Abstract: A continuously variable transmission capable of operating in a forward direction or reverse direction may be controlled in the reverse direction by providing an initial skew angle in a first skew direction, followed by a set or sequence of skew angle adjustments in an opposite direction to prevent runaway or other unintended consequences. A continuously variable transmission may include a timing plate to maintain all planets at an angle or within a range of an angle in forward and reverse operations.

Abstract: The present invention relates to motor assisted movement as well as to mobile X-ray systems comprising at least one bidirectional wheel. Positioning heavy objects in in particular confined spaces with high precision may be a cumbersome and tedious task. Consequently, a motor assisted movement assembly as well as an X-ray system comprising at least one bidirectional wheel is presented. According to the present invention a motor assisted movement assembly (19) comprising at least one bidirectional wheel (18) and a motor arrangement associated with the at least one bidirectional wheel (18) is provided. The motor assisted movement assembly (19) is adapted to move on a surface, wherein the at least one bidirectional wheel (18) is adapted to roll in at least a first direction (20) and in at least a second direction (22), with the first direction (20) and the second direction (22) being non-parallel.

Abstract: A continuously variable planetary (CVP) transmission, comprising a movable stator radially disposed about an axis, the movable stator having at least a first slot. The CVP transmission having a clip removably coupled to the first slot where the clip defining a channel and a planet spindle defining a first end where the first end is disposed within the channel of the clip.

Abstract: A radially inner race for a continuously variable transmission includes a first inner race structure and a second inner race structure spaced along an axis wherein at least one of the first inner race structure or the second inner race structure is axially movable. A sun shaft is coupled to the radially inner race and planetary members in rolling contact with the radially inner race, and a torsion damping mechanism is coupled to the first inner race structure to apply torque between the first inner race structure and the sun shaft to reduce a transition amplitude during a torque impulse.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for continuously variable accessory drives (CVAD). In one embodiment, a skew-based control system is adapted to facilitate a change in the ratio of a CVAD. In another embodiment, a skew-based control system includes a skew actuator coupled to a carrier member. In some embodiments, the skew actuator is configured to rotate a carrier member of a CVT. Various inventive traction planet assemblies can be used to facilitate shifting the ratio of a CVT. In some embodiments, the traction planet assemblies include legs configured to cooperate with the carrier members. In some embodiments, a traction planet assembly is operably coupled to the carrier members. Embodiments of a shift cam and traction sun are adapted to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces for a CVT are disclosed.

Abstract: Inventions are directed to components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT). In one aspect, a control system is adapted to facilitate a change in the ratio of a CVT. A control system includes a control reference nut coupled to a feedback cam and operably coupled to a skew cam. In some cases, the skew cam is configured to interact with carrier plates of a CVT. Various inventive feedback cams and skew cams can be used to facilitate shifting the ratio of a CVT. In some transmissions described, the planet subassemblies include legs configured to cooperate with the carrier plates. In some cases, a neutralizer assembly is operably coupled to the carrier plates. A shift cam and a traction sun are adapted to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces for a CVT are described.

Abstract: The invention concerns an electronic controller for a continuously variable transmission of the type having a variator (10) with a rotary variator input (17) coupled to a first variator race (14a) and a rotary variator output (29) coupled to a second variator race (16a). At least one roller (20) runs upon the said races to transfer drive from one to the other. The roller is movable to steplessly vary the variator ratio. The variator further comprises at least one hydraulic actuator (36), (38) which acts upon the roller and through which net torque acting on the variator races is referred via the roller to the variator's casing. A hydraulic arrangement is provided for applying to the actuator at least one hydraulic control pressure which determines force applied’ by the actuator and thus determines the reaction torque. The variator is coupled between a rotary transmission input (17) and a rotary transmission output (714) such that the transmission ratio is a function of the variator ratio.

Abstract: In a disc grinder, a spindle mounted with a grindstone intersects an output shaft of an electric motor. The disc grinder includes the three-point pressing continuously-variable transmission between the output shaft of the electric motor and a bevel gear train. The bevel gear train is used for deceleration. The traction grease having a high traction coefficient is used as the lubricant of the traction drive. A grease reservoir or felt members arranged in sliding contact with the pressing parts are disposed in the transmission case.

Abstract: An infinitely variable transmission is provided. The transmission includes an input assembly that is coupled to receive input rotational motion and an output assembly that is rotationally coupled to a load. An input/output planetary ratio assembly sets an input to output speed ratio. The input/output planetary ratio assembly has a first stator and a second stator. An input speed feedback control assembly is operationally attached to the input assembly. The input speed feedback control assembly includes a spider that is coupled to one of the first stator and the second stator. A movable member is operationally engaged with the spider with at least one shift weight. The moveable member is further operationally coupled to the other of the first stator and second stator. Moreover a torque feedback control assembly applies an axial load force in response to a torque of a load to the input speed control assembly.

Abstract: An infinitely variable transmission includes an input assembly, an output assembly, an input/output planetary ratio assembly and a torque feedback control is provided. The input assembly is coupled to receive input rotational motion. The output assembly provides a rotational output. The output assembly is configured to be rotationally coupled to a load. The input/output planetary ratio assembly sets an input to output speed ratio. The input/output ratio assembly includes a first and a second stator. The torque feedback control assembly provides torque feedback to the input/output planetary ratio assembly to at least in part control the input to output speed ratio of the input/output planetary ratio assembly. The torque feedback control assembly includes a phase relation system operationally coupled to the first and second stator and a torque system operationally coupled to the output assembly. The phase relation system further is in operational communication with the torque system.

Abstract: An infinitely variable transmission is provided. The transmission includes an input assembly that is coupled to receive input rotational motion and an output assembly that is rotationally coupled to a load. An input/output planetary ratio assembly sets an input to output speed ratio. The input/output planetary ratio assembly has a first stator and a second stator. An input speed feedback control assembly is operationally attached to the input assembly. The input speed feedback control assembly includes a spider that is coupled to one of the first stator and the second stator. A movable member is operationally engaged with the spider with at least one shift weight. The moveable member is further operationally coupled to the other of the first stator and second stator. Moreover a torque feedback control assembly applies an axial load force in response to a torque of a load to the input speed control assembly.

Abstract: Traction planets and traction rings can be operationally coupled to a planetary gearset to provide a continuously variable transmission (CVT). The CVT can be used in a bicycle. In one embodiment, the CVT is mounted on the frame of the bicycle at a location forward of the rear wheel hub of the bicycle. In one embodiment, the CVT is mounted on and supported by members of the bicycle frame such that the CVT is coaxial with the crankshaft of the bicycle. The crankshaft is configured to drive elements of the planetary gearset, which are configured to operationally drive the traction rings and the traction planets. Inventive component and subassemblies for such a CVT are disclosed. A shifting mechanism includes a plurality of pivot arms arranged to pivot about the centers of the traction planets as a shift pin hub moves axially.

Abstract: Embodiments are directed to a front end accessory drive (FEAD), subassemblies, and components therefor. Embodiments disclosed cover power modulating devices (PMD) which can be used in a FEAD. In one embodiment, a continuously variable transmission (CVT) is coupled directly to a crankshaft of a prime mover, and the CVT is used to regulate the speed and/or torque delivered to an accessory. A compound drive device includes a motor/generator subassembly cooperating with a CVT subassembly to provide a motor functionality with torque multiplication or division, or alternatively, a generator functionality with torque multiplication or division. In some embodiments, a FEAD includes a PMD having a sun shaft configured to couple to a sun of the PMD and to an electric motor component, such as an electrical armature or an electrical field. In one embodiment, the electrical armature the electrical field are placed concentrically and coaxially and configured to rotate relative to one another in opposite directions.

Abstract: A screw-fastening tool having a continuously-variable transmission traction drive includes a continuously-variable transmission, a thrust cam mechanism of the continuously-variable transmission and a clutch plate of a fastening torque setting mechanism arranged in series between an electric motor and a spindle. A traction grease having a high traction coefficient is used as a lubricant for a traction drive. A grease reservoir or felt members in sliding contact with oppressing parts are disposed in a transmission case.

Abstract: To provide a control system for carrying out a speed change operation of a geared transmission mechanism continuously by controlling a continuously variable transmission mechanism. A continuously variable transmission mechanism configured to increase and decrease speeds of a first and a second output discs simultaneously, and a geared transmission mechanism configured to change a speed change ratio stepwise are connected in series. The output discs are connected individually with intermediate shafts. The control system is adapted to synchronize a rotational speed of a switching mechanism and a rotational speed of a member to be engaged with the switching mechanism, by tilting a rolling member when carrying out a speed change in the geared transmission mechanism thereby increasing a rotational speed of one of the intermediate shaft while decreasing a rotational speed of the other intermediate shaft (at steps S3, S4 and S5).

Abstract: Embodiments are directed to components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT). In one embodiment, a control system is adapted to facilitate a change in the ratio of a CVT. In another embodiment, a control system includes a control reference nut coupled to a feedback cam and operably coupled to a skew cam. In some embodiments, the skew cam is configured to interact with carrier plates of a CVT. Various inventive feedback cams and skew cams can be used to facilitate shifting the ratio of a CVT. In some embodiments, the planet subassemblies include legs configured to cooperate with the carrier plates. In some embodiments, a neutralizer assembly is operably coupled to the carrier plates. Embodiments of a shift cam and a traction sun are adapted to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces for a CVT are disclosed.

Abstract: A continuously variable transmission includes: (a) at least one external, three-dimensional cam; (b) at least four follower assemblies, each including a planet pulley, a roller shaft, and at least one follower roller, the roller shaft being mounted on the planet pulley, the roller shaft being connected to the follower roller; (c) at least two sun assemblies, each including a sun pulley, at least one sprag clutch, and a differential pulley, the differential pulley being mounted to the sun pulley, the sun pulley driving the sprag clutch; (d) an input assembly including a sun pulley shaft, the sun pulley shaft being connected to the at least two sun pulley assemblies through the respective sprag clutches; and (e) at least one differential mechanism connecting each of the sun pulleys to at least two of the planet pulleys; wherein the cam is external to the follower assemblies.

Abstract: An ECU executes a program that includes a step of determining whether an output shaft rotation speed NOUT is equal to or greater than a reference rotation speed at which determining regions with all of the gear speeds in a stepped automatic transmission do not overlap, a step of determining that there is an abnormality in the gear speed by dividing the turbine rotation speed NT by the output shaft rotation speed NOUT if the output shaft rotation speed NOUT is not equal to or greater than that reference rotation speed, and a step of determining that there is an abnormality in the gear speed by subtracting a value, which is obtained by multiplying the output shaft rotation speed NOUT by the gear ratio, from the turbine rotation speed NT if the output shaft rotation speed NOUT is equal to or greater than that reference rotation speed.

Abstract: A variable power split device having radially inner and outer races, each comprising at least two axially spaced parts. A plurality of planetary members are arranged for rolling contact between the races and a planet follower carrier engages the planetary members. A first rotatable power element spindle connects with the planet follower to couple power between the planet follower carrier and a first power element. A second rotatable power element spindle connects with the inner race to couple power between the inner race and a second power element. A third rotatable power element spindle connects with the outer race to couple power between the outer race and a third power element. Means for adjusting axial separation adjust separation of the axially spaced parts of at least one of the races to vary a power split ratio between the first, second and third rotatable power element spindles.

Abstract: A transmission for automotive use, comprising a planetary gear system that receives power in the planetary holder and initially transmits said power in a direct manner with low passage ratio by means of the sun gear and subsequently transmits said power in a regulated manner to preserve optimal engine power by means of a planetary gear system mounted inside a cylindrical impeller coupled to the annular gear which circumferentially incorporates a spiral rack, and that transmits the traction to the satellite gears, at certain diameter of the impeller corresponding to the demanded power, and then to a central variable speed gear depending on the required torque that is measured by a sensor mechanism mounted in the sun gear, which can be regulated to maintain an output torque for overdrive or economy.

Abstract: A transmission has a gear system (34) which may be in the form of an orbit system (32, 35) or a planetary orbital spur system. The gear systems include a control gear (32) which is controlled to determine the drive ratio of the transmission. The control gear is controlled by a momentum control which includes a disc (23) and a slide (25) which carries a magnet (30) for selectivity allowing or preventing rotation of the disc (23) to in turn change the speed of rotation of the control gear (32). Alternatively, the momentum control can be formed from moveable masses which move radially outwardly relative to the control shad to change the speed of rotation of the control gear.

Abstract: A continuously variable transmission device of the type having planetary members (25) in rolling contact with radially inner (23) and outer (26) races each comprising two axially spaced parts, with control means (30) for selectively varying the axial separation of the two parts of one race and thus the radial position of the planetary members (25) in rolling contact therewith, in which there are provided means sensitive to the torque applied to a drive-transmitting member of the transmission operable both to determine the compensating variation in the separation of the two parts of the other race and thus the transmission ratio of the device and to vary the forces exchanged between the planets (25) and the races (23, 26) normal to the interface between them.

Abstract: Continuously variable transmission consists of two rolling friction planetaries with a transversely mounted disk interposed between wheels of the planetaries. Varying the position of the disk varies the speed ratio. Transmitted forces urge an idler wheel into a converging space between the internal ring and the wheel in contact with the disk so as to establish contact forces as a function of transmitted torque. Ratio change is made easy by temporarily moving the disk laterally and utilizing the resultant change in contact position to establish a velocity vector which urges the disk toward a new position using only the power being transmitted. Well-known gear systems are used to extend the ratio range. Well-known tractants, or friction enhancing lubricants are used as lubricants to prevent wear yet maximize capacity.

Abstract: When a slip control system starts operating, a vehicle speed VSP used for speed change control is simultaneously changed over from a sensor detected vehicle speed VSPSEN to an estimated vehicle speed VSPFL. On the other hand, when the slip control system has stopped, it is first determined whether a speed ratio variation amount, due to the change-over of the vehicle speed used for speed change control from the estimated vehicle speed VSPFL to the sensor detected vehicle speed VSPSEN, is less than a permissible amount. When it is determined that the speed ratio variation amount is smaller than the permissible amount, the vehicle speed used for speed change control is changed over from the estimated vehicle speed VSPFL to the sensor detected vehicle speed VSPSEN. By performing this change-over, a sharp variation of the vehicle speed used for speed change control is suppressed, and a sharp variation of the speed ratio leading to shocks or slipping is suppressed.

Abstract: In a continuously variable transmission comprising: an input shaft which is rotated by a drive source; an output shaft which takes out a driving force attributing the rotation of the input shaft; and a variator and a planet gear mechanism which are arranged between the input shaft and the output shaft, the variator having a clutch which provides a first mode in which a driving force circulation is carried out, and a second mode in which the driving force circulation is not carried out, the speed of a first driving force transmitting system which is inputted to the planet gear mechanism through the variator and the speed of a second driving force transmitting system which is inputted to the planet gear mechanism directly, not through the variator are detected with first and second speed detecting sensors, and, upon detection of the substantial coincidence in the ratio of speed of the first and second driving force transmitting shafts, the mode switching operation is carried out with the clutches.

Abstract: In a continuously variable transmission for use with a vehicle comprising an actuator for continuously varying a speed change ratio, a target speed change ratio is set according to the vehicle running conditions and a real speed change ratio of the transmission is detected. A proportional value which is directly proportional to a difference between the target speed change ratio and real speed change ratio, and an integral value of the difference therebetween, are calculated. When the integral value is not within a preset range, the integral value is corrected to a value within the range, and the actuator is driven based on the sum total of the proportional value and the corrected integral value. In this way, a command exceeding the response capability of the actuator is prevented from being output to the actuator, and overshoot of the speed change ratio is prevented.

Abstract: In a continuously variable transmission comprising: an input shaft which is rotated by a drive source; an output shaft which takes out a driving force attributing the rotation of the input shaft; and a variator and a planet gear mechanism which are arranged between the input shaft and the output shaft, the variator having a clutch which provides a first mode in which a driving force circulation is carried out, and a second mode in which the driving force circulation is not carried out, the speed of a first driving force transmitting system which is inputted to the planet gear mechanism through the variator and the speed of a second driving force transmitting system which is inputted to the planet gear mechanism directly, not through the variator are detected with first and second speed detecting sensors, and, upon detection of the substantial coincidence in the ratio of speed of the first and second driving force transmitting shafts, the mode switching operation is carried out with the clutches.

Abstract: A speed ratio of a toroidal continuously variable transmission is varied by a step motor (4). The step motor (4) is responsive to a command signal Astep which a controller (61) outputs corresponding to a target speed ratio. The controller (61) is programmed to initialize the command signal Astep when it is activated while the vehicle is running (S152) such that the command signal coincides with an actual operation position of the step motor (4). The controller (61) is further programmed to limit the command signal, after performing this initialization, within a first limiting range which is narrower than a second limiting range corresponding to a physical operation limit of the step motor (4) (S168, S170). By applying such a limitation to the command signal, the command signal is prevented from exceeding the operation limit of the step motor (4) even when a torque shift error is introduced into the command signal by the initialization while the vehicle is running.

Abstract: A shift control system for a troidal continuously variable transmission comprises an electronic system for calculating a shift command value, a first electronic feedback system for feeding back a first physical quantity indicative of the tilting angle of power rollers, and a second electronic feedback system for feeding back a second physical quantity indicative of a speed of change of the tilting angle of the power rollers, the electronic system calculating the shift command value in accordance with the first and second physical quantities.

Abstract: A variable speed changing gear has an internal friction wheel made of elastic material and a cycloid wheel inscribed to the internal friction wheel. The cycloid wheel is rotated for circulating along the internal friction wheel. Because of the elastic material, the effective radius of the internal friction wheel is changeable by giving force to the cycloid wheel in the radial direction. The circulation speed of the cycloid wheel is changed in reverse proportion to the radius. The output shaft can be rotated with variable speed following to the circulation of the cycloid wheel. This speed changing gear can be operated as a load compensating device.

Abstract: An automatic screw fastening machine embodied by the invention transmits the rotating force of a motor to a driver bit via a differential planetary mechanism consisting of an input disc, a plurality of planetary cones, a cam disc, and a variable-speed ring. The automatic screw fastening machine causes a resilient supporting unit to restrict the variable-speed ring from shifting itself in the axial direction. Furthermore, the machine is provided with a torque detection unit capable of detecting the torque of reaction force applied to the variable-speed ring by effect of the load applied to the driver bit. As soon as the detect-signal value correctly matches a specific value corresponding to the predetermined fastening torque, supply of power to the motor is discontinued. In consequence, when fully completing a screw fastening process, rotation of the driver bit is substantially reduced to zero so that no rotating force can be transmitted to the driver bit.

Abstract: A continuously variable transmission includes a toroidal race rolling traction unit (5) which is connectable in distinct regimes to an output rotary member (18) by way of an epicyclic gear stage (19-21). Devices are provided for interrupting or inhibiting the action of the epicyclic gear stage so as to provide at least one fixed transmission ratio of low loss within the range of continuously variable transmission ratios that the rolling race unit can provide.

Abstract: The driving hub for a vehicle, in particular a bicycle, comprises a hub shaft (1), a hub sleeve (9) which is rotatable relative to the hub shaft (1) and a driver (13) rotatably mounted on the hub shaft (1). The driver (13) drives the hub sleeve (9) via a friction gear (17) of which the first toroidal disc (25) rests rigidly on the hub shaft (1), the friction wheel carrier (45) provided with several friction wheels (35) can be driven by the driver (13) and the second toroidal disc (27) is connected via a planetary gear (21) and an overrunning clutch (23) following the planetary gear (21) to the hub sleeve (9). The smoothly adjustable step-up ratio of the friction gear (17) is controlled from the interior of the hub shaft (1) via a rod (53) which entrains the pivotally mounted spindle (37) of the friction wheels (35) via a clutch ring ( 47).

Abstract: This invention relates to an automatic mechanical transmission apparatus with continuous variation of the transmission ratio from an infinite ratio up to a ratio less than 1/1, of the type employing centrifugal forces, comprising at least one driven plate bearing at least one continuous circular track, eccentric with respect to the common axis of the driving and driven shafts, and rollers which roll inside the circular track, being mounted to rotate about respective longitudinal axes, each of these rollers being borne by a rod connected to a pivot pin on the driving hub, characterized in that each rod bearing a roller is articulated on the outer part of a weight which is itself articulated on the hub fast with the driving shaft.

Abstract: A continuously variable differential (10) uses a continuously variable transmission (50) that is rotated by drive torque and controlled to vary the speed ratio between its outputs. These, which previously transmitted power through the transmission, are connected with a pair of drive shafts such as opposed drive axles (17 and 18) that rotate with the transmission under drive power. Differentiation between the shafts transmits through the transmission via variable speed ratios that control the moment arms, mechanical advantages, and torque bias ratios. This arrangement allows the torque to be distributed according to sensed vehicle conditions. It can apply more torque to a wheel retaining traction when its opposite wheel slips, and it can apply a larger portion of the torque to wheels bearing more weight or to a faster rotating wheel on an outside of a curve.

Abstract: A hydraulically, vacuumatically controlled infinitely variable speed drive transmission connecting an input shaft to an output shaft, comprising a plurality of sets of adhesion rollers mounted radially of the input and output shafts in diammetrically opposed relation to one another. The adhesion rollers are movable radially of input and output shafts under centrifugal force imparted thereto by the rotation of the aforesaid shafts. A pair of self-adjusting, floating disks are mounted to either side of said adhesion rollers and are engageable with said rollers at varying radial distances of the rollers from the axis of the input and output shafts whereby to vary the rate of rotation of said disks. The transmission further includes a planetary gear arrangement for coupling the input shaft to the output shaft and which is responsive to variations in the rate of rotation of the disks to cause the speed ratio between the input and output shafts to correspondingly vary.