Abstract: A planetary speed reducer having a movable output ring gear; a stationary or fixed ring gear; the ring gears having different numbers of rigid involute teeth, different pitch diameters, equal internal diameters and equal base pitches; a sun gear; and at least one planetary gear mounted for engagement with the sun gear and with each of the ring gears.

Abstract: A motion transmitting means comprising an eccentrically supported carrier means which upon rotation of the eccentric, orbits such that devices carried thereby in equal spacing engage the teeth of a concentric and fixed internal toothed gear means, the load carrying engagement being substantially of an arc of approximately 90.degree. of the teeth, and means to translate orbiting motion to rotary output motion. The number of gear teeth exceeds by one or more the number of devices which engage the gear teeth.

Abstract: A drive apparatus (10) includes a drive member (11) and a connected driving ring gear (23) rotatable about a first axis (21) for supplying power to a torque converter (13). A compact speed change mechanism (16) interconnects the driving ring gear (23) and torque converter (13) and includes a driven ring gear (25) connected to the torque converter, and a support device (17,20,32,50). The support device (17,20,32,50) rotatably supports the driven ring gear (25) on a second axis (27) offset from the first axis (21), and the meshed ring gears (23,25) have a preselected tooth differential to effect a speed change therebetween. The support device includes a support member (17) having a portion (18) journalled in the drive member (11), and an arm (50) on the support member is rotationally fixed while it is allowed to have a preselected amount of play movement.

Abstract: An improved differential mechanism of the holdout ring type is disclosed, characterized in that the annular holdout rings are mounted concentrically between the driven clutch members and the associated side gears, respectively, and the springs biasing the driven clutch members toward engagement with the driving spider member arranged therebetween includes a pair of compression springs mounted concentrically between the holdout rings and the side gears, each spring reacting at opposite ends between the associated side gear and annular spring retainer member, respectively. Furthermore, the driven clutch members are each provided with only one set of uniform teeth which cooperate both with driving teeth on the spider member and overrunning clutch-disengaging teeth on the center cam member. Consequently, a compact durable positive differential mechanism is provided that is of relatively simple, inexpensive construction requiring a minimum number of parts.

Abstract: A multi-speed planetary differential (10) for a vehicle or the like is disclosed which has first and second interconnected planetary gear sets (12,14) with first and second output members (18,20) individually connected to first ones of the elements (26,28,30,34,36,38) of the respective planetary gear sets (12,14). Second ones of the elements (26,28,30,34,36,38) of the planetary gear sets (12,14) are interconnected, and the remaining third one of the elements (34,36,38) of the second planetary gear set (14) is held stationary. Advantageously, planetary means (22) are provided for driving an input member (16) connected to the remaining third one of the elements (26,28,30) of the first planetary gear set (12) at either of two speeds. The planetary means (22) includes a third planetary gear set (46) compactly disposed on a common axis (24) with the first and second planetary gear sets (12,14), and the differential (10) continually drives the output members (18,20) at equal torque levels in each speed.

Abstract: A drive system for a track-laying vehicle has a main drive shaft connectable to an engine and to primary inputs of right and left summing transmission having secondary inputs and having outputs connected to the secondary inputs of the summing transmissions so that when the compensating shaft is rotated in one direction the one input is rotated one way and the other the opposite way and vice versa. A planetary-gear transmission has a pair of separate inputs and an output connected to the compensating shaft. A variable speed hydrostatic transmission has its input connected to the main drive shaft and its output connected to one of the inputs of the planetary-gear transmission. A first clutch has one side connected to the output of the hydrostatic transmission and to one input of the planetary-gear transmission and another side connected to the compensating shaft.

Abstract: A method and apparatus for adjusting tooth flank play between two sun gears and at least two planetary gears of a bevel gear differential drive is provided in which, after establishing the operating positions of both sun gears on their sun gear shaft, each planetary gear is shifted on its shaft, previously inserted into a transverse bore of the sun gear shaft, after which the planet gears are brought into their precise operating positions relative to the sun gears and perpendicular to the sun gear shaft and are stopped there with the maintenance of an equal tooth flank play to the sun gears, by first inserting the planetary shaft into the transverse bore of the sun gear shaft in an axially displaceable manner, then placing each planetary gear on its planetary gear shaft with a previously calculated axial distance from the sun gear shaft, and then adjusting an equal tooth flank play by axial displacement of the planetary gears with their planetary gear shafts in the transverse bore and finally fixing planetary

Abstract: An automatic control system for a multiple ratio power transmission mechanism having a hydrokinetic torque converter and multiple ratio gearing, the speed ration of which is controlled by selectively engageable clutches and brakes, the control system including a timing valve circuit that is effective to establish optimum timing between the clutch and brake engagement and release pattern during ratio changes at various driving torques and at various magnitudes of transmission throttle valve pressures, the latter being an indicator of the operator's demand for driving torque.

Abstract: A wire rolling mill in block form, a so-called wire block, with driving bevel gears which are disposed on a longitudinal shaft and can be selectively coupled by means of clutches with the line shaft and with slow speed supplementary drives for each driving bevel gear, each such supplementary drive becoming operational as the associated driving bevel gear is disengaged, so that shut-down drive lines for inoperative rolls are kept in rotating motion. The supplementary drives are engaged by means of axially slideable driving wheels, more particularly driving wheels of bevel gear construction, which mesh with the driving bevel gears in driving connection only when the associated clutch is disengaged.

Abstract: A planetary type traction roller transmission includes first and second sun roller structures and traction rings with first and second motion transmitting traction rollers disposed in the annular spaces between, respectively, the first and second sun roller structures and traction rings. The axis of the sun roller structures is spaced from the axis of the traction ring so that an annular space of varying width is formed between the sun roller structures and the respective traction rings and the first and second traction rollers are supported in the respective annular spaces by support means permitting movement of one, either the first or second traction rollers, into a narrowing area of respective annular space while the others are moved into a widening area of their respective annular space for engagement of the one set of traction rollers with, and disengagement of the other set of traction rollers from, the respective traction rings and sun roller structures.

Abstract: A power transmission unit for a motor vehicle comprises an auxiliary transmission for selectively completing low and high speed drive power trains, the auxiliary transmission having an input shaft drivingly connected to an output shaft of an engine through a disengageable coupling, a primary transmission arranged between the disengageable coupling and the auxiliary transmission and having a main sleeve shaft in surrounding relationship to the input shaft and a countershaft arranged in parallel with the main sleeve shaft, the main sleeve shaft being connected with an output member of the auxiliary transmission and provided integral with a plurality of drive gears for selectively driving respective change-speed gears on the countershaft, and a final drive gearing drivingly connected to the countershaft to drive a differential gear unit.

Abstract: A variable ratio power transmission mechanism having particular application to motor vehicle drive comprises a mechanical variator of the variable pitch V-pulley and drive chain type working in conjunction with three interconnected epicyclic planetary gearsets which operate with torque recirculation to substantially double the ratio spread of the variator. Ratio control means for the variator, responsive to engine and vehicle operating parameters and to a driver-operable control, allow a vehicle engine to operate always at an appropriate speed for the prevailing conditions, thus at optimum efficiency for economy during cruising operation, but at maximum power (in response to a driver signal) when optimum performance is required.

Abstract: A vehicle transmission having power shift means and an overrunning clutch to selectively provide a multiple speed transmission with shifting of the vehicle transmission while the vehicle is operating. The transmission includes a main drive shaft, a jackshaft and a countershaft with a selective manual gear shift on the countershaft. The main drive is through the countershaft and a plurality of gearsets having clutching means to manually select one of a plurality of speed ratios. The first input speed drives through the first overrunning clutch to the main drive shaft. The jackshaft is selectively engaged through a power shift clutch to provide a second input speed to the main drive shaft. When the jackshaft is in operation, the first overrunning clutch is disengaged and the drive is through the power shift clutch to rotate the main drive shaft at the higher speed.

Abstract: A planetary gear change-speed transmission for vehicles, in which a torque transmission train is operable to be drivingly connected by way of an input transmission with an input shaft, and by way of a main transmission, with an output shaft; the input transmission is operable to be shifted into direct speed ratio by a clutch and into a reduced speed ratio by braking a rotatable member by means of a brake; the main transmission includes a planetary gear reversing transmission which, by braking a rotatable member thereof, causes two other rotatable members to rotate in mutually opposite directions of rotation, whereby one of these two rotatable members is drivingly connected with the output shaft and the other of these two rotatable members is adapted to be drivingly connected, by way of a reverse speed clutch, with the torque transmission train; the rotatable member of the input transmission which can be braked, is operable to be drivingly connected with one of the two rotatable members of the reversing transm

Abstract: A multispeed constant mesh gear transmission includes an input shaft together with first, second and third intermediate shafts arranged in a diamond or cruciform configuration together with an output shaft having an axis of rotation lying in a plane including the input shaft and the third intermediate shaft. In two different embodiments each of the three intermediate shafts include two multiplate fluid actuatable clutches shiftable under load. A plurality of gear trains selectively drive an output shaft at six different rotative speed ratios with respect to the input shaft in one direction of rotation of the output shaft and at three different speed ratios in the opposite or reverse direction of rotation of the output shaft. In one embodiment a total of six clutches and fourteen gears provide for the speed ratios and in a second embodiment a total of twelve gears and six clutches provide for the six forward and three reverse speed ratios.

Abstract: A multiple substantially identical countershaft (16, 16A), simple change gear transmission (10) having two-piece (20, 20A, 22, 22A) countershafts is provided. The use of two-piece countershafts allows the countershafts to be supported by three bearings (72, 74 and 76) while not requiring greater than normal manufacturing accuracy of the transmission housing (H). A driving connection between the front and rear countershaft portions is utilized which will allow a degree of axial misalignment between the front and rear portions and which when connected assures proper circumferential alignment of the countershaft gears.

Abstract: A brake pedal linkage includes a pair of levers (18,20), a first connecting member (26) and a second connecting member (28). The first connecting member defines a lost-motion connection with a master cylinder and the second connecting member defines a lost-motion connection with one of the pair of levers. The first connecting member extends between a brake pedal and a master cylinder and cooperates with the pair of levers such that the master cylinder travel is greater than the brake pedal during an initial stage of braking, less than the brake pedal during an intermediate stage of braking, and equal to the brake pedal during a final stage of braking.

Abstract: A traction surface cooling method and apparatus for traction drive transmissions capable of continuous speed ratio variation in which a traction lubricant is circulated over a defined sector of a traction surface spaced from the point of rolling frictional contact of that surface with a cooperating traction surface. Provision is made for wiping the traction surface at the leading end of the sector to cleanse the surface of lubricant for more effective heat transfer from the surface to freshly circulated lubricant, and at the trailing end of the sector for preventing an excessively thick film of lubricant on the surface proceeding to the contact point.