Abstract: A transmission for an off-highway implement having a plurality of selectively operable gear meshes arranged between input and output shafts of the transmission. A two-speed planetary section is coupled between the output shaft and the transmission output drive shaft. The planetary section of the transmission includes a sun gear that rotates with the output shaft, a planetary carrier that rotates with the transmission output drive shaft and has a series of planetary gears arranged in intermeshing relationship between a rotatable ring gear and the sun gear. A pair of clutch assemblies selectively condition the planetary section of the transmission and thereby influence the turning ratio between the input shaft and the transmission output drive shaft. To rotatably turn the transmission output drive shaft in a third speed ratio condition relative to the turning speed of the output shaft, a selectively operated drive system is associated with the planetary section of the transmission.

Abstract: An electronic and hydraulic system of a five speed automatic transmission adapted to establish five forward and one reverse gear ratios by way of effecting selective engagement and disengagement of friction elements comprises an oil pump for producing a pressurized working fluid, a manual selector valve manually operated for distributing the working fluid to forward and reverse fluid lines, first to fourth shift valves for directing the working fluid to one of the friction elements, first to fourth solenoid valves associated with the first to fourth shift valves, respectively, for controlling positions of the shift valves in correspondence to a vehicle speed and a throttle opening degree, second to fourth speed valves each position-controlled by the first to third shift valves to change flow path of the working fluid and an overdrive unit valve position-controlled by the fourth shift valve.

Abstract: A shifting apparatus for an automatic transmission mounted on a steering column (10), comprises: a shift lever (30) shifted from a park position to drive positions formed in a shift plate (61); a selector member (50) formed with a detent portion (51) selectively engaged with one of shift positions of the shift plate when the lever (30) is shifted; a shift lever lock mechanism having: a shift lock member (90) for locking the selector member (50);a switch (70) turned on by the selector member (50) when the shift lever is set to the park position; an actuator (80) energized when the switch (70) is turned on to move the shift lock member (90) to a shift lock position; and an actuation member (100) associated with the selector member (50) and the shift lock member (90) between the shift lock position and a shift unlock position; and a key lock mechanism (200) for locking and unlocking the actuation member (100) via a key lock cable (105).

Abstract: A drive side power unit, which may include the rotational output shaft of an internal combustion engine, drives a front section load, and is also coupled to a differential drive device made up of an electrical machine and a rear differential gear box. The electrical machine is coupled, via a transmission gear, to two differential output shafts and an input shaft, while the two wheel shafts of the differential gears are respectively coupled with a transmission middle shaft driven by the drive side rotational power unit and with the input shaft of the rear differential gear box through a clutch so as to drive a rear section load. Alternatively, the three end shaft differential gear system can be replaced by a planetary gear train and the transmission gear can be replaced by a friction wheel.

Abstract: A power transmission system in a hybrid vehicle uses the power developed by an electric motor for directly rotating driving wheels, without power loss in a torque convertor connected to an engine. When the vehicle travels by the power of the engine, an input clutch 7 is engaged so that rotation of an engine output shaft 1a is transmitted to a two-gear shift device 9 via the torque convertor 6, the input clutch 7, and an intermediate shaft 21, whereby driving wheels 33a and 33b are driven by a differential unit 11. While powered by the electric motor, the input clutch 7 is released and the rotation of the electric motor 27 is preferably changed in the shift device 9 before being transmitted to the driving wheels 33a and 33b.

Abstract: A control system for a working apparatus such as a derailleur or self-contained change speed apparatus of a bicycle, operable by a pulling force and a restoring force. This control system comprises a first sleeve shiftable in one direction by the pulling force, and in the other direction by the restoring force; a second sleeve for transmitting a shift of the first sleeve to a controlled member of the change speed apparatus to control the controlled member, the first sleeve and the second sleeve being interlocked to be shiftable relative to each other; a clutch pawl switchable between a first position to transmit rotational drive of the bicycle to the second sleeve, and a second position to break drive transmission; and a clutch controller for switching the clutch pawl to the first position in response to a relative shift between the first sleeve and the second sleeve.

Abstract: This assisted selection system comprises an electrohydraulic actuator (12) which controls the input element of the gearbox and may itself be controlled by parameters provided by the engine control computer. The actuator (12) comprises a group of solenoid valves (34, 35, 37, 52, 53) connected to cylinders (15, 16, 41, 42) controlling a fork selecting shaft (13). The cylinders (15, 16) may cause the rotation of the shaft (13) by means of a rocker (14) for selecting the fork corresponding to the chosen ratio, and cause the shaft (13) to move in translation so as to engage the chosen ratio by displacement of the selected fork. This automatic selecting system, which is also applicable to gearboxes of the barrel type, permits, when coupled with the engine control computer, the driver to avoid effecting the declutching and clutching operations, while enabling him to fully master his selection of the speed, if he desires, with no loss due to slip.

Abstract: A variable speed mechanism includes a drive shaft, a plurality of drive gears each fixedly mounted around the drive shaft, a plurality of driven gears each respectively meshing with a corresponding one of the drive gears, a plurality of single direction needle bearings each fixedly mounted in a corresponding one of the plurality of driven gears, a driven shaft mounted in the plurality of single direction needle bearings, an elongated sleeve slidably mounted around the driven shaft, the elongated sleeve being slidable on the driven shaft between a first position where an enlarged free end thereof is fitted into a corresponding one of the single direction needle bearings such that the elongated sleeve is rotated by the associated driven gear, thereby rotating the driven shaft therewith, and a second position where the enlarged free end thereof is not in contact with any one of the single direction needle bearings such that the elongated sleeve and the driven gear stop rotating, a rack slidably mounted in parall

Abstract: In a transmission, an input set of rotatable gears is meshed with an input gear that is fixed to an input shaft which receives input. Through an arrangement of shafts and gears, any selected rotatable gear of the input set can be fixed to its shaft and drivingly connected to any selected one of a set of gear ratio combinations that are formed using a plurality of the gears in order to provide speeds at an output end of an output shaft for output. A gear ratio sequence, formed by drivingly connecting a plurality of the gears, provides a decrease in speed for at least one of the gear ratio combinations and an increase in speed for at least one other of the gear ratio combinations. A middle range of speeds for the output includes at least one speed that is lower than at least one of a low range of speeds for the output and at least one other speed that is higher than at least one of a high range of speeds for the output.

Abstract: A control system for an automatic transmission is constructed so that when failing to detect an operation of skid reduction control, an optimum hydraulic pressure value is determined based on a basic line pressure determined by throttle opening degrees, etc. and a correction value thereof, and an optimum hydraulic pressure signal is provided to a hydraulic pressure adjusting actuator. At this time, the correction value is modified so that a shift time upon current shift approaches a reference shift time. On the other hand, when detecting an operation of skid reduction control, at least modification of the correction value is prohibited.

Abstract: A pedal assembly comprising for driving a vehicle, comprising: a brake pedal (10) borne vertically swingably by a brake arm (11); a laterally biased accelerator lever (20) arranged just above the right-hand side of the brake pedal while being urged toward the brake pedal and having a lateral reciprocating stroke; and a guide roller (16) arranged at the right-hand portion of the brake pedal while having its circumferential edge protruded above the pedal. Further comprised is a spring (12) disposed on the floor of the vehicle below the brake pedal for urging the lower end portion of the brake pedal to this side. The accelerator lever is arranged, when in a non-load state, at an inclination with respect to the axis of the brake pedal.

Abstract: A shifting arrangement for change gear drives in multispeed hubs for bicycles has a plurality of control planes coaxially disposed relative to one another, within which, by cam control, trip cam rods, which are installed on the surface of the hub axle coaxially thereto, are swivellable around its axis, and which have a first and a second profile, whereby the possibility emerges of engaging and disengaging arbitrarily many couplings disposed one after the other on the hub axle. The shifting arrangement further offers by its design the advantage of controlling pawl couplings, which are disposed on a larger diameter in the change gear drive of the hub, simultaneously and in coordination with the cam control of the sun gears.

Abstract: A shift control apparatus for an automatic transmission provides a normal-temperature shift pattern and a high-temperature shift pattern. The high-temperature shift pattern is selected when a transmission fluid temperature satisfies a predetermined condition. The switching of the shift pattern is inhibited if the vehicle speed is lower than a predetermined speed, even when the temperature related to the transmission or engine has been judged to be higher than a predetermined temperature.

Abstract: The speed reducing mechanism employing a planetary gear train can be interposed between a ring (36), engaged with an output gear (13) of the gearbox, and the case (16) which constitutes the input element of the differential. In this speed reducing mechanism, the ring is rotatively guided on two smooth journals and the reducing mechanism can be locked by means of a shifting sleeve (46). Such a simple, small and inexpensive arrangement permits improving the motricity of vehicles having two or four driving wheels, for example of the type capable of travelling over all types of roads and tracks.

Abstract: The present invention relates to an adaptive control method for an automatic transmission. The method includes the steps of:(a) commanding a predetermined clutch to fill in accordance with a plurality of clutch fill parameters;(b) determining the actual time to completely fill the clutch;(c) comparing the actual fill time with a predetermined fill time; and(d) adjusting at least one of the plurality of clutch fill parameters in response to the comparison in order to modify the clutch fill period during subsequent shifts to the predetermined clutch. Accordingly, the present invention adapts future shifts based on past shifts to improve the shift quality of the transmission.

Abstract: A method for control of a preferably electro-hydraulically activated automatic transmission of a motor vehicle equipped with an internal combustion engine provides for prevention of upshifting, i.e. reduction in translation in and before a curve. The upshift prevention is initiated if pressure is removed quickly from the gas pedal in idle operation. The upshift prevention is cancelled if the vehicle does not drive through a curve after elapse of a certain time period after traction operation is recognized. If idle operation is again recognized during elapse of the time period, the upshift prevention is maintained for another time period. After termination of the upshift prevention, step by step adjustment of the gear level to the value determined by the shifting characteristic field takes place.

Abstract: A process is disclosed for electronically controlling an automatic transmission in which the torque transmission is reduced when the engine throttle setting and vehicle speed are below a threshold. The transmitted torque causes the vehicle to creep slightly, warning the driver that a gear is engaged. The slant and load of the vehicle are taken into account for controlling the drive torque.

Abstract: A transmission for a working vehicle has a power takeout transmission mechanism for connecting an input shaft of a hydraulic stepless speed change device with a power takeout shaft. The power takeout transmission mechanism includes a clutch and a speed change device. A driving transmission mechanism is connected to an output shaft of the hydraulic stepless speed change device and is for driving wheels of the working vehicle. The driving transmission mechanism includes a speed change device and differential gear. The input shaft and output shaft of the hydraulic stepless speed change device are vertically juxtaposed in the front of the transmission. The clutch of the power takeout transmission mechanism and the speed change device of the driving transmission mechanism are vertically juxtaposed in a center of the housing. The speed change device of the power takeout transmission mechanism and the differential gear of the driving transmission mechanism are vertically juxtaposed in a rear of the housing.

Abstract: A sun gear/planetary housing apparatus for use in a vehicle transfer case assembly is provided. The apparatus includes a planetary housing assembly having a body, a gear cavity formed within the body, a gear supporting ridge located within the gear cavity, a plurality of notches located on the gear supporting ridge, and a washer accepting groove located on the gear supporting ridge; a washer having a plurality of oil carrying channels and a plurality of tabs configured to engage with the notches; and a sun gear assembly having a gear end and a bearing surface located on the gear end. A method of assembling a sun gear/planetary housing apparatus is also provided.

Abstract: This gearbox whose arrangement is derived from that of motorcycle gearboxes, comprises organs according to the invention enabling it to be adapted, in particular for a motor vehicle.The selector shaft (10) which ensures the ratio shift by means of forks (29, 30, 31) may be decoupled from the latter thanks to a decoupling shaft (11) which disengages the counter-cams forming one piece with the forks from their respective cams provided on the selector shaft (10).One can thus select any ratio shift without having to shift through the intermediate ratios.