Abstract: A power transmission has an engine driven torque converter and a selectively engageable direct clutch. The output from the torque converter is connected through a one-way clutch to a planetary gearing input, the output of which is connected to a transmission output. The selectively engageable direct clutch connects the input of a continuously variable transmission with the engine in bypassing relationship with the torque converter. The continuously variable transmission output is connected with the transmission output in parallel relationship with the planetary gearing. Engagement of the direct clutch transfers the engine input from the planetary gearing to the continuously variable transmission.

Abstract: A friction type continuously variable transmission has double cones kept in contact with an input shaft and a drive cone and is capable of transmitting the rotation of the input shaft to an output shaft so that the output shaft rotates at a higher speed than the input shaft. A mechanism is provided for preventing the double cones from rotating about the input shaft and from coming off of their support shafts. A stay is mounted on a carrier supporting the double cones. The stay carries a guide roller bearing received in a guide fixed to a housing of the transmission. The stay thus prevents the rotation of the carrier while allowing only its axial movement. A stopper surface is provided at one end of the guide to restrict the axial movement of the carrier within a predetermined range.

Abstract: The present invention relates to a method and an apparatus for controlling a car equipped with an automatic transmission having a lockup clutch. According to the control method of the present invention, when the lockup clutch is in the lockup state, a variation of a generated torque is detected. When the range of the torque variation detected exceeds a predetermined value, an engine torque is reduced by controlling the engine, and the automatic transmission is controlled to compensate for a reduction of the driving torque due to a reduction of the engine torque. Thus, the speed change ratio is changed to the low gear side.

Abstract: A CVT having a variator unit, epicyclic unit for plural ratio combinations, plural regime engagin couplers, a clutch and an output shaft. The epicyclic unit includes a splitting epicyclic gear and two components of the splitter is connected to the oppsite ends of the variator. The epicyclic unit having plural connections to the drive output shaft through the regime engaging couplers. The epicyclic unit also includes a recirculating epicyclic which has two components commoned with two components of the splitter epicyclic. The recirculating epicyclic provides an additional output which is connectable to the output shaft to provide at least one creep regime. The clutch can either be locked when starting with the creep regime operative or slippingly engaged when starting with the creep regime non-operative.

Abstract: A drawing roller drive for the conveyance of a web in a rotary printing press utilizes a differential gear to accomplish a very exact change in the speed of the drawing roller. A single drive shaft and a single power take-off shaft are aligned coaxially with respect to each other. The differential gear arrangement includes a ball race gear and a downstream tension shaft gear.

Abstract: A continuously-variable-ratio transmission ("CVT"), especially of the toroidal-race rolling-traction type, in which the prime mover is connected to the ratio-varying component ("variator") by a torque converter or other starting device capable of slip. The CVT output is connected both to the variator output and also, by way of fixed ratio gearing and a one-way clutch, to the output of the starting device. At low speeds drive is transmitted from prime mover to the CVT output by way of the fixed ratio gearing in both forwards and reverse. In forward drive, as the speed of the variator output rises, operation of the one-way clutch causes the drive transmission path to change from the fixed ratio gearing to the variator output once the speed of the latter exceeds the former.

Abstract: A continuous-variable ratio transmission comprising a ratio-varying unit ("variator"), and an epicyclic unit having three outputs arranged concentrically. Two of those outputs are connected respectively in fixed ratio to opposite ends of the variator, so that as the variator ratio changes, the speed of one of these outputs always rises and that of the other falls. These two outputs are also connected by appropriate gearing and clutches to the CVT output shaft. Successive regimes of operation, so extending the overall ratio range of the CVT, are obtained by alternatively connecting each of the two epicyclic outputs to the CVT output. Ratios and other parameters are chosen so that regime changes are synchronous.

Abstract: In a toroidal stepless transmission having a forward-backward drive change over mechanism between an input shaft and an input disk, an actuator which controls the inclination angles of power roller is controlled by separate controllers according to the drive direction of the vehicle. In order to change over between these two controllers, a spool is provided which displaces in an axial direction between a forward drive position and a backward drive position according to the rotation direction of an output disk. A transfer shaft which rotates in synchronism with the output disk and transfers the output torque to drive shaft of the vehicle, is also used for displacing the spool. A drive gear is fixed to this transfer shaft, and a driven gear to which a rotation force due to engagement with the drive gear and a sliding frictional force in an axial direction are transmitted, is fitted over the spool.

Abstract: A continuously variable transmission includes friction rollers which are arranged in a toroidal groove formed between input and output disks and rotatably supported by roller support members. Hydraulic cylinder units for axially driving the roller support members are applied with a hydraulic pressure which is controlled by a forward drive speed ratio control valve in a forward drive mode, and by a reverse drive speed ratio instruction valve in a reverse drive mode. A feedback mechanism includes a precession cam provided for only one of the roller support members, which is associated with two links. These links undergo swing movement in accordance with the rotation of the precession cam, with their one ends maintained in contact with respective cam surfaces. Another ends of the links perform feedback of the speed ratio to the forward drive speed ratio control valve and the reverse drive speed ratio instruction valve, respectively.

Abstract: A continuously variable transmission with coaxial input (from 6) and output (17), capable of operating in at least two regimes, and having a variator (2) of the toroidal-race rolling-traction type, and gearing including both a speed reducing unit (10) and an epicyclic mixing gear unit (15) in which the components of the mixing gear unit are locked up in at least one of the regimes, and in which the speed-reducing unit (10) effects its speed-reduction without reversal of the direction of rotation between its input (1) and output (from 26). The operating axis (5) of the variator (2) may either coincide with the coaxial input and output of the transmission (FIG. 2 ) or be parallel to but displaced from it (FIG. 3 ). In addition to a brake (13) and a clutch (20), operable to engage first and second regimes, a further clutch (48) operable to engage a third regime is shown.

Abstract: The drive hub for a vehicle, particularly for a bicycle, includes a hub axle 1, a hub shell 9 rotatable relative thereto, and a driver or actuator 13 mounted on the hub axle 1. The driver 13 drives the hub shell 9 over a ball friction gear 17, the ball carrier plates 25 and 27 of which form with the hub axle 1 a rigid gear housing the balls 35 of which, with a guide ring 33, a drive ring 51 and a driven ring 55, enter into a frictional connection which, by the swivelling of the axle pins 37 between drive ring 51 and driven ring 55, permits different rotational speeds. The pressure forces are produced by a thread 47 between driver 13 and drive sleeve 49 proportionally to the driving torque, the pressure spring 57 ensuring a dead-travel-free response of the ball friction gear 17.

Abstract: A continuously variable transmission is disclosed which comprises a torque transmitting device to which an engine torque is applied, the torque transmitting device being coaxially arranged on a first axis; a planetary gear mechanism to which a torque from the torque transmitting device is applied, the planetary gear mechanism being coaxially arranged on the first axis; a continuously variable type speed change device to which a torque from the planetary gear mechanism is applied, the speed change device being coaxially arranged on the first axis; an output shaft coaxially arranged on the first axis; a countershaft coaxially arranged on a second axis which is in parallel with the first axis; first gears for transmitting a torque from the speed change device to the countershaft; and second gears for transmitting a torque from the countershaft to the output shaft. The planetary gear mechanism is so arranged as to lower the torque applied thereto and transmit the lowered torque to the speed change device.

Abstract: A driveline for a wheeled vehicle in which two laterally-displaced driving wheels (37, 38) are driven by the output (33, 36) of a transmission of continuously-variable ratio. The transmission is capable of a "geared neutral" condition, and is driven by way of a slipless connection (5, 6, 7; 70-73) from the engine (2). The engine output axis (3), the engine/transmission connection and the variator output axis (15) are arranged in a "U"-shaped formation. Such an arrangement promotes a compact and well-balanced installation in which the vehicle centerline (1) may roughly bisect the engine, and the wheel half-shafts (43, 44) can be nearly equal in length. Alternative embodiments are described in which the output axis of the variator coincides with the final drive axis (FIG. 3), or is parallel to but displaced from it (FIG. 1).

Abstract: A friction drive unit for use within a transaxle driving assembly in self-propelled vehicles such as grass-mowing lawn tractors, the transaxle comprising a two-piece housing structure forming a number of internal chambers for the encapsulation of the friction drive unit, associated reduction gearing and a mechanical differential. The friction drive may comprise as input members, a pair of driver wheels operatable against a larger driven disc wheel acting as the output member, such that only one driver wheel can be engaged to the driven wheel at any one time, and where the direction of vehicle motion depends on which one of the two driver wheels is in contact with the driven wheel. Each of the driver wheels is subjected to continuous rotation from an input drive shaft and are operatively displaced along the shaft by means of respective sliding yoke means. The output from the driven wheel is connected to the transaxle output shafts by means of high ratio gear reduction means.

Abstract: A mechanically variable transmission is provided by a novel arrangement of sheaves in combination with a power ring which can be utilized with a planetary device to smoothly varying output speed from maximum rotational speed in one direction to maximum speed in the opposite direction while passing through or maintaining zero output speed or any other speed in a forward or reverse direction while the input speed is varied or remains constant. The novel arrangement provides changes in the output speed over the entire range of engine power and under all load conditions since declutching is not necessary to shift gears allowing the engine to operate at a constant horsepower over the entire range of throttle settings and can enhance engine efficiency by allowing the engine to operate at the lowest possible speed and highest torque.

Abstract: In an infinitely variable transmission wherein two toric traction discs are rotatably supported in a housing opposite one another so as to define therebetween a toric cavity in which at least two motion transmitting traction rollers are disposed in engagement with the toric discs and supported by pivot trunnions, each pivot trunnion is provided with a single support roller disposed on a track section and has an axial control end which is supported so as to be slightly movable in a plane normal to the axis of the toric discs and means are provided for controllably moving the trunnion control ends in unison for initiation of a transmission ratio change.

Abstract: The disclosure relates to the use of two clutches, one associated with each wheel of a two wheel snowblower, selectively operated by a pivoting control on the handle so as to allow for power steering of the snowblower.

Abstract: A transmission system for use in automobile vehicles and in which the ratio-varying unit is unidirectional and is of the continuously-variable type, particularly the toroidal-race rolling traction type. An epicyclic combination and a hydrokinetic element are located in succession between the output of the ratio-varying unit and the final drive output of the system as a whole. The epicyclic combination and hydrokinetic element help to overcome two typical problems of transmissions with such ratio-varying units, namely low output torque range and difficulty in starting from rest, and this arrangement and the torque-splitting action of the epicyclic combination enable a smaller element to be used than would be possible if it were located on the input side of the ratio-varying unit. The system also includes a reversing mechanism located downstream of the ratio unit and preferably between the hydrokinetic element and the final drive output.