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 is constructed by a combination of a toroidal-type continuously variable transmission unit (11a) and a planetary-gear-type transmission unit (12c). The planetary-gear-type transmission unit (12c) includes a carrier (24d), a plurality of first planetary gears (44), a hollow rotary shaft (33), a first sun gear (45), a plurality of second planetary gears (46), a second sun gear (47) and a ring gear (48). The first and second planetary gears (44, 46) are meshed with the single ring gear (48) while said first and second planetary gears (44, 46) are supported on said carrier (24d) independently of each other.

Abstract: A transmission apparatus includes at least an auxiliary transmission for supplementing a main transmission. The auxiliary transmission includes a damper which has a damper characteristic adapted to a low speed select state of the auxiliary transmission, and which is disposed in a low speed transmission path used for transmission of torque in the low speed select state of the auxiliary transmission. The auxiliary transmission further comprises a bypass member defining a bypass transmission path bypassing the low speed damper. The bypass transmission path is a torque path used for transmission of torque in a high speed select state of the auxiliary transmission.

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 multi-speed transmission with an input shaft (1) and an output shaft (2) with two spur gear speeds (ST1, ST2) that are connected tightly on the input side with the input shaft (1) and generate two output rotational speeds (n1, n2), with a main gearset that is connected with the output shaft (2) and is constructed as a two webbed four shaft transmission with two coupled, shiftable planetary gearsets (RS1, RS2) to which the output rotational speeds (n1, n2) of the spur gear speeds (ST1, ST2) are transferable through several shifting elements (A to E) through their selective closing to the clutch of at least six forward gears and can be shifted without group shifting. A total of six shifting elements (A to F) are provided. The output rotational speed (n1) of the first spur gear speed (ST1) is transferable through the sixth shifting element (F) to the second shaft of the main gearset, and at least eight forward gears and maximally two reverse gears are shiftable.

Abstract: A toroidal continuously-variable transmission shift control apparatus includes a controlling section to control an actual transmission ratio toward a target transmission ratio by producing a control command in one of a forward traveling control mode for a forward vehicle traveling state, and a reverse traveling control mode; and a control modifying section arranged to select one of the forward traveling control mode and the reverse traveling control mode in accordance with a first parameter representing a driver's intention. The control modifying section is configured to detect a change of the vehicle traveling direction in accordance with a second parameter which is the actual transmission ratio, and to modify the shift control of the toroidal continuously-variable transmission so as to shift the actual transmission ratio to a speed decreasing side upon detection of the change of the vehicle traveling direction.

Abstract: A power transmission apparatus for a bicycle is provided comprising: a transmission driving part for transmitting a rotating force generated by a pedaling force applied to a sun gear shaft of a pedal part in the bicycle to a rear wheel through a crown sprocket gear, the transmission driving part comprising a planet gear part operated by a gear shift; and a transmission driven shaft part connected to a driven shaft to transmit a transmission rotational force through a rear roller gear part, the transmission rotational force being increased by changing an auxiliary transmission part to a hub crown sprocket gear of a hub shaft of a rear wheel through a front roller gear part.

Abstract: A motor vehicle transmission includes a toroidal variable-speed drive unit. The drive unit includes at least an input shaft, a hollow shaft, two driving discs, and a driven disc. The two driving discs are connected fixedly in terms of rotation to one another with the input shaft. The driven disc is connected fixedly in terms of rotation to the hollow shaft arranged concentrically to the input shaft. The hollow shaft is supported axially, at least in one direction, with respect to a transmission case by a bearing.

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: A continuously variable transmission apparatus coupled to a drive source has an input shaft, an output shaft, a toroidal-type continuously variable transmission having a pair of input side disks, an output side disk, a trunnion, a support shaft and a power roller, and the planetary gear mechanism having a sun gear, a ring gear, a carrier and a planetary gear, wherein a plurality of projections are projected from the one input side disk and provided at positions closer to the outside diameter than to the diameter of a pitch circle of a, traction section being close to the outermost diameter of the input side disk, a plurality of engagement sections formed in the carrier, and transmission of power between the carrier and the one input side disk is carried out by coupling the plurality of projections with the plurality of engagement sections.

Abstract: A gear unit for the drive of a rotating tube is provided with a drive shaft and a power distributing gear unit stage that is configured as a spur gear unit with an intermediate shaft having mounted thereon two bevel gears. A power output combining gear unit stage with a take-off shaft is operated downstream of the gear unit step. In this connection, the take-off shaft is on the central axis of the driven rotating tube. The power output combining gear unit stage is comprised of two parallel operated planetary gear units each having a sun gear, planetary gears each disposed on a respective planetary axle, a hollow gear and a common satellite carrier that is configured as a single piece and connected with the take-off shaft. The planetary axles of both planetary gear units in the common satellite carrier are spaced from one another and offset from one another.

Abstract: The present invention provides a power transmission apparatus for removing a chain transmitting the power in a bicycle, and driving the bicycle with little pedaling force by comprising a transmission driving part and a transmission driven shaft part. To do this, the power transmission apparatus comprises a transmission driving part for transmitting a rotating force generated by a pedaling force applied to a sun gear shaft of a pedal part in the bicycle to a rear wheel through a crown sprocket gear, as shifting a main transmission part consisted of a planet gear part upon operating with a gear shift, and a transmission driven shaft part connected to a driven shaft to transmit a transmission rotating force through a rear roller gear part, the transmission rotating force being increased by changing secondly an auxiliary transmission part to a hub crown sprocket gear of a hub shaft of a rear wheel through a front roller gear part.

Abstract: An automatic multiple-gear transmission, in particular a power-bifurcated auxiliary transmission for motor vehicles, is described, in which several power paths are provided in a transmission housing (24) between a transmission input shaft (3) and a transmission output shaft (4) for the shifting of gears. The gears are presented with several conversion devices (8, 9, 10) that can be hooked up via control elements (5, 6, 7) into a power flow. At least one of the conversion devices (8, 9, 10) is located at least partially in a transmission housing (24) in such a way that the radial and tangential forces can be transmitted directly to the housing when the conversion device (8, 9) is hooked up.

Abstract: This design is for a motor vehicle drivetrain utilizing flywheel rotation to store energy during the vehicle trip, either storing energy when accellerated, or releasing energy when slowed depending on the vehicle power requirements. At the same time the engine is allowed to operate at a constant RPM and throttle setting, determined by the best thermal efficiency of the engine selected (the engine itself is not a part of this patent application). The continously variable speeds of the vehicle are made possible by the design's transmissions using sintered metal construction, a cogged drive belt, and a pattern of surface protrusions meshing with the cogged drive belt. The flywheels are slightly offset to allow simple gear meshing, and are counter-rotating to cancel out flywheel precession and torque reaction when providing power to the drive wheels. This eliminates any adverse effect on the vehicle's behavior that might otherwise result such as causing the vehicle to spin on slippery surfaces.

Abstract: A planetary gear mechanism (17) distributes the rotation of a carrier (17c) which is coupled to an input shaft (3) to a sun gear (17a) and a ring gear (17d). A toroidal variator (22) and a first power transmission mechanism (10) transmit the rotation between the sun gear (17a) and a countershaft (20). A second power transmission mechanism (9) transmits the rotation of the ring gear (17d) to the countershaft (20). A ratio &agr;1 of the number of teeth of the sun gear (17a) and ring gear (17d) is set so as not to fall below a reduction ratio R1 of the first power transmission mechanism (10) and a reduction ratio R2 of the second power transmission mechanism (9) so as to prevent slippage of power rollers (8) in the toroidal variator (22).

Abstract: A transmission for automotive use, comprising a planetary gear system that receives power in the planetary holder and initially transmits said power in a direct manner with low passage ratio by means of the sun gear and subsequently transmits said power in a regulated manner to preserve optimal engine power by means of a planetary gear system mounted inside a cylindrical impeller coupled to the annular gear which circumferentially incorporates a spiral rack, and that transmits the traction to the satellite gears, at certain diameter of the impeller corresponding to the demanded power, and then to a central variable speed gear depending on the required torque that is measured by a sensor mechanism mounted in the sun gear, which can be regulated to maintain an output torque for overdrive or economy.

Abstract: A multi-gear, manual transmission, especially for utility vehicles, with at least partially automatized gear shifting or with a manual gear shift, in which the gear synchronization is carried out by motor guidance and wherein the transmission possesses a forward shift-group, a main-shift-group and a post shift-group, whereby the pre-shift-group is designed as a planetary gear set (2P) and a support member of the planetary gear set is constructed as a friction brake, which is active in the slow gear-shift position and thereby assumes the function of a start-up clutch.

Abstract: A toroidal-type continuously variable transmission has a casing; a rotary shaft; a pair of outside disks each including an axial-direction one-side surface and supported on the rotary shaft so as to be rotated in synchronization with the rotary shaft; an inside disk including axial-direction two-side surfaces and rotatably supported on the periphery of the middle portion of the rotary shaft so as to be rotated with respect to the rotary shaft; support members disposed between the one side axial-direction surface and the axial-direction one-side surface so as to be swung and shifted about pivot shafts thereof; power rollers rotatably supported on the support members, the peripheral surface of the power rollers being contacted with the axial-direction two-side surface and the axial-direction one-side surface; and ball bearings for supporting the inside disk in such a manner that the inside disk is rotated with respect to the casing.

Abstract: The trunnion (23) of a vehicle toroidal continuously variable transmission is displaced by a step motor (52) via a control valve (56) and oil pressure servo cylinder (50) in order to vary a speed ratio of the transmission. A controller (80) calculates a target value (z*) of a control variable (z) based on an accelerator pedal depression amount (APS) and output disk rotation speed (&ohgr;co) (S5). Further, a time-variant coefficient (f) showing the relation between the trunnion displacement (y) and variation rate ({dot over (&phgr;)}) of the gyration angle (&phgr;) of the power roller, is calculated (S10). The error between the speed change response of the transmission and a target linear characteristic can be decreased by determining a command value (u) to the step motor (52) under a control gain determined based on a time differential ({dot over (f)}) of the coefficient (f) (S20).

Abstract: The transmission unit, especially designed for a motor vehicle, possesses a housing with an input drive shaft with at least one output drive shaft and with an arrangement for the variation of the gear ratio whereby, within the housing a starting element is provided, which is connected to a stepless transmission which, in turn, is in connection with power split apparatus that possesses a first output drive shaft for the rear axle drive and a second output drive shaft, which is connected with a differential for a front axle drive.

Abstract: In a transmission arrangement including a continuously variable toroidal drive mechanism, an intermediate planetary gear train and a final planetary gear train which are arranged in the power path between an input shaft and an output shaft, a central intermediate shaft is connected to the input shaft and to a central drive disc of the toroidal drive mechanism, and to a planet carrier of the intermediate gear train. A concentric intermediate shaft, through which the central intermediate shaft extends, is connected to a central driven disc of the toroidal drive mechanism and to a sun gear of the intermediate gear train. The concentric intermediate shaft has a drive connection to a first mechanism link of the final gear train in the form of a sun gear. An outer ring gear of the intermediate gear train has a drive connection to a second mechanism link of the final gear train. A third mechanism link of the final gear train is mounted on a housing part.

Abstract: A power transmission system which includes a transmission device and a power transfer system. The transmission device includes an input shaft to which a drive force from a motor is inputted, a transmission mechanism arranged coaxially with the input shaft, and a countershaft parallel to the input shaft. The power transfer system distributes the drive force transmitted to the countershaft to front and rear wheels, and includes a sub transmission mechanism coaxially arranged in an end of the countershaft.

Abstract: In an infinitely variable transmission, a continuously variable transmission (2) outputs the rotation of an input shaft (1) at an arbitrary speed ratio, and a fixed speed ratio transmission (3) outputs the rotation of the input shaft (1) at a fixed speed ratio. A planetary gear set (5) varies the rotation direction and speed of the output shaft (6) according to the difference of the output rotation speed of the fixed speed ratio transmission (2) and the output rotation speed of the continuously variable transmission (2). A sensor (81) which detects the rotation speed of the input shaft (1) and a sensor (82) which detects the output rotation speed of the continuously variable transmission (2) are provided, and a microprocessor (80) precisely calculates the rotation direction and rotation speed of the output shaft (6) from these rotation speeds.

Abstract: In an infinite speed ratio transmission a fixed speed ratio transmission (130) outputting the rotation of a first shaft (310A, 310B) at a fixed speed ratio to a first gear (132) on a second shaft (320), and a continuously variable transmission (100) outputting the rotation of the first shaft (310A, 310B) at an arbitrary speed ratio to a second gear (142) fixed to the second shaft (320) are provided. Further, a planetary gear set (120) comprising a sun gear (120S), planet carrier (120C) and a ring gear (120R) is disposed between the first gear (132) and second gear (142), and a final output gear (3) is disposed between the planetary gear set (120) and second gear (142). The sun gear (120S) is joined to the second gear (142), the planet carrier (120C) is joined to the first gear (132) and the ring gear (120R) is joined to the final output gear (3). With this arrangement, the infinite speed ratio transmission can be made compact.

Abstract: The present invention pertains to the field of machine-tooling and essentially relates to a continuously variable transmission that comprises a central shaft (1), an epicycle (5) having outer central discs (4) attached thereon, solar wheels in the form of inner central discs (2), a carrier (6), a plurality of intermediate friction discs (3) mounted in the support (6) using axes (7) as well as rotating levers (12) and a mechanism for the combined modification of the transmission ratio and of the pressure. The latter includes power members applying an axial action (11) which are arranged on the end sides of all the above-mentioned central friction discs (2, 4), or else members pressing on the rotating levers as well as power members applying an axial action which are arranged on the outer side of the central friction discs so as to ensure contact in predetermined annular areas.

Abstract: A continuously variable transmission has: an input shaft, an output shaft, a toroidal type continuously variable transmission, and a planetary gear mechanism including a sun gear, a ring gear and a planetary gear. The power transmitted to first and second power transmission systems is made to converge to two gears of the planetary gear mechanism, and a remaining gear is coupled with the output shaft. A mode changeover device effects a changeover between, during forward movement, a first mode for a low speed side, which utilizes the first power transmission system and a second mode for a high speed side, which utilizes the first and second power transmission systems. Such changeover is effected by the operation of connecting and disconnecting a first mode clutch and a second mode clutch. The operation of effecting the changeover between the first mode and the second mode is effected in 0.2 to 1 second.

Abstract: A plurality of projecting portions are provided on and projected from part of an outer peripheral surface of an input side disk. A plurality of transmitting projection pieces are provided on a base end portion of a transmission shaft. The transmitting projection pieces of the transmission shaft are engaged with the projecting portions of the input side disk to thereby be able to transmit torque between the input side disk and the transmission shaft.

Abstract: In a variable-speed transmission arrangement, a continuously variable toroidal transmission and a planetary aggregating transmission are arranged in the power path between an input shaft and a coaxial output shaft. A central intermediate shaft is mounted to the input shaft for rotation therewith and to an input disc of the toroidal transmission. A planet carrier is connected firmly to the central intermediate shaft which passes through a concentric intermediate shaft, to which an output disc of the toroidal transmission and a second transmission member of the output transmission are connected. A third transmission member of the aggregating transmission is connectable to the output shaft, by means of a first clutch in a low mode, and a fourth transmission member of the aggregating transmission is connectable to the output shaft by means of a second clutch in an upper driving mode.

Abstract: A continuously variable transmission (2) has a first helical gear (204A) for its rotation output. The fixed speed ratio transmission (3) has a second helical gear (203B) for its rotation output. The third helical gear (207) rotates according to the difference of the rotation speeds of the first helical gear (204A) and second helical gear (203B). These helical gears rotate on a same rotation shaft (204). One of the three helical gears positioned between the other two helical gears applies a bending moment on the rotation shaft (204) due to a radial force given by a gear meshed therewith. The direction of the tooth trace of the other two helical gears is set so that at least one of them produces a bending moment in an opposite direction to the first bending moment.

Abstract: A hydraulic type pressing device secures the contact pressure between the peripheral surfaces of respective power rollers and the inner surfaces of respective input side disks and respective output side disks. When a torque to be transmitted changes abruptly, the pressing force of the pressing device is set to a value corresponding to the maximum torque to be transmitted by a toroidal type continuously variable transmission. According to this configuration, the variation of the transmission ratio based on the variation of the elastic deformation values at the respective portions is suppressed to prevent the uncomfortable feeling of a driver.

Abstract: A powertrain has an engine, a continuously variable transmission, (CVT) a starting mechanism, and a final drive gearing. The CVT includes a continuously variable unit (CVU) in the form of a full toroidal traction unit, a planetary gear arrangement, and a pair of mechanical clutches that are connectable with the starting mechanism through a synchronizing assembly. The planetary gearing arrangement provides both a forward and reverse ratio path and a torque splitting or summing function.

Abstract: An engine is connected to a sun gear of a planetary gear train via a toroidal type continuously variable transmission; driven wheels are connected to a ring gear of the planetary gear train; and the sun gear and the ring gear are connected to each other by a first clutch. A shifter can connect a second clutch, which is connected to the engine, to a carrier of the planetary gear train or to the driven wheels. When the vehicle is started forward when a failure has occurred, by controlling the engagement force of the first clutch on the basis of the rotational rate of the engine and the ratio of the toroidal type continuously variable transmission and controlling the engagement force of the second clutch on the basis of the rotational rate of the engine while the second clutch is connected to the carrier by the shifter, it is possible to prevent the ratio of the toroidal type continuously variable transmission from changing beyond the LOW ratio or the OD ratio and generating an excessive load.

Abstract: In an infinitely variable transmission, a continuously variable transmission (2) outputs the rotation of an input shaft (1) at an arbitrary speed ratio, and a fixed speed ratio transmission (3) outputs the rotation of the input shaft (1) at a fixed speed ratio. A planetary gear set (5) varies the rotation direction and speed of the output shaft (6) according to the difference of the output rotation speed of the fixed speed ratio transmission (2) and the output rotation speed of the continuously variable transmission (2). A sensor (81) which detects the rotation speed of the input shaft (1) and a sensor (82) which detects the output rotation speed of the continuously variable transmission (2) are provided, and a microprocessor (80) precisely calculates the rotation direction and rotation speed of the output shaft (6) from these rotation speeds.

Abstract: In a transmission arrangement including a continuously variable toroidal drive mechanism, an intermediate planetary gear train and a final planetary gear train which are arranged in the power path between an input shaft and an output shaft, a central intermediate shaft is connected to the input shaft and to a central drive disc of the toroidal drive mechanism, and to a planet carrier of the intermediate gear train. A concentric intermediate shaft, through which the central intermediate shaft extends, is connected to a central driven disc of the toroidal drive mechanism and to a sun gear of the intermediate gear train. The concentric intermediate shaft has a drive connection to a first mechanism link of the final gear train in the form of a sun gear. An outer ring gear of the intermediate gear train has a drive connection to a second mechanism link of the final gear train. A third mechanism link of the final gear train is mounted on a housing part.

Abstract: The rotation output of a continuously variable transmission (2) which transmits the rotation of an input shaft 1 at an arbitrary speed ratio is input to a sun gear (5A) of a planetary gear set (5) arranged on a final output shaft (6). A ring gear (5C) of the planetary gear set (5) is joined to the final output shaft (6). An output gear (3B) of a fixed speed ratio transmission (3) which transmits the rotation of the input shaft (1) at a fixed speed ratio is arranged on the final output shaft (6) and joined to a planet carrier (5B).

Abstract: In an infinite speed ratio transmission device comprising a continuously variable transmission (2), fixed speed ratio transmission (3) and planetary gear set (5), a final output shaft (6) is provided to extract the rotation output of the planetary gear mechanism (5). The output gear (3B), a sprocket (4A) and transmission device output gear (7) are formed on a final output shaft (6). The output gear (3B) engages with an input gear (3A) of the fixed speed ratio transmission (3), and the device output gear (7) engages with the final gear (12). The output of the continuously variable transmission (2) is transmitted to the sprocket (4A) via a chain (40). Of the gear set of the input gear (3A) and output gear (3B) and the gear set of the device output gear (7) and final gear (12), one set comprises helical gears having helical tooth traces.

Abstract: A method for operating an automatic traction drive transmission for use in motor vehicles having a first gear unit for operation in an infinitely variable mode and a second gear unit for operation in a continuously variable mode includes connecting the first gear unit to the transmission output, disconnecting the second gear unit from the first gear unit, and changing the speed ratio of the variator to produce low forward and low reverse ranges, or connecting the second gear unit to the first gear unit, disconnecting the first gear unit from the transmission output, and changing the speed ratio of the variator to produce high mode low and high forward ranges.

Abstract: An automatic transmission for motor vehicles includes a traction drive variator having two sets of input discs, a set of output discs, a gearset, a compound planetary gearset, and two clutches for connecting and releasing various elements of the gearsets. The carrier of the gearsets is connected continually to both sets of variator input discs, and a sun gear is continually connected to the variator output discs. The ring gear of the compound planetary gearset is continually fixed against rotation. The transmission operates in geared neutral condition, reverse and forward low ranges, and high and low forward ranges.

Abstract: The engines which have output shafts connected to traction speed change mechanisms via freewheel clutches are decelerated or accelerated at a desired speed change ratio and then rotate and drive a collector gear and a main rotor shaft. A part of output torque of the engines is diverted into gears to drive and rotate accessories and a tail rotor. Such an arrangement is useful for a power transmission for a helicopter in that it enables the speed of rotation of the main rotor to be varied while the speed of rotation of the engines is kept constant.

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 planetary 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 second speed brake, a reverse brake, and a clutch for selectively driveably connecting the output of the fixed drive mechanism and a front output shaft.

Abstract: The prime mover of a power train for use in a motor vehicle normally drives a flywheel by way of a first engageable/disengageable clutch, and the flywheel drives the rotary input member of an automated change-speed transmission assembly by way of a second engageable/disengageable clutch. At least one first auxiliary aggregate (such as the pump of a power steering unit) can receive torque directly from the prime mover, and at least one second auxiliary aggregate (such as the compressor of an air conditioning system) can receive torque from the input member of the transmission assembly or from the prime mover. The rotary output member of the transmission assembly can receive torque from a continuously variable transmission which receives torque from the input member by way of a planetary, or from a planetary which receives torque from a continuously variable transmission. The internal gear of the planetary can be arrested by a stationary brake to thus interrupt the transmission of torque to the output member.

Abstract: An automatic transmission for an automotive vehicle includes a traction drive variator having an input disc, an output disc, and rollers driveably engaged with the discs and adapted to vary continuously the ratio of the speeds of the output disc and input disc. The input disc is reversed and overdriven by a gearset whose ring gear is connected to an input shaft; carrier is held permanently; and sun gear drives the input disc. A planetary gear unit driven by the output disc produces a speed reduction in response to alternate engagement of a forward drive brake and reverse drive brake.

Abstract: A continuously adjustable transmission has two sets of cone pulleys disposed concentrically with respect to each other on a transmission input shaft. Between the two sets of cone pulleys a rigid ring acts as a torque transmitting member for transmitting torque from one set of cone pulleys to the other. This arrangement provides a compact and lightweight transmission producing the best transmission efficiency levels, especially at high and medium gear ratios.

Abstract: Disclosed is a continuously variable transmission. The continuously variable transmission includes a propulsion controller connected to an engine crankshaft; a forward/reverse controller mounted on an input shaft extending from the propulsion controller and which determines whether the vehicle is driven in forward or reverse modes; a low/high-speed selector connected to an output of the forward/reverse controller, for selecting a low-speed or a high-speed driving state; a continuously variable device connected to a first output of the low/high-speed selector; and a drive power synthesizer connected both an output of the continuously variable device, and to a second output of the low/high-speed selector.

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: 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: In a toroidal type continuously variable transmission including a forward/backward switching device with a planetary gear unit, a loading cam device coaxially arranged behind the switching device to receiving a torque from the planetary gear unit, a speed change unit coaxially arranged behind the loading cam device to receive a torque from the loading cam device, and a fixed wall member arranged between the switching device and the loading cam device to rotatably support the planetary gear unit, there is provided a connecting device which directly connect a sun gear of the planetary gear unit with an input part of the loading cam device to achieve a united rotation therebetween.

Abstract: A continuously variable transmission for a vehicle includes first and second continuously variable shift parts. A torsional damper for absorbing torsional vibration caused by a change in engine torque is connected to an output shaft of an engine. A forward/reverse control mechanism for controlling forward and reverse drive of the vehicle is connected to said damping means. The first continuously variable part is connected to the forward/reverse control means through a first power transmission member. The second continuously variable shift part transmits shifted rotating force to a final reduction gear system.

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 of a type having a toroidal transmission unit mounted for rotation on a engine torque input shaft and a planetary gear mechanism mounted on an output shaft in parallel to the input shaft to which engine torque is transmitted directly through an output gear fixedly mounted on the engine input shaft and through the toroidal transmission unit, is provided with a thrust generating mechanism mounted on the input shaft and pressed against a toroidal input disk for mechanically generating a axial thrust acting on the toroidal input disk. The thrust generating mechanism is located on the same side of the toroidal transmission unit as the side where the output gear is located.