Abstract: A continuously variable automotive transmission includes a fluid torque converter adapted to be connected to an engine and having a turbine shaft, a single driver gear or two driver gears fixedly mounted on the turbine shaft, and a V-belt continuously variable transmission mechanism.

Abstract: A manual transmission includes an input shaft having first and second drive gears fixed thereon, an output shaft arranged in parallel with the input shaft having at least a pair of change-speed driven gears fixed thereon, a first countershaft arranged in parallel with the input and output shafts at one side thereof and having a first driven gear fixed thereon and engaged with the first drive gear, a pair of low speed drive gears rotatable thereon and engaged with the change-speed driven gears, and a first synchronizer coupling adapted to selectively connect the low speed drive gears to the first countershaft, and a second countershaft arranged in parallel with the input and output shafts at the other side thereof and having a second driven gear fixed thereon and engaged with the second drive gear, a pair of high speed drive gears rotatable thereon and engaged with the change-speed driven gears, and a second synchronizer coupling adapted to selectively connect the high speed drive gears to the second countersh

Abstract: Two worms of a worm extruder are connected to drive shafts of different lengths journaled in a transmission housing. For driving one of the worms, a first gear is keyed to the longer drive shaft and is driven by the motor gear and the electric motor. The second worm is driven by a further shaft, one end of which has a gear meshing with the second gear keyed to the short drive shaft so that the gear of this further shaft and the gears of the two drive shafts lie in a common plane. The further shaft is driven by a gear meshing with the motor shaft or by a separate motor. With this apparatus torque distribution is improved and the number of gears and components of the transmission is reduced.

Abstract: A hydraulic control system for an automatic transmission including a pressure regulating valve responsive to a pilot pressure to produce a regulated line pressure which is applied through a switching valve to an actuator of a clutch. The switching valve is also responsive to the pilot pressure to allow the pilot pressure to be introduced to the actuator when the pilot pressure is below the predetermined value and passes the line pressure to the actuator when the pilot pressure is above the predetermined value.

Abstract: A planetary reduction gear has an inscribe type planetary gear mechanism (100; 600) and a planetary gear mechanism (130; 630) combined therewith. The inscribed type planetary gear mechanism has an internally-toothed gear (108; 602) and a flange (115; 608) either one of which serves as an output member while the other serves as a stationary member. Rotation of the input shaft (131; 631) of the planetary gear mechanism is transmitted to a planet carrier through an externally-toothed sun gear (132; 635) and planet gears (133; 636) so as to rotate the planet carrier in the same direction as the direction of rotation of the input shaft. The rotation of the planet carrier is transmitted to the output member through at least one eccentric member (102a, 102b; 61a, 613b) and at leat one externally-toothed gear (103a, 103b; 601b) in the inscribe type planetary gear mechanism so that the output member is rotated in the direction counter to the direction of rotation of the planet carrier.

Abstract: In a control system for controlling engagement of a frictional element, such as a clutch, the derivative of the speed of an input member, such as a turbine shaft, of a transmission is calculated and compared to a target value. The difference, i.e., error, between the values is employed to control, hydraulically, the engagement of the frictional element. The control system operates the frictional element to reduce the error toward zero. This control routine operates only when the vehicle is idling.

Abstract: A planetary transmission mechanism and device of involute gears with compound small tooth-difference has two internal gear drives, an eccentric shaft with two eccentric axles and a rotational delivery mechanism with the gear pair's tooth-difference optimally equal to 5 to 8 teeth. The internal gear drives comprise at least two pairs of gears, the planetary gear of each gear drive being rotatably sleeved on a respective eccentric axle of the eccentric shaft.

Abstract: Infinitely variable hydromechanical transmission with multiple power-transmission paths for motor vehicles having at least two gear-shift ranges, in which the infinitely variable control of the transmission is effected by a hydrostatic transmission. The transmission system manages with fewer hydrostatic units than heretofore. Its power-to-weight ratio and volume are lower. Its efficiency is increased six to ten times compared to a hydrostatic transmission. A hydrostatic package, a summation planetary gear train, and a second planetary gear train form the basic units which are constantly interconnected in any combination of transmissions. Depending on the range shifted, clutches connect the output shaft to one of the shafts of the summation planetary gear train or to a shaft of the second planetary gear train.

Abstract: A clutch has two pressure plates that are provided with conical teeth facing one another on opposing faces of the pressure plates. The conical teeth resolve relative rotation between the pressure plates into axial force pushing the plates apart, thereby to press the clutch disks together to engage the clutch. A selectively engageable stop is provided on one of the pressure plates to permit limited, unlimited, or no relative rotation between the pressure plates. The stop is controlled depending on parameters such as steering angle and direction of travel. Two such clutches can be applied to the differential of a vehicle drive.

Abstract: A controlling device for an automatic speed change mechanism is capable of preventing a sudden acceleration of an automobile against the intention of the driver. The device includes a shift position detector for emitting electric signals indicating the selection state of a manual shift device; a braking detector for emitting electric signals corresponding to the actuation/non-actuation of a braking device; and an electronic controlling device which monitors the electric signals emitted by said shift position detector and said braking detector, controls the said shifting device corresponding to the selection state of a manual shifting device to switch over the connection mode of the speed change mechanism, and during the non-actuation of the braking device, if the manual shifting device commands a switch-over from the non-connection mode to a connection mode, establishes a connection mode having a relatively small reduction ratio compared with the case of brake actuation.

Abstract: A differential mechanism for heavy-duty power machines with adjustable wheel tracks, such as farm machinery. The mechanism is provided with a specially constructed differential gear arrangement, including first and second differential gear housing parts. The first part supports an annular crown gear. The second part defines an open ended chamber. The housing is supported at each end in roller bearings. A centralized disc brake may be mounted externally on the second housing part. An anti-slip mechanism may be mounted on the inside of the second housing part. The anti-slip mechanism is controllably engagable.

Abstract: A microprocessor controlled automatic transmission range shift selector positions the range shift valve in accordance with a shift request by an electric motor. A feedback transducer provides valve position information for motor control purposes. Vehicle conditions transducers including a door switch, a seat switch, vehicle speed and RPM sensors, ignition circuit status and key presence detectors, a parking brake sensor and a foot brake switch provide inputs to the microprocessor which is programmed to determine appropriate shifts to prevent requested range shifts in some cases and automatically initiating shifts into park in other cases. An automatic parking brake actuator and door lock actuators are also controlled by the microprocessor system.

Abstract: Disclosed is a stepless speed change gear including a plurality of conical rollers each of which is provided with a conical surface frictionally engaging with a ring-member moved by a speed changing assembly. A surface of concave cross-section frictionally engages with a sun-member on an input shaft, and a flat surface frictionally engages with a non-rotatable disc member. A gear train is provided to extend the speed range to include a speed ratio of 1:1. A release mechanism is provided for the non-rotatable disc member, and a clutch mechanism is provided for direct coupling of the input and the output shaft. Power is transmitted by direct coupling of the input and the output shaft.

Abstract: A differential gear assembly for vehicles is provided between a pair of drive axles (12), (14) are received in bores (10) formed in the sides of a differential housing (4), and wherein axially aligned worm or side gears (18, 18') are coupled to each axle end for meshing engagement with torque transfer gears (20) within said housing. A non-rotatable washer element (30) is inserted between confronting end faces of the side gears (18, 18') to reduce the sliding velocity between the washer and each side gear to one-half of the relative sliding velocity between the side gears, thereby reducing and/or controlling friction between the side gears and reducing differences in bias ratios associated with opposite directions of differentiation.

Abstract: In order to prevent unnecessary variations in reduction ratio during cyclic depression and release of an accelerator pedal, there is provided a non-linear control element in a control unit for varying a reduction ratio of the continuously variable transmission. The non-linear control element provides a hysteresis between an engine power demand variable with the accelerator pedal and the reduction ratio.

Abstract: A gear arrangement capable of producing a differential effect is combined with a viscous coupling and two other coupling devices in a manner which enables the selective production of three output distribution modes in a vehicle that provides a user optional front, rear or "front plus rear" wheel drive.

Abstract: In a system for integrally controlling an automatic transmission and an engine, wherein hydraulic control devices are operated and engagement of frictionally engaging devices are selectively switched, to thereby achieve a shifting, and an engine torque is changed during shifting, a rate of change with time of oil pressure supplied to the frictionally engaging devices is temporarily reduced in association with the completion of the engine torque change. With this arrangement, rise of an output shaft torque generated at the time of completion of the engine torque change can be controlled, so that satisfactory shift characteristics can be obtained.

Abstract: A variable speed transmission includes an input shaft, an output shaft and a holding shaft. A planetary gearing assembly is connected to the output shaft and holding shaft inside a rotatable drum. The input shaft is in communication with the rotatable drum. A brake assembly is mounted adjacent the holding shaft and actuated to selectively vary the rotational speed of the output shaft.

Abstract: A center differential for a four-wheel drive vehicle comprises three members, i.e.: an input member rotatably connected for rotations to the output shaft of a transmission; a first output member for transmitting rotation of the input member to a rear wheel output shaft; and a second output member for transmitting rotation of the input member to a front wheel output shaft. Frictional engaging elements are interposed between any two of those three members, and a applying force transforming device for generating a force to engage the frictional engaging elements on the basis of a tangential force which is generated relatively between any of the three members are also provided.

Abstract: A bowl-mill gearing (14) which consists of an epicyclic gear (14b) and an intermediate gear (14a) composed of spur wheels (18, 20, 22, 24) with parallel axes. The driving shaft (26) of the intermediate gear (14a) is disposed parallel to the driven shaft (52) and with spacing from the mill axis (42). The driven wheel (24) of the intermediate gear (14a) means with a small intermediate wheel (22) which is mounted for rotation outside the annular gear case (20) of the bowl-mill gearing (14) and is disposed so that it projects through a cut-out (80) in the gear case (30) into the interior of the gear case. The dimensions of the intermediate wheel (22) and of the driven wheel (24) are selected so that the wall (34) of the annular gear case only has to be provided with a cut-out (80) which is less than an eighth of the circumference of the gear case as a result of which there is negligible weakening of the gear case.