Abstract: A drive system for an electric vehicle, which can make the number of parts as small as possible and minimize the space for arranging the parts in a direction perpendicular to the axis. Between a motor acting as a prime mover and left and right output shafts, there are interposed toroidal type continuously variable transmissions which can individually control their gear ratios and their forces for thrusting power rollers. The RPMs and torques of left and right wheels can be individually controlled, and the differential rotation between the left and right wheels can be smoothly established by the continuously variable transmissions.

Abstract: An improved gear transmission is disclosed having a constantly variable mechanical advantage. This is accomplished by providing two transmission paths for power transmission between the input and the output of the transmission. The transmission comprises a gear casing, an input shaft rotatably mounted in one end of the gear casing, and an output shaft rotatably mounted in the other end of the gear casing (coaxial to the input shaft). At least one offset shaft is rotatably mounted in the gear casing parallel to the input and output shafts and spaced therefrom. A first sun gear is mounted on the input shaft, and a second sun gear is mounted on the output shaft. A pair of planetary gears is mounted on the offset shaft, and one engages the first sun gear while the other engages the second sun gear.

Abstract: A positive acting differential which automatically connects the two axles together to provide optimum traction for the vehicle, yet releases one axle when the vehicle is proceeding around a curve without drive wheel slippage, whereby only a single axle is engaged through the drive system. The positive acting differential includes a ring structure which, for the disengaged wheel, will shift to a position preventing the driver and coupler teeth from engaging in the normal manner, thereby alleviating the noise and harsh operating characteristic known as "cycling" associated with locking types of differentials. A spacer with attached paddles supports multiple pinion pins. The paddles loosely couple the motion of the pinion pins to the ring structure. A preferred and an alternate embodiment are disclosed.

Abstract: Motor vehicle gearbox with two concentrically mounted input shafts (6, 9) each driving an individual lay shaft (12, 15), said lay shafts being located at different radial distances (S.sub.1, S.sub.2) from an output shaft. Opposite gears (16, 17, 18, 19) meshing in pairs with a common gear (21, 22) on the output shaft (20) have different numbers of teeth, due to the teeth of one gear being addendum modified in relation to the teeth of the other gear.

Abstract: When the pressure of a discharge fluid of an electric pump (1) exceeds a predetermined relief pressure, relief valve (6) discharges a part of the fluid to a drain passage (5). A sensor (8, 10, 11) detects a drain flowrate of the drain passage (5), and feedback control of the rotation speed of the electric pump (1) is performed so that the drain flowrate coincides with a predetermined flowrate. Due to this feedback control, the necessary fluid pressure is maintained while suppressing the drain flowrate to the minimum.

Abstract: Positive acting differentials of the type having toothed drivers and couplers which automatically connect the two axles together to provide optimum traction for the vehicle, yet releases one axle when the vehicle is proceeding around a curve without drive wheel slippage, whereby only a single axle is engaged through the drive system. In assemblies of the type wherein the axles are retained in the assembly by a C clip and a thrust slug, at least one driver and one spacer are slotted so as to provide space for the insertion of C clip during assembly, and a thrust slug is fitted within the spacers. This allows selection of the driver and coupler thicknesses without being restricted by the possible positions of the C clip groove in the axles during assembly, and reduces wear in the driver and coupler teeth by eliminating a source of possible cocking between the engaging drivers and couplers. Preferred and some alternate embodiments are disclosed.

Abstract: A remote control mechanism is provided with a cam mechanism that allows an operator of a marine vessel or other type of apparatus to move a handle along a generally linear path to simultaneously select the gear selection and throttle selection for the marine vessel. Cam mechanisms within a support structure translate the linear motion of the handle into preselected motions that cause first and second actuators to affect first and second parameters of the propulsion system. Cam followers attached to a control member are moved in coordination with the handle movement to cause first and second cam tracks to rotate about pivot points relative to the support structure. This rotation of the first and second cam tracks causes first and second actuators to be moved. The actuators, which can be cables, are also connected to selectors of both gear position and throttle position.

Abstract: In an economy running mode, auxiliary machines are operated by a motor generator in a state where the engine is stopped so as to reduce electric power consumption. The motor generator, the engine and the auxiliary machines are connected through pulleys and belts. Moreover, a clutch is provided for switching enabling/disabling of power transmission between the motor generator and the engine. A battery is connected to the motor generator through an inverter. When the engine is stopped, the clutch is disengaged and the auxiliary machines are operated by the motor generator.

Abstract: The invention concerns an automatic clutch in a motor vehicle drive train. During travel, the clutch is controlled with excess contact pressure such that the transmissible moment of the clutch exceeds the engine torque by a predetermined amount. At low speeds or in low gears and/or when travelling slowly, the amount of excess contact pressure is considerably reduced. At high speeds or in high gears and/or at when travelling fast, the clutch is set at the maximum transmissible moment.

Abstract: A system for controlling air flow to an engine cooling system includes a control computer responsive to a number of engine and/or engine accessory operating conditions, and to various engine operational states to control operation of an engine cooling device. The engine operational states are each a function of at least engine fueling commands and include a "free energy" state corresponding to zero fueling, an "absorbing additional torque" state corresponding to zero fueling and activation of either service brakes or engine brakes, and a "needs additional torque" state corresponding to a rapid positive change in fueling, recent gear shifting to the lower gears of the transmission with fueling above a predefined level or a high rate of change in fueling rate. All other engine operational states are defined as a don't care state.

Abstract: The present invention refers to a transmission unit comprising a transmission input, a transmission output, at least one first main transmission stage and a second main transmission stage connected in series therewith, and a housing encompassing said first and second main transmission stages in common, at least said first main transmission stage being defined by a gear/shaft carrier provided with at least one shaft and at least two gears, and the thus defined first main transmission stage being replaceably inserted in a reception bore of the housing as a modular unit.

Abstract: A controller for changeable pedaling system of a bi-directional pedaling bicycle is provided.

Abstract: A direction-reversing mechanism (20) is disposed between a primary shaft (17) and output shaft (19) which are arranged in parallel with each other with the output shaft being arranged at a level lower than that of the primary shaft. A first fluid-operated speed change mechanism (23) is disposed between a first drive shaft (21), arranged co-axially with and coupled to the output shaft, and a first driven shaft (22) arranged in parallel with the drive shaft. The drive shaft is arranged at a level lower than that of the driven shaft, and plural fluid-actuated clutches (63, 64, 65) are mounted on the drive shaft. A second fluid-operated speed change mechanism (24) is disposed between a second drive shaft (26), arranged co-axially with and coupled to the first driven shaft, and a second driven shaft (27) arranged in parallel with the second drive shaft.

Abstract: A control for enhanced manual shifting in a computer-assisted (48) vehicular splitter-type compound transmission (16) having a nonsynchronized, enlarged backlash main section (16A) shifted by a manually operated shift lever (31) and a controller (42). The splitter section (16E) is provided with a three-position (L, H, N) actuator (46) and is commanded to a splitter-neutral position upon sensing a main section shift to neutral to reduce the inertia of the main shaft assembly and reduce the need to synchronize the main section.

Abstract: A system for controlling operation of an internal combustion engine includes a control computer responsive to a number of engine/vehicle operating conditions to control engine operation to thereby control engine speed and engine or vehicle acceleration. In one embodiment, the control computer is configured to determine an engine or vehicle acceleration limit value based on current engine or vehicle speed, and an engine speed limit value based on current engine load, and to control engine fueling and/or speed to thereby limit engine speed to the engine speed limit value and/or engine/vehicle acceleration to the engine/vehicle acceleration limit value.

Abstract: An automatic transmission including a continuously variable transmission, a friction type starting apparatus and a forward and reverse changeover apparatus, comprises a sealed clutch housing rotating integrally with an engine output shaft for accommodating the friction type starting clutch and the forward and reverse changeover apparatus therein, a lubricating oil filled up in the clutch housing for cooling the starting clutch and the forward and reverse changeover apparatus and a clutch drum of the starting clutch integrally formed with the clutch housing, thereby an abrupt temperature rise in the starting clutch can be prevented and the durability of the starting clutch can be substantially improved. Further, since the friction type starting clutch and the forward and reverse changeover apparatus are packaged in the sealed clutch housing, a compact automatic transmission can be realized.

Abstract: There are disclosed a method of and an apparatus for automated actuation of a friction clutch or another torque transmitting system in the power train of a motor vehicle. An actuator for the torque transmitting system can be rendered operative by the ignition key and/or as a result of one or more activities of the operator of the motor vehicle prior or subsequent to insertion of the ignition key. The activity or activities can include the engagement of a brake, the shifting of a transmission lever, stepping on the gas pedal and/or others.

Abstract: A variable control device which controls the rotations of a step motor in a continuously variable transmission and maintains the variable ratio is provided with a feed back control system and a feed forward control system. These control systems are switched on the basis of the driving conditions. The feed back control is provided with an actual pulley compensator 108b which calculates the external disturbance compensation from the actual pulley ratio (Aip) and a command value external disturbance compensator 108a which calculates the external disturbance compensation from the command pulley ratio. When switching from open loop control to feed back control, the actual pulley ratio compensator 108b is initialized to the actual variable ratio (Aip). On the other hand, the command value compensator 108a is initialized to the command pulley ratio (ip.sub.R).

Abstract: A slip control system for a torque converter with a lockup clutch comprises a controller from which a slip control signal is outputted to a slip control actuator of the torque converter. The controller is arranged to calculate a reference value of a lockup clutch engagement pressure on the basis of a characteristic of the torque converter, to calculate a difference canceling lockup clutch engagement pressure for adjusting an actual slip rotation speed to the target slip rotation speed, to obtain the sum of the lockup clutch engagement pressure reference value and the difference canceling lockup clutch engagement pressure as a lockup clutch engagement pressure command value, and to output the control signal indicative of the lockup clutch engagement pressure command value to the actuator.

Abstract: A method and apparatus are provided for smoothing the ball transition in rolling element/cam type speed converters.