Abstract: An apparatus for controlling the clutches in an automatic vehicle transmission includes a series of electric motors attached to the transmission housing, each of which has a motor shaft with a gear attached to it. A torque-to-thrust mechanism is driven by the driving gear and includes a thrust element that imparts a linear force to the apply plate of a clutch. Also included is a sensing system that allows for sensitive control of the torque-to-thrust mechanism which facilitates smooth engagement and disengagement of the clutch.

Abstract: An apparatus for controlling the clutches in an automatic vehicle transmission includes a series of electric motors attached to the transmission housing, each of which has a motor shaft with a gear attached to it. A torque-to-thrust mechanism is driven by the driving gear and includes a thrust element that imparts a linear force to the apply plate of a clutch. Also included is a sensing system that allows for sensitive control of the torque-to-thrust mechanism which facilitates smooth engagement and disengagement of the clutch.

Abstract: A powertrain incorporating an engine, a planetary gear assembly and front and rear final drive assemblies has a plurality of planetary gear sets and torque transmitting mechanisms enclosed within a rotatable housing which transfers power from an output differential mechanism in the planetary gear assembly to a transfer drive mechanism disposed between the transmission input and the transmission gearing. The rotatable housing surrounds a plurality of torque transmitting mechanisms including at least two stationary torque transmitting mechanisms which are secured partially or operatively with a grounding member extending longitudinally within said transmission and being connected with a stationary housing disposed in said transmission housing intermediate said torque transmitting mechanisms and said torque converter.

Abstract: A powertrain includes a power transmission having an input shaft continuously connected directly between an engine and a planetary gear member of a first planetary gear set. Another member of the planetary gear set is selectively grounded by a torque transmitting mechanism to establish a reaction member during the launch of a vehicle incorporating the powertrain. The reaction member is established during both the lowest forward drive ratio and the reverse drive ratio. A third member of the planetary gear set transmits the torque from the input shaft, as modified by the planetary gear set, to other planetary gear sets in down stream power flow arrangement with the first planetary gear set. The torque transmitting mechanism grounding the reaction member of the first planetary gear set is preferably a brake having two half bands.

Abstract: A powertrain includes a power transmission having an input shaft continuously connected directly between an engine and a planetary gear member of a first planetary gear set. Another member of the planetary gear set is selectively grounded by a torque transmitting mechanism to establish a reaction member during the launch of a vehicle incorporating the powertrain. The reaction member is established during both the lowest forward drive ratio and the reverse drive ratio. A third member of the planetary gear set transmits the torque from the input shaft, as modified by the planetary gear set, to other planetary gear sets in down stream power flow arrangement with the first planetary gear set. The torque transmitting mechanism grounding the reaction member of the first planetary gear set is preferably a brake having two half bands.

Abstract: A multi-speed transmission control has a CPU which utilizes a pre-programmed computer to control the interchange of the friction devices in the transmission. A routine within the CPU is executed by the computer at least when an impending ratio interchange is sensed. The routine uses stored data which includes friction disc parameters, engine operating parameters and vehicle performance parameters to determine if the impending shift will result in sufficient excess heat energy to cause the temperature of components in the friction device to exceed a predetermined design limit. If the temperature design limit will be exceeded, a reduced energy ratio interchange is commanded utilizing adaptive parameters for the upcoming shift; and if the temperature design limit will not be exceeded, the ratio interchange proceeds without adaptive parameters.

Abstract: A rotary power actuator has an oscillating input member and an intermittent rotary output member. A controllable one-way mechanism, which is drivingly connected between the oscillating input member and the rotary output member, accommodates the intermittent motion of the output member. The input member and the one-way mechanism are controlled by hydraulic fluid during power actuation. The input member is returned to a neutral central position by a mechanism system consisting of a spring and ball arrangement while the one-way is maintained in the overrun condition. The output member is connected with a rotary valve member which is stepped to selected valve positions when the actuator is powered and retains the selected valve position when the input member is returned to the neutral central position.

Abstract: A shift control valve has a valve body in which is rotatably disposed a flow directing plate. Pressurized "drive" fluid is supplied to a control passage in the plate. The control passage communicates with a plurality of radial passages extending therefrom. Circumferential and axial passages communicating with the radial passages selectively direct fluid flow, through the valve body, from the control feed passage to friction device control passages to establish the engagement of friction devices. A plurality of exhaust passages control fluid flow for the disengagement of the friction devices. Supplemental axial feed passages are available to supply fluid pressure for the friction devices during selected ratios other than "drive".

Abstract: A drive belt is disposed to transmit power between a pair of sheaves. The sheaves each have an axially adjustable member to vary the transmission ratio between the sheaves. The drive belt has a plurality of block members retained in endless fashion by a pivotal link chain mechanism. The blocks are loaded in compression during a portion of the travel between the sheaves and the chain is loaded in tension during another portion of the travel between the sheaves. The blocks transmit power when loaded in compression and the chain transmits power when loaded in tension. The drive belt therefore transmits power during both portions of travel between the sheaves. A lubrication and cooling liquid is supplied to one sheave at a location near the contact point of the drive belt.