, a brake signal from a brake switch, or a shift range switch operation signal from a shift range switch.

Abstract: A system for adjusting a vehicle seat comprises a plurality of adjustment mechanisms that are selectively driven by a common adjustment electric motor via gear units that are distributed within the seat, each gear unit being in the vicinity of a corresponding adjustment mechanism, and being capable of being connected to the adjustment motor by at least one transmission member that rotates at the same speed as the adjustment motor, the system further including clutches and means for controlling the clutches. Each gear unit is permanently coupled to the adjustment motor via one of the transmission members, and is coupled to an adjustment mechanism via a clutch installed between the gear unit and the corresponding adjustment mechanism.

Abstract: A torque converter clutch control reduces or eliminates undesirable driveline disturbances through throttle position or load based criteria. A region of vehicle operation delineated by vehicle speed prone to driveline disturbances during certain vehicle operating conditions is used to predict such disturbances and disengage the torque converter clutch. Disturbances are cumulated and upon reaching a predetermined number of events the control substitutes certain torque converter clutch apply/release patterns to further reduce such disturbances.

Abstract: An apparatus for controlling a lock-up clutch disposed between an engine and an automatic transmission of a motor vehicle, including a slip control device for controlling a slip control pressure to be applied to the lock-up clutch to control the amount of slip of the lock-up clutch, a shift detector for detecting a shifting action of the transmission during deceleration of the vehicle, and a pressure changing device which commands the slip control device, upon detection of a shifting action of the transmission during vehicle deceleration, to change the slip control pressure a predetermined time prior to completion of the shifting action, for reducing an engaging force of the lock-up clutch to a value lower than a value corresponding to the amount of slip of the lock-up clutch established when the transmission is not in the process of a shifting action, to reduce the shifting shock of the transmission.

Abstract: A manual transmission for a motor vehicle includes an input shaft; a counter shaft constantly torque-transmittingly coupled to the input shaft and carrying driven gears; a main shaft carrying forward driven gears mounted for free rotation and being in a constant meshing relationship with respective driven gears; and a reverse shaft on which a reverse idler gear and a reverse driven gear are axially fixed. The reverse idler gear and the reverse driven gear are in continuous driving connection with the counter shaft and the main shaft, respectively. A reverse gear selector includes a sleeve axially slidably mounted on the reverse shaft between the reverse idler gear and the reverse driven gear. A locking mechanism is provided on the sleeve, the reverse idler gear and the reverse driven gear for torque-transmittingly coupling the reverse idler gear to the reverse driven gear or for disengaging the reverse idler gear from the reverse driven gear dependent on the position of the sleeve.

Abstract: In a speed change gear system (1) in accordance with the present invention for changing between forward movement and rearward movement of a vehicle and for changing a speed of the vehicle by selectively fixing sun gears, carriers and ring gears of a plurality of epicyclic gear devices with respective mating clutches (8, 14, 24, 28), a brake (29) is connected to an output shaft (21) of this speed change gear system (1) to share energy absorption of the respective clutches, and the hydraulic pressure for the brake (29) is controlled in accordance with a rotation rate of the output shaft (21). Therefore, these clutches (8,14,18,24,28) can be small-sized. When the brake (29) is released, a quantity of lubrication oil being supplied is reduced, and therefore the stirring resistance of the lubrication oil can be reduced, and the transmission efficiency can be satisfactory.

Abstract: A transaxle assembly for use in the driveline of a motor vehicle includes an hydrokinetic torque converter located on an engine axis, a planetary transfer drive gear unit coaxial with the torque converter and engine, a chain drive mechanism for transmitting torque from the engine axis to the axis of a multiple speed automatic transmission, first and second planetary gear units for producing multiple speed ratios, hydraulically actuated friction brakes and clutches for controlling engagement and release of the elements of the planetary gear units, a final drive planetary gearset, an axle differential, and axle shaft drivably connected to the differential side gears.

Abstract: A lubrication system for a planetary gear train (6) includes oil spray bars (32) intermediate each pair of planet gears (10). Oil exits the meshes between the sun gear 8 and the planet gears (10) and between the planet gears (10) and the ring gear (18) with substantial tangential velocity. The expelled oil enters an oil discharge passage (62) in an oil collection channel (56) adjacent to and axially outboard of the ring gear (18). In the preferred embodiment, herringbone gears are used and rotate so that oil within the gear meshes is pumped axially outward toward the channels. Interplanet baffles (80) and collection troughs (82) may also be used and are especially beneficial in an alternative embodiment which uses bihelical gears whose direction of rotation pumps oil within the gear meshes axially inward.

Abstract: A common type engine controller controlling an automotive engine in accordance with the kind of the associated transmission (i.e., automatic or manual) includes an electronic control unit 54 consisting of a microcomputer. When used with an automatic transmission, the power supply circuit includes a neutral switch 53 inserted between the starter switch 51 of the vehicle and the magnet coil 52 controlling the current supply to the starter motor, wherein the starter signal S.sub.T is supplied to the electronic control unit 54 from the junction between the neutral switch 53 and the magnet coil 52, the neutral signal N.sub.T being supplied from the junction between the starter switch 51 and the magnet coil 52 (FIG. 2 ). When used with a manual transmission, on the other hand, the starter signal S.sub.T is supplied from the junction between the starter switch 51 and the magnet coil 52, and the neutral signal N.sub.T is grounded. Upon detecting the high level of the starter signal S.sub.

Abstract: An entry into an acceleration phase of the vehicle is detected, the ignition advance of the engine is then reduced to a predetermined value (a.sub.L) and the advance is maintained at this value for a predetermined time interval (.DELTA.t) which is a function of the selected gear ratio (r) of a gearbox placed on the output side of the engine.Application to a vehicle propelled by an internal-combustion engine associated with an ignition- and injection-control computer.

Abstract: Cable assemblies are useful for controlling the engine governor of a vehicle. On some vehicles the operator must control the governor from two different locations or operating positions of the operator. The subject arrangement includes a cable assembly having a first end portion connected to a vehicle governor, a second end portion and an intermediate portion. A lever is connected to the second end portion to control the vehicle governor. A pedal is connected to the intermediate portion to also control the vehicle governor. This arrangement of components provides a single cable assembly which can be actuated from two locations for controlling the vehicle governor.

Abstract: A multi-functional energy saving power transmission mechanism has a plurality of miniature motors assembled together into a motor assembly, a down-speed gear set and an output gear set. More than one down-speed gear set can be arranged in sequence for further reducing the speed of the motor assembly and generate a larger torque output. Each down-speed gear set has a gear mounting block with a main central driving shaft. One end of the shaft has a spur gear or an annular gear and the other end has a spur gear. The gear mounting block also has a plurality of gear mounting holes disposed around the central driving shaft. A plurality of minor driving shafts can be selectively engaged with the gear mounting holes so as to make the driving connection between the down-speed gear sets or to the output gear set in a smoother manner.

Abstract: An engine direction reversing gear arrangement has a drive gear on the engine centerline and a driven gear, meshing with the drive gear, on the an idler shaft. The transmission input is an angle gear such that a V-drive is provided between the engine and the vehicle output drive members. The direction reversing is accomplished with two gear meshes, the gear pair on the engine and transmission centerline and the angle input drive to the transmission.