Abstract: A manually shiftable transmission for use in automobiles with the usual driven shaft, axially aligned with a drive shaft. The usual gears, (for example, first, second, third, and fourth gear) are present on said shafts, to transmit a drive from any one gear to said driven shaft. Four sleeves, or driven members, are mounted by splines upon the main shaft and each is slidable thereon longitudinally of the shaft to pair with a gear. Each pair of driven member-and-gear has confronting lateral faces: on each said lateral face is formed one or more dogs to engage with the corresponding dog on a respective confronting face to transmit a drive from the gear to the driven member. The driven members are adapted for sliding travel by shifting forks between a neutral position and a drive position, in which the driven dogs on the driven member engage with the driving dogs on its companion gear.

Abstract: A device for controlling a lock-up clutch incorporated in an automatic transmission together with a torque converter, wherein engagement and disengagement of the lock-up clutch are controlled by utilizing transitional variation characteristic of the oil pressure supplied to oil pressure servo means incorporated in the transmission.

Abstract: Automatic Power Transmission apparatus having output members extending in opposite directions to and generally parallel to the axis of rotation of the engine crankshaft. A transfer shaft has a gear on opposite ends thereof to transfer the output of one portion of the drive train back to another portion of the drive train which is located in general planar alignment with the input to the apparatus.

Abstract: An automotive vehicle has an automatic transmission to which fluid is supplied from a source through a control valve having a body which is displaceable to control the flow of the fluid to the load constituted by this tranmission. A plurality of binarily stepped pilot faces are provided on one side of the valve body and the other side is connectable to the source of fluid pressure. A plurality of pressurizable chambers at each of the surfaces are each connected via a respective line to a respective solenoid valve itself connected to the high-pressure side of this system. Binary actuation of these pilot surfaces via the solenoid valves in accordance with motor speed allows the transmission very smoothly to be upshifted and downshifted.

Abstract: A planetary gear system within a vehicle wheel has a sun gear at the wheel axis driven by a fluid motor and further includes a ring gear secured to the wheel rim. Planet gears, engaging both the sun gear and ring gear, are mounted on a carrier which is revolvable as the planet gears orbit around the sun gear while transmitting drive from the motor to the wheel with a speed reduction and a corresponding torque amplification. The carrier is not tightly restrained in either the radial or axial direction enabling positional self-adjustment to relieve stress concentrations at gear teeth. Limits for the axial and radial play of the floating carrier are fixed by positioner means defining an annular groove into which the radially innermost edge of the carrier is loosely received, thrust bearing means such as thrust pins or annular thrust rings being situated within the groove at each side of the carrier edge.

Abstract: A reduction gear system includes a pair of sets of meshing pinions and internal gears having a substantially larger diameter than the pinions, a shaft connecting the internal gear of the first set to the pinion of the second set, a second shaft supporting the pinion of the first set, a third shaft supporting the internal gear of the second set, the axes of said second and third shafts being in alignment and parallel to but spaced from the axis of the first shaft. Additional parts of sets may be connected to the first pair. When used between the motor and drill bit of an oil well drill the shafts, pinions and gears are supported in an inner housing within an outer housing with a fluid mud passageway therebetween. The inner housing includes a grease chamber and the pressure of the grease is kept greater than the mud pressure by means of a piston surrounding the shaft at the top of the housing.

Abstract: A power transmission control system for vehicles where it is desired to reverse the vehicle direction at full throttle such as vehicles used in mining operations, off road application, or the like. The transmission includes selectively and hydraulically operated friction-type clutches and hydraulic control circuits for actuation thereof. The hydraulically operated output clutches are used to change speed range of the transmission while input clutches are used to change speed and/or direction of the vehicle. The control mechanism permits the vehicle in motion to be shifted to a reverse direction at full throttle and the arrangement is such that when the shift is made, the output speed range clutch disengages or optionally drops to residual torque capacity, the forward clutch remains fully engaged, and the reverse clutch comes on fully to brake the input. Then both forward and reverse clutches are engaged. The input is then locked.

Abstract: In a dual transmission system, the front transmission has a three-speed gearbox with a low, intermediate and a 1:1 input-to-output speed ratio coupled to a three-speed range unit to provide seven usable forward speeds. A converter lock-up clutch is used to provide direct mechanical drive in the upper six gears. The rear transmission has an identical three-speed range unit. An additional gear train is added to the rear transmission to provide four speeds. The additional very low speed is used in conjunction with the lowest speed of the front seven-speed transmission. Both transmissions are operated in torque converter drive in first gear only. When any of the speed ranges of the front range unit is used in conjunction with the low or intermediate input-to-output speed ratio of the front gearbox the same speed range of the rear transmission is coupled by a torque converter to the rear engine.

Abstract: A planetary gear change-speed transmission, especially for motor vehicles in which a first group consisting of planetary gear sets provides three forward speeds and a reverse speed with one of the elements of the first group constituting a common input member for all forward speeds and another element forming the input member for the reverse speed, whereby both input members are adapted to be connected with the driving engine by way of a clutch, and in which a second group consisting of sun gear, ring gear and planet gear arranged on a carrier is operatively connected with the first group in such a manner that the output of the second group is rigidly connected with the output of the first group, the second element of the second group is adapted to be braked while a third element is adapted to be connected with a further member of the first group so as to produce four forward speeds and a reverse speed which can be engaged without group-change.

Abstract: A differential comprises a housing having a spider mounted therein and four pinion gears rotatably mounted on stub shafts of the spider in a conventional manner. A semi-spherically shaped thrust washer is disposed between an outboard side of each of the pinion gears and the housing and has an elongated slot formed therethrough and disposed entirely within the confines of the thrust washer. A pin is secured to the housing and extends into the slot to anchor the thrust washer relative to the housing.

Abstract: A power shift transmission mounted within the transmission housing and a hydraulic system for operating the transmission. The housing has an opening for receiving a transmission control unit. The opening provides an inspection window when the control unit is removed. The transmission and control unit are equipped with internal plumbing and a provision for automatic coupling of the control unit with the transmission when it is assembled on a transmission housing. The control unit is constructed such that it can be replaced by an identical unit for convenience in servicing with a minimum of downtime.

Abstract: An electronic control for a hydrostatic or hydromechanical transmission governs the transmission ratio as a primary function of a manual ratio request and as a secondary function of throttle setting, engine speed, pressure in the hydrostatic transmission and manual range selection. A ratio control signal is developed by comparing ratio request with the existing ratio control signal and integrating the difference to provide a smoothly changing ratio, and the rate of change is limited to a maximum value. Ratio change of the hydrostatic unit is carried out by varying the displacements of the hydrostatic pump and motor. The displacements are changed by servo motors electrically controlled by the electrical ratio signal. Synchronous range shifting in a gear set is accomplished by applying one torque transmitting device (e.g. brake or clutch) and releasing another torque transmitting device, each of which is fluid pressure operated.

Abstract: The power transmission comprises a drive guide shaft and a driven receiver shaft coaxial with the drive shaft, the two shafts having facing ends spaced axially from each other. A secondary shaft extends at an angle to the common axis of the drive and driven shafts, and a universal joint interconnects the facing end of the drive shaft to a first end of the secondary shaft, with the axis of symmetry of all three shafts intersecting at the geometrical center of the universal joint. A frusto-conical internal ring gear is rotatable with the driven shaft and a frusto-conical pinion is rotatable with the secondary shaft and meshes with the internal ring gear, the pinion being positioned intermediate the ends of the secondary shaft and the apices of the frusto-conical surfaces of the internal ring gear and the pinion intersecting the common axis at the geometrical center of the universal joint.

Abstract: Disclosed is an automatically variable transmission of the planetary type in which the planet gears of the main or power gear train are carried on a rotatable power cage but are not bounded by an internally toothed ring gear. The transmitted torque and speed (relative to input speed) are functions of the rate of rotation of the power cage. Power cage rotation is controlled by driving it through a second or control planetary gear train having a similar rotatable control cage, the source of power being the input shaft of the transmission. The speed ratio of the main gear train decreases from input to output, while that of the control gear train increases. In operation, the rotational speeds of the power cage and the control cage adjust automatically upon variations in load to values appropriate for delivery of the amount of torque required at the required speed.

Abstract: An automotive transmission having a planetary gear set with friction clutches and brakes controlling the gear sets to obtain four forward speed ratios and a single reverse speed ratio. The transmission includes an output gear mounted between the planetary gear set and the main input clutch to the gear set while another input clutch is provided on the other side of the planetary gear set from the output gear.

Abstract: A drive system, particularly for mining apparatus employing chains, which has a fluid control circuit coupled to a ring gear of planetary gearing transmitting drive from a motor. The control circuit has a pump drivably coupled to the ring gear and the fluid outlet from the pump can be blocked to lock the ring gear and permit transmission of force through the planetary gearing. In the event of abnormal loading the outlet from the pump is opened automatically to allow fluid to flow at a pre-determined flow rate. This in turn allows the ring gear to rotate to break the transmission and the system can be gently braked without danger.

Abstract: A planetary transmission for selectively shifting among three forward and one reverse speeds includes first and second sun gears respectively secured to and clutchable to a drive shaft to provide a first forward speed. A planet carrier, secured to a driven shaft, surrounds the sun gears and carries a first planet gear meshing with the first sun gear and a compound planet gear comprising a second planet gear meshing with the first planet gear and a third planet gear meshing with the second sun gear. Respectively concentric with the first and second sun gears are brake-associated first and second ring gears which respectively mesh with the first and third planet gears. First, second, and third brakes are respectively connected to the first ring gear, the second ring gear, and the first sun gear to stop and allow rotation of said gears to provide two forward and one reverse speeds; a third forward speed is provided by clutching the second sun gear to the drive shaft.

Abstract: A planetary transmission for selectively shifting among four forward speeds includes a first ring gear secured to a drive shaft. The first ring gear drives a compound planetary gear set which is journaled on a driven-shaft-connected planet carrier. A first planet gear set of the compound planetary gear set meshes with a carrier-journaled, third planet gear set which meshes in turn with a second ring gear. The first planet gear set further meshes with a first sun gear which is concentric with the first ring gear and which encircles and is clutchable to the driven shaft to provide one forward speed ratio between drive and driven shafts. A second plane gear set of the compound planetary gear set meshes with a second sun gear which is coaxial with the first sun gear and concentric with the second ring gear.

Abstract: A planetary transmission for selectively shifting among four forward speed ratios includes a first ring gear secured to a drive shaft and encircling a single planet carrier which is secured to the driven shaft. The first ring gear meshes with a carrier journaled first planet gear set which meshes with a driven shaft-encircling first sun gear. The first planet gear set further meshes with a carrier journaled second planet gear set which has integrally connected thereto a third planet gear set. The third planet gear set meshes with a second sun gear and an encircling second ring gear. First, second, and third brakes are respectively connected to the second ring gear, the first sun gear, and the second sun gear to stop and allow rotation of said gears to provide three forward speed ratios between drive and driven shafts. A clutch is provided between the second sun gear and the planet carrier to selectively cause common rotation thereof to provide a fourth forward speed ratio.

Abstract: An overload safety device in an output gear box of a high speed turbine engine protects the output gears and shaft system of the turbine against damage due to instantaneous high loads imposed on the turbine as, for example, high loads due to out-of-phase paralleling of a generator. The device comprises interleaved friction discs normally compressed together under a predetermined load by a plurality of spring-biased clamping bars. When the torque load on the friction discs exceeds a predetermined amount, the discs will separate axially against the clamping bars whereby the torque overload is alleviated.