Abstract: A multi ratio reversing powershiftable transmission having an input shaft, an output shaft, a plurality of countershafts, a drive wheel set, a distribution wheel set and a driven wheel set. The set of drive wheels includes a driven idler gear on each countershaft which can be optionally non-rotatably connected with the contershaft to cause a change of gear and direction of the transmission. The set of distribution wheels consist of at least one fixed gear on each countershaft for commutating rotation between communicating countershafts and the fixed gears of the set of driven wheels which in turn drive the output shaft.

Abstract: A variable ratio transmission includes a differential gear assembly coupled to three separate shafts. One of the shafts is coupled to a prime mover and operates as an input shaft to the differential gear assembly. Another of the shafts is connected to a load and operates as an output shaft of the differential gear assembly. The third shaft is coupled to a controlled load that is controlled by the user to adjust the transmission ratio between the input shaft and the output shaft in a continuous manner.

Abstract: A locking differential is provided for selectably locking a first axle to a second axle. The locking differential utilizes a dog clutch assembly characterized by two interlocking clutch members positioned between the differential side gears on opposing sides of the differential pinion shaft. The interlocking clutch members have face splines thereon for engaging corresponding face splines formed on the side gears. An actuating mechanism can be selectably activated to force the two interlocking members into engagement with the side gears.

Abstract: A transmission includes a first simple planetary gear set having first, second, and third elements, the first element of the first gear set receiving rotational motion input to the transmission, and a second simple planetary gear set having first, second, and third elements, the first element of the second gear set outputting rotational motion from the transmission and the third element of the second gear set being connected to the third element of the first gear set. The elements of the first gear set include a sun gear, a first carrier, and a first ring gear, and the elements of the second gear set include a second sun gear, a second carrier, and a second ring gear. A first clutch selectively couples the second element of the first gear set to the second element of the second gear set. A second clutch selectively couples the first element of the first gear set to the second element of the second gear set.

Abstract: A device and a method of a hydraulic control system for 4-speeds automatic transmissions which may reduce line pressure in a steady flow during operation of an automotive vehicle at high speed thereby decreasing the load applied to an oil pump and reducing fuel consumption. And when shifting from the second, third or fourth speed of the "D" range, where the damper clutch operates, to another shift range, which makes it so the line pressure is not changed when the damper clutch is released thereby increasing the load applied to the engine, thereby preventing the run-up of the engine, and when the shift is completed, which changes the line pressure again, thereby improving shift quality and power transmission efficiency.

Abstract: A device for the automatic control of a clutch, in particular of vehicles in which the degree of clutch engagement is determined by the position of an accelerator of the vehicle, such as an accelerator pedal or handle. The device includes an actuation member connected to the clutch and two movable elements whose positions are associated with the degree of clutch engagement of the vehicle and the position of the accelerator, respectively. The movable elements include a switch for making or breaking an electric contact in dependence on the positions of the elements relative to one another.

Abstract: A wheel mounting hub system includes a hollow stationary hub carrier with an inner surface and a rotating hub located radially within the stationary hub carrier throughout at least a portion of its axial length. A planetary gear train including a sun gear and planet gears mounted on webs formed on the rotating hub is located within the stationary hub carrier. The planetary gear train includes a ring gear located on the inner surface of the stationary gear carrier in mesh with the planet gears. Axially spaced annular roller bearings are located between the rotating hub and the inner surface of the stationary hub. Outer bearing races for the roller bearings are formed on the inner surface of the stationary hub carrier and inner bearing races are located on the outer surface of the rotating hub.

Abstract: A transmission includes a first simple planetary gear set having first, second, and third elements, the first element of the first gear set receiving rotational motion input to the transmission, and a second simple planetary gear set having first, second, and third elements, the first element of the second gear set outputting rotational motion from the transmission and the second element of the second gear set being connected to the second element of the first gear set. The elements of the first gear set include a sun gear, a first carrier, and a first ring gear, and the elements of the second gear set include a second sun gear, a second carrier, and a second ring gear. A first clutch selectively couples the third element of the first gear set to the third element of the second gear set. A second clutch selectively couples two elements selected from the group consisting of the first, second, and third elements of the first gear set and the second element of the second gear set.

Abstract: A control system for an automatic transmission having at least a friction coupling element which is coupled with a hydraulic pressure increasing by way of a leveled transitional pressure has an accumulator which discharge a high level of pressure accumulated therein into the friction coupling element during a gear shift under the condition where the line pressure is low.

Abstract: A transmission apparatus for a vehicle includes an input shaft and an output shaft. The input shaft receives power from an engine of the vehicle. One of three gear pairs having different gear ratios operationally connects the input shaft to the output shaft to transfer the engine power to the output shaft. Synchronizers are used to select which of the three gear pairs operationally connects the input and output shafts. The transmission apparatus also includes a differential for transferring power to wheels of the vehicle. One of two final gear pairs having different gear ratios operationally connect the output shaft to the differential. Another synchronizer is used to select which of the two final gear pairs operationally connects the output power shaft to the differential. In this manner, the transmission apparatus can provide six forward speeds, and through the provision of a reverse gear unit, the transmission apparatus can also provide two reverse speeds.

Abstract: A transmission for changing the rotational speed of an engine input shaft to a driven output shaft. The transmission includes a first and second face gears. Each face gear has first and second sets of teeth formed on it. Each set of teeth forms an annular pattern about a central axis. The second set of teeth on each face gear is located within and concentric with the first set of teeth. An input gear, adapted to be driven by the engine output shaft, is disposed between and engaged with the first sets of teeth on the first and second face gears such that rotation of the input gear produces rotation of the first and second face gears in opposite directions about the central axis. An output pinion is rotatably mounted to a pinion shaft. The output pinion is disposed between and engaged with the second sets of teeth on the first and second face gears such that rotation of the face gears produces corresponding rotation of the output pinion about the pinion shaft.

Abstract: An apparatus for controlling of a lock-up clutch between a pump impeller and a turbine runner of a fluid-filled power transmitting device of a motor vehicle equipped with a fuel-cut control device for cutting a fuel supply to an engine when the engine speed is higher than a predetermined level, wherein a slip control device is provided to effect a deceleration slip control in which a pilot pressure for controlling the lock-up clutch is controlled during vehicle deceleration such that an actual slip amount of the clutch coincides with a target value, the apparatus including a monitoring device for determining whether the actual slip amount during the deceleration slip control by the slip control device is larger than a predetermined threshold, and a terminating device for terminating the deceleration slip control of the clutch by the slip control device, if the monitoring device determines that the actual slip amount is larger than the predetermined threshold.

Abstract: A continuously variable traction roller transmission includes a safety wire for intersectionally interconnecting first ends of trunnions and for securing simultaneousness and equiphase of inclined rotation of traction rollers about oscillation axes thereof, links for connecting the trunnions, and a link support connected to a transmission casing so as to support the links at a center thereof so that the trunnions make synchronous strokes in the opposite directions along the oscillation axes of the traction rollers. The link support has an end located near the safety wire and formed with a recess to obtain a bifurcated form having leg portions fixed to the casing. The safety wire has an intersection located within the recess.

Abstract: A three mode stepless speed changing device is disclosed. The speed changing device of this invention maintains the operational performance expected by a four mode stepless speed changing device. Because one clutch, two gears and their associated elements, which are necessarily provided in the four mode device for performing the third mode of the four modes, are removed from the three mode device of this invention, the device of this invention has a simple construction. The device of this invention is also free from pressurized oil passages, which are necessary for performing the third mode of the four mode device. In this regard, the speed changing device of this invention is easily produced and assembled at low cost.

Abstract: A concentric face gear assembly includes a first face gear having first face gear teeth and second face gear having second face gear teeth. At least one input pinion contacts both the first face gear teeth and the second face gear teeth, and at least one idler pinion contacts both the first face gear teeth and the second face gear teeth. The first face gear is adapted for directly driving a rotor, but the second face gear is not adapted for directly driving a rotor. The load carried by the first face gear includes the force needed to drive the rotor. Since it does not drive a rotor, the second face gear does not comprise a web or spline attachment and is therefore lightweight. Both the first face gear and the second face gear include thrust bearings, which are located radially outwardly of the first face gear teeth and radially inwardly of the second face gear teeth.

Abstract: A transmission warm-up control strategy is provided for an automatic transmission used in a machine that is started or operated in cold conditions. When the operating value of the oil in the transmission is below a predetermined level, as sensed by a temperature sensor or a viscosity sensor, a controller turns on an indicator lamp, de-energizes all of the solenoid to the solenoid actuated valves, and holds for a predetermined period of time. The respective solenoids are incrementally energized and held for a second period of time while continuously monitoring the operating condition of the oil in the transmission. Once the operating condition of the oil is above the predetermined operating value, the indicator lamp is turned off and the system is returned to normal operating conditions. If the shift lever is moved from the park position during warm-up, all solenoids are de-energized and the indicator lamp is set to flash.

Abstract: A transmission for transferring power from an input to an output, comprising a drive planetary gear assembly coupled to an input, and a driven planetary gear assembly coupled to an output and to the drive planetary gear assembly, whereby power from the input is transferred to the output along an infinitely variable torque and gearing range.

Abstract: A four-speed automatic transmission for a vehicle includes a transmission housing, an input member, an output member, three planetary gearsets for changing a ratio of torque between the input member and the output member, a plurality of clutch assemblies to selectively couple the input member to predetermined gears of the planetary gearsets, a plurality of brake assemblies to selectively couple predetermined gears of the planetary gearsets to the transmission housing, and a structure for allowing the output member and a planetary carrier from one of the planetary gearsets and an annulus gear of another of the planetary gearsets to rotate simultaneously.

Abstract: A hydraulic control device determines whether the transmission is being shifted down, and upon determination of the shift-down action, determines whether the vehicle is in a power-on condition or in a power-off condition. Upon determination of the power-off condition, the hydraulic control device regulates the control oil pressure applied to the engaging element, such that the oil pressure is rapidly increased from the beginning of a shifting process, and is maintained at a high level until the shifting process is about to be completed. Upon determination of the power-on condition, the control device regulates the control oil pressure such that the oil pressure is maintained at a low level from the beginning of the shifting process, and is increased just before completion of the shifting process.

Abstract: A method of controlling an electronically controlled, continuously variable transmission (3), according to which an electronic control device (15) determines a parameter K1 (24) on the basis of input variables, for example driving activity and topography. The parameter K1 (24) brings about a variation of an operating point.