Abstract: An air supply control system for an internal combustion engine comprises a supercharging device provided for supercharging the engine and operative to work with supercharging capacity varying in accordance with operating condition of the engine, an engine speed detector for detecting speed of the engine, a shifting-up detector for detecting a shifting-up operation performed in a transmission coupled with the engine, a supercharging capacity changing arrangement operative to vary the supercharging capacity of the supercharging device to be reduced when the speed of the engine detected by the engine speed detector is relatively low and to be increased when the speed of the engine detected by the engine speed detector is relatively high, and supercharging capacity change controller for restraining the supercharging capacity changing arrangement from varying the supercharging capacity of the supercharging device to be reduced when the shifting-up operation is detected by the shifting-up detector.

Abstract: A wrist mechanism for an industrial robot of the type wherein wrist elements make rocking, rocking and revolving motions successively from the driving side to the driven side, which is reduced in quantity of motion transmitting parts and is small in size and light in weight but high in rigidity. The wrist mechanism comprises reduction gears provided at end portions on the joint side of driving side wrist elements which are individually provided in pair and cooperate with driven side wrist elements to constitute wrist joints to be operated by the reduction gears.

Abstract: In the V belt type continuously variable transmission, after the output power from the prime mover has been transmitted to the input pulley shaft, two paths are operable to transmit the output power from the input pulley shaft to the output pulley shaft, two paths which are a main power transmitting path through a V belt engaged between the input pulley and the output pulley and a sub power transmitting path through the 2-way differential clutch. The drive ratio of the sub power transmitting path is set in a slightly smaller value than the maximum drive ratio of the main power transmitting path.

Abstract: A constant speed drive differential assembly (10) has an input end plate (11), a rotatable housing (17), and an output end plate (18). A gear motor (12) comprising meshing spur gears (13, 14) mounted on shafts (15, 16) are arranged in the housing (17). A driving gear (20) is fixed to one of the shafts (15 or 16) and meshes with an ouput gear (21) fixed to a cover plate (19) which is rotatable with respect to the housing (17) as a result of differential over-or-under-rotation effected by the spur gears (13, 14). A governor/speed controlled valve (28) external of the housing (17) connects a fluid source from an external pump (27) to one side (40) or the other side (41) of the meshing spur gears (13, 14) in response to an overspeed or underspeed condition of the input speed transmitted to the assembly (10).

Abstract: A hydraulic control system for controlling a transmission of an automotive vehicle has a hydraulic pump driven by an engine to deliver a line pressure and a regulator valve for regulating the line pressure according to a pilot pressure applied thereto. To change the pilot pressure so as to regulate the line pressure to a desired pressure, a duty solenoid valve is operated at a proper duty rate with a steady signal. The steady signal for operating the duty solenoid valve at the desired duty rate is provided at a frequency which is changed according to operating conditions of the automotive vehicle.

Abstract: A control system for a steplessly variable transmission comprising a drive pulley and driven pulley formed with V-shaped grooves respectively, an endless belt engaged with the both grooves of the pulleys and tensioned between the pulleys to transmit engine torque therethrough, cylinders provided on the pulleys for being subjected to a hydraulic pressure to vary an effective diameter of the pulleys so that a speed ratio of the transmission is continuously changed, a hydraulic pressure supply device for introducing the hydraulic pressure into the cylinder means, a line pressure control device for controlling a line pressure of a hydraulic circuit which controls operation of the cylinders, a line pressure detecting device for detecting the line pressure, a torque detecting device for detecting the engine torque transmitted to the drive pulley, a torque allowance computing device for computing a maximum allowable belt transmitting torque which is effectively transmitted from the drive pulley to the driven pulley

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: An epicyclic assembly to transmit torque and motion between externally connectable members using cylindrical elements maintained in rolling contact by surrounding rings and helical coils, the latter being in continuous helical paths. The rings and helical coils provide an effectively cylindrical inner surface of a diameter determined by the diameters of the cylindrical elements within it. Axial pressure exerted on the rings is redirected inwardly by angled surfaces of the rings to cause the helical coils to contract radially onto the cylindrical elements.

Abstract: A mechanical differential gearing transmission utilizing a plurality of parallel axis rotating shafts and an indirect pulley diameter control variator mechanism in order to provide an infinitely variable forward and reverse gearing between an engine and powered rotating wheels.

Abstract: A synchronizer ring for a synchronous meshing type speed change gear has a substantially conical surface and is provided with a wet frictional material which covers a major portion of the conical surface axial length, having a small diameter end spaced from the small diameter end of the conical surface. The frictional material has at least one continuous groove formed on its frictional surface and communicating with opposite ends of the synchronizer ring for conducting a flow of lubricating oil, the groove being formed at a predetermined angle relative to the generatrix of the synchronizer ring. The ring is constructed such that upon frictional engagement with the speed change gear, the small diameter end of the conical surface projects axially outwardly from a corresponding end of a frictional engaging surface of the speed change gear by a predetermined amount, so as to facilitate receipt of oil into the groove.

Abstract: A system for controlling automatic, multi-step or continuously variable, transmission equipped with a motor vehicle utilizing fuzzy logic. In the system, fuzzy production rules have been prepared based upon an expert driver's judgments and operation made on a vehicle with a manually shifted transmission. Various operating conditions including opening degree of a throttle valve and road speed of the vehicle are detected and from the detected value, various predictions are made such as an appropriateness of vehicle response to a gearshift intended by the driver and engine output change that would occur should the transmission be shifted to a given gear. These measured or estimated value are put on a common scale named universe of discourse and membership values of the rules are successively calculated.

Abstract: A manual transmission (14') having a counter-shaft assembly (50) with a torsion damping mechanism (34) disposed therein to mitigate in-gear rattle of transmission gears. The countershaft assembly is mounted for rotation in a transmission housing (36). Assembly (50) includes a cluster gear (58) having a plurality of ratio gears (68-76) fixed thereto, a driven gear (60) journaled on the cluster gear and stops (58f, 60g) to limit relative rotation. The torsion damping mechanism includes a torsion bar (64) fixed at its ends to driven and cluster gears (60, 58), an energy damper having coulomb friction surfaces engaged by Belleville springs (80) and by opposing axial forces provided by helical gear teeth of the countershaft assembly.

Abstract: An apparatus for providing an automatic transmission, including at least one planetary gear, at least one braking pump, at least one flow control valve and an oil path system provided therebetween for obtaining a continuously variable transmission (CVT). Each braking member of at least one planetary gear of the present invention is connected to each rotor shaft of at least one braking pump. A sensing means is provided for sensing a rotation speed of a rear propeller shaft and to output predetermined amounts of pressurized working fluid in response to the rotation speed of the rear propeller shaft. A first flow control valve provided on an oil path system is controlled by the pressurized working fluid to be closed to various extents so as to reduce the flow within the oil path system. The rotation speed of at least one braking pump together with each braking member is also reduced, on extreme conditions the pumps even stop.

Abstract: A neutral sensing assembly for a multiple shift rail (60B, 62B, 64B) shift bar housing assembly (70) is provided. The neutral sensing assembly utilizes a single two-position sensing (112, 114) and a relatively simply shaped neutral sensing bar (104) extending generally transverse to the axes (80, 82, 84) of the shift rails and interacting with neutral sensing notches (60C, 62C, 64C) for displacing the neutral sensing bar (FIG. 4 and 6) sufficiently to actuate the sensing upon axial displacement of any of the shift rails sufficient to cause the transmission (10) to be engaged in a not neutral condition.

Abstract: A column shift lever device operatively connected to an automatic transmission of a motor vehicle and supported by a steering column which has a tiltable upper portion supporting a steering wheel. The column shift lever device includes a shift lever; a tubular control shaft having at least one axially extending elongate hole formed therethrough; an inner shaft accomodated within the tubular control shaft, which has a fastener member protruding therefrom through the above-indicated at least one elongate hole, so that the inner shaft is axially movable relative to and rotatable with the control shaft; a stationary cylindrical outer casing for rotatably supporting the control shaft at a portion thereof below the tiltable upper portion; a detent device having a detent pin for locking the shift lever in one of a plurality of shift positions corresponding to a plurality of operating positions of the automatic transmission.

Abstract: A method of controlling a clutch of a continuously variable transmission system which controls a transmission system by either expanding or contracting the width of a channel between a stationary pulley member and an axially movable pulley member to expand or contract the radius of rotation of a belt wound on the pulleys to eventually vary the belt ratio. The continuously variable transmission system includes a controller unit which executes a control operation by feeding actually detected clutch pressure back to an objective clutch pressure, and an oil-pressure circuit which controls oil pressure in response to signals from the controller unit.

Abstract: To restrict and further promote differential rotation between first and second output shafts, the power transmission apparatus for differentially transmitting a rotative power supplied to an input shaft to two output shafts comprises a differential gear mechanism coupled between the two output shafts; a multiplying mechanism associated with the differential gear mechanism, for detecting and multiplying a differential rotation; a motor coupled to the multiplying gear mechanism, for restricting or promoting the differential rotation by driving the multiplying gear mechanism in either direction; and a controller for controlling rotative direction and torque of the motor by adjusting supply voltage polarity and motor current magnitude. The multiplying mechanism is a strange gear mechanism or a planetary gear mechanism.

Abstract: For an automatic transmission for a vehicle such as an automobile having a speed stage shifting mechanism including parallelly arranged first and second hydraulically operated input clutches and adapted to provide the 3rd speed stage in which the first and second input clutches C.sub.1 and C.sub.2 are both engaged and the overdrive 4th stage in which the clutch C.sub.1 is disengaged and the clutch C.sub.2 is engaged, the engagement of the clutch C.sub.1 in the 3rd speed stage being not essential unless engine brake availability is required, a hydraulic control device has a hydraulic pressure supply control device for variably controlling speed of supply of a hydraulic pressure to the first input clutch C.sub.1 according to conditions for engaging the first input clutch such whether it is a kickdown of an overdrive inhibition, and a hydraulic pressure exhaustion control device for controlling speed of exhaustion of a hydraulic pressure from the first input clutch C.sub.

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.

Abstract: A control system for a continuously variable transmission for a motor vehicle has a transmission ratio control valve for controlling the transmission ratio. The transmission ratio is controlled in accordance with a transmission ratio changing speed. The transmission ratio changing speed is corrected with a coefficient which is determined in accordance with desired transmission ratio changing speed and the difference between desired transmission ratio and actual transmission ratio.