Abstract: A manually operated automotive transmission has a cluster gear on which several forward drive input gears and the reverse drive input gear are formed integrally. An auxiliary coutershaft carries a fifth speed gear continuously engaged with a gear formed on the input shaft. A reverse idler slides on a stub shaft into engagement with a reverse pinion on the input shaft and a reverse output gear. The fifth gear synchronizer sleeve is moved away from the fifth gear when reverse gear is selected because the fifth gear selector position is in the same plane as the reverse drive position. A gearset brake is actuated by movement of the synchronizer sleeve to prevent rotation of the fifth speed gear relative to the input shaft during the initial movement of the selector shaft toward the reverse drive position. The brake mechanism is released as the selector shaft is moved fully to the reverse drive position.

Abstract: An annular retainer is provided for use in a one-way clutch, which is constructed of a first and second rotary members arranged spacedly in a radial direction, rotatably relative to each other and concentrically with each other and having axially-extending annular surfaces respectively and torque transmitting members arranged between the first and second rotary members to transmit torques between the annular surfaces. The annular retainer serves to hold the torque transmitting members at equal angular intervals. The retainer has such a specific shape that the retainer is as a whole flexible against the annular surface of the first or second rotary member so as to maintain at least a part of the retainer in contact with the annular surface of the first or second rotary member.

Abstract: An automatic automotive transmission is designed for drag racing. It includes a torque converter and the conventional gear sets, clutches and bands for establishing power transmission paths with different gear ratios through the transmission. The selector valve is modified to provide an additional transmission braking position adjacent the low-speed manual position. In the braking position, two different gear trains are established through the transmission, locking the transmission. This allows the torque converter to be loaded by accelerating the engine without movement of the vehicle. Release of the gear shift lever allows the selector valve to return to the low-speed manual position resulting in high acceleration of the vehicle.

Abstract: In combination with a power transfer device, a power transmission includes a first shaft rotatably mounted within a housing and having an input end for connection to an output shaft of the transmission and an output end for drive connection to a pair of rear road wheels, a second shaft rotatably mounted within the housing in parallel with the first shaft for drive connection to a pair of rear road wheels, a drive member rotatable on the first shaft, a driven member mounted on the second shaft for rotation therewith and being drivingly connected to the drive member, a limited-clip differential in the form of viscous clutch coupling having an outer casing mounted on the first shaft for rotation therewith and coupled in a liquid-tight manner with an inner sleeve rotatably on the first shaft for defining a viscous fluid chamber and for relative rotation thereto, and a clutch sleeve axially movably mounted on a hub portion of the drive member for rotation therewith and shiftable between a first position where it i

Abstract: A limited slip differential employs a combined differential gear mechanism with a viscous fluid coupling. A gear connection to a first portion of a drive train causes a limited slip differential housing to rotate. A bevel gear is rotatably attached in fixed position to the interior of the housing. Differential gear sleeves are rotatably attached to either end of the housing. Each of the differential gear sleeves has a differential gear which gearingly meshes with the bevel gear and receives an axle from a second and third portion of the drive train, respectively. One of the differential gear sleeves is translatably movable relative to the housing. A fluid chamber within the housing contains a high viscosity fluid as well as a set of annular plates attached to the housing and a set of annular plates attached to the differential gear sleeve which is translatably movable. The sets of annular plates are in interleaved relation to each other.

Abstract: A differential drive unit receives a rotational input and provides two rotational outputs therefrom. A rotatable housing has fixedly attached therein a drive member, which includes a drive plate transverse angled slots extending from one side thereof to the other. A plurality of movable drive balls are provided in the slots. Disposed within the housing on either side of the drive plate are driven members having semi-spherical drive member-receivers formed therein. Upon rotation of the housing and its drive plate, the drive balls are thrown outwardly in the angled slots and come into contact with available drive ball receivers adjacent thereto. Such contact transfers the rotational drive force from the drive plate to the driven members. Driven members are in turn connected to respective driven shafts with wheels thereon. One wheel can on occasion be caused to be turned faster than the other, such as during a turn. Such occurrence causes its corresponding driven member to move relative to the drive plate.

Abstract: An articulated robot joint includes a coupling member 13 having a hollow cylinder 13a rigidly mounted to a lower arm 2 and rotatably journaled to an upper arm 1. An offset crank 13c extends from one end of the cylinder, and has a mounting hub 13d at the end of a radial arm thereof coupled to an axially disposed output shaft of a motor and harmonic drive unit 5, 6. A power/control cable 3 is threaded through the hollow interiors of the arms, and traverses the joint via the hollow cylinder.

Abstract: A multi-speed power shift gear transmission includes an input shaft, an output shaft and two clutch shafts arranged substantially parallel to each other. Each of the clutch shafts includes a directional clutch and two speed range clutches whereby a total of four speeds in each direction of rotation of the output shaft may be obtained. The clutch shafts are arranged to support the directional clutches at adjacent ends whereby the directional clutches may be accessed for service and repair by removal of a separate cover member and without removing any of the other clutches or gears from the clutch shafts. The opposite ends of the clutch shafts are adapted to support and locate a control valve housing for close communication of the clutch actuating fluid control valves and the transmission cooling and lubricant fluid flow paths.

Abstract: A device for driving a rotatable can plate of a spinning preparation machine. The device includes a drive gear, a driven gear engaged by and driven by the drive gear for rotation in a direction opposite to the direction of rotation of the drive gear, an intermediate gear mounted on a lever pivotable about an axis spaced from the axis of the intermediate gear for pivotal movement of the intermediate gear between selective alternate positions for engagement with the drive gear or the driven gear for selective driving of the intermediate gear in opposite directions of rotation, a pair of spaced pulleys driven by a belt trained around a drive pulley fixed upon the intermediate gear for transmitting the rotation of the intermediate gear to the pair of spaced pulleys, and can plate pulleys each driven by a belt trained around one of the pulleys of the pair of spaced pulleys for transmitting the rotation of the pair of pulleys to the can plate pulleys.

Abstract: An automatic transmission for an automotive vehicle, having an input shaft connected to an engine of the vehicle via a primary clutch, an output shaft parallel to the input shaft and operatively connected to drive wheels of the vehicle, a plurality of pairs of gears for transmitting a drive force of the input shaft to the output shaft at different speed reduction ratios, respectively, at least one shift member for selectively placing the individual pairs of gears into an operative position, and an actuator device for automatically activating each shift member. The transmission includes a secondary clutch connected to the primary clutch by the input shaft, and disposed between the input and output shafts, an intermediate shaft disposed in a transmission line between the input and output shafts. The intermediate shaft is provided with one of the gears of each of at least one of the pairs of gears.

Abstract: A torque responsive five-stage automatic shifting hub utilizes inner wrapped spring clutches to rotate a plurality of co-axial cylinders except for the cylinder at one end of the axis rotated by a sprocket. Gearing is interposed between the cylinders to rotate them at progressively different rpm. The wheel hub is rotated by outer wrapped springs, one over each cylinder, having one end secured to the hub and the other end floating. The outer wrapped springs automatically wrap on a cylinder rotating faster than the hub and automatically release a cylinder rotating slower than the hub. The inner wrapped spring clutches are actuated by compression springs between the cylinders which expand to actuate the associated clutch and compress to deactivate the clutch. The compression springs are of progressively different strengths along the axis of the cylinders.

Abstract: A control system for automatic transmissions having a multiple stage transmission gear mechanism in which shift control is accomplished based on an automatic shift control mode or a holding mode wherein a higher gear stage is selected under the holding mode and when a predetermined driving condition is detected, a shift down control is carried out so as to obtain a desirable feeling in a reacceleration operation.

Abstract: A non-jamming rotary mechanical actuator for aircraft control surfaces includes a pair of fixed ring gears separated by a moving ring gear. An end plate having a central bore therethrough and a bearing member for rotatably supporting a shaft is mounted at each outer side of said pair of fixed ring gears. Each ring gear has an internal gear surface. The shaft includes an integral inner cam member having a first offset and an outer cam member having a second offset. In driving relationship with said outer cam member is a compound gear having three sets of gear teeth for intermittent contact with said internal gear surfaces of the three ring gears. When a shear member located between the two cam members is broken due to torque overload, the cam members rotate relative to each other so that the compound gear loses contact with the ring gears, thus preventing jamming.

Abstract: An axle driving apparatus for a small-sized vehicle, such as a tractor, which divides its axle casing into first and second axle casings. A hydraulic pump, provided with a vertical pump shaft, is disposed within one of the axle casings. A hydraulic motor, provided with a horizontal motor shaft; a speed reduction shaft; and a differential gear unit, are disposed within the other of said axle casings. This configuration allows a driving force to be transmitted from the vertical pump shaft to the horizontal motor shaft.

Abstract: A method and apparatus for the control of the continuously variable transmission ratio of a cone disk belt transmission in a motor vehicle with internal combustion engine, in which changes of the engine rotational speed are guided from actual to desired value specified by the drive pedal during the corresponding transmission change along a rotational speed change desired specified characteristic curve.

Abstract: A vehicular transmission shift control system is provided for effecting automatic shifting between a group of sequentially related forward gear ratios provided by the transmission that includes a logic member (16) operative to receive and process an engine speed signal (22) and a gear ratio position signal (30) and to provide an output control signal (33) to a shift actuator (34) that is operative to enable automatic shifting between the sequentially related forward gear ratios whenever the lowest sequentially related forward gear ratios of the group is manually engaged by an operator of the vehicle. Fuel to the engine is controlled (26) to cause a torque reversal across an engaged jaw clutch (80-86, 82-88, 84-90) to assure disengagement thereof without requiring disengagement of the master clutch (8).

Abstract: An interaxle differential for connection between two driven axles (14) of a motor vehicle comprises a liquid friction coupling (1) and a planetary gear train (15) comprising three torque-transmitting members (16, 18, 20). The liquid friction coupling (1) comprises a liquid-filled housing, a coupling shaft, which coaxially protrudes into said housing at least one set of radially inwardly extending, axially spaced apart outer blades, which are mounted on the housing, and radially outwardly extending, axially spaced apart inner blades, which are fixed to the shaft in said housing and axially staggered from the outer blades. Each of said outer blades is adjustable in a radial plane to vary the radial overlap between the outer and inner blades. A first of said torque-transmitting members of the planetary gear train is directly connected to an input member of the differential gear. A second (20) of said torque-transmitting members is connected to said coupling shaft (3).

Abstract: In a transmission for driving the rolls of a rolling line having a number of rolling stands disposed one after another, a respective planetary transmission stage is provided at several output shaft (20) and forms the output rotational speed from a basic rotational speed and an additional rotational speed. The gear wheels (2,23) of the gear wheel transmission trains transmitting the basic and additional rotational speeds are mounted on stationary bearing bushes (3, 26) which project into the hub regions of the gear wheels (2, 23) and are secured in bores or on flange facings of the load-bearing walls (5, 6) of the transmission housing (1). Only one of the gear wheel transmision trains is disposed between the load-bearing walls of the transmision housing, while the other is disposed on the outside stands. This permits the transmission to be of lighter construction and allows greater gear ratios in the gear wheel transmission trains and a smaller distance between the output shafts (20).

Abstract: In a system for shift control in an automatic transmission, wherein a hydraulic control device is operated to selectively switch the engagements of frictionally engaging devices and any one of plurality of gear stages can be achieved in accordance with a preset shift map, a system is provided to judge whether shifting is abnormal or not. When it is judged that the shifting is abnormal, oil pressure for engaging the frictionally engaging devices is raised. With this arrangement, the durability of the frictionally engaging devices can be secured.

Abstract: A reduction gear unit which comprises a housing, an input shaft rotatably supported in the housing, an eccentric cam member integrally fixed on the input shaft, an idler gear rotatably provided around the eccentric cam member, and a drive plate member provided integrally with an output shaft member, the drive plate member being rotatably supported in a coaxial relation with the input shaft. The idler gear is formed with a first and second external teeth in such a manner that the first external teeth are partly meshed with an internally toothed portion formed in the housing, and the second external teeth are partly meshed with an internally toothed portion formed in the drive plate member. Thus, an input rotation force is reduced in a tow-fold way and transmitted in a coaxial manner.