Abstract: An upper bearing assembly for a bicycle steerer tube which generally includes a lower race, a ball bearing integral with an upper race and mounted in the lower race, a watertight cover mounted above the ball bearing, a compression nut mounted above the watertight cover, a compression washer mounted around a top portion of a substantially inverted T-shaped cutout of the compression nut, a compression cap mounted above the compression washer and having a skirt portion surrounding the compression washer. The compression washer includes a thinner portion and a thicker portion which has a substantially V-shaped groove formed in an outer periphery thereof. The skirt portion of the compression cap has a threaded hole extending obliquely therein in which a compression bolt locates. The oblique threaded hole aligns with the V-shaped groove in the compression washer.

Abstract: The present invention relates to a vehicle four wheel drive torque transfer case having a friction clutch which is selectively engaged when it is desired to place the transfer case in a four wheel drive operating mode. The transfer case includes an input shaft which is connected to supply torque to a rear output shaft. A multi-disc friction clutch is connected between the input shaft and a front output shaft for supplying torque to the front output shaft. A planetary gear assembly includes a sun gear, a carrier a planet carrier connected to the input shaft, and a ring gear coupled to drive the front output shaft. The multi-disc clutch is interposed between the sun gear and the ring gear and is engaged to inhibit any rotation of the planet carrier relative to the ring gear and thereby transfer torque to the front output shaft. The planetary gear assembly functions as a .sctn.'torque multipler" and this reduces the torque capacity requirements for the clutch.

Abstract: A gear case comprises three parts: upper and lower sections of heavy duty castings or fabricated steel, the lower section having an open bottom, and a light gauge sheet metal pan enclosing the bottom of the lower section. Alternatively, the upper and lower sections comprise a one piece rigid housing open at the bottom. The pan is wider than the upper and lower sections to afford extra lubricant capacity. A molded baffle resides in the pan to separate active from reserve volumes of lubricant. The heavy duty sections have machined openings to receive seals and afford dimensional stability. The sheet metal pan is collapsible to take the consequences of impact in case of minor derailment and is easily repaired or replaced.

Abstract: A shift control apparatus for an automatic transmission includes a kickdown orifice control valve for changing over two systems of hydraulic-pressure supply lines which supply hydraulic pressure to friction engaging elements on an engaging side via at least one orifice by sliding a spool between a first position at which the spool is urged by a spring and a second position at which the spool is urged by changeover hydraulic pressure acting in a direction opposite the spring, a solenoid valve mounted at a point along a line which introduces the changeover hydraulic pressure, and control means for controlling opening and closing of the solenoid valve, e.g., by duty-control or timer. Duty control is made according to vehicle velocity and throttle opening and corrected according to the engine rotational state.

Abstract: An oil ejection control valve is interposed in a first hydraulic engagement element of an automatic transmission system from which oil is ejected when a certain speed stage shifting operation is to be carried out. The oil ejection control valve is provided with a valve member which is normally biased to a closed position by a spring. The valve member is provided with a first pressure receiving surface to which the ejection pressure from the first hydraulic engagement element is applied and a second pressure receiving surface to which the supply pressure to a second hydraulic engagement element is applied during the afore-mentioned shifting operation, the second hydraulic engagement element being the one to which pressure is supplied so as to engage the same during the speed stage shifting operation.

Abstract: The adjustable cable sheath terminal for a sheathed cable includes a securable cylindrical hollow main body (CP) having a plurality of radial throughgoing openings (5) and an axial throughgoing opening (8) for a sheathless cable portion; an adjusting rod (RE) slidable over a distance in the hollow body (CP) and having an external screw thread (1), the adjusting rod (RE) being fixed at one end to a sheath of the sheathed cable and being slidable with the sheath; a plurality of retaining fingers (GR) with resilient projections for spring-biasing radially outwardly held in the radial throughgoing openings (5), each retaining finger having an internal thread for engagement with the external screw thread (1) of the adjusting rod (RE) so that, when the retaining fingers are engaged with the adjusting rod (RE), the adjusting rod cannot rotate relative to the retaining fingers and is held fixed; and a lock nut (TA) rotatable around the hollow main body (CP) and the radial throughgoing openings (5) containing the reta

Abstract: For a 2.fwdarw.1 shift, a timing solenoid valve SL5 is maintained at a duty cycle of 0% (off) for an interval TE=1.5 sec from the initiation of the shift operation and then the duty cycle is changed to 100% (on) after the TE interval so that an oil pressure of a brake B.sub.2 is maintained low during the shift operation while the oil pressure is increased to a high oil pressure for transfer of a maximum torque used in the first speed range upon completion of the shift operation. In response to a switching of a shift lever from D or S range to L range, the timing solenoid valve SL5 is energized with a duty cycle of 100% (on) at 2 sec after such switching to provide a high oil pressure for transfer of the maximum torque, thus preventing a shift shock from occurring as a result of a switching from D or S to L range.

Abstract: A method and apparatus for controlling a continuous speed variable transmission includes a pressure sensor for detecting atmospheric pressure, and a control unit which receives a detection signal from the pressure sensor. The control unit responds to the detected atmospheric pressure, the shift position of the transmission, and other predetermined conditions to correct clutch pressure and line pressure.

Abstract: Disclosed is a clutch changeover circuit suitably used for a multi-stage stationary non-stage transmission. Valve bodies of pressure regulating valve (211, 221, 231, 241) are respectively provided with throttle passages (311, 321, 311, 341) communicating therewith in such a manner that hydraulic oil flows to the clutch sides when they are closed, since the sliding of the clutches or damage thereto can occur if pressure regulating valves having good override characteristics are used. Accordingly, at the time of changing over the clutch, since hydraulic oil flows at least by a portion corresponding to the rate of flow of leaking oil, it is possible to prevent the clutches from sliding or becoming damaged while using regulating valves having good override characteristics.

Abstract: An interaxle differential includes a central drive member that continuously connects an input shaft with a first output shaft, a clutch disk normally connecting the central drive member with a second output shaft, a rotational velocity responsive device operable from a deactivated position to an activated position for disengaging the clutch disk when the second output shaft overruns the first output shaft by a given value, a fail safe device for biasing the velocity responsive device toward its deactivated position, a first device for displacing the velocity responsive device toward the activated position, and an override device for selectively disengaging the clutch disk. In a second embodiment, the rear clutch disk is operable by the operator to disconnect the interaxle differential from the first output shaft, thereby to avoid the trapping of torque within the interaxle differential when the vehicle is maneuvered downhill in a turn.

Abstract: An automatic transmission has a transmission gear mechanism and a plurality of friction coupling members which are applied or released by hydraulic pressures applied thereto under the control of a hydraulic control system. The control system includes a hydraulic control circuit which controls the hydraulic pressure fed to or discharged from the respective friction coupling member, thereby changing the condition of application of the friction coupling members and causing the automatic transmission to shift. The plurality of friction coupling members includes first and second friction coupling members the conditions of application of which are changed during gear shifting from a first predetermined gear speed to a second predetermined gear speed. The first and second friction coupling members are fed with the hydraulic pressure respectively through first and second hydraulic passages.

Abstract: In the embodiment disclosed in the specification, a speed change arrangement for vehicles has a mechanical toothed gear with several gear pairs that can be shifted as desired, and having a simple planet gear engaged with at least one gear pair to offer at least one additional transmission stage, having an input element, an output element, and an additional element, connectable in a first shift position by means of an hydraulically operated multi-disc brake with the surrounding housing, and in a second shift position by means of an hydraulically operated multi-disc clutch with one of the other elements. To provide this arrangement is the smallest space and at minimum expense, a disc support is connected via a first toothing with a portion of the discs of the disc brake, and via a second toothing with a portion of the discs of the disc clutch, and which is connected with an operating piston, pressurizable on either side, for the selective engagement of the disc brake and the disc clutch.

Abstract: When a gearshift command for a power-on/downshift or power-off/upshift mode is issued, the magnitude of a change in the engine rotational speed due to the gearshift is calculated from the vehicle speed or the engine rotational speed when the gearshift starts to be effected and the gear ratio of a gear position to be reached by the gearshift. If the magnitude of the engine speed change is large, then a hydraulic control pressure is lowered for a certain period of time to advance the timing of operating of a hydraulic pressure release valve to quickly disengage a previous-gear-position clutch. If the magnitude of the engine speed change is small, then the control pressure is increased to delay the timing of operation of the hydraulic pressure release valve to allow the previous-gear-position clutch to be disengaged after a next-gear-position clutch starts to be engaged.

Abstract: A control system for a continuously variable transmission having a drive pulley with a hydraulically shiftable disc and a hydraulic cylinder for operating the disc, a driven pulley with a hydraulically shiftable disc and a hydraulic cylinder, and a pressure regulator valve for regulating pressure of oil supplied to the hydraulic cylinders. The pressure regulator valve has a pressure level changing port to increase the pressure of oil supplied to the cylinders. A solenoid operated valve is provided for supplying the oil to the pressure level changing port or for draining the port. When wheels of a vehicle spin, the solenoid operated valve is energized to supply the oil to the port, thereby increasing the pressure of the oil.

Abstract: A transmission including a first and a second single-pinion planetary gear unit and a third double-pinion planetary gear unit, which are coaxially disposed so as to provide different speed reduction ratios. The three gear units have respective first, second and third sun gears, respective first, second and third planetary gears, respective first, second and third ring gears, and respective first, second and third carriers. The first and second sun gears are fixed to each other for rotation as a unit, or connectable to each other by a coupling device. The first carrier and the second ring gear are fixed to each other or connectable by a coupling device. The first and third ring gears are fixed to each other or connectable to each other by a coupling device. The second and third carriers are fixed to each other or connectable by a coupling device. This arrangement allows shifting operations of the transmission, without racing of the engine or locking of the transmission.

Abstract: An improved differential gear mechanism is disclosed of the type including a clutch pack (35) operable to limit differentiating action of a pair of side gears (23,25) relative to a differential case (11). The clutch pack (35) is engaged by a cam means (41) including a pair of cam members (23,43) having engaging cam surfaces (45,47). Initiation of engagement of the clutch pack (35) may occur in response to an external signal (83) by means of a pair of actuation members (53) which engage one of the cam members (43). The actuation members include terminal portions (57) which extend to the exterior of the gear case and engage a cam surface (77;101) of an actuating cam member (71;91). The actuating cam member has an outer peripheral retarding surface (79) which may be engaged by a plunger (85;113) of an electromagnetic actuator (81;107) in response to the external signal (83).

Abstract: A steplessly variable power transmission includes a load change detecting device for detecting a change speed in an engine load when an engine load zone to which a value of the engine load belongs is changed from an intermediate zone to a specific zone other than the intermediate zone. A speed ratio hold device is provided for maintaining the speed ratio at a constant value determined in accordance with the change speed in the engine load obtained through the load detecting device and for providing the speed ratio control means with the constant value of the speed ratio as a control signal. The speed ratio is fixed at a value in accordance with change speed in an acceleration pedal stroke under a kick down and engine brake conditions.

Abstract: A driving torque transmitting device which has a differential case to which driving torque of an engine is transmitted. Within the differential case, a pair of side gears meshed with pinion gears are disposed around right and left axle shafts so as to be axially slidable thereon. Two annular pistons are disposed between the side gears and end walls of the differential case in contact with the side gears so as to be rotatable with and axially slidable on the differential case to form two annular closed actuating chambers with the end walls of the differential case. Within the closed actuating chambers are disposed two blade plates so as to rotate respectively with the two axle shafts whereby the actuating chambers are divided into two spaces. These two spaces are charged with high-viscosity oil.

Abstract: In order to construct a four wheel drive of a motor vehicle as a compact constructional unit with a low space requirement, the two output shafts of the rotating four wheel locking system are disposed in one another. A cylindrical lock housing encloses the locking system including a planet gear transfer transmission and a disk bundle at a narrow axial and radial distance.

Abstract: A mechanism based on a reduction gear assembly which produces two torques of equal intensity, both counter-rotational, applied to rotating shafts which may or may not be positioned coaxially. This torque force is achieved without transmitting any torque to the supporting structure. The mechanism comprises two reduction gearboxes with planetary gear trains consisting of internal planet gear wheels linked to the counter-rotating input shafts, satellite gear wheels, freely rotating on their planet pinion cage which is connected to the counter-rotating output shafts, as well as external planet gear wheels interlocked and hence constrained to rotate in the same direction, thereby balancing the torques by reducing speed on one output shaft and accelerating speed on the other shaft.