Abstract: The present gear arrangement for an automatic transmission includes one compound planetary gear unit and two simple planetary gear units. Three clutches and three brakes are selectively engaged to produce five forward and two reverse drive ratios.

Abstract: The disclosure concerns an improvement for an automotive differential having helical-worm side gears operatively connected through one or more pairs of combination gears, each combination gear having a worm-wheel portion which meshes with one or the other of the side gears and a spur-gear portion which meshes with its paired combination gear. The improvement is a cylindrical mounting arrangement for one or more of the combination gears. Preferably, a cylindrical surface on a mounting washer mates with a cooperating cylindrical surface formed in the differential housing to permit slight positional-adjustment movements of the combination gear, such adjustment movements being limited to a plane perpendicular to the axis of the side gear with which the combination gear is associated.

Abstract: Planetary gear system including one set of gearwheels 11, in particular for devices for coating substrates 3, 3', . . . in a high-vacuum coating chamber where a drive shaft 9 supported and guided in a stationary bearing 1A is provided with a radially extending carrier plate 10 for planets and where the main axis of the stationary sun gear 8 coincides with the rotating axis of the drive shaft 9 and engages the set of gearwheels, wherein the bearing cage, which includes a top plate 27 and a bottom plate 28, via an axis 23 extending parallel to the rotating axis, engages an opening 16, the latter being provided in an area which is located radially inside the carrier plate 10 and wherein the drive shaft 26 of the set of gearwheels 11 is supported and guided in a slot 17 which is in area radially on the outside of the carrier plate 10 and emerges out of the carrier plate 10 parallel tot he rotating axis.

Abstract: In an planetary gear unit comprising a sum gear, an internal gear, and planetary gears which are supported through a carrier and engaged with the sun gear and the internal gear, at least a cut is formed in the internal gear in such a manner that the position of the cut is not coincident with the angular intervals of the planetary gears in the direction of revolution, and the teeth are partially removed by the cut. Hence, the part of the internal gear where the cut is formed may be curved inwardly or flattened to provide a space for accommodating anything which otherwise obstructs the installation of the planetary gear unit.

Abstract: A variable transmission is disclosed. An input shaft for rotational input has a first gear securably mounted at the terminal end of the input. A cross shaft is spaced apart from the terminal end of the input shaft and a second gear is securely mounted at the second end of the cross shaft with the second gear in direct mechanical communication with the first gear. A fifth gear with a hub is rotatably mounted on the input shaft. A third gear is securably mounted at the first end of the cross shaft with the third gear being in direct mechanical communication with the fifth gear. An output shaft terminates in a fourth gear with the fourth gear positioned opposite the fifth gear and in direct mechanical communication with the third gear.

Abstract: A pin-type, double-acting, one-way synchronizer mechanism (22) with friction clutches (24,36 and 26,38), jaw clutches (28,12c and 30,16b) and self-energizing ramps. The ramps act between a shaft (14) and a shift flange (32) which is rotataable relative to the shaft and jaw clutch members 28,30. Flange (32) includes radially inwardly extending teeth (32k) defining self-energizing ramps (32m,32n) which act against ramps (14d,14e) formed in shaft splines (14b). The angles of the self-energizing ramps may be varied to provide substantially the same synchronizing time for several or all of the ratio gears in a multi-ratio transmission. Two of the friction clutches (36,38) each include three circumferentially spaced pins (40,41) rigidly extending therefrom and through openings (32c,32d) in the flange (32).

Abstract: In an automatic transmission system having a selector and a generator responsive to the operation of the selector for generating electric information indicating the operation condition of the selector, the nature of the malfunction or trouble arising in the generator is discriminated on the basis of the change in the electric information. This discrimination may be made as to whether or not there is a malfunction condition wherein no information is obtained for any set position, whether or not there is a malfunction condition wherein the information indicating a specific position is always produced. When there is a malfunction therein, the position set by the selector is assumed by taking into account the nature of the malfunction, making it possible to control the gear-shift operation even if there is malfunction.

Abstract: A shift control system for an automatic transmission of a vehicle controls the output of the engine according to the running condition of the vehicle when gear-shifting operation of the automatic transmission is detected. A shifting condition signal representing an actual value of the running condition during a gear-shifting operation is compared with a reference value signal representing a reference value of the running condition during the gear-shifting operation, and a correction signal is output on the basis of the result of the comparison. The controlled variable of the engine output power is corrected on the basis of the correction signal.

Abstract: An apparatus for controlling a power transmitting system for an automotive vehicle having a continuously variable transmission including an actuating device for controlling a speed ratio thereof, the transmission transmitting power from an engine to drive wheels. The apparatus includes a device for determining a running speed of the vehicle, a device for determining a deceleration value of the vehicle, and a controller for determining a deceleration reference value based on the determined vehicle speed, and according to a predetermined relationship between the determined vehicle speed and the deceleration reference value. If the deceleration value exceeds the reference value, the controller commands the actuating device of the transmission to lower the speed ratio in a rapid shift-down mode.

Abstract: A modular drive axle having left and right drive wheels and axles that are coupled to a differential. The left and right axles are in line and define a transverse axis. A bevel gear assembly having first and second bevel gears mounted on a drive shaft directs rotary motion from a transmission to the differential for driving the drive wheels. The bevel gear assembly drive shaft is perpendicular to the transverse axis and the transmission which is operatively coupled to the bevel gear assembly and arranged parallel to the transverse axis. The transmission is a collar shift transmission having an input collar with two output surfaces. The first output surface of the input collar drives a fixed countershaft gear having first and second output surfaces. The first and second output surfaces drive first and second intermediate gears.

Abstract: A modified planetary gear assembly includes a sun gear, planetary gears, an internally-toothed ring gear and a carrier, and can either transmit or not transmit torque from the sun gear to the carrier. The internally-toothed ring gear has outer peripheries on both sides suitable for being supported by a bearing device and a middle groove on the outer surface having timing teeth shaped around the groove. The peripheries are supported by a bearing device. A stopper device which is movable in a radial direction is mounted at a point around the middle groove. When the stopper device is moved forward to engage with the timing tooth, the internally-toothed ring gear is fixed and torque is transmitted from the sun gear to the carrier. When the stopper device is retracted, the internally-toothed ring gear freely rotates and no torque is transmitted. Thus, there are two states of torque transmission.

Abstract: A multispeed power transmission has a plurality of forward speed ratios, the lowest of which is provided by two planetary gear sets that are compound. One of the planetary gear sets is effective during the low ratio only while the other is effective in more than one forward ratio.

Abstract: A differential gear mechanism has a clutch between a pair of worm gears which are each connected to different axle shafts. The clutch connects and disconnects the worm gears. When the worm gears are connected, differential operation is locked. Because of this, even if any one of the axle shafts enters a complete kidding state, drive torque is transmitted to the other axle shaft. When the connected state of the worm gears is released, an ordinary differential operation is performed.

Abstract: A garden tractor or lawn mower of the type having a hydrostatic transmission movable between forward and reverse drive conditions from a neutral condition. An arrangement is incorporated for positively moving the transmission to its neutral condition when the brake of the vehicle is operated.

Abstract: A continuously variable transmission has a continuously variable unit in the form of a variable belt drive and a pair of interconnected planetary gear sets arranged in differential drive relation between the transmission input shaft and the transmission output shaft. One of the planetary gear sets is connected with the input shaft, the output shaft and the output shaft of the belt drive. The other planetary gear set is connected with the input shaft, the output shaft and the input shaft of the belt drive. The overall transmission ratio is controlled between limits established in the continuously variable unit. The ratio is varied within a continuously variable range by varying the belt ratio.

Abstract: A line pressure control for an automatic transmission comprising a communication line which allows communication of an engine control unit with an automatic transmission control unit. When the communication line is in an abnormal state, the result from learning is not employed for adjusting the magnitude of a line pressure.

Abstract: A cone disk transmission, particularly for motor vehicles, has an infinitely settable and variable ratio. The transmission uses two pairs of cone disks (2, 3), connected by a coupling belt or chain (24). On cone disk of each pair is axially displaceable, and selectively positionable against the traction element running between the cone pairs by a hydraulic positioning system, for generating engagement or gripping or clamping forces. The positioning pressure is controlled by pressure fluid derived from a spool valve (10). Torque sensors (16, 17) located on the transmission shafts throttle return flow of hydraulic pressure fluid from the control valve, as a function of load. In accordance with the invention, the torque sensors are immediately activated as a function of the intended operating state of the transmission, that is, the direction of transfer of power between the pairs of cone disks, by coupling both of the torque sensors to a transfer valve (FIG.

Abstract: According to an engine torque control for a drive system including an engine followed by a continuously variable transmission, the engine torque drops quickly when the engine braking forward drive position (L range position) is set after a power demand on the engine has decreased to zero, while it drops less quickly after the power demand has decreased to zero when the normal forward drive position (D range position) is set.

Abstract: The invention is concerned with a drive assembly (8) comprising a differential (16). The differential (16) comprises a driving carrier (18) and two driven output gears (19) connected to joints (11) to driveshafts (12). The assembly (8) also comprises a coupling (48) by which one of the gears (19) may be connected directly to the carrier (18). The joint (11) associated with said gear (19) is positioned outside the differential (16) directly adjacent thereto and extends coaxially around an outer part (26) of the joint (11). An inner part of the coupling (48) is connected to the outer part of the joint (11) and an outer part (31) of the coupling is connectable to the carrier (18). The coupling (48) may be a viscous coupling.

Abstract: A limited slip differential for limiting differential rotation between a differential casing and axles via a frictional connection includes a pinion shaft rotating integrally with the differential casing and a pinion gear attached rotatively to the pinion shaft. A side gear engages with the pinion gear and is mounted loosely with respect to the axles. A first cam portion formed on the side gear engages with a second cam portion formed on a driving member which is spline-engaged with one of the axles, supporting the side gear and supported by and centered on the differential casing. A frictionally connecting clutch is disposed between the driving member and the differential casing.