Abstract: Articulated drive, more particularly for industrial robots, having two axles kinematically independent of, and especially perpendicular to, one another, the axle movements being coupled with both rotary movements of the motors by means of a differential gear, wherein, in order to obtain a compact drive, the drives are arranged concentrically with one another as well as with both driving gear members of the differential gear.

Abstract: An infinitely variable speed drive is provided which is entirely mechanical, rather than hydraulic. The drive includes a rotatable housing having an output gear or sprocket rotatable therewith. An idler shaft is carried in the housing perpendicular to an axis of rotation thereof with first and second bevel gears rotatably mounted on the shaft. First and second shafts extend into the housing on the axis of rotation and in alignment with one another. Third and fourth bevel gears are affixed to the first and second shafts in the housing and mesh with the first and second bevel gears on the idler shaft. First drive gears rotate the first shaft at a constant speed in one direction. Second drive gears rotate the second shaft at different variable speeds in a direction opposite to the direction of rotation of the first shaft to cause the housing to rotate and drive the gear or sprocket thereon at infinitely variable speeds. A variable speed pulley arrangement can be used to drive the first and second drive gears.

Abstract: A semi-automatic mechanical transmission system (10) and method for controlling same is provided. The transmission system includes a shaft selector lever (1) which may be moved forward or rearward from the centered position thereof to select upshifts and downshifts, respectively, and a central processing unit (38) receiving input signals from the selector lever and which will sense multiple movements of the shift select lever in a given direction and interpret same as request for multiple or skip shifts in said direction. The control also includes a display (2) comprised of three sections, a currently engaged gear ratio section (2'") a maximum permissible consecutive upshift indicating section (2') and a maximum permissible consecutive downshift indicating section (2").

Abstract: A locking means fitted within a conventional automotive vehicle type differential housing assembly normally couples the wheel axles to the power rotated housing so that the axles are driven by and rotate with the housing. When either axle rotates faster than the other axle and the housing, the locking means momentarily uncouples the faster rotating axle so that it freewheels, while the other axle continues to be driven. The locking means includes a pair of axially aligned, closely spaced apart coupling rings, each of which surrounds a bushing-like hub mounted upon an axle end portion located within the housing. A diametrically arranged, drive rod of hexagonal cross-section is positioned between the rings and extends through opposite pairs of aligned V-shaped notches formed in the facing ends of the rings. The outer ends of rod are fastened to the housing for rotating therewith. The walls of the notches are parallel to, but slightly spaced from, their adjacent rod faces.

Abstract: A governor device for a vehicle having a speed detecting device adapted for detecting the speed of the input shaft of a transmission which is adapted to conduct a shift between power transmitting stage and neutral stage. The input shaft of the transmission is connected to the engine through an automatic stepless speed changer. The speed detecting means may be, for example, a centrifugal governor device meshing with the input shaft of the transmission.

Abstract: An improved non-slip differential (10) includes a case (12) with a rotatable control shaft (52) supporting a pair of offset bevel gears (50) which are coupled via U-joints (62) to output shafts (48). A pinion gear (64b) is set at an obtuse angle between the bevel gears (50) such that neither bevel gear and corresponding output shaft (48) can be driven to the exclusion of the other. Another pinion gear (64a) set at an acute angle relative to the bevel gears (50) is preferably included for additional load distribution between the bevel gears. A second embodiment (80) incorporates non-toothed bevels (82) and pinions (84a and 84b) in frictional engagement.

Abstract: A control system for a four speed ratio automatic transmission wherein a ratio change from a first speed ratio to a second speed ratio is effected by a 1-2 shift valve that activates a fluid pressure operated second ratio clutch and a ratio change from a third speed ratio to a fourth speed ratio is effected by a 3-4 shift valve that activates a fluid pressure operated fourth ratio brake, both the clutch and the brake having an independent pressure accumulator and an accumulator pressure regulator valve that is common to both accumulators for developing unique accumulator control pressures whereby the system may be calibrated for maximum shift smoothness for both 1-2 upshifts and 3-4 upshifts.

Abstract: A continuously variable transmission for obtaining a large transmission range ratio between the input shaft and the output shaft. The transmission employs a planetary gear unit, and an engine torque is transmitted through a gear train or a V-belt transmission to the planetary gear unit.

Abstract: All gears have asymmetric side circular parts on both sides. The side circular parts contact with and roll on each other. A planetary gear has a first planetary disc and a second planetary disc as well as a planetary gear ring. The first planetary disc has a smaller disc part smaller than the tooth-root circle. The second planetary disc has a big disc part bigger than the tooth-edge circle. The outer inner-toothed gear has a gear part, a smaller cylindrical part smaller than the tooth-edge circle and a bigger cylindrical part bigger than the tooth-root circle. The sun gear has a sun gear part, a bigger column part bigger than the tooth-edge circle and a smaller column part smaller than the tooth-root circle.After-insertion of sun gear is possible. Abnormal fitting of sun gear is prevented.

Abstract: A method for controlling a vehicle transmission mechanism which incorporates several selectively engageable power transmission systems each being selectively individually connectable between a first member and a second member for transmitting rotational power between them, with each such power transmission system including a clutching mechanism which can be selectively controlled either to freewheel in both rotational directions or to provide direct transmission of rotational power in one rotational direction only and to freewheel in the other rotational direction.

Abstract: To control the pressure p of an operating fluid in an automatic transmission (12), the input speed and output speed (n.sub.T, n.sub.out) of the transmission is sensed, and the pressure (p) is so controlled by a control unit (21) that the transmission ratio which is actually coupled by the transmission, in view of the pressure set by the friction bands, is carried out in accordance with a predetermined timing function (i.sub.com), for example as stored in a read-only memory (ROM, 24). Change in shifting characteristics can be obtained, for example, by operator-selected different time-engagement relationships to obtain maximum passenger comfort or maximum acceleration, or intermediate relationships.

Abstract: A motor vehicle transmission includes a torque converter and planetary gear arrangement. Clutches are provided for connecting the torque converter with the gear arrangement. The clutches are arranged so that the direct drive transmission gear can be engaged either through the torque converter or partially bypassing the torque converter.

Abstract: In a transmission of the type which includes a main transmission mechanism equipped with gear trains of a plurality of transmission stages disposed between an input shaft capable of being connected to a crank shaft of an engine and an output shaft parallel to the input shaft and a sub-transmission mechanism transmitting the driving force from the input shaft to a driven gear of the output shaft via gear trains of other transmission stages, and which is supported so as to project from an engine case along the axis of the crank shaft, the improvement wherein an output gear common to said main and sub-transmission mechanisms is disposed at the end of the output shaft on the engine side and the driven gear is disposed on the output shaft in the proximity of the output gear.

Abstract: A power dividing differential has a hollow shaft subdivided into an input side section and an output side section. The input side section is connection to a drive, and the output side section is drivingly connected to a differential pinion meshing with a pair of side gears. One side gear drives a front wheel drive shaft extending axially through the hollow shaft, and the other side gear is drivingly connected to a differential housing which in turn is drivingly connected to a rear wheel drive shaft. A sleeve is slidable on the hollow shaft between a first position spaced from the differential housing and a second position engaged with the differential housing, thereby locking the differential.

Abstract: A control system and method for a power delivery system, such as in an automotive vehicle, having an engine coupled to a continuously variable ratio transmission (CVT). Totally independent control of engine and transmission enable the engine to precisely follow a desired operating characteristic, such as the ideal operating line for low fuel consumption. CVT ratio is controlled as a function of commanded desired system performance (e.g., power or torque) and measured actual system performance, such as CVT torque output, while engine fuel requirements (e.g., throttle position) are strictly a function of measured engine speed. Fuel requirements are therefore precisely adjusted in accordance with the ideal characterisitcs for any load placed on the engine. Appropriate controls prevent anomalous engine and vehicle behavior, and allow for transient start-up from rest.

Abstract: An anti-clash and anti-rattle brake for a multiple speed ratio transmission is engageable to apply a frictional braking force to the constantly meshed gears when a shift control device is in a free neutral position. The brake is spring biased toward engagement. It is disengaged by one cam device when the shift control device is moved from the free neutral position in one plane and by another cam device when the shift control device is moved from the free neutral position in another plane.

Abstract: A method for controlling a continuously variable transmission installed in a vehicle. The method utilizes a changing rate for varying an RPM ratio between an output shaft and an input shaft to permit rapid acceleration of a vehicle when needed as well as fuel consumption efficiency. The rate of changing the RPM ratio is a function of the actual velocity of the vehicle and a difference between the desired RPM of a driving pulley and an actual RPM of a driving pulley.

Abstract: A control system and method for a power delivery system, such as in an automotive vehicle, having an engine coupled to a continuously variable ratio transmission (CVT). Totally independent control of engine and transmission enable the engine to precisely follow a desired operating characteristic, such as the ideal operating line for low fuel consumption. CVT ratio is controlled as a function of commanded desired system performance (e.g., power or torque) and measured actual system performance, such as CVT torque output, while engine fuel requirements (e.g., throttle position) are strictly a function of measured engine speed. Fuel requirements are therefore precisely adjusted in accordance with the ideal characteristics for any load placed on the engine. Appropriate controls prevent anomalous engine and vehicle behavior, and allow for transient start-up from rest.

Abstract: A hydraulic control system for an automatic transmission comprises a shift valve being communicating with a first chamber, and a second shift valve communicating with second and third chambers in addition to the first chamber. The first shift valve has an upshift position wherein it pressurizes the first chamber. The second shift valve has a downshift position wherein it pressurizes the second chamber and provides a communication between the first and third chambers to pressurize the third chamber, and an upshift position wherein it discharges the second and third chambers.

Abstract: An improved control system for an automatic change gear transmission (10) driven by a throttle (18) controlled engine (12) is provided. The control system includes a processing unit (30) for receiving inputs indicating at least throttle position (18), engine speed (20) and vehicle speed (28) and for processing these inputs in accordance with a program to determine the correct engaged gear ratio and for issuing command signals to a transmission shifting mechanism (26). The processing unit includes of operator actuated selection means (32) for selecting a mode of operation (D.sub.1 or D.sub.L) wherein vehicle performance is maximized and the control will evaluate and execute allowable skip downshifts.