Abstract: A torque transmitting device for transmitting torque by utilizing the viscosity of a fluid includes a casing having a cylindrical barrel having closed opposite ends, shafts rotatably supported in the casing in concentric relation to the cylindrical barrel, a fluid chamber defined by an inner peripheral surface and outer peripheral surfaces of the shafts, a plurality of annular outer plates disposed in the fluid chamber and rotatable with the casing, a plurality of annular inner plates disposed in the fluid chamber alternately with the outer plates and rotatable with the shafts, and a fluid filled in the fluid chamber. Torque can be transmitted between the casing and the shafts through the viscosity of the fluid present between the outer plates and the inner plates. Flow passages are defined in the fluid chamber and extending axially of the shafts for allowing the fluid to flow in the fluid chamber axially of the shafts.

Abstract: A brake switch is provided for producing a brake signal when a brake pedal of the vehicle is depressed. A vacuum switch is provided for producing an acceleration signal when the pressure in an intake passage exceeds a predetermined value. Engine speed sensor is provided for producing an engine speed signal when the engine speed exceeds a predetermined speed. In response to the brake signal, acceleration signal and engine speed signal, a control unit operates to cut off the transmission of power of an engine and shifts the transmission to the neutral range.

Abstract: An automatic transmission for use in an automotive vehicle is comprised of an oil pump assembly adapted to discharge hydraulic oil as operating oil for the automatic transmission. The oil pump assembly is disposed around a stator shaft connected to the stator of a torque converter. The oil pump assembly includes a pump element drivably disposed in a pump housing and covered with a pump cover secured to the pump housing. The pump cover is made of light alloy and integrally formed with a boss inside which the stator shaft is fitted. The boss protrudes in a direction opposite to the pump housing. Additionally, a rigid ring is fitted on the outer periphery of the boss, thereby increasing the rigidity of the boss and preventing the outer peripheral section of the boss from being worn.

Abstract: A drive system, comprising a driving motor whose speed can be adjusted by means of an operating member, an adjustable hydrostatic transmission with a pump and a hydraulic motor of which the volume throughput can be adjusted, followed by a change-speed gear, in particular one which can be shifted under load, connected to the hydrostatic transmission, wherein a control device is associated with the hydrostatic transmission, and an operating member is provided to initiate a gear shift, is arranged so that while ensuring a simple regulating concept, it exhibits subjectively good shifting behavior without costly auxiliary devices having to participate in the control response of the continuously adjustable hydrostatic transmission.

Abstract: A controller controls an engine in cooperation with an automatic transmission which is automatically locked when an operating speed of the engine is higher than a previously established transmission lockup speed. The controller includes an engine power increasing device when an operating engine speed becomes lower than the transmission lockup release speed. The transmission lockup release speed is corrected according to deceleration rates.

Abstract: A planetary gear type speed change device having a first planetary gear mechanism 10, 12, 14, 16 or 60, 64, 66, 68, 70 and a second planetary gear mechanism 20, 22, 24, 26 or 62, 64, 66, 70 incorporated between an input shaft 52 and an output shaft 54 by a selectively actuable drive system including four clutches 38, 40, 42, 44, two brakes 46, 48 and a one-way clutch 34, wherein the one-way clutch 34 has two functions of selectively braking the ring gear 12 or the carrier 70 with respect to the housing 50 via the brake 46 in providing a first speed stage and also of selectively connecting the carrier 26 or 70 with the sun gear 20 or 62 via the clutch 40 in providing a third speed stage.

Abstract: In an automatic transmission incorporating a planetary gear transmission at a rear stage of a four-element torque converter comprising two stators, a turbine and a pump; a planetary gear train of an automatic transmission, wherein a reversal torque of a first stator reversing in a low speed ratio zone is converted into a normal torque by the planetary gear train so that this output from the first stator can be added to an output shaft, when a first speed of the planetary gear transmission is selected; a friction element is provided for limiting a rotation of the first stator in the speed ratio zone where the first stator rotates in the reverse direction, a one-way clutch for transmitting a torque only in a specified direction is installed, and the first stator is permitted to run idle by this one-way clutch so that a fluid loss in a stator portion can be minimized, when a second speed of the planetary gear transmission is selected.

Abstract: An HST housing axle driving apparatus for a small-sized running vehicle, such as a tractor, in which an axle casing is divided into a left-side half axle casing and a right-side half axle casing. In one of the left- and right-side half axle casings are disposed a hydraulic pump provided with a vertical pump shaft and a hydraulic motor provided with a horizontal motor shaft. In the other of the left- and right-side half axle casings are disposed a speed reduction shaft and a differential gear unit, so that a driving force is adapted to be transmitted from the vertical pump shaft to said horizontal motor shaft.

Abstract: A hydraulic continuously variable speed transmission with a direct clutch valve comprises a hydraulic pump, a hydraulic motor, a hydraulic closed circuit for hydraulically connecting the both, a direct clutch valve placed in the closed circuit, a speed reduction ratio control actuator, and a direct clutch valve controlling device for controlling operations of said direct clutch valve to block the closed circuit when the speed reduction ratio becomes substantially "1". The direct clutch valve controlling device maintains a direct connecting state when an actual engine speed is higher than a direct clutch disconnecting reference engine speed at the speed reduction ratio of approximately "1". Then, the direct clutch valve control device releases the blocking of the closed circuit by the direct valve when a drop of the actual engine speed from the direct clutch disconnecting reference engine speed exceeds a predetermined amount corresponding to the vehicle speed.

Abstract: A planetary gearing for an automatic transmission comprises a main and auxiliary planetary gearings which are operatively coupled with each other. The auxiliary planetary gearing has a reduction drive state and a direct drive state and it shifts from the reduction drive state thereof to the direct drive state thereof when the main planetary gearing state has shifted up to the n-1 speed state thereof, where n is an integer not less than four. The main planetary gearing has n forward speeds.

Abstract: A limited slip differential includes four pinions formed of straight bevel gears and a pair of side gears formed of straight bevel gears. A pressure angle of a first surface of each of a plurality of teeth provided on each pinion is formed larger than that of a second surface thereof and pressure angles of third and fourth surfaces of each of a plurality of teeth provided on each side gear are respectively equal to the pressure angels of the first and second surfaces.

Abstract: A continuously variable speed transmission comprises a continuously variable speed change mechanism, a ratio control actuator, a controller controlling operational direction and speed of the ratio control actuator, and a speed reduction ratio detection sensor. The controller, in the case of outputting a command to reverse the operational direction of the ratio control actuator, keeps the ratio control actuators actuating at a maximum actuation speed in the reverse operation direction, until the speed reduction ratio detection sensor detects a fact that the speed reduction ratio of the mechanism has changed into the reversed direction after output of the command.

Abstract: A two-speed drive arrangement has input and output shafts operatively interconnected by a clutch and a planetary gear arrangement. The clutch us selectively movable to three positions to establish the direct drive, bypassing the planetary gear arrangement, a reduction drive through the planetary gear arrangement and a neutral condition. In both the neutral condition and the direct drive, the planetary gear arrangement is free of direct rotary influence from the input and output shafts and components thereof may remain stationary.

Abstract: A differential gear mechanism of the type having a gear carrier (1A, 1B) mounted for rotation about the output axis of the differential, a pair of spaced coaxial helical output gears (4A, 4B) mounted for rotation in the carrier about the output axis, and gear trains mounted in the gear carrier and interconnecting the two output gears, each gear train comprising two worm members (5A-D) and a worm wheel (7A,C; 7B,D) is characterized by the following equations: ##EQU1##

Abstract: A coaxial drive shaft system is provided with an overload shearable coupling for driving multiple outputs from a single input. A pair of coaxial, telescoped drive shafts are provided as independent outputs to a pair of driven devices. A singular input shaft is coupled to the drive shafts by a gearbox for simultaneously rotating the drive shafts. A shear section is formed in one of the drive shafts for rupturing the one drive shaft in response to an overload condition thereon, while the other coaxial, telescoped drive shaft continues to be rotated by the singular input shaft.

Abstract: Herein disclosed is a brake system for use with an automatic transmission for braking a rotatable member such as a brake drum, which is accommodated in a casing and connected to the sun gear or the like of a planetary gear mechanism, by bringing a brake band having two ends into contact with the outer circumference with the rotatable member.

Abstract: A system for pressurizing a friction element of an automatic transmission supplied concurrently from two hydraulic passages through a shuttle valve where the two sources of supply pressure are combined. A control valve proeduces regulated output pressure by balancing control feedback pressure against a spring force without venting any portion of the system. The shuttle valve includes a shuttle ball for sealing ports connected to both supply sources and maintains an open connection between the direct clutch and a pocket in which the shuttle ball is retained. AN accumulator includes a plunger separating first and second volumes. One volume expands as hydraulic fluid at regulated output pressure exits the control valve. The volume expands at a regulated time rate controlled by the magnitude of TVLM control pressure, a compression spring force and the flow rate through an orifice of predetermined size.

Abstract: A system for controlling a lock-up clutch of a torque converter comprises a lock-up control valve, and a shuttle valve. The lock-up control valve includes a spool having a first and a second pressure acting areas. The shuttle valve delivers an output hydraulic pressure when at least one of two inlet ports is pressurized. One of the inlet ports is subject to a first hydraulic pressure which builds up at a band brake during operation with the fourth speed ratio, while the other inlet port is subject to a second hydraulic pressure which builds up at an overrun clutch during operation with the third, second, and first speed ratios when an engine brake operation range is selected. The output hydraulic pressure of the shuttle valve is transmitted to the lock-up control valve to act on the second pressure acting area. The first pressure acting area is subject to a third hydraulic pressure which builds up at a high clutch during operation with each of the third and fourth speed ratios.

Abstract: A novel method of controlling a continuously variable transmission system by executing sequential steps including delivering a throttle-aperture detection signal and a vehicle-speed detection signal to a controller unit; determining an optimum objective number of engine revolution in reference to a first objective number of engine revolution set by the throttle-aperture detection signal and a second-objective number of engine revolution set by the vehicle-speed detection signal and in accordance with an instruction limiting the number of engine revolution at the shift position; and executing control of the transmission system in response to the vehicle-speed detection signal.

Abstract: A continuously variable transmission unit includes a disc drivingly connected to a first shaft, the disc having a frusto-conical groove in its outer periphery, the walls of the groove being inclined inwardly towards one another; an annular element is mounted for rotation about the disc, so that the inner periphery of the annular element is located within the groove, opposite faces of the annular element engaging the opposed walls of the groove. A connection is provided for transmitting rotation of the annular element to an output shaft and the annular element is mounted for rotation on a carrier, the carrier being adjustable radially of the disc to alter the eccentricity of the annular element with respect to the disc and to change the drive ratio of the transmission. The transmission unit may drive suitable gear trains to extend the range of drive ratios thereof. Positive drive elements may be included between the disc and annular element.