Abstract: A final drive and differential unit for a motor vehicle comprises a differential carrier integrally formed with a cylindrical support structure, a differential gear unit rotatably mounted within the carrier and provided thereon with a ring gear, and a drive pinion shaft supported by a pair of axially spaced outside and inside bearings within the support structure, the pinion shaft extending outwardly through an annular oil seal member mounted within the outer end portion of the support structure and being provided at its inner end with a pinion in mesh with the ring gear.

Abstract: A transmission for a motor vehicle comprises a multispeed change gear set comprising a plurality of loose spur gears and a plurality of fixed spur gears, each of which is permanently in mesh with one of the loose spur gears. The transmission comprises a second gear set, which is adapted to be selectively driven by the change gear set. The change gear set comprises an input shaft and two gear set output shafts. The loose spur gears for relatively low speeds are rotatably mounted on and adapted to be coupled to the first gear set output shaft. The loose spur gears for relatively high speeds are rotatably mounted on and adapted to be coupled to the second gear set output shaft. To simplify the structure and to reduce the overall size of the transmission in the direction of the input and output shafts, an additional spur gear is non-rotatably mounted on each gear set output shaft and is in mesh with a common idler gear, which is adapted to be coupled to a pinion, which is in mesh with a final output gear.

Abstract: A semi-automatic mechanical change gear transmission system (11) including a manually operated non-synchronized mechanical change gear transmission (12), a plurality of two-position sensors (278, 280, 282, 284, 286 and 290) cooperating with sensor ramps (146, 148, 150, 152, 154 and 156) manually provided on the operated shift rails (104, 106 and 108) for sensing manual selection of engagement or disengagement of a particular ratio gear, speed sensors (48 and 50) for sensing the rotational speed of the jaw clutch elements associated with a particular selected ratio gear, a power synchronizer assembly (10) and a inhibit mechanism (304) associated with a standard interlock/neutral sensing assembly (254) to resiliently resist axial movement of the shift rails (104, 106 and 108) from the axially nondisplaced positions thereof in the absence of synchronous rotation of the jaw clutch members associated with a particular selected ratio gear.

Abstract: A hydraulic control system including a torque sensor for producing a hydraulic signal proportional to torque transmission includes a control chamber or cavity which is supplied with fluid pressure through a plurality of restrictions or orifices from a pressure source. An accumulator is disposed between two of the restrictions such that the torque signal proportional to the pressure in the cavity is modulated or otherwise adjusted to accommodate the changing torque levels which occur as transients during the ratio interchanges in an automatic transmission.

Abstract: In a drive system for automobiles having two driven axles, a differential gearing between the axles serves at the same time as distributor gearing. A fluid friction clutch is associated with the differential gearing as an optional differential lock thereof. In order to guarantee that the distribution of the driving torques to the two axles can be changed either arbitrarily by hand or automatically on the basis of various operational data, each of the two parts of the fluid friction clutch, adapted for being coupled with each other, is driven from one of two output members of the differential gearing. A preferably continuously adjustable change-speed gearing is associated with one of the two output members. At least one piston drive for acting upon the change-speed gearing and a control unit lodged in an actuating line for the piston drive, as well as a governor for processing operational data of the vehicle or the engine thereof can also be provided.

Abstract: A steplessly variable vehicle transmission has a speed ratio control system including an electronic control unit which functions to calculate a required vehicle acceleration rate based on the position of an engine control foot pedal and the rate of change of the position of the foot pedal. The control unit further calculates an engine output power required for accomplishing the vehicle acceleration rate, as well as the engine speed under which the required engine output power can be obtained with the given position of the engine control foot pedal. Further, the control unit produces an output for controlling the speed ratio of the transmission so that the required engine speed is obtained.

Abstract: A transmission control apparatus for an infinitely variable transmission in which a transmission operating amount is selected by a transmission operating amount selecting system from a memory stored table based on transmission control information from transmission control information detectors which detect the transmission control information such as a throttle opening position command signal, etc., and a driving motor which enables the transmission operation of the infinitely variable transmission to be controlled in an open-loop fashion by a transmission control system in accordance with the transmission operating amount.

Abstract: In a gear-shifting control system for an automatic transmission, gear-shifting is normally controlled according to main gear-shifting characteristics in which gear-shifting points are determined using the turbine rpm as a parameter. On the other hand, gear-shifting is effected according to backup gear-shifting characteristics which are determined using the vehicle speed as a parameter in case of failure of the part for detecting the turbine rpm.

Abstract: A two speed accessory drive primarily for rotating engine driven accessories at either of two selectible speeds. The drive includes a drum rotatable with an input shaft. Positioned within the drum are a plurality of self-activating brake shoes that are moved into and out of engagement with the drum by a corresponding set of levers. The motion of the levers is controlled by the relative rotation between a plurality of disks positioned remote from the drum.

Abstract: A novel speed-change/steering system for crawler type vehicles comprises first and second stepless speed changers and a plurality of planetary gear assemblies disposed along one axis. First and second output shafts of the system are connected to respective elements of any two of the planetary gear assemblies. The input shafts of the first and second stepless speed changers are coupled to a power source, and the output shafts of the first and second stepless speed changers are connected to the planetary gear assemblies. One of the planetary gear assemblies is coupled to the power source. There is provided at least one clutch for fixing at least one element in the planetary gear assemblies. Also there are provided means for connecting elements of adjacent planetary gear assemblies.

Abstract: A gearbox, specifically a transaxle, which has the usual input shaft and only two additional, parallel shafts. The two shafts include an intermediate shaft on which a plurality of first gears and a first reverse sprocket are rotatably mounted. These have recesses which individually receive a shift member which is rotatably mounted on the intermediate shaft and is selectively engaged with the recesses to cause the gears and the sprocket to be selectively individually rotated with the intermediate shaft. A drive gear is also affixed to and rotates with the intermediate shaft. The two shafts also include an output shaft or axle on which a plurality of second gears and a second reverse sprocket are rotatably mounted. The second gears mesh with the first gears and the second reverse sprocket is connected to the first reverse sprocket. An output gear meshes with the input gear and is connected to and rotates with the output shaft.

Abstract: A multiple disc torque limiting clutch is presented. A stack of friction discs are splined to an output hub with a stack of separator discs interposed therebetween and keyed to a housing. Spring cup assemblies are positioned through openings in the separator discs to urge the separator discs into forceful contacting engagement with the friction discs. The spring cup assemblies include a compressed helical spring maintained within a cylindrical member and transmitting the spring force through the cylindrical member against the stack of separator and friction discs. The housing elements are of substantially unitary construction, with no relative movement capable therebetween. A wear indicator passes through the housing and indicates the degree of wear of the disc elements, while clearances between the interior of the clutch and the exterior are maintained at a minimum to provide a substantially explosion proof unit.

Abstract: An apparatus for controlling pitch variations of the blades of a propeller. A first planetary gearset includes a sun gear, a ring gear and at least one planetary gear meshed with the sun and ring gears, the sun gear being statically grounded. A second planetary gearset is stacked in concentric juxtaposition with the first planetary gearset and includes a sun gear, a ring gear and at least one planetary gear meshed with the sun and ring gears. The planetary gears of the respective gear sets are coupled for conjoint orbiting about their respective sun gears. A main rotor drive input is coupled to the ring gear of the second planetary gearset. A blade actuator output is coupled to the ring gear of the first planetary gearset to be rotated thereby.

Abstract: A control system for an infinitely variable belt-drive transmission for an engine comprises a primary pulley having a hydraulically shiftable disc, a secondary pulley having a hydraulically shiftable disc, a belt engaged with both pulleys, and a hydraulic circuit having a pump for supplying oil. A transmission ratio control valve is provided to be responsive to engine speed for controlling the oil and for shifting the disc of the primary pulley to change the transmission ratio, and a pressure regulator valve is provided to respond to the transmission ratio for controlling the line pressure in the hydraulic circuit. A piston is slidably mounted in the hydraulic cylinder of the primary pulley and a hydraulic circuit operated valve having a solenoid is provided to apply the line pressure to the hydraulic cylinder by the operation of the solenoid operated valve to shift the piston so as to restrict shifting of the disc of the primary pulley to the maximum transmission ratio position.

Abstract: The planetary gear train comprises first and second planetary gear sets. One of the planetary gear sets has a ring gear which is always connected to an input shaft. The first planetary gear set can be locked by a first clutch. A second clutch selectively connects the sun gears of both planetary gear sets. A third clutch selectively connects the first planetary gear set with the pinion carrier of the second planetary gear set. A fourth clutch selectively connects a pinion carrier of the first planetary with a ring gear of the second planetary gear set.

Abstract: A power transmission includes: a driving shaft; a driving gear fixedly mounted on the driving shaft; a first gear rotatably mounted on the driving shaft; a first clutch for integrally rotatably connecting the first gear and the driving shaft with each other, the first clutch being disposed at axially one side of the driving gear; a first intermediate shaft disposed in parallel with the driving shaft; a second gear rotatably mounted on the first intermediate shaft and meshed with the driving gear; a second clutch for integrally rotatably connecting the second gear and the first intermediate shaft with each other, the second clutch being disposed at the axially other side of the driving gear; a third gear rotatably mounted on the first intermediate shaft; a third clutch for integrally rotatably connecting the third gear and the first intermediate shaft with each other; a fourth gear meshed with the second gear; a fifth gear meshed with the third gear; a second intermediate shaft on which the fourth and fifth ge

Abstract: A system of gearing that allows gears to be designed that are smaller than standard involute gears of corresponding torque capacity. This reduction in size is made possible by increasing the angle through which the teeth are engaged. The wider angle of engagement is achieved by adding to the path of contact two segments: (1) the path portion closest to the pinion is extended by adding on a slightly curved segment lying outside the circle that is the locus of interference points for involute gearing; and (2), the path portion closest to the gear is extended by adding a segment that is produced by the use of an exceptionally long pinion addendum. The reduced size of the gears made possible by the wider engagement angle obtained from addition of these two path segments not only reduces mass and pitch line velocity, but the wider engagement angle itself also affords an increased profile contact ratio that reduces transmission error. The wider angle of engagement thus reduces noise excitation in two ways.

Abstract: A gear change mechanism for a machine tool in which shifting forks with sliding gears and constant mesh gearing using clutch and/or brake shifting is eliminated. A shiftable gear mechanism is presented in a gear train for meshing engagement with any one of a plurality of gears for selectively varying the speed of the machine spindle. The shiftable gear mechanism includes a first rotatable shaft and a second shaft connected to a cluster gear positioned to slide and rotate the second shaft in relation to the first shaft. A cylinder apparatus is connected coaxially to the second shaft to slide the second shaft in a reciprocating manner along the first shaft so as to move the cluster gear and vary the gear ratios between the cluster gear and the other gears in the gear train. A bearing assembly is also utilized in conjunction with the second slidable shaft so as to prevent any sliding action between the cluster gear and the shifting mechanism.

Abstract: The clutch disc for a motor vehicle friction disc clutch comprises a hub part from which a hub flange provided with radially outwardly protruding teeth protrudes radially. A disc part provided with clutch friction linings which comprises an annular disc provided with radially inwardly protruding teeth is mounted rotatably on the hub part. The teeth of the hub flange and the annular disc engage in one another with play in the circumferential direction. The annular disc and the hub flange comprise at least one pair of mutually radially opposite apertures each having two stop faces directed towards one another in the circumferential direction. The stop faces, preferably of the annular disc extend over substantially the entire radial height of a spring arranged in the aperture of this part. The spring is supported on the stop faces of the other part through a retaining stirrup piece which is U-shaped seen in the circumferential direction.

Abstract: An anti-backlash nut having one or more longitudinal flexural members with one end fixed and one end free-floating is disclosed which undergoes translational movement along a shaft. This anti-backlash nut is improved by providing ramps at the free-floating ends of the flexural members and means to apply axial forces on the ramps to thereby create radial force vectors which maintain the ramps in contact with the shaft even after the nut has become worn.