Abstract: An endless belt for power transmitting according to the present invention is a tension-type belt of links forming a chain, and has high power transmitting efficiency although it can be produced with relatively low cost. With this endless belt, the respective blocks and pins start to contact sheave sides in order near the pitch line and the pitch of biting into the sheave is made smaller so as to reduce noise. Even if the respective blocks are inclined when the endless belt bites into pulley, each block contacts the sheave sides only at projecting outer end faces formed extending over a limited area corresponding to the divided pin near the pitch line (P-P). Therefore, a total of four parts, the projecting outer end faces of the first and second blocks and a pair of the divided pins, abut the sheave side in order, in one pitch of the link chain, so as to make the biting pitch smaller and decrease polygon effects.

Abstract: Endless belt for power transmitting according to the present invention is a tension-type belt by link chains, and has high power transmitting efficiency although it can be produced with relatively low cost. With this endless belt, the respective blocks and pins start to contact with sheave side in order near pitch line and the biting pitch into the sheave is made smaller so as to improve silence.

Abstract: In a neutral N control for substantially equalizing axial forces to act on two pulleys, a belt type continuously variable transmission (CVT) self-converges into the gear neutral point (GN) at which the output shaft RPM takes the value 0. When the convergence is made to the GN point to establish a no-load state, the CVT establishes a force F.sub.A to converge into a pulley ratio of 1.0, in which it is stabilized by itself. A converging force F.sub.N to the GN point and the force F.sub.A toward the pulley ratio of 1.0 are repeated in a vortex shape in the load state and in the no-load state to establish a creep force. This creep force can be modified by generating a force F.sub.O against the force F.sub.A.

Abstract: An infinitely variable transmission has a gear neutral (GN) point and serves as an output member by torque circulation. When a pulley ratio thereof is within a predetermined range from the GN point, a coasting state occurs which may hinder smooth torque transmission based on the transmission efficiency and generate a great engine braking effect (failure in the transmission resulting from the coasting state) based on a large gear ratio. When the pulley ratio assumes a predetermined value that may cause failure in transmission resulting from the coasting state, upon release of the accelerator pedal, an electronic throttle system performs control such that the engine outputs a predetermined torque. Thus a positive driving state is always established. In this state, the continuously variable transmission (CVT) is shifted in the upshift direction to escape rapidly from a range defined by the pulley ratio of the predetermined value.

Abstract: A control valve is shown for a continuously variable transmission, with a spool of the control valve being maintained at a fixed transmission ratio position between an up-shift position and a downshift position when a signal pressure supplied to the control valve falls within a certain range. The signal pressure is provided to the control valve through a pressure line that is divided, with one branch of the signal pressure line being connected to a first input port of the control valve and the other branch being connected to a second input port through an orifice. Application of a signal pressure within a certain range results in the drain port being selectively connected with the second input port.

Abstract: A transmission unit includes a belt type continuously variable transmission (CVT) having a first pulley arranged on a first shaft with a stationary sheave, a movable sheave and a hydraulic actuator for the movable sheave. The second pulley of the CVT is mounted on a second shaft and also has a stationary sheave, a movable sheave and a hydraulic actuator. A belt is mounted around the first and second pulleys. The transmission unit further includes a synchronous transmission for connecting a first rotary member arranged on the first shaft and a second rotary member arranged on the second shaft at a constant speed ratio, an output gear for transmitting power to the wheels and a planetary gear unit. The planetary gear unit is mounted on the second shaft and includes at least first, second and third rotary elements. The first rotary element is connected to the second rotary member, the second rotary element to the second pulley, and the third rotary element to the output gear.

Abstract: A continuously variable transmission system includes a belt type continuously variable transmission unit which, in turn, is composed of a primary pulley and a secondary pulley wherein the torque transmitting direction is switched by torque circulation in changeover between forward and reverse travel. When a low mode is selected in a D range, a somewhat higher hydraulic pressure from a regulator valve is supplied, through a manual valve, to a secondary hydraulic servo, which moves one sheave of the secondary pulley, and a somewhat lower hydraulic pressure from a ratio control valve is supplied to a primary hydraulic servo which moves one sheave of the primary pulley. When the D range is switched to R range by the manual valve, the supplies of the above hydraulic pressures are reversed. With this arrangement, the relative axial forces on the pulleys are changed in switching between forward and reverse travel.

Abstract: A continuously variable transmission system includes a belt type continuously variable transmission unit (CVT) wherein the direction of torque transmission is switched by torque circulation between a low mode and a high mode accompanied by a change in the axial forces on the pulleys of the CVT. In the Low mode of the D range, a comparatively high hydraulic pressure from a regulator valve is supplied to a Low clutch hydraulic servo via a low-high shifting valve and to a secondary hydraulic servo. In addition, a comparatively low hydraulic pressure from a ratio control valve is supplied to a primary hydraulic servo. These oil pressure feeds are reversed by the switching of the low-high shifting valve.

Abstract: A belt type continuously variable transmission (CVT) and a planetary gear unit are combined in a continuously variable transmission system for an automobile to deliver an output from the output shaft in the normal and reverse directions with a neutral position therebetween. A control mechanism with a hydraulic circuit controls hydraulic pressure of primary and secondary hydraulic servos for controlling axial forces applied to respective primary and secondary pulleys of the belt type continuously variable transmission. When an axial force difference is produced between the primary pulley and the secondary pulley, the belt type continuously variable transmission changes its speed corresponding to a torque transmission direction and normal and reverse rotation directions.

Abstract: A continuous V-belt transmission comprising: a primary pulley and a secondary pulley individually including two sheaves supported on shafts and made axially movable relative to each other; a belt made to run on the two pulleys; mechanical actuators individually including first members and second members for moving the movable sheaves of the two pulleys on the basis of the relative rotations of the two members: and pressure regulating mechanisms for applying an axial force corresponding to a transmission torque to at least one of the pulleys. In an unshifted state, the rotations of the pulleys are transmitted from the externally threaded portions integrated with the movable sheaves to the carriers of the planetary gear mechanisms so that they are transmitted through the ring gears to toe internally threaded portions on the basis of the sun gears being stopped. At this time, the externally threaded portions and the internally threaded portions are rotated integrally with the pulleys at the same r.p.m.

Abstract: A hydraulic control system for a vehicular automatic transmission includes a first servomotor, actuated by hydraulic pressure from a hydraulic pressure source, for engaging or releasing frictional engagement elements of the transmission; a second servomotor, actuated by the hydraulic pressure, for applying an engine brake; a manual valve and a shift valve, both connected between the hydraulic pressure source and the first and second servomotors, for controlling the hydraulic pressure; a cut-off valve interposed in a line extending between the manual valve and the shift valve; a solenoid valve for controlling the cut-off valve; and an electronic controller for receiving as inputs vehicular running conditions and a gear-shift mode and for outputting solenoid signals to control the shift valve and the cut-off valve responsive to the inputs. The controller outputs a solenoid signal to the cut-off valve to control communication between the manual valve and the shift valve through the line.

Abstract: Herein disclosed is a control system to be used in a continuously variable transmission for a vehicle for continuously varying and transmitting the revolutions of an engine to the wheels. The control system comprises: a vehicle speed detector for detecting the running speed of a vehicle; a speed demand change detector for detecting a signal corresponding to the speed demand change by the driver; a setting device for setting the target speed of the vehicle to a predetermined value when the vehicle speed is higher than a preset value and the speed demand change is lower than a preset value; and a torque ratio controller for controlling the torque ratio between the input shaft and output shaft of the continuously variable transmission in accordance with the predetermined value of the target vehicle speed.

Abstract: A control unit of automatic transmission for vehicle with continuous transmission mechanism which controls torque ratio of a transmission portion of the transmission mechanism by a target torque ratio comprises a road surface condition detecting portion which detects road surface condition according to input from low-.mu. road detecting means and a shift judging processing portion which corrects the target torque ratio with a road surface condition coefficient according to input from the road surface condition detecting portion and which outputs shift command according to the corrected target torque ratio and the actual torque ratio.

Abstract: A manual speed selector of an automatic vehicle transmission, having a manual valve capable of being changed over by a shift lever, and shift valves capable of being changed over by controlling a plurality of solenoid valves. Hydraulic pressure is supplied to or discharged from frictional engagement devices by the changeover of the shift valves to automatically shift the transmission. The shift lever can be moved between an automatic shift mode position and a manual shift mode position, and a transitive position is provided between these two mode positions. At the transitive posion, the manual valve is set in a position such as to enable supply of hydraulic pressure to the frictional engagement devices. At the transitive position also, the transmission can be set in neutral state. In the manual shift mode the solenoid valves can be selectively turned on or off to effect engine braking.

Abstract: An automatic transmission for a vehicle a shift pattern, restricting the movement of a shift lever, including at least an H-shaped portion. When the shift lever has been moved to any shift position of the pattern, a range and a gear ratio which corresponds to the shift position are selected. When the shift lever is released from the shift position in the lowest stage, the gearing is shifted to the ratio which is higher than the lowest stage by one step. When the shift lever is released from the shift position in the highest stage, the gearing is shifted to the ratio which is lower than the maximum stage by one step. When the shift lever is moved to a position intermediate the shift positions, the range and the gear ratio which correspond to the shift position before the movement can be maintained or the automatic transmission range can be established.

Abstract: A manual speed selector of an automatic vehicle transmission in which a line pressure is supplied from a manual valve capable of being changed over a shift lever to control solenoid valves so as to selectively supply hydraulic pressure to frictional engagement devices by shift valves. The shift lever can be moved between an automatic shift mode position and a manual shift mode position, and a transitive position is provided between these two mode positions. At the transitive position, the manual valve is set in a position such as to enable supply of hydraulic pressure, and the transmission can be set in a neutral state by controlling the solenoid valves. If the preceding shift lever position is neutral, the neutral state can be maintained or, when the shift lever is in the transmissive position, the neutral state can be set according to the time for which the shift lever is continuously placed in the transitive position and to the vehicle speed.

Abstract: There is disclosed a thin torque converter, fluid coupling device mounted on a vehicle. The converter which has a smaller axial dimension than the prior art converter, comprises an outer race, an inner race, a number of sprags mounted between the races, and two thrust washers. The races and the sprags are held between the washers. The sprags are wider than the inner surface of the outer race, but narrower than the outer surface of the outer race. The washers have radial outward portions bent along the side end surfaces of the outer race. Snap rings anchored to the boss of the stator of the converter prevent the washers from coming off.

Abstract: Disclosed is an apparatus for controlling a continuously variable transmission for controlling a speed-change ratio so as to set an input number of revolutions of the continuously variable transmission mounted on a vehicle to a predetermined targeted value on the basis of engine performance at a predetermined throttle opening. The apparatus has a device for imparting an initial value of a range of the targeted value when a change in the throttle opening ceases and a device for changing the range of the targeted value when there is no change in the throttle opening. A range between the upper and lower limits of a targeted engine speed is rendered variable depending on the driver's requirements and the running state, making it possible to properly determine which of the characteristics is to be strengthened among the power performance, fuel consumption performance, control stability, and transmission efficiency.

Abstract: This invention relates to a belt driven continuously variable transmission having a pressure regulating cam mechanism giving an axial force corresponding to the transmission torque to a pulley and preventing too much belt pressing force. A retainer is fixed on a boss section of a stationary sheave and a spring made of multiple disc springs is situated on the outer surface of a boss section of a movable sheave for contact the retainer. A spring apparatus is composed of the retainer and the spring. Accordingly, at the decelerating range with large shifting ratio, besides the axial force made by the pressure regulating cam mechanism, the spring apparatus generates pressing force by contacting the retainer and maintains the belt holding force. When the shifting ratio is small, the spring returns to its natural length and disengages from the retainer.

Abstract: An output shaft of a motor is connected to an operating shaft through a reduction device made up by a spur gear or a helical gear, which is a reversible power transmission to drive actuator mechanisms on a primary pulley and secondary pulley at the same time. A holding device such as an electromagnetic brake, and so on, is installed to maintain the output shaft of the motor when the motor is under non-operation.