Abstract: An apparatus for controlling a hydraulic clutch, including a two-position clutch control valve, a two-position rapid clutch release valve, and a first fluid passage system for releasing the clutch, a second fluid passage system for engaging the clutch, and a third fluid passage system for releasing the clutch. These three passage systems for feeding and discharging a fluid into and from the clutch are selected by respective three combinations of the operating positions of the two valves. Normally, a predetermined one of the first and third passage systems is selected for releasing the clutch, and the other of these two systems is selected in the event of a trouble with the valves.

Abstract: An apparatus for controlling a vehicle continuously variable transmission, including a directional control valve having a first spool movable between a shift-down and a shift-up position, a flow control valve including a second spool movable between a flow-restricting and a non-restricting position, and a first and a second solenoid-operated valve for applying an actuating pressure to the first and second spools. The directional and flow control valves and the solenoid-operated valves are adapted such that the first and second spools are moved toward the shift-up and flow restricting positions, respectively, when the actuating pressure is not applied to the spools, or when solenoid coils of the two solenoid-operated valves are both off. The directional control valve may have a shift-down chamber for receiving a pilot pressure to move the first spool to the shift-down position when a failure of one of the solenoid coils exists while the vehicle speed is lower than a predetermined limit.

Abstract: A hydraulic control apparatus for a power transmitting system for an automotive vehicle having a continuously variable transmission which has a first and a second shaft, a pair of variable-diameter pulleys provided on the first and second shafts, a belt connecting the pulleys, and a pair of hydraulic actuators for changing diameters of the pulleys, wherein a tension of the belt is controlled by regulating an actuating pressure in a driven side actuator of the hydraulic actuators which is provided on a driven one of the two shafts. The apparatus includes a pressure regulating valve which has a valve spool for regulating the actuating pressure in the driven side actuator, and a pressure-reducing chamber for receiving a pressure-reducing pilot pressure for biasing the spool for reducing the actuating pressure.

Abstract: A hydraulic control apparatus for a vehicle power transmitting system having a fluid coupling equipped with a lock-up clutch, and a transmission to which power is transmitted from an engine of the vehicle through the fluid coupling. The fluid coupling has an engaging chamber and a releasing chamber for engaging and releasing the lock-up clutch. The apparatus includes a discharge passage communicating with the engaging chamber, for normally draining the engaging chamber to a drain, to thereby normally release the lock-up clutch, and a rapid release valve connected to the discharge passage. The rapid release valve operates to by-pass the discharge passage to the drain therethrough, for thereby rapidly draining the engaging chamber to rapidly release the lock-up clutch. A lock-up pressure regulating valve is provided for regulating a lock-up clutch pressure applied to the fluid coupling, normally to a first value, and upon operation of the rapid release valve, to a second value higher than the first value.

Abstract: A hydraulic control apparatus for a vehicle power transmitting system having a continuously variable transmission having a first and a second shaft, a pair of variable-diameter pulleys provided on the shafts, a belt connecting the pulleys, and two hydraulic actuators for changing diameters of the pulleys.

Abstract: A planetary gear mechanism including a rotating shaft having a splined end portion, a sun gear splined at a free end of the splined end portion, planetary gears engaging the sun gear, a carrier for rotatably supporting the planetary gears, a ring gear engaging the planetary gears, a clutch for connecting the rotating shaft and the carrier. The clutch has a first rotary member splined on the splined end portion of the rotating shaft such that the first rotary member is adjacent to the sun gear at the free end of the shaft, a first friction member rotatable with the first rotary member, a second rotary member rotatable with the carrier, and a second friction member rotatable with the second rotary member. The first and second friction member frictionally engage each other to transmit power therebetween.

Abstract: A planetary gear transmission having a sun gear and a ring gear, planetary gears engaging the sun and ring gears, a carrier having a radial flange and carrier pins fixed to the flange to rotatably support the planetary gears, and a first and a second gear rotatable with the carrier and engaging each other. The first gear has an external toothed portion located on one of opposite sides of the flange as seen in the axial direction, while the planetary gear are located on the other side of the flange. At least one lubricant passage is formed so as to extend through the flange. Each passage communicates with the corresponding planetary gears and has an open end open in one of the opposite surfaces on the side of the external toothed portion of the first gear. An annular lubricant receiver is disposed coaxially with the carrier, for receiving a lubricant which is fed from a meshing point of the first and second gears in the axial direction from the first gear toward the planetary gears.

Abstract: A power transmission endless chain belt connecting two pulleys, including a belt body having multiple sets of link plates each set consisting of a plurality of parallel link plates, each of which has a pair of pin holes. The belt body further has multiple pins inserted into the pin holes such that the link plates of one set are pivotally connected to the link plates of the adjacent sets. The chain belt further includes multiple pairs of blocks each pair having opposed mutually rolling surfaces, each pair of blocks having an aperture through which the link plates of the corresponding set extend. The pins define first bending points of the belt. One of the pin holes formed in each link plate has a larger size than the other pin hole, and cooperates with the corresponding pin, to define a clearance therebetween.

Abstract: The brake B1 is engaged by supply of fluid pressure when the transmission provides the 2nd speed stage, while the brake B2 is engaged by supply of fluid pressure when the transmission provides the 1st speed stage with engine braking. The brakes B1 and B2 should not be co-engaged.

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 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 vehicle has at least two wheels, a transmission mechanism, and a clutch which can be selectively engaged to at least partially rotationally couple together these two wheels. This anti torque shock control device includes a means for detecting whether or not shift range of the transmission mechanism is a vehicle non driving range or a vehicle driving range, and a means for controlling the clutch to be at least partially engaged, when shift range of the transmission mechanism alters from a vehicle non driving range to a vehicle driving range. Thus torque shock and power train noise at this time are effectively prevented. The method of operation of this device is also described.

Abstract: In a hydraulic control system for a vehicle transmission including a first throttle valve for producing a first throttle pressure for boosting a line pressure valve and a second throttle valve for producing a second throttle pressure for shifting speed stages of the transmission, the spools of the first and the second throttle valve are boosted by the first and the second throttle pressure supplied thereto, respectively, so as to reduce the force required for the driver to bias the two spools in parallel by stepping down on the accelerator pedal; the first and the second throttle valve are further supplied with the first and the second throttle pressure, respectively, in the feedback manner so as to attenuate the increase of the first and the second throttle pressure produced thereby; and a cut-back valve is provided to allow the supply of the first throttle pressure to the first throttle valve for the line pressure boosting and for the feedback control only when the vehicle is running at above normal speed.

Abstract: A belt type continuously variable transmission system which includes: a fluid coupling device for transmitting an output from an engine by use of fluid; a belt type continuously variable transmission device for transmitting an output from the fluid coupling device at a continuously variable transmission gear ratio through a belt; an auxiliary transmission device having a function of shifting an output from the belt type continuously variable transmission device in accordance with the forward reverse running conditions; a reduction gear device for reducing an output from the auxiliary transmission device; and an oil pump device for feeding the hydraulic pressures to various hydraulic pressure components such as a valve body and the like wherein the various devices are connected to one another while preventing the various devices from interfering with one another, whereby proper functions of the various devices are satisfactorily performed and the transmission system as a whole can be made simplified in constru

Abstract: In a four wheel drive power transmission system for an automotive vehicle, including a planetary gear mechanism wherein the carrier, the ring gear and the sun gear thereof operate as a power input member, a first power output member for driving either of a pair of front wheels or a pair of rear wheels and a second power output member for driving the other of the pair of front wheels and the pair of rear wheels, respectively, the planetary gear mechanism being selectively locked to rotate as a unitary rotational member, a clutch is incorporated in a rotational power transmitting system for rotationally connecting the ring gear with either the pair of front wheels or the pair of rear wheels so as selectively to intercept the rotational power transmitting system between, wherein the first power output member provides hundred percent front or rear wheel drive when operated with the planetary gear mechanism being locked, while the second power output member provides high percentage opposite rear or front wheel dri

Abstract: A full time four wheel drive transmisson system for a vehicle includes a gear transmission mechanism, driven by an engine, which is automatically controlled to operate in any of several forward ranges of speed stages including a drive range and a set containing one or more intermediate hold ranges in which the engagement of at least one of the upper speed stages included in the drive range is prohibited. The transmission system also includes a central differential device, driven from the gear transmission mechanism, which provides rotational power to the combination of the front wheels of the automotive vehicle and to the combination of the rear wheels of the automotive vehicle while providing differential action between these combinations. The central differential device has a clutch which when engaged at least partly inhibits its differential action.

Abstract: In a 2WD/4WD transmission system for a vehicle including a central differential device for variably differentiating rotational power between a pair of front wheels and a pair of rear wheels, and a clutch for selectively locking the differential device for positive four wheels driving, an anti torque shock device is incorporated therein, to suppress occurrence of shock due to a backlash in the differential device being abruptly cancelled when the transmission system was shifted from non condition of the transmission system and at least temporarily engaging the clutch to lock the differential device when the transmission system is shifted into the driving engagement.

Abstract: In an assembly for a vehicle of an engine and a four wheel drive power transmission system including a speed change device, a first power distribution device for distributionally dividing rotational power toward a pair of front wheels and a pair of rear wheels and a second power distribution device for rotationally dividing rotational power for the pair of either the front wheels or the rear wheels, wherein the engine, the speed change device and the first power distribution device are assembled in this order along a common central axis with one of two output shafts of the first power distribution device being shifted sideward of the central axis and directed toward the engine while the second power distribution device is mounted to a side of the engine with an input shaft thereof being directed toward and substantially aligned with the above-mentioned output shaft of the first power distribution device, a propeller shaft to connect the above-mentioned output shaft of the first power distribution device by a

Abstract: In an assembly for a vehicle of an engine and a four wheel drive power transmission system including a speed change device, a first power distribution device for rotationally dividing rotational power for the pair of either the front wheels or the rear wheels, wherein the engine, the speed change device and the first power distribution device are assembled in this order along a common central axis with one of two output shafts of the first power distribution device being shifted sideward of the central axis and directed toward the engine while the second power distribution device is mounted to a side of the engine with an input shaft thereof being directed toward and substantially aligned with the output shaft of the first power distribution device.

Abstract: A hydraulic pressure control apparatus wherein a first shift valve controls a speed change between a first speed stage and a second speed stage higher than the first speed stage. A second shift valve controls a speed change between the second speed stage and a third speed stage higher than the second speed stage in accordance with the throttle pressure and the governor pressure. In the third speed stage, the line pressure is supplied to an engaging device for the third speed stage and a control port through the first and second shift valves. The line pressure supplied to the control port counterbalances a spring force opposed to the governor pressure in the second shift valve. In a 2-range, the line pressure supplied to the control port counterbalances the compensating pressure related to an intake throttle position. In the 2-range, the line pressure is supplied to an engaging device for the second speed through an L-range shift valve, a second speed holding valve and the second shift valve.