Abstract: During a shift operation, a time interval TT which is required to switch a mechanical gear ratio is detected. To bring it into coincidence with a reference value, the duty cycle with which a linear solenoid valve SL6 which determines a back pressure on an accumulator is energized is adjusted. The duty cycle is adjusted in accordance with an oil temperature, a throttle valve opening and a shift mode of an automatic transmission in order to prevent the occurrence of shift shocks as a result of a variation in the shift response of the automatic transmission from transmission to transmission or with time.

Abstract: A gear differential having multiple gear trains interconnecting a pair of output shafts is provided with an arrangement of gearing having an expanded relationship between tooth numbers of the gearing for fitting the gear trains into mesh. The gearing includes two side gears (20 and 21) coupled to respective output shafts and three pairs of combination gears (24 and 25, 26 and 27, and 28 and 29) for interconnecting the two side gears. Each of the combination gears includes a middle gear portion (40) and two end gear portions (42 and 44). The middle and end gear portions have respective numbers of teeth that share a greatest common factor (GCF) that is more than one but less than the number of teeth in the middle gear portion.

Abstract: An internal disconnect mechanism for a planetary gear differential permits operation in either an engaged mode, wherein a driving connection is provided therethrough, and in a disengaged mode, wherein no driving connection is provided. The differential includes a case which is rotatable about an axis having first and second spur gears disposed therein, each adapted to be connected to an output shaft for rotation therewith. A first plurality of planetary gears mounted for rotation within the case mesh with the first spur gear and are axially immovable. A second plurality of planetary gears mounted for rotation within the case mesh with the second spur gear. Unlike the first planetary gears, however, the second planetary gears are axially movable between engaged and disengaged positions. In the engaged position, each of the second planetary gears meshes with a corresponding one of the first planetary gears. Thus, the differential functions in a normal manner.

Abstract: A planetary differential assembly for selectively locking a pair of coaxially aligned vehicular axles for driving the axles at same rotational speeds. The assembly incorporates an axially moveable locking ring having an annular central body and first and second axially extending coupling portions spaced radially apart about inner and outer diametric portions of the body. One of the coupling portions is adapted to receive a shift actuator flange for axial displacement of the locking ring between engaged and disengaged positions of the differential. In a preferred form, the radially innermost coupling portion of the locking ring continuously engages and is axially displaceable on a sun gear, while the radially outer coupling portion of the locking ring is selectively engageable with a splined planetary carrier.

Abstract: A speed changing gear device for an automatic transmission, comprising a main gear assembly for providing a plurality of operating positions, and an auxiliary gear assembly for providing a direct drive position and a speed changing drive position. The main gear assembly includes a single-pinion type first planetary gear unit having a first sun gear, a first planetary gear, a first ring gear and a first carrier, and a single-pinion type second planetary gear unit having a second sun gear, a second planetary gear, a second ring gear and a second carrier. The auxiliary gear assembly includes a third planetary gear unit having a third sun gear, at least one third planetary gear, a third ring gear and a third carrier. The first carrier and second ring gear are fixed to each other, or selectively connected to each other by a first clutch. The first and second sun gears, and the first sun gear and second carrier are selectively connected to each other by a second and a third clutch, respectively.

Abstract: An engine-rpm-dependent arrest device to prevent non-permitted down shifts in motor vehicle transmissions containing a pilot valve (1) and a control valve (2), both having two shift positions. One shift position of the control valve (2) is engaged by the pressure acting upon a piston surface (36) of the control-valve piston (31) and exceeding a given value of an engine-rpm-dependent low-pressure pump (20). The control valve (2) is exclusively in contact with the pressure medium conveyed by the low-pressure pump (20) and controls the large end surface (40) and the annular surface (41) of a pilot-valve piston (38) designed as stepped piston. If when the high gear is engaged and the engine rpm is above a certain limit value, the gear-shift valve (7) is moved to its position for low gear, then an actuation of the actuation device (15) for the low gear is prevented via the pilot valve (1).

Abstract: A stepless-speed-changer engine brake controller for a vehicle having detection means for detecting as an offset an angle displacement from the maximum opening to an actual opening in an accelerator opening variation region where the throttle opening in made zero, detection means for detecting a vehicle speed, and control means for inputting the offset and the vehicle speed from the respective detection means and for controlling the speed ratio of said stepless-speed-changer in such a manner that an engine brake torque varies according to an increase or a decrease of the offset and the vehicle speed.

Abstract: A system for controlling torque distributed to front wheels and rear wheels of a motor vehicle comprises a planetary gear device including a first sun gear connected to an output shaft of a transmission, a carrier, first and second planetary pinions coupled with each other and rotatably supported on the carrier, and a second sun gear disposed between a front torque transmitting member and a rear torque transmitting member. The first planetary pinion is engaged with the first sun gear, and the second planetary pinion is engaged with the second sun gear. A fluid operated multiple-disk clutch is disposed between the carrier and the rear torque transmitting member so as to restrict the differential operation of the planetary gear device.

Abstract: The rotational speed of an engine Ne and a drum rotational speed Nt of a clutch Cl are compared against each other to determine a power on/off. For a 2.fwdarw.3 and a 2.fwdarw.4 shift in the power off condition, a timing solenoid SL5 is turned on (duty cycle of 100%) to accelerate the termination of a preceding speed range, thus increasing a time delay between such termination and the activation of a new speed range to be established. For other shifts, a time difference between the termination of a preceding speed range and the activation of a new speed range to be established is adjusted, by energizing the solenoid SL5 in accordance with the throttle opening .theta. and the vehicle speed No such that SL5 is energized with a high duty cycle for a longer .theta. and with a low duty cycle for a smaller .theta..

Abstract: A shift control system for use in an automatic transmission which is connected to an engine and capable of changing the output torque of the engine during a shift. The automatic transmission includes first and second transmission assemblies connected in series to each other and each having a plurality of rotary components.

Abstract: A mechanism for providing a cycloidal output motion for an output member in a linear direction using a constant velocity rotary input motion driving an off-center input shaft and drive gear and utilizing a secondary motion to influence the position of the drive gear in relation to the output member and the acceleration and deceleration of the output member. A compact embodiment utilizes a ring gear and planetary and a reaction motion to provide the secondary input.

Abstract: A plate for a viscous shear coupling has inner and outer peripheries and slots which extend partly across the radial dimension between the peripheries. Between each adjacent pair of slots is a land and this is deformed out of the general plane of the disc to provide oppositely inclined surfaces.

Abstract: A control system for an automatic transmission for a vehicle includes a vehicle speed sensor, a throttle opening sensor, and a controller. The controller causes the automatic transmission to upshift on the basis of a first upshift line when the temperature of transmission oil is not lower than a predetermined value and on the basis of a second upshift line when the temperature of transmission oil is lower than the predetermined value. The first upshift line is set so that the automatic transmission is caused to upshift substantially irrespective of the throttle opening when the vehicle speed exceeds a first predetermined speed in a kick-down range and the second upshift line being set so that the automatic transmission is caused to upshift substantially irrespective of the throttle opening when the vehicle speed exceeds a second predetermined speed in said kick-down range. The second predetermined speed is lower than the first predetermined speed.

Abstract: A power driving device for a bicycle has a planetary gear assembly mounted with a driving axle shaft, including a housing fixed to the bicycle frame with a side wall rotatably mounting the driving axle shaft and a flange wall projecting laterally from the side wall which contains the planetary gear assembly and has a ring gear fixed thereto, a pinion gear carrier fixed to the driving axle shaft for rotation together therewith upon application of a driving force to the pedals, and a sun gear fixedly connected to a driving sprocket wheel for transmitting power from the pedals to the rear wheel of the bicycle. The planetary gear assembly can provide a power changing ratio in the range of about 3.5, so that the driving sprocket wheel can have a number of teeth substantially less than the number of teeth on a conventional sprocket wheel yet, when multiplied by the power changing ratio of the planetary gear assembly, is equivalent to more than double that of the conventional sprocket wheel.

Abstract: An automatic power transmission control system includes a solenoid valve which is associated with an electric or electronic controller to receive therefrom a control signal. The solenoid valve generates a hydraulic control pressure in response to the control signal. The solenoid valve supplies the control pressure to a shift valve for switching shift valve position between a higher gear position and a lower gear position. The solenoid valve is also hydraulically communicated with a hydraulic device which performs desired operations associated with gear position shifting operation. The solenoid valve supplies the control pressure to the hydraulic device for controlling operation of the latter corresponding to the selected gear position.

Abstract: A fully automatic transmission system for a vehicle eliminates the use of hydraulic or electromagnetic valves to control speed change, and instead utilizes clutches to change shift and disconnect power transmission, to minimize power consumption during idle shift, and to prevent slipping of the vehicle during climb on an upgrade, respectively, when no power is transmitted to the vehicle wheels, and without the need to brake the vehicle. When the revolving speed of the vehicle engine is slower that that of the transmission shaft, idle rotation of the system's clutch lining connector is automatically prevented.

Abstract: A driving mechanism, specially for mobile excavators and similar construction machines, having a power-shiftable two-gear transmission (4) constructed as planetary gear and driven by a hydromotor, includes two speed levels alternatively engageable and disengageable via hydraulically shiftable friction clutches (9, 10). Both friction clutches (9, 10) are designed as spring accumulator clutches controllable by oil pressure. Both friction clutches (9, 10) are radially telescoped and are to be used both for shifting the gears and as parking brake and auxiliary service brake.

Abstract: A transmission comprising a change speed mechanism and a differential housed in a transmission case. The change speed mechanism includes drive gears mounted on a transmission shaft, and driven gears meshed with drive gears. The differential includes a differential case having elongated axle-bearing bosses extending to inside walls of the transmission case. The driven gears are mounted on one of the elongated bosses to be rotatable therewith. The differential case is supported by rear wheel axles extending through the transmission case and the elongated bosses.

Abstract: A spur gear transmission for a drive unit of an industrial truck having an integrated wet running disk brake. A first disk carrier is arranged on one of the spur gears. First braking disks are mounted on the disk carrier. A second disk carrier is fastened in the transmission housing, second braking disks being mounted on the second disk carrier, such that the first and the second braking disks are arranged alternately and cooperate. The spur gear having the first disk carrier is axially movable against the force of a spring by a pressure pin extending through the transmission housing and operable from outside, with the braking disks being pressed against one another between the spur gear and a bearing surface in the transmission housing. A two-arm lever is provided, one lever arm of which can be operated by the driver and the other lever arm of which lever rests on the pressure pin.

Abstract: A torque transmission unit is connectable to an internal combustion engine in order to drive a secondary unit with different transmission ratios in dependence upon the rotation rate of the internal combustion engine so that in the case of a low rotation rate of the internal combustion engine the transmission ratio is greater and in the case of a great rotation rate of the internal combustion engine the transmission ratio is less. The torque transmission unit comprises a planetary gear, a free-wheel and a clutch. By the clutch a part of the planetary gear can be coupled to or separated from another part of the planetary gear or a stationary support part, according to choice. The clutch is hydraulically actuable. The pressure for the hydraulic actuation of the clutch is delivered by a hydraulic pump which is integrated into the torgue transmission unit and is independent from the lubricant circuit of the internal combustion engine.