Abstract: The invention relates to, in essence, a switching device (10, 11) for a motor vehicle. This switching device comprises two idler gears (17, 18) and a claw (14). This claw (14) assures, by displacement, a selective connection of a drive shaft (9) to one of the two idler gears (17, 18). According to the invention, the claw (14) comprises axial protrusions (65, 66) for simultaneously connecting it to the two idler gears (17, 18). To this end, the gears (17, 18) each have axial projections (67, 68). The protrusions (65, 66) are designed for entering the spaces made between the projections (67, 68). The inventive switching device (10, 11) is preferably used with a hybrid transmission device (1).

Abstract: An image forming apparatus is swung with a stopper which is swingable simultaneously with a switching member, and which allows rotation of an output gear by being disengaged from the output gear with a swinging movement of the switching member to an ON side, and which stops the rotation of the output gear by being engaged with the output gear with a swinging movement of the switching member to an OFF side. When the switching member is swung to the OFF side, the stopper is engaged with the output gear at the same time as the switching member is disengaged from the triggering member or before the switching member is disengaged from the triggering member. Accordingly, a descent of a pressing plate at the time of stopping the pressing plate is prevented without using a one-way clutch.

Abstract: A multi-speed automatic transmission includes a first planetary gear set and a second planetary gear set, which are arranged in parallel on a first output shaft and a second output shaft, respectively. An input shaft is connectable with a first ring gear through first input drive and driven gears of the input shaft and the first output shaft, being connectable with a second pinion carrier through a second input drive and driven gears of the input shaft and the second output shaft. The first output shaft is connectable with a first pinion carrier, the second output shaft being connectable with a second ring gear. A second pinion carrier is fixable to a transmission case. The first and second sun gears are connectable with the input shaft through the first input drive and driven gears and through the intermediate gear, being fixable to the transmission case.

Abstract: A vehicle powertrain comprising a multiple speed transmission with ratio range gearing is disclosed. The range gearing provides increased ratio coverage. A transition between a low speed range and a high speed range is achieved with no torque interruption whereby a gear ratio shift between the highest gear ratio in the low speed range and the lowest gear ratio in the high speed range occurs in a seamless fashion.

Abstract: A combination countershaft and planetary gear set transmission is provided that achieves at least nine forward speed ratios and two reverse speed ratios. The transmission includes a main shaft operatively driven by a transmission input member as well as first and second countershafts with each countershaft spaced apart from and substantially parallel to the main shaft. The countershafts utilize a split clutch arrangement in which one of the clutches is cantilevered off the countershaft, allowing the size of the countershaft as well as an intermediate support plate to be removed, reducing parts complexity, material and overall length of the transmission.

Abstract: The object is to simplify the construction of a speed change apparatus in which an engine drive force is speed-changed in a plurality of speed ranges and speed-changed steplessly in each speed range, with using a stepless speed change device (10), planetary transmission mechanisms (P1, P2, P3) and clutches (C1, C2). There is provided a main speed change device (B) configured to combine an output from the stepless speed change device (10) and the drive force from the engine trough the first, second and third planetary transmission mechanisms (P1, P2, P3) and then output the resultant combined force from an output shaft (41). There is provided an auxiliary speed change device (20) for effecting speed change on the drive force from the output shaft (41) of the main speed change device (B) and then outputting the speed-changed force.

Abstract: A geared disk driven by a repositionable drive gear, with two independent and concurrent axes of rotation; both axes rotating and orbiting on one plane, about the transmission's central axis. The first axis of rotation being the gear's center. The second user-actuated axis of rotation concurrently varying its motive pivot point between the disk's center and edge, while concentrically transversing around the disk, to infinitely variably swing the disk gear. This variable swing motion is mechanically extracted and cycled through the transmission to progressively compound the combined motions to modify and sustain user-selected, infinitely variable, output speeds. Two interconnecting, clutch-free, geared-neutral, bidirectional, output mechanisms are included; one integrated within the transmission, and one separated from the transmission, to produce a continuously engaged, all-geared, complete range of transmission functions.

Abstract: The transmission has a plurality of members that can be utilized in powertrains to provide eight forward speed ratios and one reverse speed ratio. The transmission includes three planetary gear sets, five torque-transmitting devices, one fixed interconnection, three external gear sets and a final drive gear set. The powertrain includes an engine and torque converter that is continuously connected to one of the planetary gear members and an output member that is continuously connected with one of the external gear sets. The five torque-transmitting devices provide interconnections between various planetary and external gear members, the input shaft, and the transmission housing, and are operated in combinations of three to establish eight forward speed ratios and one reverse speed ratio.

Abstract: A power transmission system coupling (100) configured to provide a responsive and controllable clutch (110) using a torque split arrangement including a planetary gear set (106) for torque modulation, together with a locking device (134) to maximize torque transfer capability when modulation is not required.

Abstract: A multi-speed transmission that achieves nine forward speed ratios and a reverse speed ratio has two planetary gear sets and a plurality of intermeshing gear members which may consist of two additional planetary gear sets or gear members arranged in a countershaft design. A speed ratio of an equal value but with an opposite direction of rotation is achieved at one of the gear members connected with one of the planetary gear members in a reverse ratio as in a first forward speed ratio. Six torque-transmitting mechanisms are employed.

Abstract: A transmission for a motor vehicle comprising an input shaft (1), an output shaft (2) and at least one countershaft (3). The transmission comprises at least one direct gear and the parts of the transmission that are not involved in the power flow in the direct gear, are completely or partially uncoupled when the direct gear is engaged.

Abstract: A transmission is provided having a differential gear set with three input torque-transmitting mechanisms, such as friction clutches, to achieve torque flow through the differential gear set to a countershaft gearing arrangement. The transmission utilizes power-on shifts. By utilizing the torque ratio of the differential gear set, additional forward ratios are available with good step progression, reducing the number of countershaft gear sets and synchronizers necessary in comparison to a dual-clutch transmission providing the same number of ratios. A shorter axial length is thus attainable.

Abstract: A stage-geared gearbox for motor vehicles, includes an unsynchronized basic gearbox, at least one synchronized auxiliary gear and at least one control unit for controlling engagement and disengagement of the gears of the gearbox and also neutral position. In the gearbox, the control unit is arranged so as, when input signals indicating that neutral position is selected are received, to put the synchronized auxiliary gear in neutral position.

Abstract: A gear unit for the drive of a rotating tube is provided with a drive shaft and a power distributing gear unit stage that is configured as a helical gear unit with an intermediate shaft having mounted thereon two helical pinions. A load-summing gear unit stage with a take-off shaft is operated downstream of the gear unit stage. In this connection, the take-off shaft is on the central axis of the driven rotating tube. The load-summing gear unit stage is comprised of two parallel operated planetary gear units each having a sun gear, planetary gears each disposed on a respective planetary axle, a hollow gear and a common planet carrier that is configured as a single piece and connected with the take-off shaft. The planetary axles of both planetary gear units in the common planet carrier are spaced from one another and offset from one another.

Abstract: A multi-speed power transmission includes a countershaft portion and a planetary gearset portion. The countershaft portion is controlled by synchronizer torque-transmitting mechanisms, and the planetary gearset portion is controlled by selectively engageable friction-type torque-transmitting mechanisms. The selective operation of these torque-transmitting mechanisms permit eight forward speed ratios and three reverse speed ratios.

Abstract: A power-branched transmission having a steplessly adjustable transmission ratio. An input-side distributor transmission includes an input gear that is nonrotatably connected with an input shaft coupled to an engine. The power-branched transmission includes an output shaft and two clutches. The input gear of the distributor transmission is rotatably coupled with an input shaft of a variable speed drive unit. An output gear of the distributor transmission is rotatably engaged with an intermediate shaft that is arranged in a functionally parallel manner relative to the variable speed drive unit and is rotatably engaged with an output shaft of the variable speed drive unit. The intermediate shaft is operatively coupled with the output shaft through a first clutch and the input shaft of the variable speed drive unit is operatively coupled with the output shaft through a second clutch.

Abstract: A multi-stage gearbox with a drive input shaft connected to a reduction planetary gear set, with a drive output shaft connected to a main planetary gear set, and with shift elements. An input speed of the drive input shaft can be transferred, by the engagement of at least seven forward gears to the drive output shaft, in such manner that to shift from one gear to the next-higher or next-lower gear, only one shift element is disengaged and another shift element is engaged. The reduction planetary gear set has an output shaft rotating at an output speed of the reduction planetary gear set. The main planetary gear set is connected to the drive input shaft. The main planetary gear set is connected to the output shaft of the reduction planetary gear set.

Abstract: A multiple speed transmission includes first and second concentric input shafts, an output shaft, an auxiliary shaft, a first clutch for driveably connecting and disconnecting the first input shaft, and a second clutch for driveably connecting and disconnecting the second input shaft. First pairs of mutually engaged gears include a first member supported on the first input shaft, and a second member supported on the output shaft. Second pairs of mutually engaged gears includes a first member supported on the second input shaft, and second member supported on the output shaft. A gear wheel, supported on the auxiliary shaft, engages a gear of a second pair on the second input shaft. A planetary gearset includes a ring gear driveably engaged with a member of the first pair on the first input shaft. The carrier of the gearset is held against rotation in reverse drive and released in forward drive.

Abstract: A multi-speed transmission with an input shaft (1) and an output shaft (2) with two spur gear speeds (ST1, ST2) that are connected tightly on the input side with the input shaft (1) and generate two output rotational speeds (n1, n2), with a main gearset that is connected with the output shaft (2) and is constructed as a two webbed four shaft transmission with two coupled, shiftable planetary gearsets (RS1, RS2) to which the output rotational speeds (n1, n2) of the spur gear speeds (ST1, ST2) are transferable through several shifting elements (A to E) through their selective closing to the clutch of at least six forward gears and can be shifted without group shifting. A total of six shifting elements (A to F) are provided. The output rotational speed (n1) of the first spur gear speed (ST1) is transferable through the sixth shifting element (F) to the second shaft of the main gearset, and at least eight forward gears and maximally two reverse gears are shiftable.

Abstract: An automatic speed change apparatus including an input shaft, an intermediate shaft and an output shaft arranged in parallel. The input shaft is coupled to the intermediate shaft by counter gear sets providing first, second and third drive paths. The input shaft is provided with clutches for engaging or disengaging the second and third drive paths and with a brake. The intermediate shaft is provided with a clutch, a brake and a one-way clutch for engaging, disengaging or braking the first and third drive path and with planetary gear sets. The first drive path is coupled to a ring gear, the second drive path is coupled to sun gears, and the third drive path is coupled to a planetary carrier. A planetary carrier and a ring gear are connected to the intermediate shaft, and the intermediate shaft is coupled to the output shaft by a fourth counter gear set.

Abstract: A transmission for a vehicle includes a main transmission (M) and a differential gear mechanism (20). The main transmission has at least two rotating elements (11, 12; 13, 14) each set to a different gear ratio, and the differential gear mechanism has at least three elements (21, 22, 23). There are provided first input means (C-1, C-2) which selectively inputs an input rotation to two rotating elements of the main transmission, and second input means (1, 2, C-3; 1, 2, 4) which connects the two rotating elements to two elements (21, 22) of the differential gear mechanism and inputs the input rotation to the other at least one element (23). Since an intermediate gear ratio with respect to an individual gear ratio is generated by two rotating elements at a time of simultaneously transmitting power to two rotating elements, it is possible to increase the number of shift speeds.

Abstract: An infinitely-variable transmission comprises a rotational input member, a rotational output member, first and second non-circular driving gears coupled to one of the rotational members, and a plurality of variable velocity-ratio gear assemblies disposed about the one rotational member. Each gear assembly comprises an intermediate shaft including first and second non-circular driven gears respectively meshing with the first and second non-circular driving gears. Each gear assembly also comprises a multi-directional coupling associated with the pair of first driven/driving gears and the pair of second driven/driving gears, and an actuator for coupling the first and second variable-ratio gear pairs to the rotational members. The transmission also includes a phase angle variator associated with the variable-ratio gear pairs for varying the rotational angular displacement between the first gear pairs and the second gear pairs of each gear assembly so as to vary the velocity ratio of the transmission as needed.

Abstract: A continuously variable transmission system comprises a continuously variable transmission having two pulley sets each with two discs defining a V-shaped groove, drive means-for varying the width of said groove and a belt extending between said-pulley sets in the grooves thereof, as well as a forward-reverse control connected to the shaft of one of the pulley sets and a clutch connected to said forward-reverse control, said pulley sets, forward-reverse control and clutch each being provided with a respective actuator. The actuators of the forward-reverse control and of the clutch are of an electromechanical type.

Abstract: An electrodynamic drive system (2) for a vehicle between a drive engine (4) and a manual transmission (16) comprising a planetary transmission (12) with the three elements sun gear (50), internal gear (10) and planet carrier (32), of which a first element (32) is connected to the manual transmission (16), a second element (10) is connected to the drive engine (4), and a third element (50) is connected to at least one electrical engine (22). A clutch (40) is provided with a first shift position, in which a rigid connection exists between the planet carrier (32) and the sun gear (50) for bridging the planetary transmission (12), and a second shift position in which the connection between the planet carrier (32) and the sun gear (50) is interrupted.

Abstract: An apparatus is provided to expand the direct drive region of the torque converter in a five or six-speed automatic transmission apparatus for front wheel drive to greatly improve the power performance and fuel economy thereof. The apparatus has a first shaft 10, a second shaft 31, planetary gear trains 11 and 12 disposed on second shaft 31, counter gears pairs X, Y, three clutches, and two brakes. The pair of counter gears have different gear ratios and serve to couple the first shaft with each of the structural elements of the planetary gear trains. The clutches and brakes selectively couple two elements to control the power transmission path. The pair of counter gears X is connected to the first structural element of the planetary gear trains via the first clutch and the pair of counter gears Y is connected to either the first and second structural elements or the second and fourth structural elements of the planetary gear trains via the second or third clutch.

Abstract: An apparatus is provided to expand the direct drive region of the torque converter in a five or six-speed automatic transmission apparatus for front wheel drive to greatly improve the power performance and fuel economy thereof. The apparatus has a first shaft 10, a second shaft 31, planetary gear trains 11 and 12 disposed on second shaft 31, counter gears pairs X, Y, three clutches, and two brakes. The pair of counter gears have different gear ratios and serve to couple the first shaft with each of the structural elements of the planetary gear trains. The clutches and brakes selectively couple two elements to control the power transmission path. The pair of counter gears X is connected to the first structural element of the planetary gear trains via the first clutch and the pair of counter gears Y is connected to either the first and second structural elements or the second and fourth structural elements of the planetary gear trains via the second or third clutch.

Abstract: A multi-gear, manual transmission, especially for utility vehicles, with at least partially automatized gear shifting or with a manual gear shift, in which the gear synchronization is carried out by motor guidance and wherein the transmission possesses a forward shift-group, a main-shift-group and a post shift-group, whereby the pre-shift-group is designed as a planetary gear set (2P) and a support member of the planetary gear set is constructed as a friction brake, which is active in the slow gear-shift position and thereby assumes the function of a start-up clutch.

Abstract: A transmission arrangement for a vehicle includes a transmission housing with at least two transmission axes extending therein. Each axis includes an input transfer gear engaged with an input clutch, wherein the input clutch is connected to at least one member of a planetary gear set. Each axis also includes an output transfer gear driven by a member of the planetary gear set. A synchronizer-type coupling element is operatively connected on each axis between the input clutch and the planetary gear set for selectively engaging and disengaging members of the planetary gear set with respect to the input clutch and transmission housing.

Abstract: A transfer case having an input shaft, an output shaft, and a planetary gearset connected therebetween. The planetary gearset includes a first sun gear, a second sun gear, a carrier coupled for rotation with the input shaft, a ring gear coupled for rotation with the output shaft, and meshed pairs of first and second pinions rotatably supported on the carrier with each first pinion meshed with the first sun gear and each second pinion meshed with the second sun gear and the ring gear. The transfer case further includes a powershift clutch assembly comprised of a first range clutch located between the carrier and the ring gear, a second range clutch located between the first sun gear and a stationary member, and a third range clutch located between the second sun gear and the stationary member.

Abstract: A vehicle transmission having an input shaft, a main shaft, a countershaft and an output shaft mounted for rotation around axes of rotation and a plurality of gear wheels mounted on the countershaft and the output shaft for the transmission of torque from the input shaft to the output shaft at a gear ratio provided by the gears. The axis of rotation of the main shaft and the axis of rotation of the output shaft do not lie along the same axis and the distance between the axes of rotation of main shaft and output shaft is determined by the reduction ratio of a constant gear wheel pair located between the countershaft and the output shaft.

Abstract: A transmission, especially for wind power installations includes a planetary stage on the input side that is mounted upstream of at least one gear stage. The planetary stage includes at least two power-splitting planetary gears that are mounted in parallel. A differential gear that is mounted downstream of the power-splitting planetary gears compensates for an unequal load distribution between the individual planetary gears caused by their parallel disposition.

Abstract: An apparatus is provided to expand the direct drive region of the torque converter in a five or six-speed automatic transmission apparatus for front wheel drive to greatly improve the power performance and fuel economy thereof. The apparatus has a first shaft 10, a second shaft 31, planetary gear trains 11 and 12 disposed on second shaft 31, counter gears pairs X, Y, three clutches, and two brakes. The pair of counter gears have different gear ratios and serve to couple the first shaft with each of the structural elements of the planetary gear trains. The clutches and brakes selectively couple two elements to control the power transmission path. The pair of counter gears X is connected to the first structural element of the planetary gear trains via the first clutch and the pair of counter gears Y is connected to either the first and second structural elements or the second and fourth structural elements of the planetary gear trains via the second or third clutch.

Abstract: An apparatus is provided to expand the direct drive region of the torque converter in a five or six-speed automatic transmission apparatus for front wheel drive to greatly improve the power performance and fuel economy thereof. The apparatus has a first shaft 10, a second shaft 31, planetary gear trains 11 and 12 disposed on second shaft 31, counter gears pairs X, Y, three clutches, and two brakes. The pair of counter gears have different gear ratios and serve to couple the first shaft with each of the structural elements of the planetary gear trains. The clutches and brakes selectively couple two elements to control the power transmission path. The pair of counter gears X is connected to the first structural element of the planetary gear trains via the first clutch and the pair of counter gears Y is connected to either the first and second structural elements or the second and fourth structural elements of the planetary gear trains via the second or third clutch.

Abstract: A transmission system provided for a bicycle, including a primary transmission sub-assembly having a set of rear sprockets, whose number of teeth, from one sprocket to the next sprocket in the ascending order, varies according to a ratio of the numbers of teeth that is greater than or equal to a value n such as n greater than 1. The invention also includes a control of the transmission system, as well as a bicycle that includes the transmission system and the control for same. The transmission system includes a single chain wheel for driving the chain, associated with a bottom bracket assembly, and a secondary transmission sub-assembly having at least two drive output ratios, whose ratio of the highest drive speed to the lowest drive speed is equal to a value R between 1 and n so as to introduce at least one intermediate transmission ratio between two successive sprockets.

Abstract: A transfer case having an input shaft, an output shaft, and a planetary gearset connected therebetween. The planetary gearset includes a first sun gear, a second sun gear, a carrier coupled for rotation with the input shaft, a ring gear coupled for rotation with the output shaft, and meshed pairs of first and second pinions rotatably supported on the carrier with each first pinion meshed with the first sun gear and each second pinion meshed with the second sun gear and the ring gear. The transfer case further includes a powershift clutch assembly comprised of a first range clutch located between the carrier and the ring gear, a second range clutch located between the first sun gear and a stationary member, and a third range clutch located between the second sun gear and the stationary member.

Abstract: A motor wheel for driving the driving wheel of an industrial vehicle and the like, comprising upstream of a two-stage rotary-ring reduction unit, a gearbox with fixed-ring epicyclic gear train, with at least two positions which respectively correspond to the high or travel speed and to the low or working speed. A parking brake is further provided downstream of the gearbox with respect to the motion input.

Abstract: A first clutch (2) is connected to an engine (1) of a hybrid vehicle. A motor/generator (6) is connected to an output shaft (4) of the first clutch (2) through a planetary gear set (3). A second clutch (10) is provided which connects an input shaft (5) of an automatic transmission (7) to the output shaft (4) so as to move the vehicle forward, and which connects the input shaft (5) to the motor/generator (6) so as to move the vehicle rearward. The second clutch (10) preferably comprises a dog clutch. When the vehicle commences forward motion, the torque of the motor/generator which is input to the automatic transmission (7) can be increased since the planetary gear set (3) decreases the rotation speed of the motor/generator (6) and transmits it to the output shaft (4).

Abstract: A first clutch (2) is connected to an engine (1) of a hybrid vehicle. A motor/generator (6) is connected to an output shaft (4) of the first clutch (2) through a planetary gear set (3). A second clutch (10) is provided which connects an input shaft (5) of an automatic transmission (7) to the output shaft (4) so as to move the vehicle forward, and which connects the input shaft (5) to the motor/generator (6) so as to move the vehicle rearward. The second clutch (10) preferably comprises a dog clutch. When the vehicle commences forward motion, the torque of the motor/generator which is input to the automatic transmission (7) can be increased since the planetary gear set (3) decreases the rotation speed of the motor/generator (6) and transmits it to the output shaft (4).

Abstract: A constant output transmission apparatus operable to transform a variable RPM input to an input shaft member through the use of double planetary gear set means and the use of a low range gear and clutch assembly and a high range gear and clutch assembly to transfer output through a ring gear and carrier assembly and an output ring gear assembly to an output shaft assembly to provide a constant RPM output to an output shaft member. The variable input to the input shaft member is constantly causing rotation of an input carrier plate assembly driving input planet gear members and, concurrently, driving an input drive gear assembly. The input gear drive assembly is operable to concurrently drive a low range gear and clutch assembly and a high range gear and clutch assembly. On activation of a respective low range clutch piston or a high range clutch piston, this operates to selectively operate and rotate a respective low range clutch assembly and a high range clutch assembly.

Abstract: A gear change for an automobile vehicle comprising a box, a main train, an input shaft of which is connected to the engine and a primary shaft of which can be connected angularly to the input shaft by a plurality of pairs of gears, and an auxiliary epicyclic gear train comprising, in turn, a sun gear angularly coupled to the primary shaft, a train carrier angularly rigid with an output shaft of the gear change and comprising a plurality of planet gears engaging with the sun gear, and an outer crown having inner teeth engaging with the planet gears, which crown can be displaced along the longitudinal axis between a first operating position in which it is coupled to the box by the engagement of a first and a second toothed wheel and a second operating position in which it is coupled to the train carrier by the engagement of a third and a fourth toothed wheel; the sun gear, the planet gears and the inner teeth of the crown comprising respective helical teeth and the first, second, third and fourth toothed wheels

Abstract: A drive system for a variable diameter rotor system that includes a plurality of rotor blade assemblies with inner and outer blade segments. The outer blade segment being telescopically mounted to the inner blade segment. The drive system engaging a jackscrew for telescoping the outer blade segment with respect to the inner blade segment. The drive system includes a rotor hub that is pivotally mounted to the upper end of a main rotor shaft about a pivot point. A gimbaled bearing is disposed between and attached to the main rotor shaft and the rotor hub. The gimbaled bearing permits the rotor hub to pivot about the pivot point. A blade actuation shaft is concentrically disposed within the main rotor shaft. The blade actuation shaft has a constant velocity joint pivotally attached to its upper end about the pivot point. A planetary gearset engages the blade actuation shaft with the jackscrew.

Abstract: A rotor blade actuation system is disclosed for controlling extension and retraction of an outboard blade section of a rotor blade by varying the speed and direction of rotation between a main rotor shaft and a blade actuation shaft. The rotor blade actuation system includes a drive gear on the main rotor shaft and a blade actuation drive gear on the blade actuation drive shaft. A primary drive unit is engaged with and transmits rotary motion from the main rotor shaft to the blade actuation shaft. The primary drive unit includes an input gear engaged with the drive gear. A primary drive is engaged with the drive gear through an input gear and a master clutch. An output drive is engaged with the blade actuation drive gear. A forward clutch controls engagement of a forward planetary gearset with the primary drive and the output drive. The engagement of the forward planetary gearset causes the blade actuation shaft to rotate in the same direction as the rotation of the main rotor shaft.

Abstract: An infinitely variable transmission is capable of operating between a maximum speed in one direction and a minimum speed in an opposite direction, including a zero output angular velocity, while being supplied with energy at a constant angular velocity. Input energy is divided between a first power path carrying an orbital set of elements and a second path that includes a variable speed adjustment mechanism. The second power path also connects with the orbital set of elements in such a way as to vary the rate of angular rotation thereof. The combined effects of power from the first and second power paths are combined and delivered to an output element by the orbital element set. The transmission can be designed to operate over a preselected ratio of forward to reverse output speeds.

Abstract: A rotary actuator for opening and closing a valve, damper or linkage for industrial application, the actuator including a housing having a motor mounted thereon for driving a speed reduction gear train to reduce the speed of the motor, the rotary motion of the output shaft of the speed reduction gearing to linear motion against the force of a biasing spring to convert the linear motion of the converting motion to rotary motion of the output shaft.

Abstract: A transmission assembly for a bicycle which is able to achieve variations in rotational force and velocity through internal gearing mechanisms which require no variation in sprocket diameter. The transmission assembly includes a front and rear transmission means, and a chain which connects them. Each transmission means includes one or more sprockets and gear sets with which the chain connects. Each gear set then includes a sun gear, a plurality of planetary pinions which rotate and revolve around the sun gear, a ring gear encasing the planetary pinions, and a carrier to which the planetary pinions are attached. This assembly helps prevent the chain from derailling, quickens the shifting process, and simplifies the structure and construction of transmission assemblies for bicycles.

Abstract: A power transmission has three countershaft gear sets which provide selective input members for a pair of interconnected simply planetary gear arrangements. The planetary gear arrangements have the sun gears interconnected, a ring gear and a carrier interconnected, another carrier connected with a transmission output shaft and another ring gear connected with one of the transfer gear sets. The other two transfer gear sets are connected with respective ones of the interconnected members. A plurality of selectively engageable clutches and brakes are arranged to establish input and reaction members for the planetary gear arrangement to provide six forward speed ratios and one reverse speed ratio.