Abstract: The driving hub for a vehicle, in particular a bicycle, comprises a hub shaft (1), a hub sleeve (9) which is rotatable relative to the hub shaft (1) and a driver (13) rotatably mounted on the hub shaft (1). The driver (13) drives the hub sleeve (9) via a friction gear (17) of which the first toroidal disc (25) rests rigidly on the hub shaft (1), the friction wheel carrier (45) provided with several friction wheels (35) can be driven by the driver (13) and the second toroidal disc (27) is connected via a planetary gear (21) and an overrunning clutch (23) following the planetary gear (21) to the hub sleeve (9). The smoothly adjustable step-up ratio of the friction gear (17) is controlled from the interior of the hub shaft (1) via a rod (53) which entrains the pivotally mounted spindle (37) of the friction wheels (35) via a clutch ring ( 47).

Abstract: A system for controlling automatic transmissions equipped a motor vehicle utilizing fuzzy logic. In the system, fuzzy production rules have been prepared based upon an expert driver's judgments and operation made on a vehicle with a manually shifted transmission. Various operating conditions including opening degree of a throttle valve and road speed of the vehicle are detected and from the detected value, various predictions are made such as the reserve motive force and engine output change that would occur should the current ratio be shifted to a given gear ratio. These measured and estimated values are put on a common scale named universe of discourse and membership values degree of the aforesaid rules are successively calculated. Among the rules, one rule is finally selected and according to a gear ratio indicated in the selected rule, the current gear ratio is shifted up or down or is held at the present ratio.

Abstract: A transmission for driving a swivel joint between two elements which are rotatable relative to each other. Cam disks are moved by means of a multiple eccentric, each such cam disk having an outer edge in the form of a closed cycloidal path and being arranged so that it can be rolled off in a central wheel in a positive engagement with a gearing formed by pins or the like. A driving element engages by means of driving pins, with the cam disks by way of bores arranged being in it, the driving element being subdivided into two driving disks which, are spaced from one another and from the cam disks at a distance of at least the central wheel and are combined by means of the driving pins, the driving disks and the central wheel being rotatably movable relative to one another.

Abstract: An "overcenter" toggle type, pull cable operating lever having a compound operating lever. The hand lever of the compound operating lever is linked to an intermediate lever which, in turn, is linked to a cable slide arranged to axially displace a pull cable. The mechanical advantage of the pull cable operating lever is a function of the product of the mechanical advantages of the hand lever and intermediate lever. Compact pull cable operating levers with high mechanical advantages are possible.

Abstract: A variable ratio transmission comprises a pinion with spring loaded pins mounted on a face gear which is a disc with one of the plate-like surfaces containing a plurality of grooves separated by crowns extending from the periphery of the disc. At intermittent radii on the face gear, the pins of the pinion mesh with every other groove of the face gear and missed grooves at one intermittent radius are the meshing grooves of an adjacent radius so that the number of meshing radii are increased compared with dimensioning the face gear so that the pins of the pinion mesh with every groove of the face gear at intermittent radii. The tops of the crowns, at least between meshing radii, are tapered to provide bearing surfaces which reduce wear and friction.

Abstract: The present invention is an improved key for an in-line transmission. The key is located within a channel in the shift shaft and selectively engages keyways of gears disposed about the shift shaft. A shift fork and collar axially move the key within the shift shaft by engaging and moving the base of the key. The key includes a shoulder which connects the head and the shank portion of the key, with the shoulder being thicker than the shank to cause more of the key to be supported within the shift shaft channel and thereby the key is better able to withstand the shearing forces which result from the rotational coupling of the shift shaft and the gears. The shoulder includes the portion of the key which extends out of the channel to the keyway and connects with the head, and which also faces the same direction as the head.

Abstract: A drive system for an automobile comprising an engine, a transmission coupled to an output end of the engine, and a final speed reduction gear unit coupled to the lateral side of the engine.An output shaft of the transmission and an input shaft of the final speed reduction gear unit are positioned substantially coaxially with each other and coupled to each other through an axially intermediate shaft through splines.The intermediate shaft is axially movable with respect to output and input shafts and can be locked by a lock member in a position in which the splines of the three shafts are engaged. By releasing the lock member the intermediate shaft is movable axially until the intermediate shaft disenagages from either the output shaft or the input shaft. For allowing separate removal of the transmission or the final speed reduction gear unit from the engine.

Abstract: This invention relates to a variable speed transmission for small high speed motors. The transmission comprises an input and an output shaft (11 and 21) the output shaft (21) being surrounded by two concentric annular plates (15, 16) being supported for rotating motion on the output shaft (21). The plates (15, 16) are in engagement with rolling elements (18) applied in a holder (20) for the elements secured on the output shaft (21) the plates being driven from the input shaft (11) via a drive roller (12) placed between and abutting the two plates.

Abstract: A change-speed construction for a fishing reel. The construction has a cylindrical shaft for transmitting force from a handle arranged at an outer end position, a first gear rotatably fitted on the cylindrical shaft for high-speed winding, a second gear rotatably fitted on the cylindrical shaft for low-speed winding. The construction further has an engaging element for engaging either the first gear or the second gear for transmitting power from the cylindrical shaft, with the engaging element being slidable along an axis of the cylindrical shaft, an anti-slant portion having a slanting motion thereof restricted relative to the cylindrical shaft, and a posture maintaining mechanism including a portion attached to the anti-slant portion and a further portion attached to the engaging element. These portions come into sliding contact with either each other for preventing slant or `twist` of the engaging element.

Abstract: Rotational control apparatus in the form of fan clutches (C) are disclosed including a first, friction disc portion (12) splined on a hub (20) and rotatably mounted on a shaft (24). The friction disc portion (12) is reciprocal between a first position rotatably related to the facing (52) of a sheave (50) rotatably mounted on the hub (20) and a second position rotatably independent of the sheave (50). A second friction disc portion (212) is splined on the hub (20) and is reciprocal between a first position rotatably related to the facing (252) of a second sheave (250) rotatably mounted on the hub (20) and rotating at a different rotational speed than sheave (50). By selective engagement of the friction disc portions (12, 212), the hub (20) will be rotated on the shaft (24) at either the rotational speed of the first sheave (50) or the second sheave (250). In another form, a second, friction disc portion (112) is rotatably mounted on a reciprocal piston (100) and rotatable relative to the hub (20).

Abstract: An auxiliary speed change mechanism (10) disposed within a rear portion of a tractor clutch housing (1) is supported by a support frame (11) comprising axially spaced front and rear bearing support plate members (11a, 11b) which are integrally connected by upper and lower connecting plate members (11c, 11d). The change mechanism includes two sets of constant-mesh gears (8, 9, 12, 13) and is operated by a shifter fork (17) which is supported by the support frame through a guide shaft (16). This structure facilitates an easy pre-assembling procedure of the change mechanism which is then installed into the tractor by securing the support frame to a front of a transmission casing (3) to be secured to the rear of the clutch housing. An integral, internal partition wall (1a) is provided in the clutch housing for interrupting lubricant oil for the change mechanism from a main clutch (2) which is disposed within a front end portion of the housing.

Abstract: An engine valve control system for controlling engine valve lift during an automatic transmission shift. A plurality of engine valve actuation systems are each coupled to an individual engine valve for electronically controlling valve lift. Each valve actuation system includes a hydraulically operated piston coupled to each of the engine valves, and an electronically actuated supply valve responsive to a supply signal and coupled between the hydraulically operated piston and a source of hydraulic fluid, and an electronically actuated drain valve responsive to a drain signal and coupled between the piston and source of hydraulic fluid. A controller responsive to a shift command from a transmission controller, provides the supply and drain signals in appropriate timing and phase relationship to reduce valve lift during the automatic transmission shift.

Abstract: A continuously variable speed transmission having a belt drive continuously variable speed transmission in which a belt is wrapped around primary and secondary pulleys each supported on a shaft and each consisting of a pair of sheaves capable of relatively moving axially, and a forward/reverse rotation changeover mechanism. The belt drive continuously variable speed transmission is provided with a pressure adjusting cam mechanism for applying an axial force corresponding to a transmitted torque to at least one of the pulleys, ball screw mechanisms for axially moving the movable sheaves of the pulleys. A fluid torque converter is disposed on the transmission upstream side of the primary pulley. In the belt drive continuously variable speed transmission, the pressure adjusting cam mechanism produces and axial force corresponding to the transmitted torque to clamp the belt, and the power is transmitted by the effect of this clamping force without belt slip.

Abstract: A drive system for driving an endless chain of a mineral mining installation employs one or more chain wheels each driven by an electric motor and gearing including planetary gearing. The planetary gearing has a ring gear which can be held stationary to permit drive to be transmitted. The ring gear is coupled through a clutch, reduction gearing and a braking device to another load-balancing electric motor. Load sensors in the reduction gearing disengage the clutch in the event of overloading. The ring gear is automatically held stationary by the braking device when the load-balancing motor is inoperative. When the motor is switched on the braking device is released to permit the motor to rotate the ring gear in one direction or the other at controlled speed to vary the transmission ratio and effect load balancing.

Abstract: An apparatus for controlling a vehicle continuously variable transmission, including a directional control valve having a first spool movable between a shift-down and a shift-up position, a flow control valve including a second spool movable between a flow-restricting and a non-restricting position, and a first and a second solenoid-operated valve for applying an actuating pressure to the first and second spools. The directional and flow control valves and the solenoid-operated valves are adapted such that the first and second spools are moved toward the shift-up and flow restricting positions, respectively, when the actuating pressure is not applied to the spools, or when solenoid coils of the two solenoid-operated valves are both off. The directional control valve may have a shift-down chamber for receiving a pilot pressure to move the first spool to the shift-down position when a failure of one of the solenoid coils exists while the vehicle speed is lower than a predetermined limit.

Abstract: The invention relates to a transmission device for the motorization of a rolling-chair for example. Said transmission device comprises a hollow shaft 7 provided at each of its ends with a rolling train 8-13 idly pivoted on the hollow shaft 7 and comprising a toothed crowns 21. It comprises two control shafts 14 slidingly mounted within the hollow shaft 7 merging each out of one end of it. Each control shaft 14 is connected to a pinion intended to cooperate with the corresponding toothed crown 21. It comprises a control device 23 of the axial position of said control shaft 14 with respect to the hollow shaft 7.

Abstract: An improved shift assist mechanism for a marine propulsion transmission including a shift assist element that is pivotally supported and which defines a slot that receives a member of the linkage that connects the shift operator with the shift control element. Movement of the shift mechanism from either a forward drive position or a reverse drive condition effects pivotal movement of this element and this pivotal movement is employed to actuate a shift assist mechanism that reduces engine speed to assist in shifting.

Abstract: A method of controlling a continuously variable transmission which includes a fixed pulley member and a movable pulley member supported relative to the fixed pulley member so as to be movable both toward and away from the fixed pulley member, including the steps of decreasing and increasing the width of a groove defined between the pulley members to thereby respectively increase and decrease a rotational radius of a belt which is received between the pulley members in the groove. When a target engine rotational speed based on throttle opening degree and vehicle velocity changes during vehicle running, a transient speed change control is performed so as to change a belt ratio of the transmission based on a predetermined rate limit value. A control unit is provided for receiving the throttle opening degree and vehicle velocity and executing the transient speed change control.

Abstract: A vehicle speed control system comprising an automatic speed control system for controlling the vehicle velocity to a set velocity selected by an operator, and automatic transmission control system for controlling the speed stage of the automatic transmission of the vehicle in response to the deviation between the actual vehicle velocity and the set vehicle velocity of the automatic speed control system. The automatic transmission control system comprises two operating modes including a first mode when the automatic speed control system is controlling the vehicle velocity, and a second mode when the automatic speed control system is not controlling the vehicle velocity, and the automatic transmission control system prohibits the shift of the speed stage to a fixed speed stage when the automatic speed control system is controlling the vehicle velocity.

Abstract: An improved limited slip differential gear assembly for driving each axle of a pair of coaxially aligned vehicle axles at the same rotational speed or at relatively different rotational speeds as conditions require. The assembly includes an improved externally controllable clutch mechanism for preventing excessive relative rotation of the axles. The amount of the clutch force being applied to resist relative rotation may be varied independently of the relative rotational speed of the axles and also of the torque level in the gear assembly. Preferably the clutch mechanism is incorporated in a planetary wheel type differential and is activated electromagnetically. The clutch mechanism may include a cam operated supplemental clutch device for applying an additional clutch force in response to any continued relative rotation which may occur after the first clutching force has been applied by the electromagnet.