Abstract: A power transfer device for a vehicle comprises a power input part; an intermediate gear mechanism having an intermediate input gear and an intermediate output gear meshing together; a first gear meshing with the intermediate input gear; a first shaft connected to the first gear; a second output part adapted to be connected to the intermediate output gear; a second shaft connected to the second output part; a first auxiliary output part connected to the first shaft; a dog clutch adapted to be switched between a differential operation position in which the intermediate output gear is connected only to the second output part and a differential non-operation position in which the intermediate output gear is connected to both of the first auxiliary output part and the second output part; a lock gear mechanism connected to the intermediate gear mechanism; and a lock mechanism adapted to disengagably connect the lock gear mechanism to a stationary part.

Abstract: The invention is a variable speed transmission for adjusting the output of a drive shaft. It comprises a journal mounted rotatable casing with an internal cyclical periodic track selectively pushed by a plurality of reciprocating push rods activated by a variably extendable cam mounted to a drive shaft. The torque ratios are directly proportional to the degree the push rods are extended by the extendable cam.

Abstract: A continuously variable transmission comprising a drive plate having a series of radial slots attached to an input shaft. A bevel gear is concentrically mounted on the end of an output shaft held parallel to the input shaft. Lockable pinions are provided which mesh with the bevel gear teeth and slidably engage the drive plate. Locking devices are provided for selectively locking or unlocking the pinions as they rotate about the bevel gear. As the input shaft and driving plate rotate the pinions lock and unlock depending upon their position in relation to the driving plate. When locked, the input shaft drives the output shaft by transmitting power through the driving plate into the locked pinions slidably held in slots in the driving plate and then into the bevel gear and output shaft.

Abstract: A Y type planetary gearing consists basically of three central gears, a sun gear and two ring gears, and a number of identical planet gears. The three central gears have a common central axis and a number of teeth different from each other. Each planet gear has a uniform tooth profile in the longitudinal direction. The Y type planetary gearing of this invention has three important characteristics: (1) each planet gear is able to mesh simultaneously with the three central gears, (2) each pair of gears satisfy the law of conjugate gear-tooth action to provide uniform rotary motion, and (3) the planet gears are able to work properly without a carrier. Consequently, the disclosed Y type planetary gearing is compact in structure, small in size, low in cost, and capable of providing a high speed ratio.

Abstract: A control for an automatic transmission with a lock-up type torque converter, comprises a lock-up control valve, a forward clutch control valve, an electromagnetic valve, and a shuttle valve. The shuttle valve normally assumes a first position where a control signal regulated by the electromagnetic valve is supplied to the forward clutch control valve to render same to regulate forward pressure for activating a forward clutch. The shuttle valve shifts to a second position thereof when the transmission establishes forward speed ratios except the first speed ratio. In the second position of the shuttle valve, the control pressure regulated by the electromagnetic valve is supplied to the lock-up control valve to render same to effect slip control and lock-up control of the torque converter.

Abstract: In an automatic transmission including a torque converter, an overdrive gear mechanism, an underdrive gear mechanism, a planetary gear mechanism, a first input shaft for the overdrive mechanism connected with the torque converter, and a second input shaft for the underdrive mechanism, a support structure is provided which is formed with a radially outwardly extending wall axially located adjacent a spline which connects a ring gear of the planetary gear mechanism with the second input shaft, with the support structure also including an axially extending boss located at the radially inner end of the radially extending wall, the boss having the second input shaft rotatably supported therein with the piston of the servo mechanism for operating an overdrive brake of the overdrive mechanism being attached to the radially extending wall.

Abstract: Gearless differential speed reducer comprising a first disc secured to a casing, a second rotary disc arranged to face the first disc, sinuous grooves provided with the facing sides of discs, the sinuous shapes of which are epicycloid and hypocycloid curves determined along a certain pitch circle, spherical balls provided between the discs to position into the grooves, and an eccentric shaft connected to the rotary disc through a bearing. Rotational movement of the eccentric shaft allows the rotary disc to rotate around one end of the shaft, while going along the pitch circle, since the balls rolls along the sinuous grooves. A single rotation of the shaft permits the rotary disc to travel by the length equivalent to that of two lobes of the grooves, yielding speed reduction ratio as a formula of 2/N(N+2) when the groove of the first disc counts its number of lobes as N.

Abstract: A dual engine drive system for a single propeller shaft includes a single torque-combining gearbox separated from the engines by gearbox input shafts. The engines, gearbox and propeller shaft are mounted as a unit on a common support frame adapted for installation in existing fixed-wing, single-engine aircraft. Each input shaft drives its own primary gear train within the gearbox. Each gear train includes its own output gear coupled to the propeller shaft through an overrunning clutch. An auxiliary drive train driven by the propeller shaft drives redundant propeller governors, an overspeed governor, and an oil pump for lubricating the propeller shaft and auxiliary gear train. The primary gear trains also drive oil pumps for lubricating their own gearbox sections. The three oil pumps are in separate subcircuits of a common oil circuit, and a mechanism is provided for enabling an operating oil pump of one subcircuit to supply oil to another subcircuit if the oil pump in such other circuit fails.

Abstract: A control system for a motor vehicle provided with a clutch and a continuously variable transmission. The transmission has a line pressure control valve having ports and a spool for controlling the line pressure of oil supplied to a cylinder of a pulley device to change the transmission ratio. When the clutch is disengaged, the line pressure is set to a minimum value sufficient for tensing a belt of the pulley device for preventing the belt from slipping when the clutch is re-engaged.

Abstract: In a continually variable belt-driven transmission, a system for actuating and controlling the operation of the forward clutch and reverse clutch includes a source of hydraulic pressure regulated at line pressure, an accumulator control valve, a line and belt load control solenoid and solenoid-actuated valve, an accumulator, a decel disconnect solenoid-operated valve and a manual valve. The line and belt-load control valve regulates a pressure signal applied to the accumulator control valve whose output pressure develops, on the piston of the accumulator, a force that adds to a spring force tending to purge the accumulator and add that flow to the flow through an orifice directed through the manual valve to the selected clutch.

Abstract: A compound planetary gear system for an automotive vehicle comprising a pair of planetary gear units with a common sun gear and a driven shaft disposed concentrically within the sun gear whereby an annular lubrication oil flow passage is formed in the sun gear, the sun gear being supported by its meshing engagement with multiple planet pinions journalled in a carrier, and a flow directing funnel registering with the oil flow passage which is adapted to direct lubrication fluid into the sun gear, when it is distributed to desired lubrication points.

Abstract: An automatic transmission for use in vehicles which comprises clutch gears operated by a pair of L-shaped bars and controllers of the L-shaped bars by pushing an accelerator pedal whereby the clutch gears can selectively contact in frictional engagement corresponding surfaces of a clutch wheel for operating the engine without requiring the use of a torque converter.

Abstract: A planetary gear transmission having four or five forward speeds and which comprises three planetary gear sets with clutches and brakes for speed selection. The planet carriers of the sets are connected together and positively connected to the output shaft, while the planet gearing for the first two gear sets utilizes a planet gear of the second gear set which extends axially over both the first and second gear sets and meshes with the internal and sun gears of the second gear set, and a planet gear on the common planet carrier which meshes only with the internal gear of the first gear set and with the planet gear of the second gear set.

Abstract: A vehicular four-wheel drive system which includes: an oil pump adapted to be actuated by the relative rotations of a first rotating shaft connected to front wheels and a second rotating shaft connected to rear wheels for discharging pressure oil; a hydraulic clutch having a cylinder chamber communicating with the discharge passage of the oil pump; an electromagnetic throttle valve for controlling the discharge pressure of the oil pump; and a control mechanism for changing the throttle opening of the electromagnetic valve in accordance with the running situation of the vehicle.

Abstract: A control system has a transmission ratio control valve having a spool for controlling oil supplied to a cylinder of a drive pulley to change the transmission ratio. The transmission ratio control valve has chambers at both ends of the spool. The amount of oil supplied to the chambers is controlled by a control signal which is determined by a desired transmission ratio and the actual transmission ratio, so that the transmission ratio is controlled.

Abstract: A differential gear includes two rotatable cases, pinions disposed rotatably in each of the cases, first and second side gears meshing with the pinions and disposed rotatably in each of the cases, a first shaft supported rotatably about a co-axis of the cases and extending from the second side gear in the first case to the first side gear in the second case, a second shaft supported rotatably about the co-axis and extending from the first side gear in the first case, a third shaft supported rotatably about the co-axis and extending from the second side gear in the second case, a driven gear provided in the first shaft and a first drive gear for rotating the driven gear to give driving force to the shafts. First and second worm wheels respectively fixed to the first and second cases, first and second worms respectively meshing with the first and second worm wheels and at least one electric motor for rotating the first and second worms are provided.

Abstract: An electric brake cable tensioning device is disclosed including a planetary gear train driven by a motor driven worm gear and a friction brake for holding a sun gear of the gear train against rotation during torque input. The cable is attached to a planet gear of the gear train which moves around the braked sun gear and pulls the cable in tension. The worm gear and braked sun gear hold the planet gear and cable in the tensioned position. Cable tension is released upon release of the sun gear whereupon the planet gear moves back to the untensioned position.

Abstract: An infinitely variable speed transmission is disclosed which transmits externally applied driving torque to an output shaft through a pinion arm which engages a gear mounted on the end of the output shaft. The pinion arm can freely pivot around the bevel gear throughout the full 360 degree rotation of the input and output shafts. A locking mechanism is provided which allows the user to lock the pinion arm to the bevel gear. This enables the applied torque to be transferred through the pinion arm to the output shaft. The distance separating the input and output shafts can be varied by the user. By selectively varying the shafts' separation the effective transmission ratio can be continuously varied.

Abstract: A steplessly variable transmisison system for a vehicle, having a belt-pulley type transmission. An input shaft of the transmission consists of first and second shaft portions. A sleeve member is provided and is slidably splined on the first shaft portion. A driven gear is provided on the second shaft portion which is engageable with the sleeve member by a synchronizer mechanism. A reverse gear mechanism is also provided, the reverse gear of which is engageable with an outer gear formed on the circumference of the sleeve member. The sleeve member is slid by a shaft fork to thereby selectably engage the first shaft portion with the second shaft portion through either the synchronizer mechanism or the reverse gear mechanism. By selecting the engagement through the synchronizer mechanism, a forward driving transmission is implemented, whereas, by selecting the engagement through the reverse gear mechanism, a reverse driving transmission is implemented.

Abstract: A method of controlling the hydraulic pressure for an automatic transmission gear system, in which the actual rotation speed of a rotatable element during a speed shift from, for example, the 1st speed ratio to the 2nd speed ratio is detected, and the hydraulic pressure supplied to a frictional engaging element acting to change the rotation speed of the rotatable element is controlled so that the rate of change of the rotation speed of the rotatable element can converge to a predetermined change rate when the speed change rate due to the speed shift is ideal. On the other basis of the hydraulic pressure supplied to the frictional engaging element in the final state of the speed shift, the initial hydraulic pressure to be supplied to the frictional engaging element immediately after starting of the next speed shift is computed.