Abstract: In a four wheel drive power transmission system for a vehicle, a power distribution device receives rotational power from an engine and provides rotational power to the combination of the front wheels and also to the combination of the rear wheels, and is controllable either to provide differential action between the front wheels combination and the rear wheels combination, or for this differential action to be at least partially inhibited by torque transmission. This slippage control device includes: a subsystem which estimates the torque being input to the power distribution device for four wheel drive from the transmission mechanism; and a subsystem which provides differential action inhibition of the power distribution device according to the thus estimated value of the torque being input to it from the transmission mechanism. The method of operation of this device is also described.

Abstract: In a four wheel drive power transmission system for a vehicle, a power distribution device receives power from an engine and provides rotational power to the combination of the front wheels and also to the combination of the rear wheels, and is controllable either to provide differential action between the front wheels combination and the rear wheels combination, or for this differential action to be at least partially inhibited. This slippage control device includes: a subsystem which detects occurrence of certain speed shift circumstances of the transmission mechanism; and a subsystem which controls the power distribution device to at least partly inhibit its differential function, if the speed shift circumstances detection subsystem determines that the transmission mechanism is in fact undergoing the speed shift circumstances. The method of operation of this device is also described.

Abstract: A hydraulic control system for an automatic transmission which includes first and second throttle valves which produce respectively first and second throttle pressures related to the position of a throttle valve in an intake path of an engine. The first and second throttle pressures are different from each other. The first throttle pressure is used for controlling a line pressure and the second throttle pressure serves as a control pressure for shift valves.

Abstract: A power take-off apparatus in an automotive vehicle equipped with an automatic power transmission including a rotary element arranged to be driven by a prime mover of the vehicle when the transmission is conditioned in a neutral position during stopping of the vehicle and to be arrested when the power transmission is conditioned in a forward position. The power take-off apparatus comprises a drive gear mounted on the rotary element for rotation therewith, a driven gear arranged to be meshed with the drive gear, an electrically operated shift mechanism including an electric motor, and a linkage connected to the motor to move the driven gear toward and away from the drive gear in response to energization of the motor, and an electric control circuit for effecting energization of the motor when the transmission is maintained in the forward position during stopping of the vehicle and for maintaining the motor in its deenergized condition when the transmission is shifted to the neutral position.

Abstract: A hydraulic control pressure assembly is provided which indicates the position of an intake throttle valve below a predetermined value. The control pressure is used for a control valve which controls a lock-up clutch arranged parallel to a torque converter, a timing valve for speed change or the like. First and second throttle valves are provided which produce respectively first and second throttle pressures according to a force relating to an intake throttle position. Hydraulic auxiliary pressures are provided which act on the first and second throttle valves in the same direction as the force.

Abstract: An automatic transmission includes a parking gear spline connected with an output shaft of the transmission, a plurality of governor valves mounted on the rear side of the parking gear and radially disposed around the output shaft axis, a speed meter drive gear which is spline-connected with the output shaft at the rear of the governor valves, and an annular spacer fitted on the output shaft between the governor valves and the speed meter drive gear.

Abstract: A throttle valve assembly for displacing the plungers of at least two contiguous throttle valves in correspondence with the degree of throttle opening of an engine includes a first cam rotatably mounted on a stationary bracket fixed to the throttle valve bodies and having a cam face for displacing the plunger of the first throttle valve and an axially extending boss, a second cam rotatably mounted on the bracket and having a cam face for displacing the plunger of the second throttle valve and an axially extending boss, the first and second cams being coupled via coupling means formed on the opposing bosses, and a cable operatively associated with the engine torque demand for rotating the cams. The cam faces of the cams are formed to have a shape capable of providing the desired throttle pressure characteristic, the shapes of the cam faces differing from each other in order to obtain the optimum speed-change performance.

Abstract: A lever mechanism for a cable linkage includes a control lever mounted on a rotary shaft for rotation therewith, a base plate mounted on the rotary shaft and fixed to the control lever for rotation therewith, and a lever plate adjustably assembled with the base plate and connected at one side of its outer peripheral portion to one end of the cable linkage, the lever plate being provided at its outer peripheral portion with a semicircular guide surface the center of which is located substantially at a rotation fulcrum of the lever plate. The cable linkage is supported on the semicircular guide surface of the lever plate, and the lever plate is displaceable on the base plate during the assembly process thereof to adjust the distance between the semicircular guide surface and the rotation fulcrum.

Abstract: A governor valve assembly for regulating hydraulic pressure by utilizing centrifugal force developed by the output shaft of a vehicle transmission when the output shaft is rotated has a first governor valve adapted for two-stage pressure regulation and a second governor valve for adapted for a single stage of pressure regulation disposed separately in a governor body supported on an output shaft. An output port of either one of the valves is communicated with a feed port of the other through a passageway in the governor body in order to obtain a three-stage hydraulic pressure characteristic.

Abstract: A transmission device includes a casing elongated towards a power transfer aperture, a power output member rotatably supported in the aperture by a first bearing, and a power transfer shaft with an outer end rotationally coupled to the power output member and an inner part supported from the casing by a second bearing. The shaft has an axial aperture for receiving lubricating oil and a radial aperture communicating thereto for squirting out lubricating oil radially as the shaft revolves. An oil shield cover has a base mounted to the casing, an extension elongated under the shaft from the base towards the first bearing, an end wall reaching upwards from the end of the extension towards the shaft with the lowest point of its upper edge closely approached thereto at an axial position on the shaft at which its diameter is substantially less than where it is supported by the second bearing.

Abstract: An automatic transmission locking mechanism for parking, including a cam rod provided in the front portion thereof with a cam of a predetermined shape and interlocked at the rear end thereof with a manual shift lever, a sleeve supporting and guiding the cam rod for smooth axial movement and a pawl provided with a detent which made to engage with the parking gear of an automatic transmission by the axial movement of the cam rod when the manual shift lever is shifted to place the automatic transmission in the parking range.

Abstract: An automatic transmission locking mechanism for parking, comprising a detent lever interlocked with and adapted to be turned by a manual shift lever, a rod adapted to be advanced or retracted by the detent lever, a cam slidably mounted on the rod and adapted to push a pawl having a detent to the operating position where the detent engages with a parking gear when the automatic transmission is placed in the parking range, a bracket on which the cam runs and a spring for disengaging the detent from the parking gear and for retaining the pawl at the released position. The spring is disposed in the vicinity of the free end of the pawl and within a plane in which the pole turns, with one end thereof engaged with the free end portion of the pawl and with the other end thereof fixed in a finished hole formed in a stationary part.

Abstract: An automatic transmission locking mechanism including a lever rotatively interlocked with a manual shift lever, a rod adapted to be advanced or retracted by the lever, a parking gear, a pawl with a detent having a detent to be engaged with the parking gear, a cam mounted on the rod for pushing up the pawl in shifting the manual shift lever to the parking position, a bracket on which the cam runs and a spring for releasing the pawl from the parking gear and for retaining the pawl at the released position, wherein the pawl is rotatably supported on a shaft of a reduced length and the spring is disposed near the free end of the pawl within a plane in which the pawl is turned on the shaft and thereby the locking mechanism is formed in a compact construction and is suitably applicable to a front-engine front-drive vehicle.

Abstract: An automatic transmission includes a fluid torque converter and a first and a second gear transmission mechanism, each of which has two coaxial drive members--a power input member and a power output member--and is selectable to any one of several speed ratios. Rotational power is output from the fluid torque converter to the first gear transmission mechanism. The torque converter, and the first gear transmission mechanism including the power input and power output members thereof, are all coaxial on a first axis. A through lay shaft extends along a second axis parallel to the first axis, passing through the second gear transmission mechanism so as to support it, and is rotationally coupled to the power input member of the second gear transmission mechanism.

Abstract: A dog clutch construction is provided for selectively rotationally connecting or disconnecting two coaxially arranged shafts. The dog clutch includes teeth on each shaft which are axially juxtaposed to each other. A toothed sleeve is engaged over the teeth. The sleeve is axially movable from a first position located on only one set of teeth to a second position located on both sets of teeth. A new meshing process is provided for meshing the teeth of the sleeve with the other two sets of teeth. A means for axially driving the sleeve from the first position to the second position is also provided, including an annular power piston positioned coaxially with the sleeve and a mechanism for transmitting the driving movement of the piston to the sleeve.

Abstract: An automatic transmission locking mechanism including a detent lever rotatively interlocked with a manual shift lever and provided with notches corresponding to the shift positions, respectively, of the manual shift lever for receiving the detent of a detent spring, a rod adapted to be advanced or retracted by the detent lever, a parking gear fixed to the output shaft of the automatic transmission, a pawl having a detent to be engaged with the parking gear in locking the parking gear, a cam slidably mounted on the rod and adapted to push the pawl for turning when the rod is advanced in shifting the manual shift lever to the parking position, a bracket on which the cam runs upward and a spring for releasing the pawl from the parking gear and for retaining the pawl at the released position. A contact surface formed in the free end of the pawl for engagement with the cam is formed so as to reduce the detrimental slip between the cam and the contact surface to the least possible degree.

Abstract: An automatic transmission includes a fluid torque converter and a first and a second gear transmission mechanism each of which has two coaxial drive members - a power input member and a power output member - and is selectable to any one of several speed ratios. Rotational power is output from the fluid torque converter to the first gear transmission mechanism. The torque converter, and the first gear transmission mechanism including the power input and output members thereof, are all coaxial on a first axis. A through lay shaft extends along a second axis parallel to the first axis, and passes through the second gear transmission mechanism, whose power input and output members are also coaxial on the second axis, so as to support these. A rotational power transfer mechanism transfers rotational power between the power output member of the first gear transmission mechanism and the power input member of the second gear transmission mechanism.

Abstract: A low coast shift (LCS) valve and a low coast shift control (LCC) valve are disposed coaxially with a shift valve, and a spring is disposed between the LCS valve and LCC valve. In the range in which engine braking occurs, the LCC valve is at first displaced by the line pressure toward the LCS valve. Displacement of the LCC valve is transmitted by way of the spring to the LCS valve and the shift valve. This displacement of the LCC valve is limited by a stopper, so that displacement of the LCS valve and the shift valve following the displacement of LCC valve are dependent on the relationship of the spring with the governor pressure. When displacement of the shift valve has reached a given distance, a port opens. Since the line pressure from the port is much higher than the governor pressure, the shift valve is instantaneously downshifted as soon as the aforesaid port has opened.

Abstract: An automatic transmission, including a transmission casing and a transaxle casing formed with connecting flanges and joined together by means of these connecting flanges, with a torque converter and a differential gear mechanism being mounted in the transaxle case, while a hydraulic fluid pump mounted with its input shaft coaxial with and directly drivingly connected to the power input shaft of the torque converter, a gear transmission mechanism, and a hydraulic fluid pressure control device are mounted in the transmission casing, except for a governor hydraulic fluid pressure regulating valve which is mounted in the transaxle casing, the hydraulic fluid circuit connections between the hydraulic fluid pressure control device and the governor hydraulic fluid pressure regulating valve being provided through ports opening in the mutually abutting faces of the connecting flanges.

Abstract: An automatic transmission case is formed with a power output shaft support hole including a bearing portion and a sealing portion, and is further formed with a lubricating oil supply hole. A power output shaft formed with an axial through hole and at least one radial hole for conducting lubricating oil is assembled into the power output shaft support hole. A sleeve formed with a circumferential groove in its outside surface is fitted closely over the power output shaft from the side of the sealing portion, and a seal ring is mounted and received in the circumferential groove and in contact with the second portion so as to seal the annular space in the power output shaft support hole around the power output shaft, the sleeve including an oil communication passage extending between the lubricating oil supply hole in the case and the radial hole in the power output shaft.