Abstract: The power transmission device includes an internal-combustion engine 25, a drive-source-side shaft, a flywheel 30 provided on the drive-source-side shaft 2, a speed changer 10, which has an input shaft and an output, and clutches C1 and C2 capable of releasably transmitting the power between the drive-source-side shaft 2 and the input shaft, wherein the internal-combustion engine 25 and the speed changer 10 are disposed in the traveling direction of the vehicle. A differential gear mechanism 101 and a drive shaft 201, which are positioned between the flywheel 30 and the clutches C1 and C2 so as to be orthogonal to the drive-source-side shaft 2 and which transmit the power output from the speed changer 10 to left and right drive wheels RW, are provided. The drive shaft 201 is disposed above the central axis of rotation of the drive-source-side shaft 2.

Abstract: A transmission is provided in which gears (31 to 34) of a first gear group provided on a first auxiliary input shaft (13) to which driving force of a main input shaft (12) is transmitted via a first clutch (24) and gears (37 to 39) of a second gear group provided on a second auxiliary input shaft (14) to which the driving force of the main input shaft (12) is transmitted via an idle gear (17 to 19) and a second clutch (25) use in common gears (43 to 46) of a third gear group provided on an output shaft (16), whereby it becomes possible to cut the number of components and reduce the dimensions of the transmission.

Abstract: A toroidal continuously variable transmission mechanism includes: a biasing device for biasing an input disc in a direction in which the input disc becomes closer to an output disc to press the input disc and the output disc against power rollers; a first bearing for supporting an input shaft on the input disc side; a second bearing for supporting the output disc; a first support member whose one end side is fixed to a base member, and which supports the first bearing; a second support member whose one end side is fixed to the base member, and which supports the second bearing; and a connecting member which connects opposite end sides of the first and second support members. Reaction forces are transmitted to the input disc and the output disc from the power rollers, and are supported by internal stresses of the base member and the connecting member.

Abstract: A transmission is provided in which gears (31 to 34) of a first gear group provided on a first auxiliary input shaft (13) to which driving force of a main input shaft (12) is transmitted via a first clutch (24) and gears (37 to 39) of a second gear group provided on a second auxiliary input shaft (14) to which the driving force of the main input shaft (12) is transmitted via an idle gear (17 to 19) and a second clutch (25) use in common gears (43 to 46) of a third gear group provided on an output shaft (16), whereby it becomes possible to cut the number of components and reduce the dimensions of the transmission.

Abstract: An input shaft 10 is connected rotationally with an intermediary shaft 20 through a main drive gear GMV, a connecting idle gear GCC and a connecting driven gear GCN and also connected rotationally with a countershaft 30 through the main drive gear GMV and a main driven gear GMN. A fourth speed drive gear G4V, which is provided on the countershaft 30, meshes with a fourth and sixth speed drive gear G46V, which is provided rotatably over the input shaft 10. Both the fourth and sixth speed drive gear G46V and a fifth speed drive gear G5V, which is provided rotatably over the intermediary shaft 20, mesh with a fourth, fifth and sixth speed driven gear G456N, which is provided on the output shaft 50.

Abstract: An input shaft 10 is connected rotationally with an intermediary shaft 20 through a connecting drive gear GCV, a connecting first idle gear GC1, a connecting second idle gear GC2 and a connecting driven gear GCN. A fourth speed drive gear G4V, which is formed in a one-piece body with a reverse drive gear GRV, is provided rotatably over the input shaft 10, and a third speed drive gear G3V is provided rotatably over the intermediary shaft 20. Both the third speed drive gear G3V and the fourth speed drive gear G4V mesh with a third and fourth speed driven gear G34N, which is provided rotatably over an output shaft 40. Also, a reverse driven gear GRN, which is connected rotationally with the reverse drive gear GRV through a reverse idle gear GRI, is provided rotatably over the output shaft 40.

Abstract: An input shaft 10 is connected rotationally with a first countershaft 40 through a second main drive gear GM2V and a second main driven gear GM2N, and a second countershaft 50 is provided externally, coaxially and rotatably with respect to the first countershaft 40. A first main drive gear GM1V which is provided on the input shaft 10, always meshes with a first main driven gear GM1N, which is provided rotatably over the second countershaft 50. A fourth, sixth and seventh speed drive gear G467V, which is provided rotatably over the input shaft 10, always meshes both with a fourth speed drive gear G4V, which is provided rotatably over the second countershaft 50, and with a fourth, fifth, sixth and seventh speed driven gear G4567N, which is provided on the output shaft 60.

Abstract: An input shaft 10 is connected rotationally with an intermediary shaft 20 through a connecting drive gear GCV, a connecting first idle gear GC1, a connecting second idle gear GC2 and a connecting driven gear GCN. A fourth speed drive gear G4V, which is formed in a one-piece body with a reverse drive gear GRV, is provided rotatably over the input shaft 10, and a third speed drive gear G3V is provided rotatably over the intermediary shaft 20. Both the third speed drive gear G3V and the fourth speed drive gear G4V mesh with a third and fourth speed driven gear G34N, which is provided rotatably over an output shaft 40. Also, a reverse driven gear GRN, which is connected rotationally with the reverse drive gear GRV through a reverse idle gear GRI, is provided rotatably over the output shaft 40. Either the third and fourth speed driven gear G34N or the reverse driven gear GRN is connected to the output shaft 40 by a selective clutch CTD.

Abstract: An input shaft 10 is connected rotationally with an intermediary shaft 20 through a main drive gear GMV, a connecting idle gear GCC and a connecting driven gear GCN and also connected rotationally with a countershaft 30 through the main drive gear GMV and a main driven gear GMN. A fourth speed drive gear G4V, which is provided on the countershaft 30, meshes with a fourth and sixth speed drive gear G46V, which is provided rotatably over the input shaft 10. Both the fourth and sixth speed drive gear G46V and a fifth speed drive gear G5V, which is provided rotatably over the intermediary shaft 20, mesh with a fourth, fifth and sixth speed driven gear G456N, which is provided on the output shaft 50.

Abstract: An input shaft 10 is connected rotationally with a first countershaft 40 through a second main drive gear GM2V and a second main driven gear GM2N, and a second countershaft 50 is provided externally, coaxially and rotatably with respect to the first countershaft 40. A first main drive gear GM1V which is provided on the input shaft 10, always meshes with a first main driven gear GM1N, which is provided rotatably over the second countershaft 50. A fourth, sixth and seventh speed drive gear G467V, which is provided rotatably over the input shaft 10, always meshes both with a fourth speed drive gear G4V, which is provided rotatably over the second countershaft 50, and with a fourth, fifth, sixth and seventh speed driven gear G4567N, which is provided on the output shaft 60.

Abstract: In a four parallel shaft type automatic transmission, the driving force of a main shaft is transmitted to a first sub-shaft and a second sub-shaft via a gear train. A first speed clutch provided on the first sub-shaft and a fourth speed clutch and a fifth speed - reverse clutch provided on the main shaft on the left-hand side of the gear train are placed so that they are aligned in a direction perpendicular to the shafts, and a second speed clutch provided on the first sub-shaft and a third speed clutch provided on the second sub-shaft on the right-hand side of the gear train are placed so that they are aligned in a direction perpendicular to the shafts. Therefore, the overall axial length of the five clutches can be shortened so reducing the size of the automatic transmission.

Abstract: A compact transmission comprises a first input shaft 1, a second input shaft 2 and a counter shaft 3, which are disposed parallel with one anther.

Abstract: A compact transmission comprises a first input shaft 1, a second input shaft 2 and a counter shaft 3, which are disposed parallel with one anther.

Abstract: A compact transmission comprises a first input shaft 1, a second input shaft 2 and a counter shaft 3, which are disposed parallel with one anther.

Abstract: In a four parallel shaft type automatic transmission, the driving force of a main shaft is transmitted to a first sub-shaft and a second sub-shaft via a gear train. A first speed clutch provided on the first sub-shaft and a fourth speed clutch and a fifth speed-reverse clutch provided on the main shaft on the left-hand side of the gear train are placed so that they are aligned in a direction perpendicular to the shafts, and a second speed clutch provided on the first sub-shaft and a third speed clutch provided on the second sub-shaft on the right-hand side of the gear train are placed so that they are aligned in a direction perpendicular to the shafts. Therefore, the overall axial length of the five clutches can be shortened so reducing the size of the automatic transmission.

Abstract: An oil passage is provided in an axially central portion of a spool which is received within a valve housing and rotatively driven by a pulse motor, and oil passages passed diametrically through the spool and connected to the oil passage, so that a hydraulic pressure from an input port connected to a hydraulic pressure source is selectively supplied to the oil passages for selectively engaging and disengaging frictionally engaging elements of an automatic transmission. An axially acting load provided by the hydraulic pressure is received by a thrust bearing mounted at an end of the spool. The supply of oil from the axial portion of the spool enables no side force to be applied, thereby reducing the frictional force and to enhance the sealability between the valve housing and the spool.

Abstract: In a three-shaft type automatic transmission, a fifth frictionally engaging element is mounted on a second central shaft, and first and second frictionally engaging elements and third and fourth frictionally engaging elements are mounted respectively on first and third shafts which are disposed on opposite sides of the second shaft. When one of the first and third shafts is used as an input shaft, the second shaft is an output shaft. When one of the first and third shafts is used as an output shaft, the second shaft is an input shaft. The first and second frictionally engaging elements and the third and fourth frictionally engaging elements on the opposite sides of the second shaft are symmetrically disposed to reduce dead space and make the transmission case small. Because the positional relationship between the input and output shafts can be transposed, the property of the transmission for general purpose is enhanced.

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: A detent structure for a hydraulic automatic transmission system, in which a control shaft rotatably supported by a casing of the automatic transmission system carries a detent cam plate integrally attached thereto and radially extending therefrom. The free end of the detent cam plate is provided with a cam profile defining a plurality of depressions corresponding to different shift positions of the automatic transmission system in cooperation with a cam follower urged against the cam profile by a tension coil spring extending across the control shaft and a detent arm carrying the cam follower. Therefore, no extra radial load is applied to the opening of the transmission casing rotatably supporting the control shaft, and, therefore, the force required to rotate the control shaft is not affected by the force urging the cam follower against the cam profile of the detent cam plate securely attached to the control shaft.

Abstract: A hydraulically operated transmission having first- to fourth-speed gear trains established by first-speed to fourth-speed hydraulic clutches, a one-way clutch incorporated in the first-speed gear train for permitting overrotation of an output side, and a first-speed maintaining hydraulic clutch also in the first-speed gear train parallel with the one-way clutch. The transmission includes first and second input shafts and an output shaft in parallel with one another within a transmission case. The first input shaft is connected to a fluid torque converter, through that end wall of the transmission case which is closer to an engine and to which a valve block is assembled. The first and second input shafts are rotatably connected at an opposite end to the engine, through an idle gear on the output shaft.