Abstract: A multiple speed transmission having an input and output includes a first and second planetary gearsets, each gearset including a sun gear, a ring gear surrounding the sun gear, a set of planet pinions meshing with the sun gear and the ring gear, and a carrier on which the planet pinions are rotatably supported, the carrier of the first gearset being driveably connected to the ring gear of the second gearset. A third gearset, driveably connected to the carrier of the second gearset and the ring gear of the first gearset, alternately drives the output at a predetermined lower speed relative to a speed of the carrier of the second gearset, and driving the output at substantially the speed of the ring gear of the first gearset. A first clutch connects and disconnects the input and the sun gear of the first gearset. A second clutch connects and disconnects the input and the sun gear of the second gearset. A third clutch alternately connects and disconnects the input and the carrier of the first gearset.

Abstract: An electrically variable transmission includes an input member to receive power from an engine about a primary axis; an output member connected to a transfer member for transmitting power to a secondary axis; first and second motor/generators; first and second torque transfer devices; and first and second planetary gear sets each having first, second and third members. The input member is continuously connected to the first member of the first gear set, and the output member is continuously connected to the first member of the second gear set. The first motor/generator is continuously connected to the second member of the first gear set. The second motor/generator is continuously connected with the third member of the first or second gear set. The transfer member is positioned between the first and second motor/generators.

Abstract: A multiple gear transmission having a drive shaft (1) and a driven shaft (2), three planetary gear sets (P1, P2, P3), seven rotatable shafts (1, 2, 3, 4, 5, 6, 7) and seven shifting elements (03, 04, 05, 06, 14, 37, 57) comprising four brakes (03, 04, 05, 06,) and three clutches (14, 37, 57). Selective engagement of the seven shifting elements (03, 04, 05, 06, 14, 37, 57) produces from the drive supplied by the drive shaft (1), via the three planetary gear sets (P1, P2, P3), the seven rotatable shafts (1, 2, 3, 4, 5, 6, 7) and the driven shaft (2), different reduction ratios for nine forward gears and one reverse gear.

Abstract: The powertrain includes an arrangement of three single planetary gearsets of which operational elements are wisely interconnected to one another via two clutches and to the transmission via three brakes so as to form six forward speeds and one reverse speed, to be adaptable to a rear wheel drive vehicle.

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 gearset. Another member of the planetary gearset 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 gearset transmits the torque from the input shaft, as modified by the planetary gearset, to other planetary gearsets in down stream power flow arrangement with the first planetary gearset.

Abstract: A compact longitudinal transmission has an input shaft rotatably supported in a front end wall, an output shaft rotatably supported in a rear end wall, and a housing interconnecting the front end wall and the rear end wall. Three planetary gearsets disposed within the housing are controlled by five torque-transmitting mechanisms including four friction disc or plate mechanisms and one band mechanism. The band mechanism being disposed radially outboard of the rearmost one of the planetary gearsets.

Abstract: A multiple-speed transmission for use in an automotive vehicle driveline includes a torque converter, three simple planetary gear units, or two simple planetary gear units and a compound planetary gear unit, friction clutches and brakes, and an optional one-way coupling. The engaged and disengaged states of the friction elements permit the transmission to produce several underdrive speed ratios, a direct drive ratio, and several overdrive speed ratios.

Abstract: An automatic transmission having seven gear speeds for forward driving is provided, in which a planetary gear P1 of a first planetary gear set 12 and an outer planetary gear P2out of a second planetary gear set 14 are integrally coupled, a first rotational element M1 is formed by a sun gear S1, a second rotational element M2 is formed by carriers CA1, CA2 coupled with each other, a third rotational element M3 is formed by a ring gear R2, a fourth rotational element is formed by a ring gear R1, and a fifth rotational element M5 is formed by a sun gear S2. The rotational elements M5, M3, M2 are connectable to an input shaft 16 via clutches C1, C2, C3, respectively, and the rotational elements M3, M2, M1 are connectable to a case 20 via brakes B1, B2, B3, respectively. The rotational element M4 is integrally coupled with an output gear 18.

Abstract: The powertrain of a six-speed powertrain and a hydraulic control system includes a main shift section of first and second single pinion planetary gearsets, in which a first planet carrier is fixedly connected to a second ring gear. The powertrain also includes a first ring gear fixedly connected to a second planet carrier, and a first sun gear. The second planet carrier, and a second sun gear are variably connected to an input shaft through first, second, and third clutches, respectively. A connecting member connecting the first ring gear and the second planet carrier is variably connected to a housing through a first brake and a first one-way clutch. The second sun gear being variably connected to the housing by a second brake.

Abstract: An automatic transmission has a first brake, a third brake and a hydraulic actuator for the third brake substantially axially aligned in sequence from rear to front in a radially outer area of the transmission. In addition, a first planetary gear unit, a first one-way clutch and a second one-way clutch are provided in an axial sequence from rear to front, in a radially inner area of the transmission. In this manner, component members are mounted with good spatial efficiency in both radial and axial dimensions. Furthermore, because a carrier of the first planetary gear is connected to a third brake through the first one-way clutch, the carrier can be reversely rotated by disengaging the third brake, enabling six forward speeds.

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 gearset. Another member of the planetary gearset 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 gearset transmits the torque from the input shaft, as modified by the planetary gearset, to other planetary gearsets in down stream power flow arrangement with the first planetary gearset.

Abstract: A vehicle planetary gear type multiple-step transmission wherein each of five rotary elements is constituted by sun gears, carriers and ring gears of three planetary gear sets, and speeds of the rotary elements are represented by respective straight lines in a collinear chart, and the first, second and third rotary elements are made stationary by respective first, second and third brakes, and the fifth, third and first rotary elements are connected to an input shaft by respective first, second and third clutches, while the third rotary element is brought to a disconnected state by fourth clutch, and the fourth rotary element is connected to an output rotary member.

Abstract: A primary shift portion has a first predetermined speed ratio at a first shift-speed, a second predetermined speed ratio at a second shift-speed, a speed ratio of “1” at third and fifth shift-speeds, and a third predetermined speed ratio at fourth and sixth shift-speeds. A secondary shift portion has a predetermined reduction speed ratio at first, second, third, and fourth shift-speeds, and a speed ratio of “1” at fifth and sixth shift-speeds. The method realizes a 6-speed automatic transmission being capable of sequentially up- and down-shifting and a plurality of skip shifts with an existing 5-speed automatic transmission.

Abstract: An automatic transmission having seven gear speeds for forward driving is provided, in which a planetary gear P1 of a first planetary gear set 12 and an outer planetary gear P2out of a second planetary gear set 14 are integrally coupled, a first rotational element M1 is formed by a sun gear S1, a second rotational element M2 is formed by carriers CA1, CA2 coupled with each other, a third rotational element M3 is formed by a ring gear R2, a fourth rotational element is formed by a ring gear R1, and a fifth rotational element M5 is formed by a sun gear S2. The rotational elements M5, M3, M2 are connectable to an input shaft 16 via clutches C1, C2, C3, respectively, and the rotational elements M3, M2, M1 are connectable to a case 20 via brakes B1, B2, B3, respectively. The rotational element M4 is integrally coupled with an output gear 18.

Abstract: In a tilt adjustable steering column assembly for an automotive vehicle, a fixed bracket (8) fixed to a vehicle body supports a rotation center axle of a bell crank lever (22) (bell crank) to enable the rotation center axle (24) of the bell crank lever to swing with respect to the fixed bracket and an engagement portion (20) of the fixed bracket is formed in an elongated hole, the elongated hole being formed to coincide with a pivotal orbit of a tilt input axle about a tilt rotation center (10) of a jacket tubular member (4) (jacket tube).

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 gearset. Another member of the planetary gearset 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 gearset transmits the torque from the input shaft, as modified by the planetary gearset, to other planetary gearsets in down stream power flow arrangement with the first planetary gearset.

Abstract: A power train for an automotive transmission includes first and second planetary gear sets disposed around an input shaft. The first and second planetary gear sets include a first sun gear, a first planet carrier, and a first ring gear. The second planetary gear set includes a second sun gear, a second planet carrier, and a second ring gear; the first planet carrier being fixedly connected to the second ring gear. The first sun gear is connected to the input shaft with a first clutch interposed between the first sun gear and the input shaft. The second planet carrier is connected to the input shaft with a second clutch interposed between the second planet carrier and the input shaft, and the second sun gear is connected to the input shaft with a third clutch interposed between the second sun gear and the input shaft. The fourth clutch and the second one-way clutch are disposed spaced away from each other in the axial direction of the input shaft.

Abstract: An automatic transmission powertrain includes a torque converter acting as a fluid link between an engine and a transmission, a primary shift portion provided on a first shaft, a long axis of which is aligned with a long axis of an input shaft, a secondary shift portion provided on a second shaft and connected to the primary shift portion via two power transmitting paths to transmit power to an output shaft of the powertrain, a power transmitting device for transmitting rotational power of the primary shift portion to the secondary shift portion, brakes for operating operational elements of the primary shift portion and the secondary shift portion as reaction elements, clutches for selectively transmitting power to operational elements of the primary shift portion, and a non-synchronous shifting device for operating during 1⇄2, 2⇄3 and 4⇄2 shifting.

Abstract: A power train of automatic transmission constructed to arrange a transfer drive gear and an over drive clutch before a planetary gear set and to arrange an under drive clutch, an reverse clutch second speed brake, a low reverse brake, one-way clutch low, while a double pinion planetary gear set is assembled to an input shaft receiving a rotating power from engine for rotation to thereby embody a speed shift of four advance speeds and one reverse speed, the power train comprising: an under drive clutch connected to a rear of under drive sun gear via a first power transmission member; a reverse clutch connected to a rear of reverse sun gear via a second power transmission member; a second speed brake mounted at a transmission house for restraining rotation of the second power transmission member; a one-way clutch connected to a rear of long pinion via a third power transmission member and disposed at the transmission housing: a low reverse brake branched from the third power transmission member to be connected

Abstract: A compact automatic transmission for a vehicle capable of preventing increase in relative rotational speed between shift elements. A planetary gear unit is provided with a sun gear to which rotation of an input shaft is input, a carrier that can be stopped from rotating, and a ring gear for outputting, to a planetary gear set, rotation that is reduced in speed relative to that of the input shaft. A clutch is connected/disconnected, the input shaft and the sun gear are appropriately connected/disconnected, and the carrier is appropriately stopped/unstopped by a brake and a one-way clutch. This prevents relative rotational speed between shift elements of the gear unit that does not participate in a shifting operation from excessively increasing. When the clutch is disposed between the input shaft and the sun gear, the torque capacity of the clutch can be reduced as compared with the case where it is disposed between the gear unit and the gear set.

Abstract: A powertrain has a planetary transmission having three interconnected planetary gear sets which are controlled with a plurality of clutches and brakes to provide five forward speed ratios and a reverse ratio. The first forward ratio is established through a first of the planetary gear sets. The second forward ratio is established through a combination of the first and a second of the planetary gear sets. The third forward ratio is a direct drive. The fourth forward ratio is established through the second planetary gear set. The fifth forward ratio is established through a combination of the second planetary gear set and a third planetary gear set. The reverse ratio is established through the second planetary gear set. The fourth and fifth forward ratios are overdrive ratios.

Abstract: A powertrain has an engine and a transmission. The transmission provides six forward speed ratios and one reverse speed ratio between the engine and an output shaft of the transmission. The transmission has two compound planetary gear sets each having three rotatable members including a sun gear member, a ring gear member, and a planetary carrier assembly member. The ring gear member of one of the planetary gear sets is continuously connected with the output shaft. Each planetary gear set has at least two members that are connectable to receive power from the engine through selectively engageable rotating torque transmitting mechanism. One member of each planetary gear set are interconnected and operatively connected with a selectively engageable stationary torque transmitting mechanism to provide reaction members during the reverse speed ratio.

Abstract: Hydraulic pressure regulated by a first pressure control valve is supplied to an electromagnetic changeover valve. The electromagnetic changeover valve changes over the hydraulic pressure between a low & reverse passage communicating with a low & reverse brake and a high clutch passage communicating with a high clutch, thereby a simultaneous engagement of the low & reverse brake and the high clutch can be avoided and further the simplification of the hydraulic control apparatus of an automatic transmission can be realized.

Abstract: An automatic transmission for motor vehicles comprising three interconnected planetary gear units, two rotating friction clutches and four friction brakes providing six optimized forward gear ratios and a reverse ratio, all assembled into a compact package no larger than the current four-speed automatic transmissions. This invention preferably utilizes two multi-plate rotating clutches and special friction force balanced brake bands that allows self-synchronized ratio shifts without creating any side loading of associated band drums.

Abstract: The present invention relates to a transmission for an automotive vehicle having a clutch retainer assembly or thrust bulkhead fixedly secured to the transmission housing and interdisposed between the reverse clutch assembly and the fourth clutch assembly. A pair of thrust bearing assemblies are interdisposed between the clutch assemblies and the thrust bulkhead to transfer the axial thrust loads generated by the multiple planetary gear assemblies through the thrust bulkhead to the transmission housing.

Abstract: A multiple speed transmission for motor vehicles includes three simple planetary gearsets hydraulically actuated friction clutches and brakes for controlling operation of the gearsets and altering the torque delivery path between an input shaft and an output shaft. An overrunning brake is provided for operation in reverse drive to share the torque reaction with a friction brake. The transmission is suited to produce five, six or seven forward speed ratios and a reverse drive ratio.

Abstract: An automatic transmission comprising a housing (12); a planetary gear train (14) mounted within the housing; an input drive shaft (16) for providing input drive to the planetary gear train; an output drive shaft (18) connected with an output drive from the planetary gear train; a first clutch (C1) connected between the input drive shaft and a first drive input (22) to the planetary gear train; a second clutch (C2) connected between a first reaction input (28) to the planetary gear train and the housing; a third clutch (C3) connected between a second reaction input (30) to the planetary gear train and the housing; a fourth clutch (C4) connected between a third reaction input (32) to the planetary gear train and the housing; and a fifth clutch (C5) connected between a second drive input (24) to the planetary gear train and the input drive shaft; wherein for first forward gear ratio the first and second clutches are engaged; for second forward gear ratio the first, second and third clutches are engaged; for thir

Abstract: In an automatic transmission, a small-capacity second clutch that does not engage for reverse drive is mounted forward of a counter drive gear, and the other engaging elements of relatively larger capacity, that is, first and third clutches and first to third brakes, are disposed rearward of the counter drive gear, so that an axially extending space is formed between the counter drive gear and the second clutch, which space is utilized to accommodate a parking gear. Such an arrangement of engaging elements allows the counter shaft to be placed closer to the input shaft without the parking gear interfering with the second clutch, thereby enabling a more compact automatic transmission. Furthermore, since there is no need to relocate the counter drive gear rearward, the length of the counter shaft can be reduced, thereby enabling still greater compactness.

Abstract: A planetary gearing arrangement has a compound planetary gear set and a simple planetary gear set. The planetary gear sets are continuously interconnected at the sun gear members and are interconnectable through the selective engagement of two proportioning clutches which change the interaction of the gear sets. A single member, a ring gear, is continuously connected to an output shaft. The arrangement also includes two input clutches and two brakes which in combination with the proportioning clutches permit the establishment of five forward ratios and one reverse ratio. Two of the forward ratios are underdrives and two of the ratios are overdrives. All of the forward ratio interchanges, the neutral to forward ratio change and the neutral to reverse ratio change are of the single transition type.

Abstract: A powertrain has a planetary transmission with two simple planetary gearsets interconnected between an input shaft and an output shaft. The planetary gearsets are controlled to establish five forward speed and torque ratios and one reverse speed and torque ratio by selective engagement of three clutches and two brakes.

Abstract: A five speed power transmission has a planetary gear arrangement comprised of three simple planetary gearsets and a plurality of clutches and brakes. The planetary gear arrangement is controlled to establish five forward gear ratios and a reverse gear ratio between the input and output shaft. One of the planetary gearsets is controlled to establish a reaction point or node for the fifth forward gear ratio.

Abstract: A gear transmission unit for an automatic transmission comprises: a single pinion type first planetary gear unit including a first sun gear, a first ring gear arranged concentrically with the first sun gear, and a first carrier retaining a pinion meshing with both the sun gear and the ring gear; a single pinion type second planetary gear unit including a second sun gear, a second ring gear arranged concentrically with the second sun gear and connected to the first carrier, and a second carrier retaining a pinion meshing with both the second sun gear and the second ring gear and connected to the first ring gear; and a double pinion type third planetary gear unit including a third sun gear connected to the first sun gear, a third ring gear arranged concentrically with the third sun gear, and a third carrier retaining both one pinion meshing with the third sun gear and another pinion meshing with the one pinion and the third ring gear. The first carrier is connected to the third ring gear.

Abstract: An automatic transmission having a construction in which a third planetary gear mechanism is arranged in parallel with CR--CR coupled first and second planetary gear mechanisms so that the drive force is transmitted from the carrier of the first planetary gear mechanism to the ring gear of the third planetary gear mechanism. The input is transmitted to a first sun gear through a first clutch and to a second sun gear through a second clutch. The construction further includes a one-way clutch for fixing the sun gear of the third planetary gear mechanism.

Abstract: A multiple-speed automatic transmission includes two simple planetary gear units and a third double planetary gear unit having two sets of planet pinions engaged mutually, one of the sets engaged continually with a sun gear and the other set engaged continually with a ring gear. An input shaft is driveably connected to the carrier of the double gear unit and to the sun gear of a first simple gear unit. The output is taken on a common element driveably connected to the ring gear of the second gear unit, carrier of the first gear unit, and an output shaft. The sun gear of the double gear unit is permanently fixed against rotation. A first brake is adapted to hold the sun gear of the second gear unit against rotation and a brake band is adapted to hold the carrier of the second gear unit against rotation. A first friction clutch connects the ring gear of the third gear unit, sun gear of the second gear unit, and carrier of the third gear unit mutually.

Abstract: The present invention provides a power train for an automatic transmission of a vehicle, including: an input axle for delivering power from an engine; a main-transmission mechanism having a compound planetary gear unit for outputting the power as four speed ratios; a sub-transmission mechanism having a simple planetary gear unit for increasing a speed ratio which is output from the main-transmission mechanism as a largest speed ratio of the four speed ratios; the main-transmission mechanism including a first friction element for selectively transmitting the power from the input axle to a first sun gear of the compound planetary gear unit, a second friction element for making a second sun gear of the compound planetary gear unit as an idling element, a third friction element for selectively transmitting the power from the input axle to a planet carrier of the compound planetary gear unit, and a fourth friction element for operating the sun gear as a reacting force element; and the sub-transmission mechanism in

Abstract: A kinematic arrangement of a multiple-speed automatic transmission for an automotive vehicle includes a simple planetary gear unit and a compound planetary gear unit, hydraulically actuated clutches and brakes applied and released selectively, and an overrunning clutch that produces a one-way drive connection between the carrier of the first gear unit and a nonrotating member such as the transmission casing. The simple planetary gear unit includes a sun gear, a ring gear surrounding the sun gear, a carrier, and a set of planet pinions in continuous meshing engagement with the sun gear and ring gear and rotatably supported on the carrier. The compound gear unit includes a sun gear, a ring gear surrounding the sun gear, a carrier, a first set of planet pinions in continuous driving engagement with the sun gear, and a second set of planet pinions in continuous engagement with the ring gear and the first set of planet pinions.

Abstract: A planetary gear transmission comprises a first planetary gear train of double pinion type G1 and second and third planetary gear trains of single pinion type G2 and G3 disposed coaxially and in parallel with one another. In this transmission, a first sun gear S1 is coupled to an input member 11 through a first clutch K1, and a first brake B1 is provided for the purpose of selectively holding the first sun gear S1 against rotation. First and second carriers C1 and C2 and a third ring gear R3 are coupled to one another, and these three elements are coupled to the input member 11 through a second clutch K2, and a second brake B2 is provided for the purpose of selectively holding these three elements against rotation. A first ring gear R1 and a second ring gear R2 are coupled with each other, and a third brake B3 is provided for the purpose of selectively holding these two elements against rotation.

Abstract: An automatic transmission for a motor vehicle includes a chain drive mechanism, three planetary gear units, friction clutches, friction brakes, and an overrunning coupling. Several input shafts of the transmission are adapted to drive elements the sun gears and a ring gear of the planetary gear units.

Abstract: A shifting arrangement for change gear drives in multispeed hubs for bicycles has a plurality of control planes coaxially disposed relative to one another, within which, by cam control, trip cam rods, which are installed on the surface of the hub axle coaxially thereto, are swivellable around its axis, and which have a first and a second profile, whereby the possibility emerges of engaging and disengaging arbitrarily many couplings disposed one after the other on the hub axle. The shifting arrangement further offers by its design the advantage of controlling pawl couplings, which are disposed on a larger diameter in the change gear drive of the hub, simultaneously and in coordination with the cam control of the sun gears.

Abstract: A gear transmission which is enabled to set six forward gear stages by spraying a Ravigneaux planetary gear mechanism and a double-pinion planetary gear mechanism coaxially with an input shaft. The double-pinion planetary gear mechanism and its associated frictional engagement elements are arranged at the side of the input shaft across a partition protruded from the inner face of a casing, whereas tile Ravigneaux planetary gear mechanism is arranged at the opposite side to the double-pinion planetary gear mechanism. Moreover, the Ravigneaux planetary gear mechanism has a ring gear acting as an output element, and a counter gear is connected to the ring gear and arranged adjacent to the partition while being supported by the partition.

Abstract: An overrunning clutch assembly for an automatic transmission including a transmission housing, an input member, an output member, a plurality of gearsets for changing a ratio of torque between the input member and the output member, and at least one brake assembly to selectively couple predetermined gears of the gear assembly to the transmission housing, the overrunning clutch assembly including an inner race operatively connected to the brake assembly, an outer race operatively connected to the transmission housing, and a structure disposed between the inner race and outer race for allowing the brake assembly to rotate in only one direction.

Abstract: A multiple-speed automatic transmission for automotive vehicles able to produce three underdrive speed ratios, a near direct ratio, and two overdrive ratios. A kinematic arrangement includes three simple planetary gear units (48, 50, 52). One of these produces an underdrive output drivably connected to components of the other gear units, three friction clutches (118, 120, 122) to friction brakes (124, 126), an overrunning coupling (82), a final drive gearset (94), a differential mechanism (102), a chain drive mechanism (30) for transmitting power from the turbine (16) of a torque converter (10) to the input shaft, which drives elements of the planetary gear units.

Abstract: A gear shift system for an automatic transmission, in which a plurality of planetary gear sets arrayed on a common axis and each including a plurality of rotating elements are arranged in a casing, and in which an extension housing is attached to the axial end portion of the casing. The gear shift system comprises: a one-way clutch arranged in the extension housing for selectively fixing the rotating elements of a predetermined one of the planetary gear sets arranged at the end side of the casing; and a multi-disc brake in a parallel relation to the one-way clutch.

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: An automatic transmission for five forward speeds equipped with a main transmission mechanism and an auxiliary transmission mechanism. The auxiliary transmission mechanism includes a multi-disc clutch and a hydraulic servo therefor arranged in a first planetary gear set. The first planetary gear set includes a first ring gear connected to an output unit of the main transmission mechanism and a first carrier connected to an output shaft and further to a first sun gear through a multi-disc clutch and a hydraulic servo for the former. The hydraulic servo for the multi-disc clutch is connected to an integral casing through a band brake and is arranged around the outer circumference of the hydraulic servo for the multi-disc clutch.

Abstract: A multiple-speed transmission for use in an automotive vehicle driveline includes a torque converter, three simple planetary gear units, one-way clutches and brakes, friction clutches, and friction brakes. The engaged and disegaged state of the friction elements permit the transmission to produce several underdrive speed ratios, a direct drive ratio, and several overdrive ratios.

Abstract: An automatic transmission for an automotive vehicle includes first and second simple planetary gear units, certain of whose elements are continually interconnected and certain others are releasably connected through operation of five friction elements, hydraulically-actuated clutches and brakes. The input shaft of the transmission drives elements of the planetary gear units through an underdrive gearset and an overdrive gearset. Various speed ratios result by either underdriving or overdriving a driven element of the planetary gear unit or both underdriving one element and overdriving another element.

Abstract: In power transmissions having power transmitting structures available for selective coupling to a plurality of power transmitting paths, increased kinematic degrees of freedom result when an input transmitter allows having a reaction element grounded in a reference frame, usually the transmission casing, inserted topologically inside a power transmitting structure or path. The reaction element may be selectively coupled to at least one power transmitting path to ground or restrain selected gearing elements of a geartrain. Interior placement of the reaction element allows that gearing elements or power transmitting paths normally blocked from access to the transmission case or a reference frame may be selectively coupled to either a power transmitting structure or to a braking or restraining structure, substantially increasing the number of possible ratio states.

Abstract: A shift control apparatus for an automatic transmission including a gear train having a plurality of one-way clutches having their engagement states switched in accordance with torque applying directions and a plurality of frictional engagement units adapted to be engaged by oil pressures. The apparatus comprises a controller for engaging a first one of the frictional engagement units so as to maintain a predetermined gear stage after any of the one-way clutches has been engaged or released, if a predetermined condition is satisfied after the one-way clutch has been engaged or released to start a shift to the predetermined gear stage.

Abstract: An improved gear transmission (10) includes a one-way clutch (52) for connecting together selectively two drive elements to establish a plural torque flow path through the transmission (10) and the clutch (52) includes at least one inner race (52B) and one outer race (52A), each of the races having coaxial inner and outer race portions, the outer surface (112) of the outer race portion (52B) defined by a first undulating surface, the inner surface (113) of a mating drive element defined by a second undulating surface in conjugate registration with the first undulating surface, the profiles of the first and second undulating surfaces (112,113) being controlled to provide a controlled clearance therebetween reducing shock loading at the interface of the inner and outer race portions through a gradual lock-up through a controlled wind-up of the mating members and reducing vibration in the gear elements.