Abstract: A transmission can be provided which achieves multiple speeds while maintaining good balance of gear ratio steps between gears by having a first clutch which selectively connects a first intermediate output member and a fourth rotating element RE4 together, a second clutch which selectively connects an input shaft and a second rotating element RE2 together, a third clutch which selectively connects the first intermediate output member and a first rotating element RE1 together, a fourth clutch which selectively connects the input shaft and the first rotating element RE1 together, a fifth clutch which selectively connects a second intermediate output member and the first rotating element RE1 together, a first brake which selectively holds the first rotating element RE1 to a transmission case, and a second brake which selectively holds the second rotating element RE2 to the transmission case.

Abstract: An automatic balancing device including a case body provided with a hollow annular member having an outer peripheral side sliding wall face and concentrically mounted on a rotation shaft, a plurality of balance spherical bodies which are accommodated within the inside of the hollow annular member of the case body and disposed movably in a free manner when the rotation body is rotated, and a lubricant containing a liquid system lubricant which is adhered in a film manner on at least the outer peripheral side sliding wall face of the case body. The lubricant containing a liquid system lubricant may be preferably coated in a concentrated manner on the sliding face, then rotationally driving the rotation body and then suddenly stopping the rotation body to adhere the lubricant in a film manner on the outer peripheral side sliding wall face of the case body.

Abstract: A shift control apparatus for controlling shifting actions of a step-variable automatic transmission for a vehicle, which has a plurality of selectable groups of forward-drive positions having respective different sets of speed ratios, each one of the selectable groups of forward-drive positions including at least one high-speed position each having a speed ratio which is different from that of each high-speed position of any other of the selectable groups, the shift control apparatus including a drive-force-increase determining portion operable to determine whether it is necessary to increase a drive force of the vehicle with the automatic transmission placed in any high-speed position, and a drive-position-group selecting portion operable to select one of the selectable groups of forward-drive positions which includes the at least one high-speed position each having the speed ratio higher than that of each high-speed position of any other of the selectable groups, when the drive-force-increase determining p

Abstract: A shift control apparatus for controlling shifting actions of a step-variable automatic transmission having a plurality of selectable groups of forward-drive positions (e.g., normal-spread group and narrow-spread or wide-spread group) having respective different sets of speed ratios, the automatic transmission having an automatic shifting mode in which the shifting actions take place automatically and a manual shifting mode in which the shifting actions are manually controllable, the shift control apparatus including a drive-position-group selecting portion operable upon switching of a shifting mode of the automatic transmission from the automatic shifting mode to the manual shifting mode, to select one of the selectable groups of forward-drive positions in the manual shifting mode, on the basis of the group which was selected last in the automatic shifting mode.

Abstract: A planetary-gear-type multiple-step transmission including a stationary member, an input rotary member, an output rotary member, and first and second transmission units. The first transmission unit has first and second intermediate transmitting paths through which a rotary motion of the input rotary member is transmittable to the second transmission unit such that a speed of the rotary motion transmitted through the second intermediate transmitting path is lower than a speed of the rotary motion transmitted through the first intermediate transmitting path. The second transmission unit constitutes first, second, third and fourth rotary modules, each of which is provided by at least one of sun gears, carriers and ring gears of two planetary gear sets. The first rotary module is selectively connected to the second intermediate transmitting path, while being selectively connected to the stationary member.

Abstract: An automatic transmission having first and second groups of successive forward-drive positions for outputting a rotary motion a speed of which is higher than the speed of a rotary motion received from an input member, the first group being established by an engaging action of a first input clutch while the second group being established by an engaging action of a second input clutch, or first and second groups of successive forward-drive positions for reducing the speed of the rotary motion received from the input member, the first group being established by an engaging action of a first input clutch while the second group being established by an engaging action of a second input clutch. The successive operating positions of the first group have respective speed ratios different from those of the second group. The automatic transmission is shiftable to a selected one of the successive operating positions of a selected one of the first and second groups.

Abstract: The transmission 10 is constructed so that, in the first transmission portion 36, the rotation of the input shaft 16 is outputted to the second transmission portion 38 via the first intermediate output path M1 and the second intermediate output path M2 accelerated and rotated with respect to the first intermediate output path M1, and, in the second transmission portion 38, the first rotary element RE1 (S2 and S3) is selectively connected to the first driven gear CG1B via the first clutch C1 and is selectively connected to the second driven gear CG2B via the third clutch C3, the second rotary element RE2 (CA1 and CA2) are selectively connected to the first driven gear CG1B via the second clutch C2 and are selectively connected to the transmission case 12 operating as a non-rotating member via the first brake B1, the third rotary element RE3 (R1, R2 and CA3) is connected to the output gear 28 operating as an output rotating member, the fourth rotary element RE4 (S1) is selectively connected to the transmission

Abstract: With the automatic transmission 10-1 for vehicle according to the present embodiment, since multistage transmission of eight forward gear stages can be obtained by means of four sets of planetary gear sets 12, 16, 18 and 20, four clutches C1 through C4 and three brakes B1 through B3, the transmission can be fabricated to be light in weight and made compact, wherein the mountability thereof in a vehicle can be improved. Further, as has been made clear in FIG. 1(b), since speed change in the respective gear stages can be carried out only by a shifting action of any two of the clutches C1 through C4 and brakes B1 through B3, the speed change control can be facilitated and it is possible to prevent a shock to the transmission from occurring.

Abstract: An automatic balancing system is provided for canceling a rotational imbalance of a rotary device that includes a body to be rotated. A rotation support member rotates with the rotary device and has a polyhedron shape to have multiple flat ball operating surfaces that define an outer circumferential surface. A hollow storage channel around the rotation support member provides an inner circumferential surface so that the balance balls positioned in the hollow storage channel can move freely between the outer circumferential surface and the inner circumferential surface. The polyhedron shape of the ball operating surfaces allows the balance balls to come in contact with the surfaces with minimized force during low speed rotation and beginning of rotation to prevent abrupt collisions of the balance balls which results in smooth and quiet operation of the rotary device.

Abstract: A planetary-gear-type multiple-step transmission including a stationary member, an input rotary member, an output rotary member, and first and second transmission units. The first transmission unit transmits a rotary motion from an input rotary member to the second transmission unit through first and second intermediate transmitting paths such that a speed of the rotary motion transmitted through the second intermediate transmitting path is lower than that of the rotary motion transmitted through the first intermediate transmitting path. The second transmission unit constitutes first, second, third, fourth and fifth rotary elements, each of which is provided by at least one of sun gears, carriers and ring gears of three planetary gear sets. The first rotary element is selectively connected to the second intermediate transmitting path, while being selectively connected to the stationary member. The second rotary element is selectively connected to the first intermediate transmitting path.

Abstract: A multiple-step transmission including a first transmission portion including a first intermediate output path which transmits, at a first speed ratio, an input rotary motion of an input member, and a second intermediate output path which transmits the input rotary motion at a second speed ratio greater than the first speed ratio; and a second transmission portion including a 2-1, a 2-2, and a 2-3 planetary gear set each of which includes a sun gear, a carrier, and a ring gear, the 2-1, 2-2, and 2-3 planetary gear sets being partly connected to each other to provide a first, a second, a third, a fourth, and a fifth rotary element, the second transmission portion further including a first brake which selectively stops a rotary motion of the first rotary element, a second brake which selectively stops a rotary motion of the second rotary element, a first clutch which selectively connects the fifth rotary element to the second intermediate output path of the first transmission portion, a second clutch which sele

Abstract: A rotary driving mechanism includes a rotary body that is rotated by a motor section, a balancing device including a plurality of balancing members mounted on the rotary body, and a vibration absorber that attenuates vibrations provided on the rotary body. The balancing device adjusts balance of the rotary body by changing positions of the balancing members at a predetermined rotational speed or greater, and the vibration absorber adjusts balance of the rotary body until the rotary body reaches the predetermined rotational speed.

Abstract: A rotary drive device includes a plurality of balancing balls that are held to a holding magnet during low speed rotation, including when a rotary body starts. The balancing balls move outward in the radial direction away from the holding magnet by a centrifugal force applied to the plurality of balancing balls as a result of the rotation of the rotary body. Each of the balancing balls is moved into a position that negates a rotational unbalance of the rotary body to achieve a balancing effect. The number of effective revolutions, at which point the plurality of balancing balls that is attracted to the holding magnet begins to move outward in the radial direction away from the holding magnet as the number of revolutions of the rotary body increases, is smaller than the number of resonant revolutions of the rotary body.

Abstract: The present invention discloses an automatic balancing apparatus including moveable balancing members located in hollow tubular portions of a rotating member which may include a rotation shaft and a turntable. The automatic balancing apparatus suppresses vibration of the rotation shaft and turntable by adjusting a center of gravity with balancing members so that even high speed rotation of the shaft is possible without excessive vibration. The present invention uses magnets and may use low friction surfaces to further improve the free and fine movement of the balancing members which ensures a finely tuned balancing apparatus in operation.

Abstract: In a belt-type continuously variable transmission having a primary pulley provided on a primary shaft, a belt wound and hung around the primary pulley, a carrier fitted to the primary pulley in a power transmissible manner, and a bearing supporting the primary pulley, a gap allowing the primary shaft and the carrier to intersect with each other is provided between outer and inner teeth for fitting the primary shaft and the carrier to each other.

Abstract: An apparatus for controlling a lock-up clutch between pump and turbine impellers in a fluid-filled power transmitting device of a motor vehicle, such that a slip control device controls the actual slip speed of the lock-up clutch so as to coincide with a transient target slip speed, the apparatus including a device for calculating a final target slip speed of the lock-up clutch which assures a maximum fuel economy of the vehicle during a steady-state running, a device for setting, as an initial value of the transient target slip speed, a difference between the speeds of the pump and turbine impellers immediately before an operation of the slip control device is initiated, and a device for reducing the transient target slip speed toward the final target slip speed at a rate which decreases as the transient target slip speed approaches the final target slip speed.

Abstract: An apparatus for controlling a lock-up clutch between pump and turbine impellers in a fluid-filled power transmitting device of a motor vehicle, such that a slip control device controls the actual slip speed of the lock-up clutch so as to coincide with a transient target slip speed, the apparatus including a device for calculating a final target slip speed of the lock-up clutch which assures a maximum fuel economy of the vehicle during a steady-state running, a device for setting, as an initial value of the transient target slip speed, a difference between the speeds of the pump and turbine impellers immediately before an operation of the slip control device is initiated, and a device for reducing the transient target slip speed toward the final target slip speed at a rate which decreases as the transient target slip speed approaches the final target slip speed.

Abstract: A twin-clutch-type transmission, which has a general input shaft, a first clutch connected with a first clutch output shaft, a second clutch connected with a second clutch output shaft, a sub shaft, and a general output shaft disposed parallel to the first clutch output shaft and the second clutch output shaft, is improved to effectively use the space around the sub shaft. A first gear connected to the first clutch output shaft and a second gear connected to the sub shaft associatingly interlock the sub shaft and the first clutch output shaft while being meshed to each other. A fifth gear and a sixth gear disposed on the general output shaft are respectively meshed with the third gear and the fourth gear which are connected to the second clutch output shaft and selectively connected to the general output shaft with a first synchronizing device disposed on the general output shaft, and interlock the second clutch output shaft and the general output shaft in association with the third gear and the fourth gear.

Abstract: An apparatus for controlling a lock-up clutch between pump and turbine impellers in a fluid-filled power transmitting device of a motor vehicle, such that a slip control device controls the actual slip speed of the lock-up clutch so as to coincide with a transient target slip speed, the apparatus including a device for calculating a final target slip speed of the lock-up clutch which assures a maximum fuel economy of the vehicle during a steady-state running, a device for setting, as an initial value of the transient target slip speed, a difference between the speeds of the pump and turbine impellers immediately before an operation of the slip control device is initiated, and a device for reducing the transient target slip speed toward the final target slip speed at a rate which decreases as the transient target slip speed approaches the final target slip speed.

Abstract: An apparatus for controlling the amount of slip of a lock-up clutch between pump and turbine impeller of a torque converter or other fluid-filled power transmitting device in a motor vehicle, the lock-up clutch including a piston which is operated by a pressure difference between pressures in two oil chambers on the opposite sides of the piston, and the apparatus including a slip control device for controlling the lock-up clutch according to a slip control output such that the actual slip of the lock-up clutch coincides with a target slip speed, and an output oscillating device for oscillating the slip control output to oscillate the pressure difference without vibrating the piston.