Abstract: A bicycle transmission, comprising a primary axis mechanically linked to bicycle pedals, an intermediate axis, and a final axis, mechanically attached to the bicycle drive wheel. Gears of different sizes are located on each axis. The intermediate axis contains gears mounted in fixed locations along the intermediate axis. The primary axis has a group of gears that are movable along the primary axis so as to vary which gears on the primary axis engage gears on the intermediate axis. The final axis also has a group of gears that are movable along the final axis, so as to vary which gears on the final axis engage gears on the intermediate axis. Gear covers engage gears on the primary axis and final axis to move them along the primary axis and final axis, so as to obtain various combinations of gears, to vary the overall gearing ratios between the pedals and the drive wheel.

Abstract: A drive system includes two reversible hydraulic motors connected in parallel to a variable displacement pump and controlled by respective 4-port, 2-position valves. The motors, at least one of which is a variable flow, variable speed motor, are coupled to a single output shaft via an intermediate gear section. The hydraulic motors are positioned on one side of the intermediate gear section and their respective drive shafts are arranged parallel relative to one another. A clutch, which is concentrically disposed within an axial bore of a gear member, is operable to couple the drive shaft of a first of the motors to the output shaft. A second gear member, which is driven by the output shaft of a second of the motors, is adapted to mesh with the first gear member. If both motors are of variable speed construction, it is possible to operate the drive in three speed ranges, i.e.

Abstract: A technique for controlling the rate of engagement of a friction element in response to a commanded change in operating range of an automatic transmission. Hydraulic pressure at a blip magnitude fills the hydraulic cylinder of a friction element. The pressure magnitude at the base of a pressure ramp and a magnitude at the top of the ramp are calibrated over a range of transmission oil temperature for each type of range change required by the vehicle operator. The calibrations minimize the length of engagement and produce a smooth engagement. Execution of an algorithm produces a high level of pressure magnitude on the basis of these calibrated values, a step down at the base of a ramp, a rate of increase during the period of engagement, and a maximum pressure at the top of the ramp.

Abstract: A torque distributing mechanism includes a first and a second planetary gear mechanism. Among pairs of planetary carriers, ring gears and sun gears in these planetary gear mechanisms, one of the pairs are coupled to two output elements of a differential; another pair are relatively non-rotatably connected to each other, and one of the components of the remaining pair is fixed, while the other is connected to a driving source. Thus, it is possible to reduce the diametrical dimension and weight of the torque distributing mechanism and to improve the degree of freedom in design.

Abstract: A jam-tolerant rotary actuator 70 through the incorporation of shear lugs 84,92 formed on an inner input sun gear member 82 and on an inner movable output ring gear member 90 which correspond to recesses 88,96 formed in an outer input sun gear member 86 and in an outer movable output ring gear member 94, respectively, where, upon application of a maximum torque to either the inner input sun gear member 82 or the outer movable output ring gear member 94, the shear lugs 84,92 will shear thereby allowing the inner input sun gear member 82 to be movable independent of the outer input sun gear member 86 or the outer movable output ring gear member 94 to be movable independent of the inner movable output ring gear member 90, respectively.

Abstract: A throttle control device for a vehicle engine enables adjustment of pedal feeling of an accelerator pedal in accordance with a state of operation of the engine. A throttle valve provided in an intake pipe of an engine is actuated to vary its opening by a stepping motor. The accelerator pedal is provided with an accelerator opening sensor 10 which detects an amount of step down or operation of the accelerator pedal. The engine is provided with a water temperature sensor capable of detecting a temperature of cooling water circulated through the engine. A shift lever device is provided with a shift position sensor capable of sensing a range to which the shift lever has been operated. A CPU sets an amount of play of the accelerator pedal, i.e., a width of an insensitive zone, in accordance with the temperature of the cooling water detected by the water temperature sensor and the shift position detected by the shift position sensor.

Abstract: A planet carrier for a compound planetary gear arrangement has four side plates supporting six pinion gears. One pair of side plates, supporting three of the pinion gears, have one of the other pair of side plates disposed axially between them. This allows the pinions to be in meshing relation between adjacent side plates which are each supporting three pinions, respectively. To complete the planetary arrangement, the outer side plates are sized to permit central access at respective sun gears and outer axial access at respective ring gears. The ring gears and sun gears do not encroach upon the meshing location of the pinion gears. With the judicious use of friction clutches and brakes and two input gear sets providing ratios, the compound planetary arrangement can be controlled to provide powertrains having from five forward speeds (the four friction devices) to seven forward speeds and two reverse speeds (with eight friction devices).

Abstract: A family of transmission assemblies is provided that includes both manual and automatic shifting versions. The family utilizes a casing assembly having an interchangeable central housing portion that will receive either a manual or an automatic transmission mechanism. Both the automatic and the manual transmissions utilize an input shaft member, an output shaft member, a countershaft member and a reverse/idler shaft member that are oriented along parallel operating axes and that are disposed in a geometric array which is common to both the automatic and the manual versions. The casing assembly has a central housing portion that has at least a front and rear opening, and a series of supporting axes--one for each of the operating axes defined by the shaft members that are common to both the automatic and the manual versions. The supporting axes are disposed in a geometric array that is congruent to the geometric array of said operating axes.

Abstract: A transmission control wherein modulating solenoid valves provide for continued governor and accumulator trim boost in the event of a malfunction in either the electrical or the hydraulic system. The transmission control provides redundancy to permit continued operation in the event one of the modulating solenoid valves fails. A single interlock valve is employed to prevent the two modulating solenoid valves from pressurizing the governor and the trim boost circuits when the transmission is operating in the reverse drive range.

Abstract: The invention relates to a toothed gear as used in particular for drives of pivoting devices, for example in articulated-arm awnings or windows. One shaft (5) is supported, over a support zone (10), on the other shaft (3), with the result that toothed gears according to the invention are very compact and are stable to blows and impacts.

Abstract: Transmission for boats, comprising an input shaft (2), a reversing mechanism and an output shaft (3). The reversing mechanism is comprised by a right angled bevel gearing with two bevel gears (7, 8), which are freely rotatably mounted on an intermediate shaft (4) and engaged with a bevel gear (6) on the input shaft. The bevel gears (7, 8) each cooperate with an individual clutch (13, 14) respectively, by which one of the bevel gears can be locked to the intermediate shaft. The clutches (13, 14) are placed outside the bevel gearing, i.e. on the sides of the bevel gears (7, 8) facing away from each other in order to place the bevel gears (7, 8) close to each other. The clutches are wet clutches compressible by a piston (19) that moves in a cylinder (20) which in turn communicates with a hydraulic pump (22) driven by one of the input and intermediate shafts (2, 4). The output shaft (3) is driven by a bevel gear (12) having a recess in which one (14) of the clutches is partially received.

Abstract: A shift control mechanism for an automatic transmission includes a housing having a shift control pattern with a longitudinal portion defining a plurality of automatic transmission operating settings and a transverse portion at one end of the longitudinal portion defining a plurality of manual transmission operating settings, shift lever structure being manually moved along the shift control portion for selecting the automatic transmission operating settings and for selecting the manual transmission operating settings, and a switch assembly actuated by moving the shift lever structure in a first direction in the transverse portion to send a signal to manually upshift the automatic transmission and a second direction in the transverse portion opposite the first direction to send a signal to manually downshift the automatic transmission.

Abstract: A Benesch transmission transmits power from an input shaft to an output shaft, wherein the input shaft defines a first axis and the output shaft defines a second axis, includes a first member including a contacting surface which extends along at least a portion of a circle. The first member is coupled to the input shaft such that, upon rotation of the input shaft about the first axis, the first member moves so that a central axis of the circle orbits the first axis, and wherein a distance between the central axis and the first axis is variable. A plurality of second members are coupled to the output shaft and extend away from the second axis. Each of the second members extends within the circle such that, upon motion of the first member relative to the first axis, contact between the contacting surface and the second members causes rotation of the output shaft about the second axis.

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 vehicle transmission system is described which employs a split power path design to achieve continuously variable speed ratios. A motor-generator unit is provided for converting a fraction of the input power into electrical power, and a second motor-generator and differential gear mechanism are employed to re-combine the two power components before transmitting the mechanical power through a gearbox. Electrical power dissipation means allows the transmission system to provide slippage when accelerating a load from rest, and it also assists in shifting and in braking. An electronic motor controller coordinates feedback signals from various sensors and controls the dynamic performance of the entire system. The motor-generators are integrated with the housing of the transmission and have water jackets to assist in heat dissipation. The motor-generator pair and the power dissipation elements are all cooled by a circulating fluid which transfers heat from these components to an external heat exchanger.

Abstract: A hydraulic control system of the present invention is provided for improving a responsiveness to a speed change by compleating the speed chang with a torque pressure control hydraulic pressure after initiating the speed change with the drive hydraulic pressure. The hydraulic control system includes an oil pump for generating hydraulic pressure, a pressure regulating valve for regulating the hydraulic pressure to be proper pressure for reverse and drive, five friction elements which receive the hydraulic pressure for drive in accordance with operation of a manual valve, two friction elements which receive the hydraulic pressure for reverse in accordance with operation of the manual valve, first and second shift control parts having at least two shift valves, respectively, to supply the hydraulic pressure to the friction elements, and a torque control hydraulic pressure regulating part for supplying a torque control hydraulic pressure to the first and second shift control parts.

Abstract: The invention is directed to a method for controlling the operating sequences in a motor vehicle equipped with an internal combustion engine to which amounts of fuel and air are supplied for influencing the engine torque. Furthermore, the motor vehicle includes an automatic transmission having a ratio which can be changed. The overrun operation of the motor vehicle is detected in dependence upon the position of an accelerator pedal actuated by the driver and in dependence upon a comparison of the rpm of the engine and/or the input and/or the output rpm of the transmission to at least one threshold value. The fuel quantity is at least reduced compared to normal operation when an overrun is detected.

Abstract: A hydraulic control system for a power train including a shift speed mechanism, a frictional element for switching a shift characteristic of the shift speed mechanism, a hydraulic control mechanism for controlling a hydraulic pressure, a target shift time setting device for setting a target shift time based on an input speed difference of the shift speed mechanism through the shift operation and an input torque introduced to the shift speed mechanism, an angular acceleration calculator for calculating an angular acceleration of an input member of the shift speed mechanism based on the target shift time obtained through the target shift time setting device and the input speed change of the shift speed mechanism through the shift operation, an inertia hydraulic pressure setting device for setting an inertia hydraulic pressure for coping with a moment force due to a moment of inertia of a power transmitting system to the shift speed mechanism based on the angular acceleration of the input member of the shift spe

Abstract: A control system for an automatic transmission, includes a first hydraulic servo adapted to be fed with oil for effecting a shift to a target gear stage; a second hydraulic servo adapted to be fed with the oil for effecting a shift to the target gear stage; a limit oil feed circuit formed through an oil limit flow limiting device; a quick oil feed circuit bypassing the oil flow limiting device; and an oil passage switch for switching and connecting the limit oil feed circuit and the quick oil feed circuit to the first hydraulic servo and the second hydraulic servo. The oil passage switch feeds oil from the quick oil feed circuit to the first hydraulic servo and the second hydraulic servo, when the engine load is high, and feeds oil from the limit oil feed circuit to at least the first hydraulic servo when the engine load is low.

Abstract: An automatic transmission for a motor vehicle includes first and second (36, 30) gearsets, two concentrically arranged planetary gear units (44, 54), certain elements of which are continually interconnected, friction clutches (76, 78, 90), brake band (88), friction brake (92), and overrunning coupling (80). The input shaft of the transmission is adapted to drive elements of the planetary gear units through an underdrive gear set and an over drive gear set. A single gear wheel (57) is formed with the ring gear (48) of the first gear unit and the sun gear (56) of the second gear unit. Carriers (50, 60) of the gear units are connected to an output shaft (64), which drives output gearing (66, 68) and a differential mechanism (70).