Abstract: A powertrain includes a continuously variable transmission having a starting mechanism, a continuously variable unit (CVU), and a pair of planetary gear arrangements. The continuously variable transmission also includes a plurality of torque transmitting mechanisms which are selectively engageable in combinations of two to establish a reverse mode of operation between the starting mechanism and a transmission output shaft, a low direct mode of operation, an intermediate split mode of operation, and a high split mode of operation.

Abstract: A continuously variable transmission for use with motor vehicles includes an ECU, an automated gear unit, a variator, an input gear set, an input fixed ratio element and an output fixed ratio element. The automated gear unit has multiple gear ratios and engages one of the gear ratios responsive to commands from the ECU. The variator varies a ratio of torque between its input and output shafts responsive to commands from the ECU. The variator output shaft connected to the gear unit input shaft. The input gear set is connected to the variator input shaft. The input fixed ratio element reduces torque from the input gear set to the variator, and is disposed between the input gear set and the variator input shaft. The output fixed ratio element increases the torque from the variator, and is disposed between the variator output shaft and the gear unit input shaft.

Abstract: A transfer case for a vehicle having front and rear axles includes three input clutches connected to first, second and third members of a planetary gear set. First and second transfer chains are connected to each other and operatively engageable between the planetary gear set and the front and rear axles. At least one of the transfer chains is connected with a member of the planetary gear set. A four wheel drive clutch is operative to selectively connect the front and rear axles. The four wheel drive clutch and three input clutches are selectively engageable to provide three speed ratios and four wheel drive.

Abstract: A power transmission for a motor vehicle In realizing these advantages, a power transmission according to this invention includes an input shaft, an output, and a layshaft disposed parallel to the input shaft. A pair of drive elements includes a first element secured to the input shaft, and a second element journalled on the layshaft and driveably connected to the first element. A first coupler is secured to the layshaft for releasably coupling the second element and the layshaft. A planetary gear unit driveably connecting the layshaft and the output, includies a sun gear secured to the layshaft, a ring gear surrounding the sun gear and fixed against rotation, a carrier driveably connected to the output, and a set of planet pinions meshing with the sun gear and ring gear and rotatably supported on the carrier.

Abstract: The invention relates to a power split drive train that includes a variable speed ratio path and a fixed speed ratio path. An epicyclic gearset, driven at two inputs, one input continually connected to the variable path, combines the power from the fixed path and variable path. A coupler driveably connects one of the gearset inputs alternately to the fixed path and the variable path. With the coupler connecting the fixed path and the gearset input, the speed ratio of the variable speed ratio path varies over a range that produces a stepless range of reverse speed ratios, geared neutral and a stepless range of forward speed ratios. With the coupler connecting the variable path and a gearset input, the speed ratio of the variable speed ratio path varies over a range that produces higher speed ratios in forward drive.

Abstract: A device for converting a rotational movement into an axial movement includes driven planetary rollers (10) and a sliding body (5) that can be axially displaced by means of the planetary rollers (10). The planetary rollers (10) are fixed axially in a driven carrier (9), are rotationally mounted and are provided with grooves (11). The grooves (11) of these planetary rollers (10) engage in a thread-type groove of the sliding body (5). In the center of the carrier (9) a bearing body (7) is provided, which engages in the grooves (11). The grooves (11 and 12) have a mutually adapted gradient, and the planetary rollers (10) and the bearing body (7) engage with one another without slip. Also the carrier (9) and the bearing body (7) engage with one another without slip. The carrier (9) and the bearing body (7) are driven in a rotational relationship, which guarantees that no slip occurs between the planetary rollers (10) and the sliding body (5).

Abstract: A continuously variable transmission for use with motor vehicles includes an ECU, an automated gear unit, a variator, an input gear set, an input fixed ratio element and an output fixed ratio element. The automated gear unit has multiple selectively engaged gear ratios and engages one of the gear ratios responsive to commands from the ECU. The variator varies a ratio of torque between its input and outout shafts responsive to commands from the ECU. The variator output shaft is connected to the gear unit input shaft. The input gear set is connected to the variator input shaft. The input fixed ratio element reduces torque from the input gear set to the variator, and is disposed between the input gear set and the variator input shaft. The output fixed ratio element increases the torque from the variator, and is disposed between the variator output shaft and the gear unit input shaft.

Abstract: A continuously variable transmission apparatus, has: an input shaft; a toroidal-type continuously variable transmission; a first rotation transmission shaft; a first planetary-gear-type transmission; a second planetary-gear-type transmission; a second rotation transmission shaft; an output shaft; a first power transmission mechanism; a second power transmission mechanism; and a switching mechanism, wherein, in a state where the power transmission through the first power transmission mechanism is allowed and the power transmission through the second power transmission mechanism is cut off, in accordance with the control of the transmission ratio of the toroidal-type continuously variable transmission, the output shaft be stopped while leaving the input shaft rotating.

Abstract: A mechanical variable reversible transmission includes a support frame, an elongate drive shaft and an elongate idler shaft both supported by the frame. A drive mechanism operably connected to the drive and idler shafts, respectively, and has an input for causing same to rotate in a first direction about the respective longitudinal axis thereof. A mechanism for governing the rotational direction of the drive shaft and is operably connected to the drive mechanism for causing the drive shaft to accelerate in the first direction and to thereby cause the idler shaft to rotate at a relative speed. The governing mechanism cooperates with the drive mechanism for causing the drive shaft to reach an idle stage and thereafter cause the drive shaft to rotate in a second direction after same accelerates from the idle stage.

Abstract: A transfer case for motor vehicles with off-the-road gear comprises a casing, an input shaft, a first output shaft, coaxial with the latter, a second output shaft, offset therefrom, a speed-reduction unit, a coupling unit and an offset drive. The speed-reduction unit comprises a central drive gearwheel, connected in a rotationally fixed manner to the input shaft, a central driven gearwheel and at least two intermediate transmissions, rotatable about spindles fixed to the casing, each with two intermediate gearwheels, one of which meshes with the central drive gearwheel and the other meshes with the central driven gearwheel, a first driven shaft, connected in a rotationally fixed manner to the central drive gearwheel, and a hollow second driven shaft, connected in a rotationally fixed manner to the central driven gearwheel, which driven shafts lead to a coupling unit.

Abstract: A branched power transmission whose transmission ratio is continuously variable and that includes two planetary transmissions, each having a sun gear, a planet gear, and a ring gear, and a speed change mechanism having a pair of driven shafts. One gear of the first planetary transmission is non-rotatably connected with an input shaft and provides a rotational connection between the input shaft and the driven shafts of the speed change mechanism. One gear of the second planetary transmission is non-rotatably connected with an output shaft and provides a rotational connection between the output shaft and the driven shafts of the speed change mechanism.

Abstract: A gearbox unit having an input and output, first and second superposition gears designed as three-shaft planetary gears wherein the first shafts of the first superposition gears are connected against torsion with the input on the second shafts of the superposition gears are connected and secured against torsion with the gear output. A variable change-speed gear is arranged between the third shafts of the superposition gears and a mechanism provided for controlling the speed ratio thereof. The first and second planet wheels of one of the superposition gears mesh in pairs with each other and one of the wheels meshes with the ring gear. The second planet wheel meshes with the first planet wheel and with the sun gear. The other of the two superposition gears has individual planet wheels between the respective sun wheel and ring gear.

Abstract: A CVT transmission for agricultural tractors which envisages equipment for continuous variation of the motion by means of an epicyclic gear train. In the CVT transmission the input of the motion from an engine occurs in a direction substantially that is parallel to an axis of longitudinal symmetry of the tractor, whilst the axes of a shafts, respectively, between which there takes place variation of the transmission ratio, are transverse with respect to the axis of longitudinal symmetry of the tractor.

Abstract: A continuously variable transmission system designable compact in size and manufacturable at a reduced cost by reducing the number of component parts and securing a maximum transmission ratio width. A toroidal continuously variable transmission has an input member connected to an output shaft of a prime mover, and an output member for outputting rotation of the input member at a continuously variable transmission ratio. A planetary gear mechanism has a first element connected to the output member, a second element connected to drive wheels, and a third element. A first clutch establishes and releases connection between the first element and the second element. A first gear train and a second gear train having a larger gear ratio, are arranged between the output shaft and the third element in parallel. Second and third clutches establish and release respective connections of first and second gear trains.

Abstract: A continuously variable vehicle transmission (1) having one variator (2), for ex., a belt drive transmission, for continuous ratio adjustment and a multi-step transmission (4), for ex., a planetary transmission having at least one input and one output shaft (7, 8) and at least two forward gears and at least one reverse gear. According to the invention a reversal of direction of rotation takes place between the input and the output shaft (7, 8) in the multi-step transmission (4) by means of the two or more gears and the reverse gear(s) is/are designed so that no reversal of direction of rotation occurs between the input and the output shaft (7, 8).

Abstract: A continuously variable power split transmission (CVPST) system is described for use in a hybrid vehicle. The vehicle has a first motor, such as an internal combustion (IC) engine and a second motor, such as an electric motor. The system has a step-up gearbox for providing additional fixed speed ratios to extend overall transmission conversion range (CR) of the system. The system also has a speed variator and a countershaft being operatively connected to the second motor of the vehicle so that any power input applied by the second motor to the countershaft reduces the power flowing through the speed variator. Also, an adjustment of the variator speed ratio iv allows a passage from underdrive iUD to overdrive iOD range of speed ratios in the step-up gearbox to be synchronized.

Abstract: The second platenary gear mechanism 18 is a so-called double pinion type planetary gear comprising a sun gear 18a, paired pinions 18b, a carrier 18c which supports the pinions, and a ring gear 18d. The pinions 18b of eeach pair meshes with each other in a state where one of the paired pinions 18b meshes with the sun gear 18a while the other one of the paired pinions 18b meshes with the ring gear 18d. The carrier 18c is coupled to the countershaft 20 and the sun gear 18a is connected to a shaft 11a which is coupled to a gear 11b of a third gear unit 11.

Abstract: The present invention is concerned with a continuously variable power split transmission (CVPST) system for use in a hybrid vehicle. The vehicle has a first motor, such as an internal combustion (IC) engine and a second motor, such as an electric motor. The system has a step-up gearbox for providing additional fixed speed ratios to extend overall transmission conversion range (CR) of the system. The system also has a speed variator and a countershaft being operatively connected to the second motor of the vehicle so that any power input applied by the second motor to the countershaft reduces the power flowing through the speed variator. Also, an adjustment of the variator speed ratio iv allows a passage from underdrive iUD to overdrive iOD range of speed ratios in the step-up gearbox to be synchronized.

Abstract: In an infinitely variable transmission with a continuously variable transmission (CVT), a planetary gearset, a power recirculation mode clutch, and a direct mode clutch, a torque split mode reduction gear and clutch device is connected to a unit input shaft and located parallel to a power recirculation mode reduction gear and clutch device. The power recirculation mode clutch is provided for inputting a torque greater than a torque through the unit input shaft into the CVT with the power recirculation mode clutch engaged. The torque split mode clutch is provided for inputting a torque smaller than the torque through the unit input shaft into the CVT with the torque split mode clutch engaged. The power recirculation mode clutch, the direct mode clutch, and the torque split mode clutch are selectively engaged and disengaged for establishing either of a power recirculation mode, a direct mode, and a torque split mode.

Abstract: A continuously variable transmission including two pairs of conical disks of which one disk of each pair is axially movable toward and away from the other disk and having an endless loop member in the form of a belt that passes around each pair of disks and transfers torque between the pairs of disks. The axially movable conical disk includes a contact pressure chamber to move the disk axially by the application of hydraulic pressure. The movable disk also includes an integrated torque sensor that is operative for controlling the contact pressure between the disks of a pair of disks and the endless loop member as a function of the torque.

Abstract: The present invention is concerned with a continuously variable power split transmission(CVPST) system for use in a hybrid vehicle. The vehicle has a first motor, such as an internal combustion (IC) engine and a second motor, such as an electric motor. The system has a step-up gearbox for providing additional fixed speed ratios to extend overall transmission conversion range (CR) of the system. The system also has a speed variator and a countershaft being operatively connected to the second motor of the vehicle so that any power input applied by the second motor to the countershaft reduces the power flowing through the speed variator Also. an adjustment of the variator speed ratio iv allows a passage from underdrive iUD to overdrive iOD range of speed ratios in the step-up gearbox to be synchronized.

Abstract: A powertrain includes a continuously variable traction drive unit, a two-mode planetary gear set, and transfer gearing between the continuously variable unit (CVU) and the planetary gear unit. The planetary gear unit is essentially a four-node linkage mechanism having two members of each gear set interconnected. One member of one of the gear sets is connected to the CVU through a low range clutch and one of the interconnected members is connectable with the CVU through a high range clutch and another member is continuously connected with a prime mover, such as an engine. The planetary gear unit is controlled to provide a low mode that is controllable through the ratio of the CVU to establish a reverse range, a neutral condition, and a forward range.

Abstract: An infinite variable transmission with input shaft (52), planetary carrier (28), planetary pulleys (36) and planetary gears (32) with planetary axles (30) equiangularly disposed on the carrier (28). Variable pitch pulley (41) adjust a serpentine belt (38) which adjust the rotation of the planetary gears (32) to adjust the output shaft (20).

Abstract: A powertrain has a continuously variable transmission that incorporates a continuously variable unit in the form of a belt drive, a summing differential gearing assembly in the form of a planetary gear set and a plurality of torque transmitting mechanisms. A continuous mechanical input path is provided between an engine and one member of the summing differential gearing assembly. One of the torque transmitting mechanisms are selectively engaged to provide a low continuously variable reverse range, neutral condition and a continuously variable low forward range between the transmission input and output shafts. Another of the torque transmitting mechanisms is selectively engaged to establish a continuously variable high forward range between the transmission input and output shafts. A third torque transmitting mechanism is selectively engaged to establish a fixed mechanical ratio drive path between the transmission input and output shafts.

Abstract: A driving system for an industrial truck having a driving device and at least one unit for working motions of the industrial truck, comprising: A combustion engine; an adjustable transmission coupled to the engine shaft; a gear assembly the first input shaft of which is directly coupled to the shaft of the combustion engine and the second input shaft of which is coupled to the driven shaft of the adjustable transmission; an electric motor the shaft of which is coupled to a third input shaft of the gear assembly; a change-over transmission between the driven shaft of the gear assembly (24) and the driving wheels of the industrial truck; a battery which is connected to the electric motor via an electronic power unit; a sensor system which measures at least the speeds of the combustion engine, the electric motor, and the output shafts of the change-over transmission and, if necessary, the charging state of the battery and generates appropriate output signals; a shaft coupled to the driving system for driving the

Abstract: The present invention relates to a transmission system, especially for use in a motorized vehicle. More particularly, the present invention discloses the use of a flywheel for assisting an engine in speeding up when acceleration is requested. The flywheel (135) is coupled to an epicyclic gearing (G) having three rotational members (41, 42, 43); this epicyclic gearing (G) is further coupled to a load (L) and to an engine (E), in parallel to a transmission unit (MT; CVT).

Abstract: A hybrid vehicle comprises: a first driving force source; a transmission for transmitting the torque of the first driving force source therethrough to wheels; a second driving force source; and a torque transmitting route interposed between the driving force source and the wheels for inputting the torque of the second driving force source. The hybrid vehicle further comprises a torque adding route for synthesizing the torque outputted from the transmission and the torque transmitted from the second driving force source, to output the synthesized torque to an output member.

Abstract: The present invention is concerned with a continuously variable power split transmission(CVPST) system for use in a hybrid vehicle. The vehicle has a first motor, such as an internal combustion (IC) engine and a second motor, such as an electric motor. The system has a step-up gearbox for providing additional fixed speed ratios to extend overall transmission conversion range (CR) of the system. The system also has a speed variator and a countershaft being operatively connected to the second motor of the vehicle so that any power input applied by the second motor to the countershaft reduces the power flowing through the speed variator. Also, an adjustment of the variator speed ratio iv allows a passage from underdrive iUD to overdrive iOD range of speed ratios in the step-up gearbox to be synchronized.

Abstract: The invention relates to a continuously variable transmission with two driving modes designed as split power transmission comprising a power branch in the form of a variator with a continuously adjustable rotational speed and a mechanical power branch. The mechanical power branch and the variator are coupled in the first driving mode with a compound gear. The mechanical power branch is opened in the second driving mode and the total power is directly transmitted by the variator. Both driving modes can be switched by clutches K1 and K2 and can be optionally connected to the transmission input shaft (1) by means of a clutch Kv for forward drive and via a clutch Kr for reverse drive. The clutches Kv and Kr are designed as a twin clutch which acts as a start clutch and as a reverse unit.

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: In a continuously variable speed transmission T in which one of two power transmission paths connecting to a planetary gear mechanism 12 is formed of a belt variable speed mechanism 9, the other power transmission path is formed of a belt power transmission mechanism 6 so as to decrease the number of casings, increase the maintainabilities of the belt speed change mechanism 9 and the power transmission mechanism constituting the other power transmission path and further accelerate the application of the continuously variable speed transmission T to vehicles. Further, both variable speed pulleys 10, 10 and a variable speed belt 11 in the belt variable speed mechanism 9 are positioned above a casing 2 for the planetary gear mechanism 12, and both pulleys 7, 7 and a power transmission belt 8 in the belt power transmission mechanism 6 are positioned below the casing 2.

Abstract: A continually variable transmission includes an input shaft, an output shaft and a first drive mechanism having a first input on a first axis and a first output on a second axis. The first drive mechanism produces a fixed ratio of the speed of the first input to the speed of the first output. The first input drives the first output without a member on an intervening axis. A second drive mechanism is arranged in parallel with the first drive mechanism, having a second input and second output, for producing a stepless, continually variable range of ratios of the speed of the second input to the speed of the second output. A mode clutch alternately driveably connects and releases either the members of a first group consisting of the first input and second input or the members of a second group consisting of the first output and second output.

Abstract: An automatic transmission including a continuously variable transmission, a friction type starting apparatus and a forward and reverse changeover apparatus, comprises a sealed clutch housing rotating integrally with an engine output shaft for accommodating the friction type starting clutch and the forward and reverse changeover apparatus therein, a lubricating oil filled up in the clutch housing for cooling the starting clutch and the forward and reverse changeover apparatus and a clutch drum of the starting clutch integrally formed with the clutch housing, thereby an abrupt temperature rise in the starting clutch can be prevented and the durability of the starting clutch can be substantially improved. Further, since the friction type starting clutch and the forward and reverse changeover apparatus are packaged in the sealed clutch housing, a compact automatic transmission can be realized.

Abstract: In a multi-range, continuously variable transmission, input engine power is split between a belt-type, continuously variable transmission unit and a system of interconnected planetary gears. This gear system then combines the split power received from the engine and the transmission unit output to produce a transmission output for propelling a vehicle in multiple forward ranges and one reverse range, each range of continuously variable speed produced by stroking the transmission unit. Synchronous shifting between ranges is achieved by selectively clutching or braking elements of the planetary gear sets at appropriate stroke settings of the transmission unit, such that the vehicle may be smoothly accelerated from rest to maximum speed.

Abstract: An automatic transmission for an automotive vehicle includes a continually variable drive mechanism having one sheave assembly fixed to an intermediate shaft and the input sheave assembly supported on an input shaft, a low speed gearset driveably connected to the input shaft and an output shaft, a fixed ratio drive mechanism in the form of a chain drive providing a torque delivery path between the intermediate shaft and the carrier of the gearset, a transfer clutch for connecting and releasing the first sheave of the variable drive mechanism and input shaft, a low brake, a reverse gearset, a reverse brake, and a clutch for selectively driveably connecting the output of the fixed drive mechanism and a front output shaft.

Abstract: An automatic transmission for an automotive vehicle includes a continuously variable drive mechanism having one sheave assembly fixed to an input shaft and an output sheave assembly supported on an intermediate shaft. A planetary gearset has a sun gear fixed to the input shaft, and a carrier fixed to an output shaft. A first fixed ratio drive mechanism is in the form of a chain drive providing a torque delivery path between the intermediate shaft and a ring gear of the gearset. A second fixed drive mechanism is in the form of a chain drive located in a torque delivery path between the output shaft and a front drive shaft. A transfer clutch is provided for connecting and releasing the output sheave of the variable drive mechanism and sprocket wheel which is fixed to that shaft. A forward brake and reverse brake are provided for holding alternately the ring gears of the gearset, and a clutch for selectively driveably connecting the output of the second fixed drive mechanism to the front drive shaft.

Abstract: An automatic transmission for an automotive vehicle includes a continually variable drive mechanism having one sheave assembly fixed to an intermediate shaft and the input sheave assembly supported on an input shaft, gearset driveably connected to the input shaft and an output shaft, a fixed ratio drive mechanism in the form of a chain drive providing a torque delivery path between the intermediate shaft and the carrier of the gearset, a transfer clutch for connecting and releasing the first sheave of the variable drive mechanism and input shaft, a low brake, and a reverse brake.

Abstract: The continuously variable transmission (CVT) includes an input shaft delivering power from an engine, an output shaft having a first drive member, and a secondary shaft having a first driven member operationally connected with the first drive member. The CVT further includes a pulley member transferring power from the input shaft to the secondary shaft. The pulley member includes a drive pulley and a driven pulley operationally connected to the drive pulley. The pulley member forms a first power pathway for communicating the engine power from the input shaft to the output shaft via the secondary shaft. The CVT also includes a power by-pass member for selectively supplying power from the input shaft directly to the output shaft to form a second power pathway for communicating the engine power from the input shaft directly to the output shaft which by-passes the first power pathway.

Abstract: A continually variable transmission includes a torque converter for producing a hydrokinetic connection between a power source and input shaft, a low gear drive mechanism, a belt drive mechanism arranged in parallel with the low gear mechanism between the input shaft and an intermediate shaft, a forward-reverse gearset, a forward clutch, a reverse brake for controlling operation of the gearset in the direction of its output, and a mode clutch for alternately selecting the torque path between the input shaft and intermediate shaft.

Abstract: In an infinitely variable speed transmission T of this invention, a belt variable speed mechanism 4 is arranged between a first rotatable shaft 1 and a second rotatable shaft 2. A planetary gear mechanism 81 is provided which comprises a first, a second, and a third element. The first element is drivingly coupled to the second rotatable shaft 2. The second and third elements are drivingly coupled by way of different power transmission lines to the first rotatable shaft 1. An enclosed gear housing space 78 is defined at the back of a fixed sheave 14 of a second variable speed pulley 13 of the belt variable speed mechanism 4, to house therein the planetary gear mechanism 81. A belt transmission mechanism 55 is arranged between the first and second rotatable shafts 1 and 2. Supported on a flange 82 integral with the second rotatable shaft 2 is a planetary gear 84 having a first gear part 85 that engages with a first sun gear 88 and a second gear part 86 that engages with a second sun gear 90.

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: The toroidal continuous variable transmission has a viscous clutch installed between the output disks to allow their rotation difference even when there is a difference in the transmission ratio between the two toroidal speed change units. If the transmission ratio difference increases, the viscous clutch causes the two units to synchronize with each other, thus preventing the two speed change units from remaining unequal in the transmission ratio. Further, when the transmission ratio difference between the two toroidal speed change units is small, the toroidal continuous variable transmission has a function to self-synchronize the two units. When the transmission ratio difference becomes large, the differential mechanism is activated to prevent seizure due to interlocking or slippage.

Abstract: A continuously variable transmission is switchable between the low and high modes by changing engagement between two clutches. A sensor shoe which moves in association with a movable sheave of a primary pulley is provided with an indent and a protrusion formed at different locations on the sensor shoe. In addition, indents are formed on a spool of a low-high control valve. An interlock rod is provided between the sensor shoe and the low-high control valve. In a predetermined pulley-ratio region in the low and high modes, for example, on a low pulley-ratio side, as the movable sheave moves to the O/D side a base end of the interlock rod rides on the upper surface of the sensor shoe while its opposite end is engaged within one of the indents, thus mechanically locking the low-high control valve. In this way, switching between the low and high modes due to selective engagement of the low and high clutches can be inhibited.

Abstract: A dual transmission including a fixed gear ratio planetary gear mechanism, a belt transmission mechanism capable of continuously changing speed ratio, at least one clutch, and a lock, wherein the engine power of the motorcycle is transmitted through the planetary gear mechanism to the power output shaft for a fixed gear ratio transmission, and then controlled by the clutch and the lock to be transmitted to the power output shaft in the two routes, respectively, through the planetary gear transmission mechanism and the power-split continuously variable transmission mechanism.

Abstract: A transmission comprises an input shaft and a variator having an infinitely variable transmission ratio. The variator has a variator input being driven by the input shaft and has a variator output. A planetary gear train is configured as a summing gear train with a first input, a second input and an output. The first input is adapted to be drivingly connected to the input shaft and the second input is driven by the variator output. An output shaft is driven by the planetary gear train output. A first clutch is provided for drivingly connecting the first planetary gear train input to the input shaft, whereas a second clutch is provided for drivingly connecting the variator output to the output shaft.

Abstract: A torque converter and a planetary gear arrangement are positioned in serial power flow relation between an engine and a final drive. A continuously variable unit (CVU) is positioned for serial power flow between a torque converter clutch and the final drive. The power path of the CVU includes a direct clutch which, when engaged, connects the CVU with the output member of the planetary gear arrangement. The power flow path of the planetary gear arrangement includes a one-way clutch which permits overrunning of the planetary input member when the direct clutch is engaged.

Abstract: The creation of the present invention is a transmission system, including an output shaft for outputting an output power; a stepped speed transmission device for steppedly speed-changing said output shaft having in a first instance a relatively lower rpm; a stepless speed transmission device for steplessly speed-changing said output shaft having in a second instance a relatively higher rpm; and a clutch device, connected to said stepped speed transmission device and said stepless speed transmission device for switching therebetween.

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: An infinite variable transmission with input shaft (52), planetary carrier (28), planetary pulleys (36) and planetary gears (32) with planetary axles (30) equiangularly disposed on the carrier (28). Variable pitch pulley (41) adjust a serpentine belt (38) which adjust the rotation of the planetary gears (32) to adjust the output shaft (20).