Abstract: In a control apparatus for an automatic transmission, a return control is executed to engage a clutch that has had its engagement pressure lowered and to disengage a brake so as to resume the state of the automatic transmission from the neutral state under a neutral control to the one where the forward speed is established. As the time for the neutral control becomes longer, the decrease in the torque of an output shaft of the automatic transmission becomes gentler. Accordingly an initial value of a control command value for the clutch pressure is decreased with the increase in the neutral control time such that the engagement of the clutch becomes gentler.

Abstract: An automatic transmission includes a parallel-axis gear pair including a first gear having a shaft portion and a gear portion, and a second gear which meshes with the first gear; a case that has a supporting wall which is adjacent to the gear portion of the first gear and rotatably supports the shaft portion of the first gear; and a frictional engagement apparatus that includes friction members, a piston that presses on, so as to apply, the friction members, and a hydraulic chamber that holds hydraulic fluid which moves the piston in the direction of the friction members. As a result, both the shaft to shaft dimension as well as the axial dimension of the automatic transmission can be reduced.

Abstract: A control system for a continuously variable transmission of a motorcycle, which is capable of improving the steerability of the motorcycle in a low-speed range of the motorcycle. The motorcycle includes a centrifugal clutch mechanism disposed between the transmission and a rear wheel, for connection and disconnection between an engine and the rear wheel. An ECU of the motorcycle stores an idle-up use transmission map and a warmed-up use transmission map, and carries out transmission control of the transmission based on the idle-up use transmission map at the start of the engine, and switches the idle-up use transmission map to the warmed-up use transmission map when at least one of a first condition that a predetermined time period preset based on the temperature of the engine has elapsed after the start of the engine and a second condition that rotational speed of the engine is lower than a predetermined idling engine speed is satisfied.

Abstract: In a planetary reduction gear device of a starter, a planet carrier forms gear shafts and planetary gears are rotatably supported by the gear shafts through bearings. The planet carrier further forms waste shafts projecting in a direction same as that of the gear shafts. The waste shafts are arranged on a circle having a center coincident with a rotation axis of the clutch outer portion at regular intervals in a circumferential direction. The circle on which the waste shafts are arranged has a diameter different from that of a circle on which the gear shafts are arranged. A speed reduction ratio can be changed by mounting planetary. gears having a gear specification different from that of the planetary gears supported on the gear shafts on the waste shafts. The planet carrier can be integrally formed with a clutch outer portion of a one-way clutch.

Abstract: The present invention provides a running control device for an industrial vehicle which generates no speed change shock when the traveling direction is switched to the opposite direction by the forward-reverse selection member during the running of the vehicle.

Abstract: An axle drive block for a motor vehicle, comprising a first and a second differential in a driven housing. Both of the differentials are coaxially aligned planetary spur gears, the sun wheels of which are drivably connected to the semiaxes of the first driven axle. The planet wheels of both differentials mesh the joint ring gear of the sun wheels. In order to lock the interaxle differential, the housing is provided with a first striking surface interacting with a second striking surface which is pressed thereto by ball ramps.

Abstract: An internal planetary gear mechanism reduces a load applied to tooth surfaces of an external gear and an internal gear, a sliding portion such as a bearing and the like. By setting the amount of eccentricity ? of an eccentric part to be larger than a theoretical value, a distance between the center of the external gear and the center of the internal gear is increased to allow the reduction of a loss in the bearing and on the tooth surfaces of the gears, and a mesh zone between the internal gear and the external gear can be reduced to decrease a part at a large pressure angle, thereby reducing a loss generated by a large pressure angle. As a result of reduction in the mesh zone between the external gear and the internal gear, rolling contact of the gears is maintained.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least eight forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets having seven torque-transmitting mechanisms. None of the members of the planetary gear sets are continuously grounded or continuously connected with any other member of the planetary gear sets. The powertrain includes an engine and torque converter that is continuously connected to at least one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The seven torque-transmitting mechanisms provide interconnections between various gear members and the transmission housing, and are operated in combinations of five to establish at least eight forward speed ratios and at least one reverse speed ratio.

Abstract: A plurality of shift rails are manipulated by a manual control rod to selectively actuate one or more synchronizer mechanisms. The control rod is moved angularly and linearly during ratio selection. Each synchronizer mechanism may control two or more drive ratios in a planetary transmission. At least two of the rails are interconnected by a reversing mechanism to permit consistent movement of the rails regardless of the direction of movement of the control rod.

Abstract: A power transmission includes a plurality of ratio gear members, a planetary splitter, and a plurality of splitter control gear members. The ratio gear members are divided between two countershafts and two input clutches such that two power paths are provided from the transmission input. The splitter control gear members are disposed on the output of each of the ratio gears to establish input power paths to the planetary splitter, which delivers power to the transmission output shaft. By providing selective engagement of two selectively operable input clutches, a plurality of mechanical clutches and the planetary splitter gearset eight forward speed ratios are provided. A ninth forward ratio is provide by a mechanical clutch directly interconnecting one of the input clutches with the transmission output shaft in bypassing relation to the planetary splitter.

Abstract: A vehicle powertrain incorporates a planetary gearset which is coupled with a front wheel drive mechanism and a rear wheel drive mechanism. The planetary gearset is controlled by two torque-transmitting mechanisms to establish an input member of the planetary gearset as well as a grounded member for the planetary gearset in combinations that will provide a two-wheel low drive ratio, a two-wheel high drive ratio, a four-wheel low drive ratio, and a four-wheel high drive ratio.

Abstract: A bicycle bottom bracket structure is provided that has a dynamo for generating electricity when the rider is pedaling the bicycle. The dynamo has a stationary part fixed to a portion of a bicycle frame and a rotational part coupled to rotate relative to the portion of the bicycle frame. Preferably, the rotational part of the dynamo is coupled to an axle of the bicycle bottom bracket structure via a planetary gear unit. Thus, the planetary gear unit is coupled between the axle and the rotational part of the dynamo such that the rotational part of the dynamo rotates faster than the axle.

Abstract: A powertrain having a fuel cell prime mover, an electronic control unit, two motor/generator units, two planetary gearsets, and a plurality of torque-transmitting mechanisms is operable to provide three ranges of operation. During one range of operation, the power take-off unit operates at a constant speed. During the second range of operation, the power take-off unit, one of the motor/generator units, and the output shaft operate at a same speed, and during the third range of operation, both motor/generator units, the output shaft, and the power take-off unit operate at a same speed.

Abstract: A differential locking section is provided between a pair of output members that respectively mesh with a pair of gears. Since, at least one of the output members is composed of a first output shaft member that meshes with the gear, and a second output shaft member rotatable with and axially movable relative to the first output shaft member, differential locking can be effected by axially moving only the second output shaft member, while the mesh between the first output shaft member and one of gears is leaving.

Abstract: An internal teeth oscillating inner gearing planetary gear system is provided with an input shaft, an eccentric gear rotated by the input shaft, the internal oscillating body oscillatingly rotated through the inner circumferential surface of the eccentric gear, and an external gear meshed with the internal oscillating body.

Abstract: A variable biasing differential provides an adjustable torque bias between two outputs. An input shaft provides drive torque to a carrier which receives a plurality of stub shafts and a like plurality of planet gears. A first set of planet gears drives a first sun gear and first output and a second set of planet gears, which, in turn, drives additional planet gears which drive a second sun gear and second output. Secured to both ends of the carrier are first and second ring gears which each mesh with an eccentric gear which in turn includes an eccentric second ring gear which meshes with an internal gear disposed about the first and second outputs. These gears are coupled to respective first and second friction clutches which can be independently activated to adjust the torque bias of the differential.

Abstract: A vehicle differential which includes an integral positive displacement pump, along with adjustable fluid controls and a movable surface for holding fluid controls in position, infinitely from full open to full closed, where as relative rotation of differential half-axles and side gears would cause positive displacement pump to force fluid past fluid controls and position of fluid controls would restrict the fluid flow thus effectively limiting the “slip” of the differential.

Abstract: A planetary transmission includes four planetary gearsets, two of which are simple planetary gearsets and two of which are compound planetary gearsets. A first of the planetary gearsets has members selectively connectible with a ground or stationary member through a synchronizer clutch. A second, third, and fourth of the planetary gearsets have at least one member continuously interconnected with a ground or stationary member. A plurality of synchronizer clutches are employed between the planetary gearsets, which are manipulatable to establish at least seventeen forward speed ratios and one reverse speed ratio between an input shaft and an output shaft of the transmission.

Abstract: A dual input clutch transmission has two planetary gearsets that are selectively connectible between an input shaft and an output shaft through two selectively engageable input clutches. One of the planetary gearsets is controlled by a plurality of synchronizer mechanisms to provide a reverse speed ratio and two forward speed ratios between the input shaft and the output shaft, and the other of the planetary gearsets is controlled by one selectively engageable synchronizer clutch assembly to establish three forward speed ratios between said input shaft and said output shaft.

Abstract: In a shift control apparatus for an automatic transmission, there is provided a target speed change permitting means which; at the time of a dual changeover shift which is a shift from an Nth speed achieved by bringing a first friction element and a second friction element to an engagement state, to an (N-?)th speed achieved by engaging a third friction element and a fourth friction element, and which has at least one intermediate speed, between the Nth speed and the (N-?)th speed, achieved by engaging the second friction element and the third friction element; checks a driver's shift intention again at the time of attainment of the gear ratio corresponding to the intermediate speed, and permits the target speed to be changed to the speed according to the driver's intention when the target speed is different from the (N-?)th speed.