Abstract: A continuously variable transmission (CVT) of the variable belt (CVU) type provides a variable drive range. A simple planetary gearset disposed between a power source and the CVU provides a forward direct ratio and a reverse underdrive ratio. The CVT is controlled at a lower overall ratio determined by the diameter of the input sheave being controlled during the forward drive condition at a dimension M. During the reverse drive condition, the diameter of the input sheave is maintained at a larger diameter (M*R) where R is the reverse underdrive ratio of the planetary.

Abstract: A rotational power transmission device 1 has a rotational input shaft 3, rotational input to which is transferred, via a sun gear 4 (the number of teeth is Za) and first planetary gears 5 (Zb), to second planetary gears 6 (Zc). The first and second planetary gears 5, 6 are mounted on a common planetary carrier 7. Planetary shafts 6a of the second planetary gears 6 also support third planetary gears 8 (Zd), and rotation of the second planetary gear 6 is transferred directly to the third planetary gears 8. The rotation of the third planetary gears 8 is transferred via an external gear 9 (Ze) to a rotational output shaft 11. The common planetary carrier 7 can be connected and disconnected to the input shaft 3 by means of a clutch means 12 and a clutch brake 13. The relationship of the numbers of teeth of the respective gears are Za/Zc=Ze/Zd, the normal and reverse rotations at an equal speed can be obtained from the output shaft 11.

Abstract: A differential apparatus for a part-time four-wheel drive vehicle is provided. The differential apparatus includes an outer differential casing, an inner differential casing, a clutch member adjacent to the inner differential casing, a pair of dog clutches, a differential gear system arranged in the inner differential casing and an actuator body for actuating the clutch member. One of the dog clutches is connected with the inner differential casing, while the other of the dog clutches is formed on the clutch member. When the vehicle is traveling under two-wheel drive, the inner differential casing and the differential gear system are raced, while the outer differential casing and the clutch member do not race. Accordingly, it is possible to reduce the racing loss of these members and the noise caused by the racing loss.

Abstract: A method and an apparatus control a car equipped with an automatic transmission having a lockup clutch. When the lockup clutch is in the lockup state, a variation of a generated torque is detected. When the range of the torque variation detected exceeds a predetermined value, an engine torque is reduced by controlling the engine, and the automatic transmission is controlled to compensate for a reduction of the driving torque due to a reduction of the engine torque. Thus, the speed change ratio is changed to the low gear side.

Abstract: The hydraulic control system for an automatic transmission having a plurality of friction elements includes a pressure regulator which regulates hydraulic pressure produced by an oil pump, a plurality of valves selectively supplying hydraulic pressure to the plurality of friction elements, and a pressure controller controlling and selectively supplying hydraulic pressure to a plurality of pressure control lines operationally connected to the plurality of valves and at least one of the plurality of valves. The plurality of valves include a first valve operationally controlled by hydraulic pressure in a first one of the pressure control lines to pass the hydraulic pressure output by the pressure controller to at least one of the plurality of friction elements in each operational range except a first speed stage of a drive range.

Abstract: A hydraulic control apparatus for a continuously variable transmission which can produce stable drive pulley pressure and driven pulley pressure and also control the speed change time. The line pressure regulated by the regulator valve 22 is supplied to the control valve 24.sub.DR of the drive pulley 5 and to the control valve 24.sub.DN of the driven pulley 7. These control valves regulate the line pressure according to the PB pressure and the PC pressure output from the solenoid valves SOL-B, SOL-C, respectively, and produce the drive pulley pressure P.sub.DR and the driven pulley pressure P.sub.DN. When the PB pressure and the PC pressure are both zero, and P.sub.DR =P.sub.DN, the control apparatus maintains the same gear ratio. When the PB pressure is increased from zero while keeping the PC pressure at zero, i.e. P.sub.DR >P.sub.DN, the gear ratio changes toward the high-speed overdrive. When the PC pressure is increased from zero while holding the PB pressure at zero, i.e. P.sub.DR <P.sub.

Abstract: A transfer case for a vehicle having two output shafts, a gear reduction assembly, a coupling mechanism and an overrunning roller clutch for selectively producing driving of one shaft only or both shafts concurrently. The coupling mechanism selectively couples one output shaft to either (1) an input shaft, (2) the gear reduction assembly, or (3) a neutral position. The overrunning clutch has an inner race, an outer race, and rollers located between the races. Drag shoes are positioned to frictionally slide on a drag surface of a selectively grounded member to retard the rollers. A resilient band urges the drag shoes against the drag surface. When the drag shoes rotate at a sufficient speed they disengage from the drag surface so as to provide no force to retard the rollers. When the ground member is grounded it provides the drag surface for the drag shoes. When the ground member is ungrounded it is free to rotate and the drag shoes do not provide a drag force to bias the rollers.

Abstract: A reversing-input bidirectional-output drive mechanism having a single one-piece drive-shaft serving as the input and the output and mounted by a first pair of cylindrical one-way roller-clutches arranged in-line and caused to alternately clutch only the pair of bosses of drive-shaft to drive the entire drive-shaft in clockwise rotation and a second pair of cylindrical one-way roller-clutches arranged in-line and caused to alternately clutch only the same pair of bosses of drive-shaft to drive the entire drive-shaft in counter-clockwise rotation with the one-piece drive-shaft being caused to shift by sliding longitudinally from one pair of roller-clutches to the other pair with a set of four meshing mitre gears being provided with one mitre-gear rotatably mounted to drive-shaft and coupled to an oppositely disposed pair of roller-clutches and a second mitre-gear rotatably mounted to drive shaft and coupled to its own oppositely disposed pair of roller-clutches and two ring mitre-gears facing opposite each oth

Abstract: A five speed power transmission has a planetary gear arrangement comprised of three simple planetary gearsets and a plurality of clutches and brakes. The planetary gear arrangement is controlled to establish five forward gear ratios and a reverse gear ratio between the input and output shaft. One of the planetary gearsets is controlled to establish a reaction point or node for the fifth forward gear ratio.

Abstract: A powertrain has a planetary transmission with two simple planetary gearsets interconnected between an input shaft and an output shaft. The planetary gearsets are controlled to establish five forward speed and torque ratios and one reverse speed and torque ratio by selective engagement of three clutches and two brakes.

Abstract: An integral control system for an engine and an automatic transmission, in which the engine torque is reduced at a shifting time by the automatic transmission. The control system comprises a mechanism for limiting the engine torque to a predetermined value or less prior to the start of a shift by the automatic transmission when a predetermined condition is satisfied at the time of the shift. The engine torque is continuously reduced to a predetermined value by throttling the throttle opening gradually by a throttle valve mechanism till the start of an inertia phase in the shift; is reduced by further throttling the throttle opening by the throttle valve mechanism in accordance with the start of the inertia phase; and is gradually returned by increasing the throttle opening continuously by the throttle valve mechanism after the torque reduction control.

Abstract: In a continuously variable transmission (CVT) for a vehicle wherein a belt of V-shaped cross-section is looped around a drive pulley and a driven pulley respectively having grooves of identical shape to this belt, and the width of the groove of each pulley is varied according to a supplied oil pressure, an oil pressure when an accelerator pedal is released is maintained at or above a predetermined value. The oil pressure is controlled according to a torque input to the drive pulley, and the input torque varies according a depression amount of the accelerator pedal. As a result, the speed change ratio easily varies due to insufficient oil pressure when the accelerator pedal is released. This invention stops decline of oil pressure when the accelerator is released, and thereby prevents variation of the speed change ratio due to release of the accelerator pedal. This is especially useful when the speed change ratio of the transmission has been fixed by the driver in a manual speed change mode.

Abstract: A multiple-speed epicyclic transmission produces speed ratios in response to movement of a brake band among components of the gearset and subsequent engagement with the gearset component that corresponds to the desired gear ratio. The brake band is biased into engagement with a corresponding gearset component by a spring and is released from that engagement using a hydraulic or electric actuator. A cartridge moves the band to the gearset component that must be held fixed against rotation to produce the desired gear ratio. Engagement of the brake band with a brake drum or ring gear holds the corresponding gearset component against rotation on the transmission housing.

Abstract: A multiple speed transmission producing a gear ratio in response to movement of a gear selector lever and manipulation of a clutch pedal includes three planetary gearsets each including a sun gear, ring gear, carrier rotatably supporting a set of planet pinions in continues meshing engagement with the corresponding sun gear and ring gear, and a brake drum driveably connected to one component of each gearset and adapted for alternate engagement by a brake band. The brake band is biased into engagement with the corresponding brake drum by a spring and is released from that engagement using a clutch pedal. A shift lever moves the band to the gearset that produces the desired gear ratio. Engagement of the brake band with each of the drums holds a component of the gearset against rotation on the transmission housing.

Abstract: A gear shift control apparatus for use in an automatic transmission having friction elements each of which is operable on a working fluid pressure applied thereto in an engaged and released state. A change is produced from the current gear ratio to a desired gear ratio by increasing the pressure of the working fluid to a first one of the friction elements at a first rate to engage the first friction element while decreasing the pressure of the working fluid to a second one of the friction elements at a second rate to release the second friction element. A time elapsed for a torque phase in the gear ratio change is measured. The first rate is decreased when the measured torque phase time is shorter than a predetermined value. The second rate is increased when the measured torque phase time is longer than the predetermined value.

Abstract: A differential gear is capable of differentially setting magnitudes of differential limiting forces depending on directions of rotational force transmission. A rotational force of the input-side rotary element is transmitted by way of rolling elements and grooves to the rotary elements. The rolling elements roll along grooves of the rotary elements while reciprocating within elongated holes of the retainer element, thereby permitting the difference in speeds of rotation between the rotary elements. The differential motions of the rotary elements are limited by axial reaction forces generated between the rotary elements and the grooves. At that time, if the directions of the rotational force transmission between the input-side rotary element and the rotary elements differ from each other, then the magnitudes of the axial reaction forces generated between the rotary elements and the grooves will also be different from each other.

Abstract: To provide a hydraulic controller for automatic transmission use which commonalizes a lockup control valve and a friction engagement element control valve, thereby simplifying a hydraulic circuit, reducing the number of parts, and achieving low cost, a lockup solenoid to control engagement or release of a lockup clutch, a first friction engagement element to engage an friction engagement element only in a portion or entirety of a shifting stage to prohibit lockup, and a manual shift lever to determine whether a vehicle exists in a lockup prohibition condition are provided. A switching valve selectively switches the lockup solenoid to either communicate with the lockup clutch or communicate with the foregoing first friction engagement element. The manual shift valve is disposed in a path extending from the switching valve to the first friction engagement element.

Abstract: A two-piece planetary hub and output shaft for use in a planetary reduction gear drive assembly for a raise drill having a drive motor and a drive train path including first, second and third reduction gearing driving the planetary hub and output shaft. The hub and shaft are formed as two major pieces, an upper hub and a lower output shaft which are rigidly interconnected by three planet gear shafts each engaging a hole in said hub and a recess in said lower output shaft. Such interconnection is suitably by taper lock bushing assemblies locking the shafts to both said hub and said shaft. Transfer of torque occurs essentially through the planet shafts and the hub, and transfer of load occurs essentially through the output shaft.

Abstract: In a transmission gear for transmitting two rotary motions from a driving mechanism to a working mechanism, the transmission gear comprises a cylindrical support member, a flexible cylindrical member fixedly supported by the cylindrical support member, first and second input shaft members, and first and second output shaft members. The first and second input shaft members have non-circular peripheral portions, respectively. The first and second output shaft members have internal circular portions radially opposite to and spaced apart from the non-circular peripheral portions of the first and second input shaft members, respectively. The flexible cylindrical member interposes between the non-circular peripheral portions of the first and second input shaft members and the internal circular portions of the first and second output shaft members.

Abstract: A manual shift tower has a selector lever pivotally mounted for manipulation by an operator along a path to a plurality of forward drive ratio positions and a reverse ratio position. The tower has a solenoid control bellcrank which is operable to position a pin in the path of the lever to permit removal of the shift lever from the reverse ratio position when the solenoid is in a first position. The bellcrank of the solenoid is also drivingly connected with an ignition cable which is operable to position a stop member for preventing removal of the ignition key until the shift lever is in the reverse ratio position and the ignition is turned to "Off".