Abstract: A shift drum drive system for a transmission includes a drive member and a power transmission device configured to transmit the rotational power of the drive member to a shift drum. The drive member and at least a part of the power transmission device being disposed on a lateral side of a crankcase on the side of one end in the axial direction of the shift drum, to reduce the area occupied by the shift drum drive system inclusive of the drive member on a lateral side of the crankcase on the side of one end in the axial direction of the shift drum, and thereby to contrive a reduction in engine size. The drive member and the shift drum are disposed so as to at least partly overlap with each other when viewed along the axial direction of the shift drum.

Abstract: A machine has a shaft rotatable in at least one lubricated bearing. A lubricant duct for lubricating the bearing extends along the first shaft. A turbine, having blades engaging radially in the lubricant duct and oriented warped to the axis of the first shaft, is situated in the lubricant duct.

Abstract: A driving force distribution/transmission device suppresses a shift of lubrication oil when a vehicle makes a turn, smoothly lubricates sliding parts, and improves reliability. The driving force distribution/transmission device 1 includes a gear input rotary member 53 and a gear output rotary member 55 that are interlocked to transmit a driving force through the meshing of a drive pinion gear 91 and a ring gear 93; and a left-right pair of clutch output adjusting mechanisms 57 and 59 coupled with both ends of the gear output rotary member 55, to carry out a driving force output adjustment through the engagement of frictional multiplate clutches 139. A closed and partitioned gear room 56 contains the drive pinion gear 91 and ring gear 93 therein. The main clutches 139 are contained in a left-right pair of closed and partitioned clutch rooms 125, respectively. Lubrication spaces in the three separate rooms, i.e.

Abstract: An arrangement of position transmitters on a selector rod for automatic speed change transmissions in motor vehicles, which interact with housing-mounted position sensors of an electrical speed detection circuit, at least one selector rod on its end regions being movably supported in cross walls of the housing of the transmissions and being actuated by means of a preferably electrohydraulically controlled speed selection unit where the selector rod projects through a through an opening in a cross wall of the transmission, which wall separates the oil compartment into the gear chamber which holds at least the speed selection unit and the position sensors, and the position transmitters are attached directly to the selector rod such that the selector rod with the position transmitters can be mounted through the through the opening as a mounting unit.

Abstract: A speed change mechanism 1 includes first and second planetary gear sets 11, 12 enclosed within a sleeve ring 14. A first one-way clutch 141 transmits drive from an output 114 of the first gear set to the sleeve ring and second one-way clutch 142 transmits drive from an output 124 of the second gear set to the sleeve ring, both clutches operating in the same direction. A DC electric motor 2 is coupled to an input 111 of the first gear set to drive its output 114 in the opposite rotary direction to the input. The output 114 of the first gear set is coupled to an input 121 of the second gear set to drive an output 124 of the second gear set in the opposite rotary direction from the output 114 of the first gear set. Drive is transmitted to the sleeve ring 14 either through the first gear set 11 only or through a combination of the first and second gear sets 11, 12 depending on the direction of rotation of the power input to provide two different gear ratios.

Abstract: A gear with an annular member disposed alongside a side wall of an inward protrusion in a manner turnable relative to the side wall. The annular member is formed with abutment projections with inclined surfaces extending in circumferential directions and engaged by engaging pawls. The annular member is urged by return springs in such a manner that the portion of each abutment projection, at least other than the inclined surfaces, overlaps each engaging projection as viewed in axial direction. Each inclined surface of the abutment projection is made up of a bottom-side inclined surface having an inclination angle allowing abutment by the engaging pawls, and a top-side inclined surface having an inclination angle not allowing abutment by the engaging pawls but causing sliding movement of the engaging pawls. The engaging pawls are prevented be imposed with excessive local load when the engaging pawls engage the engaging projections of the gear.

Abstract: A transmission connected to an engine input member and having an output transfer gear, first and second transmission input shaft members, first and second countershaft members, a plurality of co-planar gear sets, and a plurality of torque transmitting devices. The first and second transmission input shaft members are rotatably supported in the transmission housing by a combination of ball and needle bearings. The first and second countershaft members are rotatably supported in the transmission housing by plurality of thrust bearings. The torque transmitting devices include a plurality of synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the input member and the output member.

Abstract: An inner gimbal assembly is provided for use in a control moment gyroscope assembly and of the type that includes a stator housing and a spin motor disposed within the stator housing and on a shaft. The inner gimbal assembly comprises a first spin bearing mounted to the shaft, and a bearing cartridge substantially surrounding the first spin bearing, the bearing cartridge having a first end partially defining a first end cavity, a second end partially defining a first intermediary cavity, and a bearing cartridge channel providing flow communication between the first end cavity and the first intermediary cavity.

Abstract: A hydraulic control system of a continuously variable transmission for a vehicle reduces cost and improves quality reliability by adding switch valve function to a manual valve. The hydraulic control system may control a first brake operated at a first forward speed, a first clutch operated at a second forward speed, and a second brake operated at a reverse speed. The first clutch and the second brake may be operated by operation pressure controlled by a first proportional control solenoid valve and supplied through a manual valve, and the first brake may be operated by operation pressure controlled by a second proportional control solenoid valve, wherein the second proportional control solenoid valve controls hydraulic pressure received from the manual valve to be supplied to the first brake as the operation pressure.

Abstract: A twin clutch transmission can be made sufficiently small and can easily be mounted on a motorcycle without biasing the lateral weight balance. In this transmission, a first clutch is arranged to input rotation power transferred from a crankshaft to a first main shaft and to output the rotation power to a rear wheel via an odd-numbered transmission gear mechanism, and a second clutch is arranged to input rotation power transferred from the crankshaft to a second main shaft and to output the rotation power to the rear wheel via an even-numbered transmission gear mechanism.

Abstract: A compliant mechanism includes a first unit, a second unit, at least one elastic member and a driver for driving the elastic member to rotate through a predetermined angle. The first and second units collectively define a passage about which the second unit is rotatable relative to the first unit. The elastic member has a plate and first and second shafts which are coaxially connected to two opposite ends of the plate respectively and rotatably connected with the first and second units respectively. The elastic member is rotatable about a co-axis of the first and second shafts and elastically deformable when the second unit rotates relative to the first unit. The elastic member can change its resistance to the rotation of the second unit by rotating; therefore the compliant mechanism has a great safety upon receiving load and is widely applicable in many fields.

Abstract: An engine unit includes a multi-speed transmission provided with a plurality of clutches, and enables assembly and maintenance of clutches and a sprocket wound with a drive chain to be easily performed. In an engine unit chassis, a drive shaft arranged to output a drive to a rear wheel via a sprocket provided at one end in the lateral direction, and a second main shaft are arranged parallel or substantially parallel to a crankshaft provided in approximately a lateral direction of the vehicle. A second clutch that transfers rotation power from the crankshaft to the second main shaft is detachably connected to one of the second main shaft, which projects from the engine unit chassis beyond one end of the drive shaft, in a position to overlap with at least portion of the sprocket axially sideways with respect to the drive shaft.

Abstract: A vehicle stabilizing means comprising a cradle (23) supported from a mounting (17) to lie to one side of the mounting, a rotor (19) supported from the cradle between a pair of spaced supports (25) to be rotatably supported by the supports, a drive coupled to the rotor enabling the rotor to rotate at a substantially constant angular velocity, the rotor being rotatable about a first axis, the supports located to the side of the cradle remote from the mounting, the cradle further comprises a base (31) which is rotatably supported from the mounting to be rotatable around a second axis which is perpendicular to the first axis of rotation of the rotor and which intersects the first axis of the rotor, the mounting intended in use to be fixed to the vehicle such that in operation the mean orientation of the first and second axes are substantially perpendicular to the direction of the axis of stabilization.

Abstract: A shifting apparatus for a manual transmission automatically performs a selecting operation and a shifting operation through the driving of one motor according to a shift step level of a shift lever at the time when a driver operates the shift lever.

Abstract: Provided is a start control device capable of reducing power consumption during the driving operation of a starter motor, to thereby improve fuel efficiency of a vehicle. In the start control device, a motor drive torque estimating part (123) estimates a motor drive torque based on a battery voltage drop amount of a battery (107) that supplies an electric power to a motor (105). A start control part (122) turns off energization of a pinion pushing device (104) by a pinion driving part (120) when the motor drive torque estimated by the motor drive torque estimating part (123) is equal to or larger than a given value.

Abstract: A gear change device for a motor vehicle includes a first and a second primary shaft coaxial with respect to each other, selectively connectable to the driving shaft of the motor vehicle by means of a double clutch engagement device, and a first and a second secondary shaft, whose axes are parallel and spaced from the common axis of said primary shafts, and having respective output gear wheels intended to mesh with the gear wheel of a differential. A plurality of pairs of gear wheels correspond to a plurality of forward gear ratios and to at least one reverse gear ratio. The gears of each pair are one rigidly connected in rotation with one of the primary shafts or with one of the secondary shafts while the other is freely rotatable respectively on one of the secondary shafts or on one of the primary shafts. A parking gear wheel is operatively connected to said first secondary shaft cooperating with a lock device for locking the gear change device in the parking condition.

Abstract: In a motor-driven steering assist apparatus, a gear train transmitting a rotation of an electric motor to an output shaft comprises a single unit body surrounded by housings, and an attaching boss to a vehicle body side bracket is provided in a lower surface of the housing as seen from an axial direction of the output shaft.

Abstract: A gear system (1) comprising a main bearing (3), a main gear (5) and two or more pinion shafts (6). The main bearing (3) directly supports a torque inputting means (2) and defines a rotational axis (4). The pinion shafts (6) are each arranged to mesh with the main gear (5) at an exterior surface (7) of the main gear (5) in such a manner that torque transmitted from the main gear (5) is split into a number of parallel torque paths corresponding to the number of pinion shafts (6). At least the main gear (5), and at least part of its meshes to the pinion shafts (6) are arranged within a perimeter defined by the main bearing (3). The gear system (1) is compact due to the arrangement of the main gear (5) and meshes to the pinion shafts (6). At the same time it is easy and cost effective to manufacture because the pinion shafts (6) mesh to the main gear (5) via the external surface (7).

Abstract: Disclosed is a powertrain comprising a three speed transmission and an electric motor.

Abstract: A harmonic drive includes a circular rigid internal gear, a circular flexible external gear, a wave generator, a cover, and a fan blade. The circular flexible external gear is disposed in the circular rigid internal gear, and the wave generator has at least one through hole and is disposed in the circular flexible external gear. The cover and the fan blade are respectively disposed at two opposite sides of the wave generator, and the cover is located in the circular flexible external gear. The cover and the wave generator form an air chamber together, and the through hole and an air flow opening are respectively in communication with the air chamber. The wave generator operates to drive the fan blade to operate. The fan blade rotates to generate an air flow, thus performing heat dissipation on the harmonic drive.