Abstract: A multiple-speed transmission provides a wide gear ratio coverage for an automotive vehicle by using a basic structure of a six-speed transmission. The multiple-speed transmission is comprised of a combination of two planetary gearsets, three clutches, and three brakes. Each speed is established by applying two of six elements of the three clutches and the three brakes.

Abstract: A multiple-speed transmission provides a wide gear ratio coverage for an automotive vehicle by using a basic structure of a six-speed transmission. The multiple-speed transmission is comprised of a combination of three planetary gearsets, three clutches, and three brakes. Each speed is established by applying two of six elements of three clutches and three brakes.

Abstract: A gear change-speed unit for an automatic transmission includes a reduction planetary-gear set, a single-pinion type planetary-gear set, and a double-sun-gear type planetary-gear set, which are disposed in parallel in this order from the side of an input shaft.

Abstract: A gear-operated speed change apparatus for an automatic transmission, which can make the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train, while achieving a strength advantage of the gear train, an improvement in the fuel economy, coaxial positioning of the input port and output portions and size reduction of the automatic transmission altogether. The apparatus can achieve at least seven forward speeds and one reverse speed by engaging/releasing four clutches and two brakes. One of the three planetary gear sets can reduce the speed of an input rotation always or increase the input rotation always. One of the remaining two planetary gear sets is a double sun gear type planetary gear set including a third carrier having a center member positioned between two sun gears for inputting or outputting a rotation.

Abstract: A gear shift control apparatus has a higher degree of freedom for selecting a gear ratio than that of a Ravigneaux type composite planetary gear train, while achieving a strength advantage of the gear train, an improvement in the fuel economy, a coaxial positioning of an input portion and an output position, and a size reduction of an automatic transmission. The apparatus achieves six forward speeds and one reverse speed by properly engaging/releasing three clutches and two brakes. One of three planetary gearsets is a speed-reducing or speed-increasing device for reducing/increasing the speed of an input rotation. One of the remaining two planetary gearsets is a double sun gear type planetary gearset, a carrier of which has a center member for inputting or outputting a rotation from between two sun gears.

Abstract: A multiple-speed transmission provides a wide gear ratio coverage for an automotive vehicle by using a basic structure of a six-speed transmission. The multiple-speed transmission is comprised of a combination of three planetary gearsets, three clutches, and three brakes. Each speed is established by applying two of six elements of three clutches and three brakes.

Abstract: A multiple-speed transmission provides a wide gear ratio coverage for an automotive vehicle by using a basic structure of a six-speed transmission. The multiple-speed transmission is comprised of a combination of three planetary gearsets, three clutches, and three brakes. Each speed is established by applying two of six elements of three clutches and three brakes.

Abstract: A speed change gear for an automatic transmission includes: 1) an input portion for inputting a rotation from a power source; 2) an output portion disposed substantially coaxially with the input portion; 3) three planetary gear sets for providing a plurality of power conductive paths to an area defined between the input portion and the output portion; and 4) a first clutch, a second clutch, a third clutch, a first brake and a second brake selectively connected and disconnected in such a manner that the three planetary gear sets change a rotation from the input portion at a corresponding gear change ratio by selecting one of the power conductive paths. The three planetary gear sets is constituted of a speed reduction planetary gear set for continuously reducing the inputted rotation and outputting the thus reduced rotation, a double sun gear planetary gear set, and a single pinion planetary gear set.

Abstract: A gear speed-changing apparatus can be obtained having made the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train, while achieving a strength advantage (e.g., the gear strength or gear lifetime) of the gear train, an improvement in fuel economy, the coaxial layout of the input portion and the output portion and the size reduction of the automatic transmission altogether. The apparatus achieves six forward speeds and one reverse speed by engaging/disengaging three clutches C1, C2 and C3 and two brakes B1 and B2 properly. One G1 of three planetary gearsets G1, G2 and G3 is a speed-reducing device for reducing input speed always. One G3 of the remaining two planetary gearsets G2 and G3 is a double sun gear type planetary gearset, the carrier PC3 of which has a center member CM for inputting or outputting a rotation from between two sun gears S3 and S4.

Abstract: A gear shift control apparatus having made the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train can be obtained (abstract), while achieving a strength advantage (e.g. the gear strength or the gear lifetime) of the gear train, an improvement in the fuel economy, the coaxial positioning of an input portion and an output portion and the size reduction of an automatic transmission altogether. The apparatus achieves six forward speeds and one reverse speed by engaging/releasing three clutches C1, C2 and C3 and two brakes B1 and B2 properly. One G1 of three planetary gearsets G1, G2 and G3 is a speed-reducing or speed-increasing device for reducing/increasing the speed of an input rotation always. One G3 of the remaining two planetary gearsets G2 and G3 is a double sun gear type planetary gearset, a carrier PC3 of which has a center member CM for inputting or outputting a rotation from between two sun gears S3 and S4.

Abstract: A speed change gear for an automatic transmission includes: 1) an input portion for inputting a rotation from a power source; 2) an output portion disposed substantially coaxially with the input portion; 3) three planetary gear sets for providing a plurality of power conductive paths to an area defined between the input portion and the output portion; and 4) a first clutch, a second clutch, a third clutch, a first brake and a second brake selectively connected and disconnected in such a manner that the three planetary gear sets change a rotation from the input portion at a corresponding gear change ratio by selecting one of the power conductive paths. The three planetary gear sets is constituted of a speed reduction planetary gear set for continuously reducing the inputted rotation and outputting the thus reduced rotation, a double sun gear planetary gear set, and a single pinion planetary gear set.

Abstract: A gear change-speed unit for an automatic transmission includes a reduction planetary-gear set, a single-pinion type planetary-gear set, and a double-sun-gear type planetary-gear set, which are disposed in parallel in this order from the side of an input shaft.

Abstract: A gear speed-changing apparatus can be obtained having made the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train, while achieving a strength advantage (e.g., the gear strength or gear lifetime) of the gear train, an improvement in fuel economy, the coaxial layout of the input portion and the output portion and the size reduction of the automatic transmission altogether. The apparatus achieves six forward speeds and one reverse speed by engaging/disengaging three clutches C1, C2 and C3 and two brakes B1 and B2 properly. One G1 of three planetary gearsets G1, G2 and G3 is a speed-reducing device for reducing input speed always. One G3 of the remaining two planetary gearsets G2 and G3 is a double sun gear type planetary gearset, the carrier PC3 of which has a center member CM for inputting or outputting a rotation from between two sun gears S3 and S4.

Abstract: A hydraulic engagement apparatus for automatic transmissions includes a high clutch and a reverse clutch disposed adjacent to each other so as not to axially overlap with each other, each clutch including drive plates engaged with an inner surface of a clutch drum. When engaged, the high clutch and the reverse clutch serve to transmit rotation of an input shaft to a high-clutch hub and a reverse-clutch hub, respectively. A high-clutch piston and a reverse-clutch piston are arranged to axially spaced relative to each other, and to be movable with respect to the drive plates of the high clutch and the reverse clutch.

Abstract: An automatic transmission includes a gear power train and a V-belt type continuously variable power train which are connected in parallel between input and output shafts. A relatively low hydraulic fluid pressure is supplied to a follower pulley cylinder chamber when the V-belt type continuously variable power train is rendered inoperable, whereas a sufficiently high hydraulic fluid pressure is supplied to the follower pulley cylinder chamber when the V-belt type continuously variable power train is rendered operable, inducing a sufficiently high force which the follower pulley grips the V-belt with.

Abstract: According to the present invention, there is provided a V-belt type contiuously variable transmission wherein the lowest forward speed ratio is accomplished by drivingly connecting a forward low gear to a transmission input shaft when a forward low clutch is engaged, and wherein a shift to the adjacent next low forward speed ratio higher than the lowest forward speed ratio is made when a forward high clutch is engaged with the forward low clutch kept engaged, therby to allow continuous variation of speed ratio, and wherein a reverse speed ratio is accomplished by engaging a reverse gear to the transmission input shaft when a reverse clutch is engaged. There is provided a gear train meshing with the reverse gear and arranged in parallel to the one-way clutch. Thus, a power delivery path during the reverse speed ratio is established through the reverse gear and the gear train arranged in parallel to the one-way clutch.

Abstract: A transmission with an overdrive is disclosed. It includes an input planetary gear set and an output planetary gear set wherein a first element of the input planetary gear set is connected to a drive shaft and an output element of the output planetary gear set is connected to a driven shaft. The two planetary gear sets are connected with each other through a permanent connection and through a bridging clutch.

Abstract: A gear shift shock reducing apparatus for a hydraulic control system of an automotive automatic transmission comprising a pressure reducing valve operatively disposed between an actuating means of a frictional unit and a manual selector valve to produce a pressure which is not higher than a line pressure. The pressure reducing valve is responsive to a kickdown condition and is rendered inoperative.

Abstract: A clutch drum for an automatic transmission features a large diameter portion in which a plurality of first slots define castle-like projections about one end thereon and a second set of slots which originate in the projections near the tops thereof and which extend to and terminate in an essentially frusto-conical portion which interconnects the large diameter portion and a small diameter portion containing a piston therein. The first slots serve to mount clutch discs within the drum while the second slots mount discs about the drum. The relatively wide castle-like projections allow the production of the drum from relatively light gauge sheet metal, which has adequate structural rigidity and a reduced maximum diameter.

Abstract: In an automatic power transmission including hydrodynamic torque transmitting means such as a torque converter or a fluid coupling and fluid-operated direct-drive clutch means combined with the torque converter or fluid coupling, control valve means is provided so that the direct-drive condition is achieved from the top-gear condition at a retarded timing after the top gear has been attained under low-load conditions of the engine although direct-drive condition is established simultaneously when an upshift is made to the top gear under high-load operating conditions of the engine.