Abstract: A maximum reduction ratio maintaining valve is fluidly disposed between a drive pulley and a shift control valve which controls the supply of fluid to and discharge thereof from the drive pulley. The maximum reduction ratio maintaining valve drains the drive pulley to set a reduction ratio between the drive and driven pulleys at the largest reduction ratio to facilitate starting a vehicle.

Abstract: An intermediate shaft differential for vehicles has two drive axles. The differential side pinions of the gear mechanism are fixed radially on the spider by means of a ring which surrounds the spider. The ring is not fixed to the spider and has an abutment surface adjacent to an abutment surface on one of the differential side gears to prevent tipping of the ring.

Abstract: The transmission is intended to effect synchronism between the speed of an engine and the speed of a transmission input shaft. An engine drive clutch and gearbox combination is provided which comprises automatic change speed to engage and disengage the drive clutch and to select a required gearbox ratio. A further clutch is also provided which is responsive to said change speed to control engine speed during a ratio change with the drive clutch disengaged. The further clutch reacts against the output shaft of the gearbox to synchronize engine speed with the speed of the transmission input shaft during the ratio change and enables drive to be transmitted between the engine and output shaft with the drive clutch disengaged.

Abstract: A self-contained reel hub assembly for a tape transport. The hub assembly comprises a housing including a base and a side wall which upstands from and extends around the periphery of the base. Within the housing defined by the side wall is the rotor and the stator winding of a motor. The rotor drives a sun wheel which engages a plurality of planet wheels each of which protrudes laterally from the side wall of the housing. A rotatable hub is mounted on a central post extending upwardly from a frame member forming a top cover for the housing. The hub member includes a peripheral part which extends around the side wall of the housing and carries a ring of inwardly directed gear teeth engaged by the planets. The planets are linked by a carrier which permits limited movement of the planets relative to the carrier.

Abstract: A starting valve has a start fluid pressure regulating state and a complete engagement fluid pressure regulating state and supplies a regulated fluid pressure to a hydraulic clutch. A shift operating mechanism comprises a rod movable within a reduction ratio select range and an overstroke range. A complete engagement control valve has a spool operatively connected with the rod. When the rod is disposed within the reduction ratio select range, the complete engagement control valve renders the starting valve operable in the complete engagement fluid pressure regulating state, while when the rod is disposed within the overstroke range, the complete engagement control valve renders the starting valve operable in the start fluid pressure regulating state.

Abstract: A start switch mechanism for synchronization of a starting circuit actuation with a neutral zone of a vehicle transmission, thereby allowing an operator to start the vehicle in neutral gear, comprises a switch mounted on one shaft and an actuating pin mounted on another shaft. The pin trips the switch, thereby actuating the starting circuit, only when both shafts, each of which being connected to a different series of range gears, are aligned in a predetermined position which corresponds to a neutral zone of the transmission.

Abstract: In a brake control apparatus which comprises two brake systems for supplying pressurized fluid from a brake master cylinder to brake wheel cylinders through conduit systems independent from each other, one of said two brake systems including a first brake control valve which is able to check the fluid flow towards said brake master cylinder from one of said brake wheel cylinders on detecting an inclined roadway, and is able to open and close in accordance with clutch operation, another of said two brake systems includes a second brake control valve which is able to check the fluid flow towards said brake master cylinder from another of said brake wheel cylinders to response to operation of said first brake control valve.

Abstract: A wheel hub suitable for industrial vehicles, having, in a hollow body a uction gear and a brake being located at the end of the shaft of the reduction gear. The brake has, alternating with interpolated discs rotationally fast on the hollow body, a plurality of brake discs rotationally fast on the shaft of the reduction gear, the interpolated discs being mounted to rotate freely on a single support column which is parallel to the said shaft, is offset in relation to the latter and is fixed to the hollow body.

Abstract: In a stepless transmission gear system for automobiles, a variable-diameter pinion mechanism cooperates with a stationary internal gear to permit the speed ratio of the input to output shafts thereof to be changed steplessly from a substantially infinitestimal ratio to an overdrive ratio, the diameter of said pinion mechanism being continuously variable with the eccentricity thereof off the axis of the input shaft. Cars employing the present transmission gear system could dispense with a clutch and even a brake.

Abstract: A clutch brake arrangement for farm working machinery etc., includes a boss parallel with an output shaft extending from an engine mount, a rotary member rotatably mounted on the output shaft, a pressure plate mounted on the boss in such a manner that it is slidable along the axial direction of the output shaft, the plate being provided for pressing a lining plate rotatable with the rotary member, a brake spring resiliently disposed between the engine mount and the pressure plate, and cam plates opposed to each other through the pressure plate and a cam ball and fitted over the end of the boss by a retaining ring. In this way, the arrangement can be brought near the engine mount, whereby the length, as viewed in the axial direction of the output shaft, and hence size of the arrangement can be decreased.

Abstract: A speed-changing transmission device for vehicles includes a speed-changing shaft connected to rear wheels and disposed at the rear side of an input shaft driven by an engine co-axially with the input shaft, a counter shaft mounted in parallel with the speed-changing shaft and driven by the input shaft, and forward and backward speed-changing gear systems through which the speed-changing gear is connected to the counter shaft to constitute a speed-changing transmission mechanism. A forward one-way clutch is disposed between the input shaft and the speed-changing shaft of the speed-changing mechanism. In the power transmission path formed by the backward speed-changing gear system, provided is a backward clutch and a backward one-way clutch parallel with the backward clutch. The connection between the engine and the speed-changing the speed is turned into "OFF" state during parking of the vehicle, so that an engine braking effect is obtained to prevent the vehicle from starting naturally.

Abstract: A four-wheel driving apparatus with an automatic transmission for a vehicle comprises an output shaft of the automatic transmission, a driving gear secured to a front end portion of the output shaft. A driving pinion shaft operatively connected to the driving gear by a driven gear and a pinion formed on one end of the driving pinion shaft is connected to a front final reduction device for driving front wheels of the vehicle. A rear drive shaft is rotatably supported and rearwardly extends along the outside of the automatic transmission. A driven gear is rotatably mounted on the rear drive shaft and connected to the driving gear through an intermediate gear. A clutch is provided on the rear drive shaft for transmitting the rotation of the driven gear to the rear drive shaft for driving rear wheels of the vehicle.

Abstract: A combination clutch-brake is shown including a housing having an output shaft rotatably mounted therein. A first hub having a first friction disc with a friction lining thereon and connected thereto is slideably mounted on the output shaft and rotatable therewith. A single annular piston is slideably mounted in a cylinder formed in the housing with a bearing interposed between the annular piston and the first hub allowing the hub to rotate radially within the annular piston. An annular spring housing having an annular backing portion with a friction lining connected thereto is fixedly mounted within and carried by the housing axially with respect to the piston. The spring housing has a series of spaced springs mounted thereon in urging contact with the piston whereby the friction lining of the spring housing backing portion contacts the first friction disc for braking of the output shaft when there is no fluid pressure in the cylinder.

Abstract: A transmission for vehicles including a plurality of alternative gear trains. It comprises a mechanism for bringing an end face of a boss of at least one gear, not concerning the power transmission, on a shaft and a surface of another member, relatively rotating with respect to the gear, on the shaft into slideable contact with each other under force of a spring. Vibration and noise due to those gear trains not contributing to the power transmission are effectively prevented.

Abstract: A clutch and brake device for presses, punches, or the like, wherein a drive shaft of the presses or punches may be connected selectively to a flywheel employing a friction clutch and may be braked with respect to a frame of the press or punch by a friction brake. A bearing for the flywheel is provided at the frame on a tubular extension, with an end section of the drive shaft extending through the tubular extension. The friction clutch and friction brake are arranged on the end section of the drive shaft on a side facing away from the frame at a position beyond the bearing of the flywheel. The friction clutch engages at the flywheel by way of an annular support extending over the friction brake and attached to the flywheel. The friction brake is supported by way of a hollow support extended through the flywheel and encompassing the drive shaft.

Abstract: A modified manual synchronized automobile transmission for use in racing cars eliminates second gear and imparts initial rotary motion from the engine to the output shaft via a by-pass of gearing including a normally disengaged clutch. Brief engagement of the clutch causes power to feed through this by-pass gear train for just so long as the clutch is engaged and, depending on the setting of interlocked collar selector forks, will cause reverse motion of forward motion in low gear. When the car is in racing modality and moving forward in low gear, it is then possible, without further reference to the clutch, to place the main gear train in direct drive, linking the main drive shaft of the motor and the output shaft of the transmission to achieve "lock up". The invention obviates the need for a flywheel. The invention may be practiced by physical modification of an existing manual synchronized transmission.

Abstract: A tractor transmission having multiple ratios and dual power gearing arrangement located between an engine and multiple ratio gearing whereby the auxiliary gearing effects two multiple ratio drive ranges and wherein shifting from one range to the other in the auxiliary gearing can be accomplished smoothly and wherein the rotary components of the auxiliary gear unit are characterized by low inertia and low power loss.

Abstract: A system for actuating a normally engaged clutch of a manual transmission type vehicle in which clutch re-engagement is sequenced in a plurality of steps or stages. A source of a first pressure level is employed to operate a clutch servo, and a clutch re-engagement control chamber having a second pressure level therein is employed in the stepped clutch re-engagement cycle. A solenoid valve, when energized, connects the source of the first pressure level to the servo to operate the servo and disengage the clutch, and at this time isolates the re-engagement control chamber from the servo. Then upon de-energization of the solenoid valve the source of first pressure level is isolated from the servo and the control chamber is substantially simultaneously connected to the servo so as to allow partial release of the first pressure level from the servo and thereby effect a first stage of clutch re-engagement.

Abstract: A planetary transmission (10) is disclosed for a vehicle or the like which has input and output members (100,16), and first and second planetary gear sets (26,28). The second planetary gear set (28) has a second sun gear (154) connected to the input member (100), a second ring gear (156) connected to a first sun gear (138) of the first planetary gear set (26), and a second planet carrier (160) connected to the output member (16). A coupling device (162) is used for connecting the first and second planet carriers (144,160) for joint rotation which is at least in part disposed radially outwardly of the second planetary gear set (28). Brake assemblies (38,46) are provided for selectively holding the second and first ring gears (156,142) stationary and providing forward and reverse modes of operation respectively.

Abstract: A throttle modulation mechanism (10) is disposed between a throttle pedal (18) and a fuel control device (12) for an unshown engine. Mechanism (10) is operable during shifting modes of an unshown transmission driven by the engine to dip and boost fuel delivery to the engine for synchronizing the transmission and/or reducing shifting shocks. Mechanism (10), which is controlled by a transmission logic (14), includes a lever (16) pivotally connected at one end (16a) to link (28), at the other end (16c) to a throttle dip actuator (20), and in the middle (16b) to the fuel control via a link (30) and to a throttle boost actuator (22) via a piston rod (32). The actuators are positioned by fluid pressure in response to logic signals applied to solenoid valves (24, 26). A second embodiment of the modulation device includes a slotted connector (101a) which negates mechanical and force feedback to the throttle pedal independent of all throttle pedal positions.