Abstract: A hydraulic control apparatus for a vehicle continuously variable transmission including a pressure regulating valve having a valve spool which operates depending upon a determined current speed ratio of the transmission and a currently detected required output of the vehicle engine, to generate a controlled belt tensioning pressure for controlling the tension of a transmission belt at a required minimum level. The apparatus further includes a device responsive to an electric signal, for generating a pilot pressure to be applied to the valve, and an electronic control device for calculating a basic output pressure of the valve, based on the current speed ratio and the currently required output, according to a stored predetermined relationship among these two parameters and the basic output pressure, to determine the electric signal so that the belt tensioning pressure coincides with the optimum value.

Abstract: In an automatic transmission including an auxiliary gearing drivingly connected to a main gearing, the auxiliary gearing is shiftable between a high gear position wherein a direct clutch is engaged and a reduction brake is disengaged and a low gear position wherein the direct clutch is disengaged and the reduction brake is engaged. A one-way clutch is arranged to complement the action of the reduction brake. A shift valve which controls the auxiliary gearing is subject to a solenoid hydraulic pressure generated by an electro-hydraulic transducer including a solenoid. A reverse-select hydraulic pressure, generated by a manual valve when the manual valve is placed at reverse drive position, is directly applied to the shift valve to hold the shift valve at a low gear position wherein the direct clutch is disengaged and the reduction brake is engaged to condition the auxiliary gearing in the low gear position thereof.

Abstract: The present invention relates to an adaptive correction of servo activating hydraulic fluid pressure during shift. In one embodiment according to the present invention, a ratio of a mass airflow rate of intake air admitted to an engine (Qa) to a revolution speed of a transmission output shaft (No) is calculated, and a first parameter (TqSEN) is determined in response to the ratio (Qa/No). Besides, a second parameter (No) is the transmission output shaft speed (No). The servo activating hydraulic fluid pressure is determined in response to this first and second parameters. In another embodiment, a turbine shaft speed (Nt) is calculated from the output shaft speed (No) and a gear ratio (g) of a gear position established before shifting. The turbine shaft revolution speed (Nt) is used instead of the output shaft speed (No) in determining the first parameter (TqSEN).

Abstract: Improved handlebars for power vehicles such as two wheeled vehicles and all terrain vehicles, and in particular to handlebars for off road motorcycles, dirt bikes, all terrain vehicles and jet skis. The improved design eliminates the requirement for a crossbar by designing handlebars that have a larger diameter central portion including the area where the handlebars are attached to the vehicle, and a unique tapered configuration wherein the handblebars are manufactured through a process that causes the same amount of metal to be located in the widest diameter portion of the handlebars as in the narrowest diameter portion of the handlebars. The handlebars have a longer unsupported span than conventional handlebars, thereby providing more cushioning strength and greater steering control.

Abstract: A control for the drive train of a motor vehicle is disclosed. The motor vehicle is equipped with an electronic engine power control and an automatic transmission. In addition to the position of an accelerator pedal (25) serving as the power control member, its movements as well as the movements of the brake pedal (16) are monitored by a computer (10) and predetermined motion sequences are selectively picked up as direct gear selection control instructions from the driver in order to possibly initiate gear changing processes after the premissibility of the new gear has been determined. Automatic upshifting processes are suppressed when the accelerator pedal is released as long as the number of engine revolutions remains below a predetermined engine specific maximum number of revolutions. On the other hand, movements of the accelerator pedal (25) are directly influenced by the computer (10).

Abstract: An automatic transmission comprises a main gearing and an auxiliary gearing drivingly connected to the main gearing. The auxiliary gearing is shiftable from a high gear position (direct drive) to a low gear position (reduction drive) by disengagement of a direct clutch and engagement of a reduction brake. In order to enhance a response to engine braking forward running demand and a response to reverse running demand, a bypass line is arranged in parallel to an one-way orifice disposed in a hydraulic fluid line having one end communicating with the reduction brake and an opposite end connected to a shift valve. The shift valve is fluidly disposed between a pressure regulator valve, the opposite end of the hydraulic fluid line, and the direct clutch. A reduction brake timing valve opens the bypass line when a III-range hydraulic pressure or a reverse-select hydraulic pressure is present.

Abstract: An automatic transmission for a hydraulic excavator or the like has an auxiliary speed change gear, capable of changing between high and low speeds, and an automatic change-over valve in a hydraulic circuit which connects the high and low speed clutches and a clutch operating hydraulic pump. One end of the automatic change-over valve is connected to the discharge side of the pump by a conduit containing an automatic speed changing valve. A rotation sensing hydraulic source is coupled to a shaft of the auxiliary speed change gear. A hydraulic circuit connects the discharge side of the rotation sensing hydraulic source to one end of the automatic speed changing valve. The automatic speed changing valve changes over the clutches automatically, without damaging the hydraulic motor driving the clutches.

Abstract: A multiple-shaft transmission having multiple gear ratios, at least one ro having a gearset with gear elements (58, 144, 204) that are journalled on their respective shafts (44, 112, 206) and that are continuously in mesh, each shaft carrying a clutch assembly (178, 188) that may be selectively engaged and disengaged to complete and to interrupt a torque flow path through the gearset whereby the gear elements are isolated from the input and output driven and do not contribute to the total inertia mass of the driven rotating components of the transmission when they do not form a part of the torque flow path, thus reducing gear rattle and reducing shift efforts required to effect gear ratio changes.

Abstract: In order to determine a malfunction which results in the loss of torque reduction control, the engine speed and the torque converter characteristics are monitored when a torque down signal is issued. The maximum engine torque which should be produced under such circumstances is used to derive a corresponding maximum engine speed value. If the actual engine speed exceeds the estimated value, appropriate torque down control can be assumed to have been lost. In response a fail safe such as boosting line pressure to switching to an alternative source of torque control can implemented. A suitable warning signal can also be generated.

Abstract: An automatic transmission includes a transmission mechanism providing a high speed gear ratio and a low speed gear ratio, a hydraulic control circuit having a cutback device settable in one of a cutback execution state and a cutback suspension state, a primary control device for setting the cutback device in the cutback execution state when the gear ratio is a low speed, and setting the cutback device in the cutback suspension state when the gear ratio is a high speed, a secondary control device for setting the cutback device in the cutback suspension state when the gear ratio is a high speed, and a selection device for selecting the primary control device when the oil temperature is lower than a predetermined value, and selecting the secondary control device when the oil temperature is higher than the predetermined value.

Abstract: A system for controlling a continuously variable transmission is disclosed, in which a shift actuator is controlled in a feed-back manner with a feed-back gain such that a deviation between target and current values related to a reduction ratio reduces toward zero, and the feed-back gain is altered in response to a current torque detected.

Abstract: An improved power take-off arrangement for a transfer case which is readily incorporated into a planetary gear reduction assembly without necessitating excessive redesign of the transfer case. The power take-off arrangement includes utilization of a bearing support member for eliminating excessive eccentric loading during power take-off operation while providing improved centering and piloting capabilities.

Abstract: An automatic transmission includes a plurality of frictional engagement means and a gear train including a plurality of rotary members and adapted to be set to a plurality of speeds of different gear ratios in accordance with the engagement/disengagement statuses of the frictional engagement means. The gear train has a plurality of kinds of combination patterns of engagement/disengagement of the frictional engagement means for setting a predetermined speed and the number of revolutions of any of its rotary members can vary according to which of the engagement/disengagement patterns is selected. Speed control means is provided for selecting one of the combination patterns of the frictional engagement means for setting the predetermined speed so as to decrease the fluctuating number of revolutions of the rotary members.

Abstract: A ring gear (50) is provided with a plurality of substantially evenly circumferentially spaced posts (10) that extend radially inwardly and are adapted to carry rotary differential pinion gears (12) whose teeth are adapted to meshingly engage the teeth of side gears (18) and (18') respectively secured to the ends of axially aligned spaced-apart axle shafts (20) and (20') to provide a motor vehicle differential gear assembly (100) that enables ring gear (50) to float relative axle shafts (20) and (20') in the space therebetween.

Abstract: A central differential comprising a planetary gear device is parallel to front axles of a motor vehicle, and coaxially to a transfer shaft of a transfer device. The planetary gear device comprises a first sun gear connected to an output shaft of a transmission, a carrier, first and second planetary pinions integral with each other and rotatably supported on the carrier, and a second sun gear. The first planetary pinion is engaged with the first sun gear, and the second planetary pinion is engaged with the second sun gear. A fluid operated multiple-disk clutch is disposed coaxial to the central differential so as to restrict the differential operation of the planetary gear device.

Abstract: A gear reducer kit has one shaft mounted in a rotatable quill which rotates along an axis offset from the shaft axis. The quill may be fixed with respect to the gear reducer at one of several discrete index position, each associated with a different input pinion gear corresponding to the distance between the shaft and an idler gear. A flange rim guides the rotation of the quill mode with respect to the housing. The idler gear is opposed to the mounting base of the gear reducer with respect to the shaft to permit spacing plates to be added to adjust the mounting spacing.

Abstract: The planetary assembly with wet disk brake of the invention comprises a hollow spindle (3) rigidly fixed to an axle house (1) of a running gear of a vehicle, a hollow wheel hub (5) carrying a wheel (7), the wheel hub (5) being rotatably supported in a roller bearing (8, 9) mounted to the spindle (3), an input axle-shaft (4) passing through a bore made in the spindle (3), a hollow ring gear support member (11) arranged on the periphery of the spindle (3) secured against angular displacement and prepared with splines (3) arranged on its internal side, a planetary mechanism linked up with the input axle-shaft (4) on its input side and with the wheel hub (5) on its output side, and being fitted with a ring gear (32) coupled in torque transmitting way to the splines (13) of the ring gear support member (11), wet disk brake assembly (16) fully accommodated in the ring gear support member (11i) as a self-contained unit, where the wet disk brake assembly (16) is arranged so that the external splined disks (26) and th

Abstract: A hybrid transmission includes a gearing mechanism and a V-belt type continuously variable transmission mechanism, a shift command valve, a shift control valve, and a high clutch. The continuously variable transmission mechanism has a driver pulley connected to receive a hydraulic fluid pressure generated by the shift control valve. A neutral valve is fluidly disposed between the high clutch and the shift control valve and has a drain port. The neutral valve takes a predetermined position upon the shift command valve assuming an overstroke range position to drain the high clutch via the drain port thereof, causing the high clutch to be released quickly. The shift command valve assumes the overstroke range position upon kickdown operation, for example. Thus, improved kickdown operation is provided owing to the quick release of the high clutch.

Abstract: In a ships drive transmission, contra rotating propeller shafts are driven by powered means comprising concentric contra rotating drive elements, one of the shafts being connected thereto via epicyclic gearing. The propeller shafts are also coupled to each other through a part of the epicyclic gearing, to ensure equal loading.

Abstract: A drop box transmission is especially suited for use in heavy equipment of the four-wheel drive, bi-directional Type 1, that is capable of being driven in opposite directions with equal speed and power ranges. The transmission has a four shaft drop from an input shaft carrying high and low range gears alternatively driving a second shaft positioned below the input shaft. A series of gears mounted rotatably on the second shaft are in constant mesh with compatible gears on a third shaft below the second shaft. The second shaft gears are selectively and alternatively engaged with the second shaft to be driven by it. Each of these gears is in constant mesh with a corresponding gear rotating with a third shaft below the second shaft. The third shaft drives a drive gear meshing with a forward drive gear on a fourth, output shaft below the third shaft and also drives a gear on a reversing counter shaft carrying a second gear meshing with a reverse drive gear also carried on the fourth shaft.