Abstract: A bicycle transmission includes a shaft, a driving part supported about the shaft for coupling to the input part, a driven part supported about the shaft for coupling to the output part, and a planetary gear mechanism disposed between the driving part and the driven part for changing the transmission ratio of the motive force applied from the driving part to the driven part. The planetary gear mechanism comprises a sun gear installed about the shaft, an output gear for transmitting motive force to the driven part, a frame part installed about the shaft and coupled to the driving part, and a planetary gear rotatably coupled to the frame part and disposed between the sun gear and the output gear for engaging the sun gear and the output gear. A clutch comprising a roller is disposed at an intermediate point along the transmission path between the driving part and the driven part for transmitting the motive force from the driving part to the driven part in one direction only.

Abstract: A vehicle transmission control system in which a central control unit issues signals to an associated main drive clutch actuator and to ratio actuating means to effect changes in the operative ratio of an associated transmission in accordance with a predetermined shift point map. When the shift point map indicates that a ratio shift is appropriate, the system tests for fluctuations in the position of the an associated engine accelerator pedal and only actions the shift if the degree of fluctuation of the accelerator pedal position is judged acceptable. The acceptable level of accelerator pedal fluctuation preferably varies with engine speed.

Abstract: In an automatic transmission of the type wherein a stage intermediate between a higher speed stage and a lower speed stage is achieved through a clutch-to-clutch operation, a power-ON skip downshift is executed via the intermediate stage. First, when the skip downshift has been judged, the hydraulic pressure of the clutch (C4) of the higher speed stage is lowered. Next, when the input speed(r.p.m.) of the transmission have reached the synchronous r.p.m. (SS3) of the intermediate stage, the hydraulic pressure (P3) of the clutch (C3) of the intermediate stage is raised and adjusted so that the rise rate of the input r.p.m. may become a specific value d/dt(NT1). When the input r.p.m. have exceeded the synchronous r.p.m. (SS2) of the lower speed stage, the hydraulic pressure of the intermediate-stage clutch (C3) is adjusted so that the input r.p.m. may keep specific r.p.m. higher than the synchronous r.p.m.

Abstract: A neutral control device of an automatic transmission of a motor vehicle is provided in which a neutral control condition is satisfied when an accelerator pedal is released while a forward drive range is being selected, and a hydraulic oil pressure applied to a forward drive engaging element that is to be engaged in the forward drive range is controlled using a line pressure as an original pressure, so that the forward drive engaging element has no engaging capacity when the neutral control condition is satisfied.

Abstract: An electromechanical actuator is disclosed having either a rotary output or a linear output for moving an external load, the actuator having at least two drive motors, a synchronizer connected to the outputs of the drive motors, a differential mechanism combining the outputs of the drive motors, and a quick release mechanism connected to the differential mechanism and the actuator output, the quick release mechanism releasing support of the external actuator load in response to an internal actuator jam and maintaining support or the external actuator load in response to an external actuator overload.

Abstract: The invention comprises a simple and efficient transmission for varying speed and engagement of power, comprising a planetary drive with input means driven by a prime mover's output, scheduled friction clutch means for gradually slowing and stopping rotation of an idler wheel member of the planetary drive so that as the force of the clutch is increased, power is automatically transferred from the idler wheel member to the output of the planetary drive, starting with a slow speed with high torque to a fast speed with lower torque by scheduled increments which enable rotation of the output shaft, under load resistance, without prime mover stall.

Abstract: In a control apparatus for a hydraulically operated vehicular transmission, the hydraulic pressure of a hydraulic clutch on the engaging side which is engaged at the time of speed changing (engaging pressure) is detected by a hydraulic pressure sensor. When the detected value of the engaging pressure has exceeded a predetermined value, the hydraulic pressure of a hydraulic clutch on the disengaging side to be disengaged at the time of speed changing (disengaging pressure) is reduced to a predetermined low pressure. Even if the detected value of the engaging pressure has exceeded a predetermined value YPC, the decrease in the disengaging pressure down to a predetermined low pressure QUPOFFB is delayed by a predetermined time YTMUP9 at the time of low oil temperature when the detected value of an oil temperature to be detected by an oil temperature sensor is below a predetermined value YTO.

Abstract: The invention relates to a gear system, particularly an epicyclic gear system, with a basic member (40) with at least one rotatably mounted output member (50), and with an annular running space (1), formed in the bearing region of the output member (50), and with bearing surfaces (40e, 44b, 59a, 59b) for cylinder-like roller members (47, 47'). Some roller members (47) are aligned with respect to the axis of rotation (40a) of the gear system substantially axially, while the other roller members (47') are positioned substantially radially (FIG. 1).

Abstract: In a starter with a planetary gear speed reduction mechanism, a first output shaft retaining member (retaining member 10, washer 20) and a second output shaft retaining member (pinion retaining ring 250) are mounted on an output shaft 220 in such a manner as to sandwich from axially front and rear directions a bearing support portion of a housing 400 which supports one end of the output shaft 220, so that a thrust load in the frontward and rearward directions of the output shaft 220 is received at the front and rear end faces of the bearing support portion of the housing 400. Therefore, the axially rearward movement of the output shaft 220 is regulated assuredly without regulating it by the rear end face of the center bracket 360 and the mortor partition wall 800, thereby preventing deformation of the center bracket.

Abstract: A method and apparatus are provided for translating the speed of a drive shaft which is driven at a second speed to the speed of a driven shaft at a second speed, by providing a drive cam, a driven cam, and at least one reciprocating transfer element driven at a constant angular velocity and held in a slotted, fixed retainer, for interacting the two cams, such that the driven cam can be driven at the second speed by the drive cam driven at the first speed.

Abstract: The up-shift is discriminated to be in any one of a first up-shift mode in which the throttle opening degree remains nearly constant, a second up-shift mode accompanying the operation for nearly fully closing the throttle or a third up-shift mode accompanying the operation for closing the throttle to a half opened state. On the other hand, the down-shift is discriminated to be either in a first down-shift mode which accompanies the operation for opening the throttle or in a second down-shift mode accompanying the decrease in the vehicle speed. The rate of changing the speed is set for each of the speed change modes, and the speed change ratio of the continuously variable transmission is so controlled that the actual speed change ratio is gradually brought to the basic speed change ratio based upon said rate of changing the speed.

Abstract: A vehicle having an antilock brake system to control a brake so as to suppress locking of wheels when a slip ratio of the wheels exceeds a predetermined value is also provided with a continuously variable transmission (CVT). When antilock brake control is being performed, a drive shaft torque controller computes a command torque of an engine and command drive ratio of the CVT so that a drive shaft torque is a predetermined torque. An engine controller controls the engine according to the command torque and a CVT controller controls the transmission according to the command drive ratio.

Abstract: A control for enhanced shifting in a computer (48)-assisted vehicular compound transmission system having a having a main section (16A) shifted by a manually operated shift lever (31). The system is controlled as a function of current main section engaged or neutral condition sensed as function of shift lever vertical position in an H-type shift pattern. A position sensor (160) is provided for sensing the position of the shift lever in the shift pattern. Logic is provided to vary, as a function of vehicle operating conditions, the location/width of the bands of vertical positions (202/204) considered to be indicative of a main section neutral condition.

Abstract: In an automatic transmission in which the electronic control instrument (13) detects, outside the circuits, a fault in the input values (18 to 20), the couplings and the brakes (A to F). When a fault is present for an extended period, the electronic control instrument (13) detects a symptom and switches to a replacement gear. Hereby maximum driveability is ensured without a diagnosis entry.

Abstract: A transfer case for a four-wheel drive vehicle having a planetary gear assembly which integrates a gear reduction unit and an interaxle differential into a common assembly. A synchronized range clutch is operably associated with the input to the planetary gear assembly and can be selectively shifted on-the-fly for establishing high-range and low-range speed ratios. A synchronized mode clutch is operably associated with the output of the planetary gear assembly and can be selectively shifted on-the-fly for establishing two-wheel, full-time four-wheel and locked four-wheel drive modes.

Abstract: A lockable differential having a carrier and opposed bevel gears which engage respective shafts, and opposed pinion gears which engage the bevel gears, wherein a locking means includes a selector annulus engaging the carrier, a locking annulus engaging the carrier and selectively engagable with one of the bevel gears, and push rods connecting the selector annulus with the locking annulus for moving the locking annulus between locked and unlocked positions in which the locking annulus is, respectively, engaged with and disengaged from the selectively engagable one of the bevel gears.

Abstract: A variable speed drive for fans and pumps. An impeller is connected to a primary motor and an auxiliary motor/generator through a transmission. The transmission includes an epicyclic gearing system. The primary motor is run at constant speed. The auxiliary motor/generator is driven at variable speeds to control the speed of the impeller. The device may be used to retrofit an existing pump or fan system.

Abstract: A new planetary reduction gear assembly for reducing output speed of an agricultural tractor. The inventive device includes an input shaft having an inner portion and an outer portion. The inner portion has a female coupling collar disposed thereon. The female coupling collar is dimensioned for coupling with an outboard shaft of a power take off shaft of a tractor. A gear system is coupled with the outer portion of the input shaft. The gear system includes a central gear coupled with the outer portion of the input shaft. The central gear has three planetary gears engaged thereto. The casing has a rear face, a front face and an outer periphery. The outer periphery has teeth disposed circumferentially on an interior surface thereof. The teeth engage the three planetary gears. The three planetary gears have shafts extending outwardly from central axles thereof. Free ends of the shafts couple with a planetary gear carrier. An output shaft is provided having an inner portion and an outer portion.

Abstract: A vehicular power transmission includes an oil pump that produces an oil pressure for a line pressure to control the applications of frictional engagement elements and for a lubrication pressure to lubricate individual mechanical portions of the transmission. A motor is provided for driving the oil pump. A control unit controls the motor. An electric oil pump control system includes an accelerator sensor for inputting acceleration data according to the operation of the accelerator pedal of a vehicle to the control unit. The control unit controls the revolutions per minute of the motor such that the amount of oil discharged by the oil pump is sufficient for outputting the line pressure matching the acceleration data and the lubrication pressure.

Abstract: The shift control system and method for an automatic transmission of a vehicle, wherein the automatic transmission includes a hydraulic control system controlling a plurality of friction elements, senses vehicle operating conditions. Based on the sensed vehicle operating conditions, a control unit decides whether to perform a downshift from a higher speed stage to a lower speed stage. The control unit also feedback controls the hydraulic pressure in the hydraulic control system during the downshift when the control unit decides to perform such a downshift. The feedback control serves to lengthen the downshift operation such that shift shock is reduced.