Abstract: An improved mainshaft gear retainer assembly (66, 68) for a twin countershaft (18, 18A) transmission (10) having at least one pair of floating mainshaft gears (44-46, 48-50) positioned close together in groups of two and clutchable to a mainshaft (40) one at a time by positive clutches (54, 56, 58) is provided. The improved mainshaft gear retainer assembly prevents axial movement of the two closely positioned gears and reacts the axial forces on a clutched one of the mainshaft gears toward and away from the other mainshaft gear to the mainshaft by means of thrust surfaces (78, 124, 126, 128, 130, 132, 134, 136) which are all rotating, or tending to rotate, at the same speed as the clutched mainshaft gear and the mainshaft. The gear retainer comprises relatively simple components and allows easy assembly and disassembly of the mainshaft gears and gear retainers from the mainshaft.

Abstract: A continuously variable transmission comprising driving and driven pulleys and a V-belt interconnecting these pulleys. A forward gear is rotatably mounted on a driven shaft and a multiple disc friction clutch is mounted within the driven pulley and operative to connect the driven pulley to the forward gear.

Abstract: A differential drive mechanism (10) includes a driving member (12) and a driven member (16). A planetary gearset (64) drivingly connects the driving member (12) and driven member (16) to drive the driven member (16) at a speed lower than that of the driven member (12) when the electromagnetic actuator (46) is energized. When the electromagnetic actuator (46) is not energized, a clutching member (22) engages the driven member (16) to cause the latter to be driven at the same speed as that of the driving member (12).

Abstract: A multiple substantially identical countershaft powershift transmission is provided. The transmission (10) comprises an input shaft (12) and preferably three (16, 18 and 20) input gears and an output gear (22) concentric and rotatable relative thereto. A plurality of substantially identical countershaft assemblies (42, 42A) carrying countershaft gears (54, 56, 58 and 60) constantly meshed with the input gears and output gear surround the input shaft and an output shaft (24) generally coaxial with input shaft (12) and carrying the output gear (22) rotationally fixed thereto are provided. A first double acting friction clutch mechanism (26) for selectively frictionally coupling first speed input gear (16) or third speed input gear (18) to the input shaft and a second double acting friction clutch mechanism (28) for selectively coupling second speed input gear (20) or fourth speed output gear (22) are provided and are concentric and driven by the input shaft (12).

Abstract: A hydrostatic-mechanical multiple-wheel drive for heavy vehicles with a multi-gear transmission for driving main driving wheels and hydrostatically operated additional driving wheels to be connected, as required, by themselves or when in one of the lower gears, including a variable displacement pump, driven directly proportionally to the speed of the main drive motor, for acting upon the additional driving wheels and an auxiliary pump acting as a filling and control pump, wherein, in order to control the speed with which the additional driving wheels are driven to that of the vehicle wheels, in particular to achieve synchronous running of these wheels, provision is made for orifices and/or throttles in the oil circuit of the auxiliary pump for varying the control pressure for the adjusting cylinder of the variable displacement pump so as to adjust these against the restoring force of the pump and of springs in the adjusting cylinder to the control pressure corresponding to the desired speed.

Abstract: A final gear train includes a differential case rotatably mounted within a bell shaped portion of a transmission case between it and a bearing retainer attached to the transmission case by means of two bearings, one bearing being disposed at the bottom of the bell shaped portion, the other bearing disposed around a portion of the bearing retainer to rotatably support a final gear attachment portion of the differential case. The final gear attachment portion is in the form of an axially extending annular portion axially extending from a main body portion of the differential case. This bearing arrangement provides a strong radial rigidity to the final gear attachment portion and prevents deformation of the final gear attachment portion during the transmission of torque.

Abstract: The powertrain of a motor vehicle driven by an electric motor has three interconnected planetary gear sets having an input through the sun gear of the first planetary set and output through the carrier of the third planetary gear set to a transaxle differential. Brakes and clutches operating in conjunction with the ring gear of the first planetary set and carriers of the second and third planetary sets provide two speed ratios. For reverse drive the same brakes are applied as in the first gear ratio and the motor is driven in reverse.

Abstract: A continuously variable V-belt transmission comprises means for producing a signal indicative of state of a hydrodynamic transmission unit which is drivingly connected to a continuously variable V-belt transmission unit. A line pressure regulator valve regulates fluid supplied by a pump in response to the signal to produce a line pressure variable depending upon the state of the hydrodynamic transmission unit.

Abstract: Mechanical transmission apparatus having a pair of first and second shafts mounted in a housing, and a gear train mounted thereon. A first small gear mounted on the first shaft meshes with a second large gear mounted on the second shaft. A third small gear mounted on the second shaft is fixedly connected to the second gear and meshes with a fourth large gear mounted on the first shaft. Each one of the large gears has substantially the same number of teeth and each one of the small gears has substantially the same number of teeth. A source of power is coupled to the gear train, and one of the first and second shafts is coupled drivingly to a load. One of the gears of the gear train is fixed to its one of the first and second shafts, whereby power is transmitted from the source through the gear train to the load.

Abstract: Transmission, especially for boat motors, with a shift mechanism in which an amplification of the clutch force is achieved by threaded engagement of the gear-engaging sleeve with the associated shaft. The transmission has shock and oscillation absorbers built into the housing, comprising a pair of sets of cup springs which can be disposed between said shaft and the gears to provide limited axial displacement of the shaft relative to the gears against the force of the springs when the sleeve is rotated relative to the shaft.

Abstract: A drive assembly for a motor vehicle, especially for city buses, consists of a continuously variable transmission (G) and four clutches (31, 32, 33 and 34). The first clutch (31) connects a prime mover (M) to a flywheel (S), the second (32) the flywheel (S) to intermediate gearing (Z), the third (33) the prime mover (M) to a driven shaft (30), and the fourth (34) the intermediate gearing (Z) to the driven shaft (30). To keep the variable transmission (G) as simple as possible it has a differential (D) with three transmission components (21, 22, and 23) and is preferably in the form of a planetary-gear set. The variable transmission (G) is composed of two, preferably hydrostatic units (G.sub.1 and G.sub.2). The internal geared wheel (23) of the planetary-gear set (D) is preferably connected to the prime mover, its sun wheel (21) with one hydrostatic unit (G.sub.1), and its ring gear (22) with both the intermediate gearing (Z) and the other hydrostatic unit (G.sub.2).

Abstract: An epicyclic transmission with steplessly-variable speed control includes a set of three planet wheels (46) which are in the form of tapered rollers of dual conicity and are supported for rotation by a planet carrier (34) driven by a drive shaft (28). The tapered planet wheels have a larger frusto-conical portion (48) in rolling contact with a governing annulus (58) which is locked for rotation and is displaceable axially, and a smaller frusto-conical portion (50) associated with a driven annulus (92) which rotates a driven shaft (102). The tapered planet wheels also have two axially-spaced bearing surfaces (52,54) in rolling contact with two corresponding bearing surfaces (136,138) of a freely-rotatable sun wheel in the form of a sleeve (122) coaxial with the drive shaft (FIG. 1).

Abstract: A control valve system for an automatic power transmission mechanism having planetary gearing defining plural torque delivery paths comprising fluid pressure servo operated brakes and clutches and a vehicle speed sensitive servo release shuttle valve which cooperates with the timing valve circuit to establish a first timed relationship between the application and release of the servos during a ratio change from the high ratio to an intermediate underdrive ratio at a relatively high speed and for establishing a different timing relationship between those circuit elements during a corresponding ratio change at a lower vehicle speed, the rate of application of the underdrive ratio servo during a ratio change from the lowest ratio to an intermediate underdrive ratio being calibrated independently of the calibration required for a ratio change from the high speed ratio to the same intermediate underdrive ratio.

Abstract: A vehicle driving apparatus applied to a small-sized vehicle of FF or RR type includes an input shaft connected to a drive shaft through a torque convertor, a planetary gearing including various gears and a carrier, an output gear, an intermediate transmission shaft provided at one end with a driven gear meshing with the output gear and connected at the other end to a final reduction device, and various clutches and brakes. In the apparatus, another clutch for providing an overdrive is disposed on the side opposite to the planetary gearing with respect to the output gear for disconnectably connecting the input shaft or the drive shaft to the carrier. The clutch protrudes from the transmission casing and is enclosed by a separate cover so that removal of the clutch can simply turn the four-forward speed automatic transmission into a three-forward speed automatic transmission.

Abstract: A hydraulic control system comprises first and second shift valves which cooperate with each other to effect a shift between two gear ratios. The first shift valve has a port and two different pressure acting areas which are exposed to pressure from the port depending upon downshift and upshift states of the first shift valve, respectively. The second shift valve effects communication between signal pressure generating means and the port of the first shift valve when the second shift valve is in one of two states to deliver the signal pressure to the port of the first shift valve. A kickdown pressure generating means delivers a kickdown pressure to the first shift valve.

Abstract: A continuously-variable speed automatic transmission, comprising a fluid coupling, a belt drive transmission means including a primary variable-pitch pulley, a secondary variable-pitch pulley and a belt interconnecting the primary and the secondary variable-pitch pulley and capable of attaining continuously-variable speed drive, and a change-direction gear train.The primary variable-pitch pulley is mounted on an intermediate shaft which is adapted to be freely rotatable and arranged coaxially with an input shaft connected with the turbine runner of the fluid coupling.The secondary variable-pitch pulley is mounted on the output shaft of the transmission, which is supported on the housing of the transmission rotatably and in parallel with the intermediate shaft.The change-direction gear train is connected at the input end thereof with the input shaft and at the output end thereof with the intermediate shaft.

Abstract: A working fluid distributing system for a continuously-variable speed automatic transmission comprising a fluid coupling; a belt drive continuously-variable speed transmission means including a primary variable-pitch pulley, a secondary variable-pitch pulley and an endless belt interconnecting the primary and the secondary variable-pitch pulleys and capable of attaining continuously-variable speed drive; a change-direction gear train; and a hydraulic control circuit for supplying the working fluid to the component brakes and clutches.The working fluid distributing system further comprises a supporting collar attached to the wall portion of the housing of the automatic transmission, which wall portion being disposed perpendicularly to the input shaft of the belt drive transmission means. The supporting collar rotatably supports, on the outer surface thereof, the pump impeller of the fluid coupling and, on the inner surface thereof, the input shaft.

Abstract: A system for controlling the transmission ratio of an infinitely variable transmission in the present invention which includesan infinitely variable control of the transmission ratio e within a range between L and H positions which is accomplished by follow-up-wisely actuating a spring-backed spool in an actuator of transmission ratio control servo RCS against the spring force in accordance with the signal pressure established by the compensation valve through the equilibrium between pressures responsive to the vehicle speed and throttle opening;a transmission characteristic diagram having a low ratio (L) fixed area, infinitely variable ratio area and high ratio (H) fixed area due to cooperation of the modulator valve 190 and kickdown valve 140; which system is capable of properly responding to gradual or sudden changes in throttle opening and vehicle speed; andexpanding the low ratio (L) fixed area and infinitely variable area towards a higher speed area due to the regulating control to the vehicle speed res

Abstract: An automatic transmission with a section controlling the transmission ratio between an input shaft and an output shaft. The section comprises a central shaft carrying at least one radially extending shaft with a first set of gear wheels drivable by the input shaft. Depending on the desired torque-speed ratio, the gear wheels can cooperate with a second set of gear wheels which in a torque-dependent fashion are spring-loaded so as to be locked from rotation. The direction of rotation of the output shaft can be reversed with an adjusting mechanism.

Abstract: A vehicle includes a hydraulically operated multi-speed transmission controlled by a rotary pilot valve and pilot-operated shift valves. An electronic control unit generates electrical control signals for automatically controlling the transmission. A manually movable lever generates mechanical transmission control signals. An interface mechanism includes a sector gear which rotates the rotary valve in response to movement of the lever. A stepping motor rotates the sector gear via a torque-multiplying gear train in response to the electrical control signals. A rotary gear ratio encoder is rotatably cooupled to the rotary pilot valve and generates signals indicative of the actual gear ratio of the transmission.