Abstract: A control system for a continuously variable transmission for a motor vehicle 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. By controlling flow rate of oil supplied to the chambers in accordance with a desired transmission ratio, the spool is shifted, so that the transmission ratio changing rate is controlled. The transmission ratio changing rate is reduced at cold engine so as to prevent decrease of the vehicle speed at acceleration.

Abstract: If a vehicle is at rest after it has been detected that the shift position of the vehicle transmission has been shifted to neutral, hydraulic pressure is introduced to a brake in the transmission gear train that is for establishing the first speed state. The introduction of hydraulic pressure to the brake causes the brake to engage in advance of an actual shift to first speed. As a result, when the shift position is shifted out of the neutral range, the first speed state is quickly established, thereby shortening the neutral-to-drive shift time lag when the vehicle is at rest. If the vehicle is traveling after the shift to neutral has been detected, hydraulic pressure is exhausted from the brake to disengage the same, thereby preventing high-speed rotation of sun gears and clutch disk in the gear train due to transmission of rotation from the output side of the automatic transmission.

Abstract: Device for controlling the sliding and lifting movements of a cover in sliding and lifting roofs of vehicles, which device has an input drive element and an output drive element from which both the sliding and the lifting movements are derived. To this end, there is provided a gear assembly having a planetary gear that is operationally controlled between the input drive and the output drive elements. During operation of the drive elements, starting from a predetermined gear position that corresponds to a reference cover position, the planetary gear automatically changes its gearing ratio, based upon the drive direction, in such a way that at equal input drive speeds, the lifting movement is slower than the sliding movement. The gear assembly has a double epicyclic gear. Additionally, a blocking device is provided which, when driving the input drive element from the predetermined gear position automatically blocks either a first or a second gear element of the epicyclic gear, depending on the drive direction.

Abstract: A speed change device for a bicycle comprises a carrier jointed to a crank arm and a plurality of planet gears rotatably supported on a plurality of shafts arranged in a circle on said carrier. Each of the planet gears includes a plurality of planet gear elements different in number of teeth. The device further comprises an internal gear in mesh with ones of the planet gear elements of the planet gears and formed in an outer circumference with a sprocket to form a driven rotary body, one-way clutches for connecting the driven rotary body to the carrier, a plurality of sun gears provided on a crankshaft and in mesh with the planet gear elements of the planet gears, respectively, and one-way clutches provided between inner circumferences of the sun gears and a fixed bearing enclosing the crankshaft. One of the one-way clutches last mentioned is able to connect selectively.

Abstract: A control apparatus for a vehicle for a continuously variable transmission (CVT) whose speed ratio is continuously variable, the apparatus including a mode selector responsive to a currently required output of an engine, for selecing one of a continuously variable speed mode in which the speed ratio of the CVT is continuously changed, and a stepping shift mode in which the speed ratio is changed in a plurality of steps. The apparatus further includes a first control device operable in the continuously variable speed mode, for continuously changing the speed ratio of the continuously variable transmission so as to operate the engine with minimum fuel consumption, and a second control device operable in the stepping shift mode, for selecting one of a plurality of speed-ratio positions corresponding to the above-indicated plurality of steps, and for maintaining the selected speed-ratio position, based on the detected currently required output of the engine and the detected running speed of the vehicle.

Abstract: A control system for a continuously variable transmission for a motor vehicle 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. By controlling flow rate of oil supplied to the chambers in accordance with a desired transmission ratio, the spool is shifted, so that the transmission ratio changing rate is controlled. At kickdown of the transmission, two desired value signals are applied to correct the desired transmission ratio and desired transmission ratio changing rate so as to quickly increase the transmission ratio to a value smaller than the desired transmission ratio at the kickdown.

Abstract: A control system for a continuously variable transmission for a motor vehicle 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. By controlling flow rate of oil supplied to the chambers in accordance with a desired transmission ratio, the spool is shifted, so that the transmission ratio changing speed is controlled. When an accelerator pedal of the vehicle is rapidly depressed while the transmission ratio is changing, the transmission ratio changing speed is reduced for a predetermined time.

Abstract: In a key-shift transmission which comprises a shifting mechanism including a shifter fork (51) slidable on a fork shaft (50), an interlocking mechanism for preventing a shifting operation at the engaged condition of clutch (22) is provided by utilizing a latching mechanism disposed between the fork and fork shaft. In addition to a spring-biased latching ball (55) cooperating with a plurality of annular grooves (52N-52R) of the fork shaft for the latching purpose, a second ball (61) is provided which is received in the fork and is operative to interlock such fork in cooperation with the annular grooves. The fork shaft is supported rotatably and is operatively connected to a clutch-disengaging pedal (26) so that the shaft is rotated at the clutch-disengaged condition to an angular position where additional cut-out grooves (65) formed to the fork shaft unlock the fork.

Abstract: A device for providing a retarding force against the motion of a vehicle, which device does not intrude upon the engine, is not dependent upon the gear selected, and does not exhibit fade or skid characteristics. A torque limit clutch engages a ground engaging wheel of the vehicle with a first aerodynamic rotor. In one embodiment, the ratio of the speed of the aerodynamic rotor as compared to the speed of the ground engaging wheel is controlled by a serially connected variable-ratio gearbox. In another embodiment, the ratio is controlled by an epicyclic gear train, a second aerodynamic rotor and a pump.

Abstract: A control system for a continuously variable transmission for a motor vehicle 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. By controlling flow rate of oil supplied a chamber in accordance with a desired transmission ratio, the spool is shifted, so that the rate of change of the transmission ratio is controlled. The transmission ratio changing rate is reduced as the difference between the actual transmission ratio and desired transmission ratio increases.

Abstract: A differential gear arrangement has an annular planet gear having internal and external teeth which mesh with a sun gear and a ring gear respectively. The planet gear is supported in a carrier which is journalled in a housing and is also journalled internally and externally of the ring gear. The arrangement permits use of rolling-bearing journals throughout.

Abstract: An electronic gear transmission control apparatus commands an optimum gear position based on a shift schedule map according to a vehicle speed and an accelerator opening. When an upshift over two or more gear positions is commanded on the basis of the shift schedule map, a gear shift to the commanded gear position is restrained, and a gear shift to a gear position which is one gear position higher than the present gear position is effected for a prescribed period of time.

Abstract: Variable-ratio transmission configurations are derived from a basic balanced-reaction configuration which is known to operate with inherently lower power flow in the reactive path for a given ratio range than the more common split-input or split-output configurations. A pair of planetary gear sets having different base speed ratios, are configured to each provide a power transmission path from the input shaft to the output shaft while the reaction gear elements are cross-coupled to each other through an auxiliary variable ratio power-transfer device. A particular two-planetary-set configuration uses the ring gear elements as the reactors, one mounted to rotate around the input shaft and the other mounted to rotate around the output shaft. The ring gears are thus readily coupled to an auxiliary variable ratio power-transfer device, which may be a pair of hydraulic pump/motors.

Abstract: A toy vehicle transmission assembly unit having a drive gear that is nonrotatably mounted on a driven axle, and a multiple gear train that establishes a driving connection between the drive gear and a driving gear mounted on a shaft outwardly extending from a motor. The gear of the multiple gear train that immediately establishes the driving connection with the drive gear is shifted laterally by a shift lever that disengages the gear train from the drive gear. The transmission assembly unit is enclosed in a housing that provides a rotatable mounting for the drive gear.

Abstract: A differential gear includes a differential case having a plurality of recesses provided circumferentially at equal intervals, a plurality of pinions and a pair of side gears respectively disposed in the differential case, shafts connected to the respective side gears and a sleeve supported by one shaft shiftably in an axial direction thereof and unrotatably relative thereto and having a plurality of claws capable of fitting in the recesses. A controlling device includes a cylinder unit for operating the sleeve, a pressure sensor for detecting the braking condition of a vehicle, a sensor for detecting a steering angle and a controller for receiving signals from both sensors and controlling the cylinder unit to limit the rotational speed differential generated from the the differential gear when the vehicle is braked and turned with a steering angle exceeding a predetermined value.

Abstract: The invention relates to a planetary gear type auxiliary gearbox intended to be inserted between a main gearbox and a transmission to the driving wheels in a motor vehicle. The input shaft of the planetary gear is rigidly connected to a sun wheel, while the output shaft of the planetary gear is rigidly connected to a planet wheel carrier carrying a plurality of planet wheels meshing with the sun wheel.The planetary gear further includes a clutch ring non-rotatably connected to the gearbox housing and a clutch ring non-rotatably connected to the input shaft. The invention is distinguished in that the ring gear of the planetary gear is formed with engagement teeth at its axial ends, in that the clutch rings are arranged on either side of the planet wheels and in that the ring gear is axially movable to enable alternative engagement with the clutch rings by its engagement teeth. The invention results in favorable load distribution with regard to both torque and bending stresses.

Abstract: Separate left and right hydrostatic transmissions (17) for controlling rotation of left and right final drive wheels (11) of a working vehicle independently are disposed laterally inwardly of the drive wheels in a vertical posture such that, while an input shaft (18) is directed axially outwardly of the vehicle, an output shaft (19) is directed axially inwardly of the vehicle. To each of the hydrostatic transmissions is attached a L-shaped gear box (20) which extends over axially inward and laterally outer sides of the hydrostatic transmission and supports the axle (21) of final drive wheel. Within the box is housed first and second reduction gear trains which form L-shaped transmission path between the output shaft and axle.The hydrostatic transmission (17) and gear box (20) of each side may be handled as a unit in assembling the transmission system and are compactly disposed in the proximity of each final drive wheel (11).

Abstract: A three-element multi-stage torque converter, wherein a planetary gear mechanism comprising a sun gear fixed to a turbine shaft, a planetary gear meshing with the sun gear, an internal gear fixed to a stator shaft and meshing with the planetary gear, and a planetary carrier which carries the planetary gear, is installed in a space formed by a housing and a pump impeller connected to the housing; and a cylindrical carrier shaft coaxial with the turbine shaft is fixed to the planetary carrier.

Abstract: An automatic activation apparatus for a differential pawl which is independent of intervention by an operator of a vehicle, the invention controls the energy supply to the actuator by means of a control logic with two signal inputs. The control logic is fed a wheel slip signal directly at one signal input, and via a break-delay timing element at its other signal input. The control logic is thereby designed so that, by the excitation of both signal inputs, it switches into a standby position and then into its active position only upon the excitation of its signal input connected with the timing element.

Abstract: According to a hydraulic pressure control system for a continuously variable transmission embodying the present invention, a hydraulic fluid pressure supplied to pulleys is increased temporarily during a transient period where the transmission upshifts from a reduction ratio to a smaller reduction ratio as a result of a predetermined movement of a manual selector valve. The level of the hydraulic fluid pressure is allowed to return to the previous low level after the transient period.