Abstract: A biconical torque body construction for traction drive transmissions in which a pair of hollow cone members, telescopically joined at the base or large diameter ends thereof for relative axial movement, are keyed or otherwise prevented for rotation relative to each other. A torque member is supported centrally within the hollow cone members with freedom of movement axially and rotatably relative to both cone members and constitutes the sole connection of the body for torque transmission to a transmission unit output load. The torque member carries one side of a ramp system cooperable with at least one of the cone members so that torque transmission between the cone members and the torque member will develop an axial force acting to separate the two cone members on the axis of the biconical body and proportional to the output torque load imposed on the body. The torque member is compression-resistant at least for that portion of its length between the ramp system and one of the cone members.

Abstract: A multiple speed ratio power transmission mechanism for an automotive vehicle adapted to be mounted in a transverse position with respect to the fore-and-aft centerline of the vehicle includes a torque input shaft having input gearing fixed thereto. A first countershaft has gearing journalled thereon meshing with the torque input gearing, and synchronizer clutches adapted to be moved selectively to produce a driving connection between the input shaft and the countershaft. A second countershaft has a fifth forward speed gear in meshing engagement with a gear on the input shaft and a synchronizer clutch that can be moved to produce a driving connection between the input shaft and the second countershaft. A differential gear establishes a driving connection between both countershafts and each of two drive wheel axle shafts. First and second shift fork rails are adapted for axial and rotary movement to produce engagement and release of the synchronizer clutches.

Abstract: Disclosed is a power shift transmission having two input shafts, an output shaft, two countershafts which are first synchronized and clutched with either of the input shafts, and then alternately clutched to the output shaft. Each countershaft rotatably supports a ratio gear driven by one of the input shafts, a ratio gear driven by the other input shaft, and a drive gear for driving the output shaft. A reverse gear is rotatably supported by one of the countershafts. A double acting synchronizer is disposed between the two ratio gears on each countershaft for synchronizing and clutching either of the ratio gears to the countershaft. A hydraulically actuated friction clutch is disposed adjacent the drive gear on each countershaft for clutching the countershaft to the driven gear. One of the input shafts is a torque converter driven shaft; this shaft drives the ratio gears which are first and second speeds and the reverse gear.

Abstract: A gyroscopic traction drive assembly comprises a rotatable frame which carries a rotatable traction input member and a rotatable traction output member. The input and output members frictionally engage a spherical gyroscopic mass at respective points thereon which lie in a common plane which is perpendicular to the axis of rotation of the frame. Rotation of the frame causes the mass to rotate about a first axis passing through its center and perpendicular to the common plane and a second angular velocity is also imparted to the mass about a second axis, due to the frictional contact with the traction input member, which second axis is orthogonal to the first axis and lies in the common plane. These combined motions produce a gyroscopic output torque about a third axis, orthogonal to the first and second axes, which is imparted to the traction output member.

Abstract: In a hydromechanical transmission, low and high speed drive power trains are selectively completed in response to variation of the speed ratio between an input shaft and an output shaft. The transmission comprises a speed ratio detecting valve for detecting lower and higher limits of a predetermined speed ratio and a clutch control valve for conducting the switch over between the low and high speed drive power trains when the actual speed ratio reaches a range defined by the lower and higher limits of the predetermined speed ratio.

Abstract: A transmission for four-wheel drive vehicles of the type having a four-wheel drive transfer disposed between the front transmission section having a gear train or a planetary gear train therein and the rear transmission section to which lubricating oil or hydraulic operating fluid is to be introduced, the improvement comprising a wet type or multi-plate clutch for the four-wheel drive transfer which permits a smooth switching over between a two-wheel drive mode and a four-wheel drive mode while the vehicle is cruising, and further comprising a fluid path which connects between the bottom of the rear transmission section and the front transmission section and through which the lubricating oil or hydraulic operating oil in the rear transmission section can be smoothly returned to the oil pan located under the rear transmission section.

Abstract: A bi-directional, speed reducing mechanism for use with hand-held power tools comprises a pair of epicyclic gear trains mounted in a common carrier which each independently engage one of a pair of cages or ring gears disposed thereabout. The cages may alternately be locked in a stationary position or released for free rotation by independent activation of one of two identical wrap spring brakes disposed about each of the cages. The mechanism is contained within a generally cylindrical housing suitable for positioning between a conventional unidirectional power tool motor and gear head or powered device. In addition to the reversing capability, speed reduction in the range from 3.5:1 to 9:1 is also achieved by this mechanism.

Abstract: A power transmission having a single Ravigneau-type planetary assembly, having a single carrier with two sets of planet gears, two sun gears, and one ring gear. A first sun gear is connected by a first set of planet gears to the ring gear; the ring gear itself is directly and rigidly connected to an output shaft. A speed-varying module is connected in driving relation to the input shaft and in driving relationship to the first sun gear. The speed varying means may comprise a pair of hydraulic units hydraulically interconnected so that one serves as a pump while the other serves as a motor and vice versa, one of the units having a variable stroke and being connected in driving relation to the input shaft, the other unit, which may have a fixed stroke, being connected in driving relation to the first sun gear. The input shaft is also connectable by a first clutch to the carrier and by a second clutch to the second sun gear.

Abstract: A vehicle transmission includes a planetary gearing having two sets of planets, one of which being of the stepped type with different diameters at opposite ends of the planets. Input is by way of the stepped planets and output is transferred by way of the other planets. A planet carrier for the stepped planets carries a sun wheel cooperating with the other planets, and is formed into a clutch housing having first and second compartments. The planet carrier for the other planets is provided with a clutch member, and a brake member, the former of which is adapted for cooperation with the second compartment of the clutch housing, while the other is adapted to engage the stationary casing enclosing the gearing. A ring gear cooperating with the stepped planets carries a clutch member adapted for engagement with the first compartment of the clutch housing. A sun wheel on a lay-shaft engages one of the stepped planets and supports a brake member adapted to engage a stationary portion of the gear casing.

Abstract: A multistage change-speed apparatus for a tractor has a running-travel-system change-speed gearing apparatus, a planetary gearing reduction apparatus operatively connected to that apparatus, an intermediary transmission shaft driven by this apparatus, a speed-reduction shaft disposed beneath that shaft, a bevel pinion shaft disposed in parallel with this shaft, an auxiliary change-speed gearing apparatus disposed between these two shafts, and a differential operatively connected to that apparatus. The planetary gearing reduction apparatus is shiftable between the operative state and the inoperative state.

Abstract: An automotive accessory drive assembly includes a two-member differential which is arranged to provide three-member differential action. The accessories are driven through the differential at low engine speeds, and are driven through a speed-reducing drive train at high engine speeds.

Abstract: A transmission for an automotive vehicle, comprising a main shaft, a synchrohub fixedly supported by said main shaft, a forward gear rotatably supported by said main shaft next to one side of said synchrohub, a reverse gear rotatably supported by said main shaft next to the other side of said synchrohub, a first clutch gear integrally formed on a side of said forward gear, corresponding to said synchrohub, a second clutch gear integrally formed on a side of said reverse gear, corresponding to said synchrohub, a coupling sleeve slidably mounted on said synchrohub in the axial direction of said main shaft for engaging selectively with said first or second clutch gear, a shift fork having one end portion which is positioned near said coupling sleeve with a predetermined range of relative motion available therebetween, for shifting said coupling sleeve in the axial direction of said main shaft, and spring means arranged between said coupling sleeve and said shift fork for biasing said shift fork, relative to said

Abstract: A speed change device comprises first and second outer gears, crankpins connected to the second outer gear, and pinions having pin holes for receiving the crankpins and outer gear teeth formed at the periphery thereof. The speed change device is characterized in that the pinion has through holes formed in a star shape, and a support block has a star shape corresponding to the shape of the through holes in the pinion, so that the support block is inserted into the through holes in order to support the crankpins by means of pairs of bearings.

Abstract: A device for controlling a lock-up clutch in an automatic transmission having a lock-up clutch equipped fluid torque converter according to this invention comprises a transient release valve which receives pressurized input oil through a hydraulic passage connected to hydraulic servo means incorporated in the transmission, said transient release valve outputting pressured oil when the pressure of the input oil is higher than preset value, and a lock-up shift valve which receives the pressurized oil from the transient release valve, said lock-up shift valve being adapted for engaging the lock-up clutch when the output pressure is higher than a predetermined value and disengaging it when the pressure is lower than the predetermined value whereby the lock-up clutch is controlled by utilizing variations in hydraulic pressure supplied to the hydraulic servo means.

Abstract: A multiple ratio automotive vehicle transmission having a hydrokinetic torque converter and a compound planetary gear unit that establish a plurality of underdrive ratios, a direct drive ratio and an overdrive ratio, the ratio changes from the first underdrive ratio to a second underdrive ratio from the second underdrive ratio to the direct drive ratio each being established by engagement by a single torque establishing device, brake means for controlling application and release of the torque establishing devices to effect transmission of reaction torque from a reaction element of the gearing to a stationary portion of the mechanism, said controlling means being adapted to establish optimum shift points during ratio changes regardless of the magnitude of the torque being delivered at the instant a ratio shift occurs.

Abstract: A tractor locking differential (12, 18) is controlled by a solenoid operated hydraulic valve (34). The solenoid valve is in turn controlled by a logic circuit (36) which is responsive to signals received from a differential lock floor switch (32), application of brake lights (26) through the closing of a contact (28 or 30), and also from powering up the tractor. When the ignition (20) is turned on a flip-flop (50) within the circuit (36) will be cleared by action of a power up to clear circuit (58, 60, 64, 66) to dispose valve (34) in its unlocked position. After power up the operator can selectively lock or unlock the differential by application of momentary contact switch (32) which causes flip-flop (50) to toggle. When a brake light switch (28 or 30) is closed the flip-flop (50) will be cleared causing valve (34) to be disposed in its unlocked position.

Abstract: A control valve system for a planetary transmission having planetary gear elements and clutch and brake means for controlling the relative motion of the gear elements, said clutch and brake means including a second speed ratio brake servo having a double acting piston with a brake apply side and brake release side, a fluid pump driven by the input elements of said transmission, a throttle pressure valve for developing a torque input signal, a source of a driven speed signal, control valves responsive to said signals for controlling distribution of pressure from said pump to said servos, and a servo regulator valve means for modulating the regulated pressure in said circuit in response to changes in said torque signal to develop a controlled pressure on the release side of said second speed ratio servo, whereby the rate of application of said second speed ratio servo is controlled upon application of pressure to the apply side thereof.

Abstract: A variable speed transmission including a transfer section for establishing operating direction, a variable speed planetary transmission section arranged in operating alignment with the transfer section, and a range section for effectively multiplying the number of speed ratios established by the variable speed planetary transmission section. The transfer section includes a pair of planetary gear train, sun gears of which are coupled with a power input shaft and the variable speed planetary transmission section comprises four sets of planetary gear trains, all sun gears of which are coupled with a center shaft which is arranged in alignment with the power input shaft.

Abstract: A power distributing device for four-wheel-drive vehicle including an input shaft, a first output shaft for transmitting power to rear wheels, a second output shaft for transmitting power to front wheels, a plane planetary gear set, a power train changing means and a synchronizing means. The plane planetary gear set includes a sun gear having a hollow shaft, a ring gear connected with the first output shaft, a planet carrier drivably connected with the input shaft, and planet gears carried by the planet carrier and engaged with the sun gear and the ring gear.

Abstract: An automotive drive system is disclosed including a continuously variable drive system including input and output pulleys and a belt intercoupling the pulleys, a hydrodynamic device, a forward-reverse gear set, a reduction gear set and a differential assembly where the elements are mounted along two axes. The hydrodynamic device, forward-reverse gear set and the input pulley of the continuously variable drive system are mounted along the first axis. The output pulley, the reduction gear set and the differential assembly are mounted along the second axis which is coaxial with the longitudinal axis of the axle shafts. The reduction gear set includes both a high-speed and a high-torque gear train, and the high-torque gear train is an integral element of the final drive differential. The hydrodynamic device includes a lock-up clutch for direct drive through the hydrodynamic device at operating road speeds.