Abstract: A continuous variable transmission (CVT) system includes a drive clutch, a driven clutch and a continuous belt wherein the sheaves on one side of the CVT system have an incline of approximately 2 degrees different from the sheaves on the other side of the CVT system. The continuous belt has opposing faces, each face matching the angles of the sheaves that the belt engages.

Abstract: A case for an endless transmission member includes a first case member attached to a vehicle-mounted internal combustion engine and a second case member attached to the first case member. The first and second case members define an accommodation chamber that accommodates an endless transmission member looped over rotating bodies of the engine. The first case member includes a communication hole that connects the accommodation chamber to the inside of the engine. The first or second case member includes a guide rib that guides lubricant from the accommodation chamber to the inside of the engine. In an orientation of the case when the engine is installed in a vehicle, the guide rib is provided along part of the lower side of the opening edge of the communication hole including the lower end of the opening edge.

Abstract: A belt-driven continuously variable transmission adapted to reduce a frictional resistance between the movable sheave and the rotary shaft. The pulley includes the fixed sheave rotated integrally with the rotary shaft, and the movable sheave engaged with the rotary shaft in a manner to slide axially and to be rotated integrally with the rotary shaft. The driving belt is applied to the belt groove formed between the movable sheave and the fixed shave to transmit torque. The transmission is provided with the a passage for delivering fluid to the engagement mechanism engaging the rotary shaft with the movable sheave while allowing relative axial movement therebetween.

Abstract: A method of managing slip in a transmission that is driven by a prime mover includes determining whether a slip condition of the transmission is present based on a slip value and reducing a torque output of the prime mover based on a torque reduction value when the slip condition is present. The method further includes storing the torque reduction value in an array if the slip condition is resolved as a result of the step of reducing and identifying a faulty component within the transmission based on the array.

Abstract: A control apparatus for an automatic transmission includes a control section having a target secondary pressure setting section configured to set a target secondary pressure within a strength limit of the belt, and an operation switching section configured to switch a shift operation from a normal speed to a high speed higher than the normal speed when a predetermined condition is satisfied. The control section is configured to control the secondary pressure regulating valve by a feedback control based on the target secondary pressure and the actual secondary pressure sensed by the hydraulic pressure sensor. The target secondary pressure setting section is configured to modify the target secondary pressure by adding a predetermined quantity when a correction initiation condition is satisfied, the condition initiation including a first condition that the shift operation is performed at a high speed by switching of the operation switching section.

Abstract: A slippage detection system for a continuously variable transmission capable of continuously changing a ratio between a speed of rotation of an input member and a speed of rotation of an output member is provided. The slippage detection system calculates a correlation coefficient relating to the input rotation speed and the output rotation speed, based on a plurality of measurement values of the input rotation speed and a plurality of measurement values of the output rotation speed, and determines slippage of the torque transmitting member in the continuously variable transmission based on the calculated correlation coefficient.

Abstract: A belt-driven conical-pulley transmission having a shaft on the input end and a shaft on the power output end. One of the shafts includes at least one axial bore extending in the longitudinal direction of the shaft, and a transverse bore extending from the axial bore to an outlet on the surface of the shaft. A conical disk pair is carried on the shaft and includes an axially fixed disk and an axially movable disk. The axially movable disk includes internal teeth that engage with external teeth on the shaft, and it overlies the transverse bore outlet over its entire axial travel distance. The transverse bore outlet is positioned in the region of the interengaging teeth.

Abstract: Provided is a bevel gear unit with continuous gearing adjustment, for which the contact pressure between the bevel gear pairs and the traction means is generated hydraulically on one gear unit side and mechanically, with the aid of a spring, on the other gear unit side. For this, the second gear unit side is provided with an axially fixed bevel gear and an axially movable bevel gear with extended hub, wherein the bevel gears are connected so as to rotate jointly on their gear unit shaft and are coupled to the shaft via a contact pressure mechanism that depends on the rotational moment or a rotational moment and the gearing. The contact pressure mechanism consists of a cam sleeve that is fixed relative to the shaft, a cam sleeve formed by the free end of the hub and roll bodies for the force transmittal, which are inserted between opposite arranged cam curves and rotate around axes extending radial to the gear unit shaft.

Abstract: An inlet opening 41 for a discharge oil passage 76 is provided in a chamber R1 which accommodates a transmission device comprising a drive pulley 8, a driven pulley 9 and a belt 10. This inlet opening is positioned at a location where the inner wall of the chamber is met by a line drawn tangentially to the pitch circle of the drive pulley whose pitch radius is at a maximum and to that of the driven pulley whose pitch radius is at a minimum . This inlet opening 41 for the discharge oil passage 76 is positioned also at a location where the inner wall is met by a line drawn on the upper side of the pulleys tangent to the peripheries of the drive and driven pulleys 8 and 9. By providing an inlet opening for the discharge oil passage in this arrangement, the lubrication oil which is being thrown from the belt 10 is efficiently discharged through the inlet opening 41 directly to the outside of the chamber. This lubrication oil is then led through the discharge oil passage 76 to the oil pan 26.

Abstract: A nose sprocket for a chain saw guide bar, where the bottom part of the teeth or the outermost part of the central region or both have indentations with softly inclined trailing edges, acting as hydrodynamical bearings to keep the sprocket centered between the side plates of the guide bar.

Abstract: The invention relates to a continuously variable transmission, consisting of at least a transmission housing which accommodates a pulley/drive belt unit, a hydraulic circuit, in particular for the control and/or lubrication of the transmission, and a fluid reservoir. The transmission housing and/or the hydraulic circuit are provided with a way of promoting the flow of fluid to the bottom of the transmission housing from the rest of the transmission housing.

Abstract: A non-stage automatic transmission for vehicles includes a pair of adjustable pulleys supported for rotation within a transmission casing, and an endless metal belt which is wound around and frictionally engaged with the pulleys for rotation therewith. A mechanism for supplying lubricating oil between the belt and the pulleys is provided, along with an arrangement for directing lubricating oil, which has been scattered from the belt onto the transmission casing, back toward the belt.

Abstract: A pulley device has a shaft provided at its one end with a disk extending radially outwardly therefrom, a tubular member provided at its one end with a disk extending radially outwardly therefrom and concentrically enclosing the shaft to cooperate with the disk of the shaft to define therebetween a V-shaped annular groove for a driving belt, and a roll pin extending in the shaft in the diametrical direction of the shaft so as to engage with both of the shaft and the tubular member. In order to facilitate the relative sliding movement between the shaft and the tubular member, oilless bearings are provided to both ends of the tubular member. Furthermore, an oilless bushing is disposed between the roll pin and the tubular member or the shaft to facilitate the rolling of the roll pin.

Abstract: A variable speed drive having a pair of sheaves and a belt interconnecting the sheaves in which one of the flanges on at least one of the sheaves is mounted on an axially moveable hub and is adjustable toward and away from the other flange. The hub is mounted on a shaft, and a key interconnects the shaft and hub and prevents relative rotation between the shaft and hub. The bearing surface of the hub is provided with spaced axially disposed lubrication grooves, and the shaft contains an axial passage and radial ports through which lubrication is injected into the grooves in the hub. An annular lubrication groove interconnects the axial lubrication grooves and is provided with a port for relief of excess lubricating pressure. The flange ends of the axial grooves are closed by a seal disposed in the end of the bore in the hub at the inner end thereof.

Abstract: A power transmission for a two-wheeled vehicle includes a variable-diameter drive pulley mechanism (2) mounted on a drive shaft (1) connected to an engine (E), a variable-diameter driven pulley mechanism (22) mounted on a driven shaft (18) operatively coupled with a driven wheel (W), and a clutch (36) mounted coaxially on the driven shaft (18) and operatively connected to the driven pulley mechanism (22). The drive and driven pulley mechanisms (2,22) are interconnected by a V-belt (7). The drive and driven pulley mechanisms (2,22) have axially movable members (5,24) located on opposite sides of the V-belt (7) adjacent to the engine (E) and the clutch (36) to allow parallel displacement of the V-belt (7) during the changing of the diameters of the pulley mechanisms (2,22), to prevent belt twisting or distortion and to prevent the belt (7) and pulley mechanisms (2,22) from being loaded while the vehicle is moved around with the engine (E) turned off.