Abstract: A control system for controlling both a lean combustion engine equipped with a swirl control valve and an automatic transmission. The control system includes a shift detector for detecting that a shift is being executed in the automatic transmission and a valve control inhibitor for inhibiting the switching the ON/OFF state of the swirl control valve in the course of the shift in the automatic transmission. A shift inhibitor inhibits the shift for a constant time period in case the ON/OFF state of the swirl control valve is switched. A regulation level changer changes the regulation level of the oil pressure of the automatic transmission in accordance with the ON/OFF state of the swirl control valve.

Abstract: A gear shifting system for an automotive vehicle equipped with an internal combustion engine comprises a load sensor for sensing the shift load generated by a shifting motion of a driver or a rider, a power adjusting system for adjusting the engine power of the internal combustion engine, and a control unit for controlling the power adjusting system. The control unit is actuated in response to a signal from the load sensor when the sensed load is equal to or greater than a predetermined value, and outputs a control signal to the power adjusting system so as to adjust the engine power. The load sensor is assembled on a linkage system connected between a shift shaft of the power transmission and the shift pedal, so that the load sensor can detect a stretching load or a depressing load caused by shifting operation in the shift-up or shift-down mode, and for differentiating between them.

Abstract: A bifurcated variable ratio drive transmission employs a pair of series connected differential gear stages. In a fist stage, torque flow from the engine output shaft is bifurcated into major and minor flow branches; in the second stage, the branches are combined. An engine output shaft drives an input ring gear of the first stage with the ring gear engaging a plurality of stepped planet gears. The planet gears in turn, drive both a sun gear of the first stage and a transfer ring gear. A major portion of torque flow is transmitted to the second stage through the transfer ring gear while a minor portion of torque flow passes from the sun gear of the first stage to the sun gear of the second stage. The transfer ring gear is fixed to a carrier to which are mounted pairs of radially spaced interengaged planet gears.

Abstract: An actuating mechanism for adjusting the angular relationship of co-axial primary and second drives while both are running comprises a double planetary gear train having a freely rotatable common sun gear (201) and first and second ring gears (213, 223) rotatable relative to each other and each coupled to the sun gear by respective sets of caged planet gears (208, 218). One ring gear (213) is normally held against rotation and the other (223) is adjustable relative thereto. The gear cages are fast with the respective drives.

Abstract: In a rotational speed differential responsive type control coupling, restrictions of a fixed opening are provided for restricting discharge of oil through discharge passages and thereby producing an oil pressure for urging relative rotatable coupling members against each other. By-pass passages are provided for by-passing the restrictions and thereby preventing production of the oil pressure for urge of the coupling members. The by-pass passages are selectively opened and closed by means of a control valve.

Abstract: A compound transmission (12) including main and auxiliary transmission sections (14,15) having several pin-type, double-acting, self-energizing synchronizer mechanisms (60,62,84). The several synchronizer mechanisms are configured to provide higher self-energizing forces for higher speed reduction ratio gears than for lower speed reduction gears, and to provide higher self-energizing forces for downshifts than for upshifts. The self-energizing forces are provided by improved self-energizing ramp surfaces (29e,29f,29g,29h and (111a,111b,111c,111d) formed in external splines 29 of a shaft 28 and in internal teeth extending radially inward from a shift flange 110. The shift flange carries improved pre-energizer and neutral centering assemblies (120) axially retained by end surfaces (102a,104a) of jaw clutch member (102,104).

Abstract: A device for absorbing energy from a bicyclist's foot on the downward pedal stroke and releasing it shortly afterward into the drive chain to propel the bicycle is disclosed. The energy is stored in a coil spring which is connected between the sprocket wheel and an adjacent crank. The sprocket wheel is fitted to a bearing on the crankshaft and is free to rotate independently of the crank except as it is restrained by the connecting spring. If the crank and the sprocket wheel rotate relative to one another away, from the equilibrium position of the spring, the spring is compressed or stretched and the resulting force causes a restoring torque. When the magnitude and angle of the force stretch the spring on the pedal stroke, the invention allows the rider's foot to move quickly through the power stroke, where great force is exerted. Less time is spent by the rider in exerting force on the pedal; this saves muscle energy, since a muscle, unlike a spring, uses energy in exerting a static force.

Abstract: An automatic transmission for a vehicle having a planetary gear mechanism, which is accommodated in an automatic transmission case, is provided with an accordion-like leaf spring disposed in a gap for allowing interior spaces of an automatic transmission case to communicate with each other, the gap being provided in the automatic transmission case between an outer peripheral surface of axially movable brake elements which are fixed against rotation on the one hand, and an inner peripheral surface of the automatic transmission case on the other. The accordion-like leaf spring is adapted to engage and bias a friction plate and has folded-back portions or pleats that lie generally parallel to the rotating shaft.

Abstract: An epicyclic gear mechanism having two forward speeds and one reverse speed, characterized by simplicity and symmetry in design along with a radial output, compact and adaptable to applications requiring close coupling with driving or driven equipment or as an internal drive, versatile as providing alternative or secondary inputs or outputs at either end of the drive shaft in addition to output at the ring gear. The sun gear is rotated by the drive shaft or is fixed, depending on actuation and deactuation of a first clutch and first brake, and the planet carrier is rotated by the drive shaft or is fixed, depending on actuation and deactuation of a second clutch and second brake. Rotation of the ring gear varies in accordance with actuation and deactuation of the pair of clutches and the pair of brakes, providing a neutral mode along with two forward modes and one reverse mode having varying output/input speed ratios which are especially suitable for certain marine and other applications.

Abstract: A shiftable roller clutch to replace the standard disk pack clutch in an automatic transmission is specifically designed to act cooperatively with the planet carrier, and to occupy a minimum of axial space within the transmission housing. The cage pilots on the outer surface of the cam race as it is shifted back and forth, and the actuator that moves the cage is axially aligned with the cam race, so that the total axial space taken up is minimized. The cam race also pilots on part of the planet carrier so as to maintain its concentricity therefrom.

Abstract: A differential speed reducer with an input shaft connected to two spur gears. An inverter gear is engaged with the first spur gear. The second spur gear and the inverter gear drive a third and fourth spur gear which are freely rotatable on an output shaft. A bevel gear is attached to each of the third and fourth gears. A pinion gear rotates between the bevel gears and as it orbits, turns the output shaft.

Abstract: A device for adjusting the position of a gear-shift lever in a vehicle in which a lever operating flexible cables for gear selection and engagement is disposed on a plate which is mobile by pivoting and is provided with a slot member engaged with a pin provided with a locking lever. The position assumed by the plate and consequently the position assumed by the gear-shift lever are determined by sliding the slot member engaged with the pin. As an alternative to the slot member with the pin and locking lever a motor-reduction gear unit can be used to impose movement on the plate via a strut.

Abstract: This geared motor comprises an outlet shaft (2) of the motor (1), carrying two coaxial screws (3, 4) offset axially and of mutually opposed screw pitch, two gearwheels (5, 6) located on either side of the shaft and each interacting with a screw (3, 4), an axle (7, 8) fastened to each gearwheel and extended by a crankpin (9, 11) eccentric relative to the corresponding axle (7, 8) so as to be capable of executing rotations about this axle, an element (12) equipped with a toothing (13) and linked to the crankpins in such a way as, during the rotation of the crankpins, to be driven in a circular translational movement, the radius of which is equal to the eccentricity of the crankpins, and a member (16) equipped with an output shaft (18) connectable to the component to be driven and carrying a toothing (17) interacting with that of the element so as to bring about a rotation of the member (16) in a ratio determined by the difference in the numbers of teeth of the two toothings.

Abstract: A vehicle has a motor with a shaft extending from each end to drive a pair of opposed wheel axles connected to a pair of wheels. Each wheel axle extends into an axle housing. There is a control cylinder in each housing connected to rotate the wheel axle. The control cylinder acts as a driven clutch and is engaged by a pressure plate. A ring gear in each housing is journaled to the wheel axle. The ring gear has a cam face that engages a cam face located on the pressure plate which has a clutch face and a cam face. The pressure plate is journaled to the wheel shaft. A cam on the face of the ring gear and the clutch plate moves the ring gear and the clutch plate axially apart and this action forces the faces of the pressure plate and the driven clutch together.

Abstract: An auxiliary driving device being attached to a primary driving device of a rolling door and including a gear engaged with a gear wheel of the primary driving device, a motor having an axle, a lower disc with a pinion slidably engaged on the axle, a spring biasing the pinion and the lower disc upward, an upper disc disposed above the lower disc, three balls engaged in the recesses formed in the discs, the pinion moves downward to engage with the gear when the first motor is energized so that the spindle can be driven to rotate by the motor.

Abstract: In a downshifting of an automatic transmission with an engine being generally maintained in a substantial power generating condition in a vehicle, the output torque of the engine is decreased by an amount prior to a substantial establishment of a torque transmitting route in the automatic transmission for a shifted down speed stage, and then the output torque of the automatic transmission is repetitively monitored at a certain small scanning cycle after the start of establishing the torque transmitting route in the automatic transmission for the shifted down speed stage, while the monitored output torque of the automatic transmission is repetitively compared with a target value determined therefor at the scanning cycle, thereby progressively recovering the output torque of the engine at the scanning cycle by an amount corresponding to the repetitive comparison of the monitored output torque of the automatic transmission with the target value determined therefor so as to cancel a difference in each comparison.

Abstract: A transmission control system for an automatic transmission for a vehicle causes the automatic transmission to shift according to one of an economy mode shift pattern and a power mode shift pattern. The control system switches the shift pattern from the economy mode shift pattern to the power mode shift pattern when the engine load or the rate of change of the engine load becomes not smaller than a predetermined reference value. The predetermined reference value is changed according to the acceleration of the vehicle body.

Abstract: An automotive transmission system of the present invention comprises a transmission mechanism housed in a transmission case and operatively connected to an engine, and a hydraulically operated speed mode change mechanism and a hydraulically operated shuttle mechanism both operatively connected to the transmission mechanism. The hydraulically operated speed mode change mechanism is provided at the inlet side of the transmission mechanism. The hydraulically operated shuttle transmission mechanism is provided at the output side of the transmission mechanism and submerged in oil contained in the lower portion of the transmission case.

Abstract: A shift control device for an automatic transmission comprises a shift valve, a solenoid valve connected to the shift valve, a shift timing valve also connected to the shift valve, a cut-off device connected to the solenoid valve and the shift timing valve, and a timing solenoid valve connected to the cut-off device so as to avoid the problem of shift shock which occurs when the timing solenoid valve is in an abnormal operating condition.

Abstract: A hydraulic control device is provided for automatic transmission in a vehicle such as an automobile. The transmission includes a combination of a gear mechanism and friction engaging devices which allows engagement of a particular first speed stage, such as first gear, and a particular second speed stage, such as second gear, according to selective engagement and disengagement of the friction engaging devices. Engine braking is not provided in the first speed stage, but is provided in the second speed stage when an under-D range is selected by the manual shift valve. Low coast upshifting is thus performed more smoothly. The shift from the first speed stage to the second speed stage is also completed more slowly than any other shift.