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: There is provided a continuously variable transmission system which can be designed compact in size and manufactured at a reduced cost by reduction of the number of component parts thereof and secure 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 of the continuously variable transmission, 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 of the planetary gear mechanism. A first gear train and a second gear train having a larger gear ratio than that of the first gear train are arranged between the output shaft of the engine and the third element of the planetary gear mechanism in parallel with each other.

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 continuously variable transmission (1) for a vehicle comprising one variator (4) with a non-positive, special friction-type, power transmission such as a friction gear or a conical disk continuously variable transmission is described wherein the transmission input power can be divided into at least two performance ranges and can be transmitted in a first performance range either by means of a first power split (2) via the variator (4) or by means of a second power split (3) by-passing the variator (4), or by means of both power splits (2, 3). According to the invention the transmission performance is power split in the first and second performance ranges.

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 sun gear apparatus includes an axle, a sun gear rotatably supported around the axle, and a sun gear guide ring disposed between an inner peripheral surface of the sun gear and the axle. The sun gear guide ring minimizes or eliminates looseness in the coupling between the sun gear and the axle.

Abstract: Between a water pump 3 and an electric motor 1, there is interposed a toroidal-type continuously variable transmission 2. By changing the gear change ratio of the toroidal-type continuously variable transmission 2, the water supply quantity can be changed while the electric motor 1 is being operated at a constant speed.

Abstract: A toroidal type continuously variable transmission mechanism is mounted on a transmission input shaft coaxially therewith and joined thereto, and a first power transmission mechanism is provided between the input shaft and a transmission countershaft. A single-pinion type planetary gear mechanism is mounted on a transmission output shaft coaxially therewith, and a second power transmission mechanism is provided between driven discs of the continuously variable transmission mechanism and planetary gear mechanism. A torque-split clutch for engaging and disengaging a carrier of the planetary gear mechanism and countershaft with and from each other, a reversing brake for fixedly holding the carrier, and a starting clutch for engaging and disengaging a sun gear and output shaft with and from each other. A driving gear, which is held firmly between the driven discs, and a driven gear form the second power transmission mechanism, and a ring gear is joined to the output shaft.

Abstract: In an infinitely variable transmission (IVT) for use with a vehicle, an output gear (3B) of a fixed speed ratio transmission (3) is joined to a planet carrier (5B) of a planetary gear set (5), and a gear (4A) which outputs the rotation of a continuously variable transmission (2) is joined to a sun gear (5A) of the planetary gear set (5). A ring gear (5C) of the planetary gear set (5) is joined to an IVT output gear (7) via a final output shaft (6). The gears are made of helical gears, and the tooth trace directions of the gears are set so that when a torque for driving the vehicle forward is transmitted from the engine to the drive shaft (11), the thrust force acting on the IVT output gear (7) is opposite to the thrust force acting on the ring gear (5C).

Abstract: In a toroidal type continuous variable speed transmission, a control valve for displacing trunnions is controlled by supporting and fixing a precess cam at an end of a rod displaced together with one of the trunnions. Therefore, when the torque inputted to the toroidal type continuous variable speed transmission is greatly varied by the treading on or releasing of the accelerator, there is the risk that an unnecessary variation of the gear ratio invite an abrupt change in engine revolutions and a consequent uncomfortable feeling on the part of the driver. A tip of a link arm is brought into contact with the cam face of a precess cam, and the control valve is switched according to any variation of the trunnion. Further, the contact position between the cam face and the tip of the link arm is placed closer to the input side disk side. This configuration makes it possible to suppress the influence of elastic deformation of trunnions and to solve the problem noted above.

Abstract: An engine is connected to a sun gear of a planetary gear train via a toroidal type continuously variable transmission. Driven wheels of a vehicle are connected to a ring gear of the planetary gear train. The sun gear and the ring gear are connected to each other by a first clutch. A shifter can connect a second clutch connected to the engine either to a carrier of the planetary gear train or the driven wheels. When the vehicle is started when a failure of the electronic central system has occurred, by engaging the first and second clutches with predetermined engagement forces while the second clutch is connected to the carrier by the shifter, change of the ratio of the toroidal type continuously variable transmission beyond either the LOW ratio or the OD ratio is prevented so as to avoid generating an excessive load.

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: In an infinite speed ratio transmission, a rotation of an input shaft (1) is input both to a continuously variable transmission (2) and a fixed speed ratio transmission (3). A CVT output shaft (4) of the toroidal continuously variable transmission (2) is joined to a sun gear (5A) of a planetary gear set (5), an output shaft (3C) of the fixed speed ratio transmission (3) is joined to a planet carrier (5B) of the planetary gear set (5), and a vehicle is driven under the output of a ring gear (5C) of the planetary gear set (5). A controller of the infinite speed ratio transmission comprises an actuator (30) which varies an amount of torque transmitted between the input shaft (1) and the CVT output shaft (4). A microprocessor (80) controls the actuator (30) so that a torque in the opposite direction to the vehicle travel direction shown by a selection range of a selector lever (86) is not transmitted by the continuously variable transmission (2).

Abstract: A forward clutch choke (251) having an internal long narrow path is provided in an oil path which feeds a clutch pressure (PFWD/C) to an oil chamber (604) of a forward clutch mechanism (6). The choke restricts a flow of the hydraulic oil into the oil chamber at a low temperature where the viscosity of the hydraulic oil is high to thereby increase a time required for the oil chamber to be filled with the oil, which prevents the clutch mechanism (6) from being engaged tightly in a short time to thereby prevent an instantaneous rise in the output shaft torque. Since the viscosity of the hydraulic oil is low at normal temperature and the choke functions as an orifice, the clutch mechanism is smoothly engaged tightly based on the operation of an accumulator concerned (FIG. 4).

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: The system has an engine, and a planetary gear. The planetary gear has a sun gear, a carrier rotatably supporting a plurality of pinions each of which engages with the sun gear, a ring gear engaging with the pinions. A first motor is connected to an output shaft of the engine and the sun gear of the planetary gear. The first motor is capable of using as a driving source and as a power generator. A second motor is connected to the ring gear. The second motor is also capable of using as a driving source and as a power generator. An automatic transmission is connected between the carrier of the planetary gear and an axle of a hybrid motor vehicle.

Abstract: Even in the case where a driver switches a select lever from D range to N range and returns it back to D range during the running of a vehicle, a speed change control device prevents the operation of sudden speed change caused by a difference between a transmission input rotational speed and the actual input rotating speed of a toroidal transmission unit while in the N range. Accordingly, an automatic transmission comprises a forward-reverse switching mechanism, an impelling mechanism and a toroidal transmission unit which are sequentially arranged from the driving source side of a vehicle, and further comprises a speed change control device for controlling the operation of the above.

Abstract: A toroidal-type continuously variable transmission, includes: an input shaft; a pair of mutually opposed input and output disks disposed side-by-side in an axial direction of the input shaft; a pressing mechanism pressing said input disk toward said output disk; a hollow shaft disposed around an outer periphery of the input shaft concentrically with the input shaft, and connecting the pair of input disks to each other; an oil hole formed in a no-penetrating portion of the input shaft where the input shaft does not penetrate through the hollow shaft, and opened on an outer peripheral surface of the no-penetrating portion; and, an oil passage formed between an inner peripheral surface of the hollow shaft and an outer peripheral surface of a penetrating portion of the input shaft where the input shaft penetrates through the hollow shaft.

Abstract: In an infinitely variable transmission (IVT) for use with a vehicle, an output gear (3B) of a fixed speed ratio transmission (3) is joined to a planet carrier (5B) of a planetary gear set (5), and a gear (4A) which outputs the rotation of a continuously variable transmission (2) is joined to a sun gear (5A) of the planetary gear set (5). A ring gear (5C) of the planetary gear set (5) is joined to an IVT output gear (7) via a final output shaft (6). The gears are made of helical gears, and the tooth trace directions of the gears are set so that when a torque for driving the vehicle forward is transmitted from the engine to the drive shaft (11), the thrust force acting on the IVT output gear (7) is opposite to the thrust force acting on the ring gear (5C).

Abstract: A transmission for a motor vehicle, such as a motor vehicle EVT, is configures so that the number of teeth of the first planet gear of the epicycloidal gear train, operatively connected to the output toroidal disks by the first sun gear, and of an output element of the epicycloidal gear train form a ratio not equal to one. The transmission ratio of the toroid variator can be varied in such a way, and the number of teeth of the first planet gear of the epicycloidal gear train and of an output element of the epicycloidal gear train are configured in such a way that an output shaft speed approximating zero can be selected according to the variator.

Abstract: A transmission apparatus (3) outputs drive power of a motor, from a speed changing mechanism (5, 7), via a sub-shaft (25), a power distribution apparatus (4) transmits rotation of an input end member (67) linked to the sub-shaft (25), via output shafts (83, 85), to the front-wheel end and the rear-wheel end, and the sub-shaft (25) and the power distribution apparatus (4) are disposed in an axially overlapping relationship.

Abstract: An output shaft (4) of a continuously variable transmission (2) is joined to a sun gear (5A) of a planetary gear mechanism (5), and joined to a final output shaft (6) via a direct mode clutch (10). An output shaft (3C) of a fixed speed ratio transmission (3) is joined to a planet carrier (5B) of the planetary gear mechanism (5) via a power recirculation mode clutch (9). Oil pressure supply to the direct mode clutch (10) and power recirculation mode clutch (9) is controlled by a controller (80) via a mode fixing valve (160). A cam (280) which moves in synchronism with a trunnion (23) of the continuously variable transmission (2) locks the mode fixing valve (160) in a position which shuts off oil supply to one of the clutches (9), (10) when the speed ratio of a continuously variable transmission (2) is smaller than a predetermined value lcC, and releases the lock when the speed ratio of the continuously variable transmission (2) is larger than the predetermined value lcC.

Abstract: A powertrain having an engine and a continuously variable transmission provides a continuously variable drive ratio between the engine and the transmission output. The transmission includes a continuously variable unit (CVU) and a planetary gear arrangement. The CVU is of the traction type. The planetary gear arrangement has a compound planetary gear set, two simple planetary gear sets, and two torque transmitting mechanisms. The compound gear set is disposed adjacent the CVU and has members connected with the input and the output of the CVU. The two simple planetary gear sets are disposed axially between the compound planetary gear set and transmission output shaft. The sun gear member of the compound planetary gear set is rotatably supported on a single shaft that passes axially therethrough and transmits power from the engine to the carrier assembly member of the compound planetary gear set and one input member of the CVU.

Abstract: Between a water pump 3 and an electric motor 1, there is interposed a toroidal-type continuously variable transmission 2. By changing the gear change ratio of the toroidal-type continuously variable transmission 2, the water supply quantity can be changed while the electric motor 1 is being operated at a constant speed.

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: An engine is connected to a sun gear of a planetary gear train via a toroidal type continuously variable transmission. Driven wheels of a vehicle are connected to a ring gear of the planetary gear train. The sun gear and the ring gear are connected to each other by a first clutch. A shifter can connect a second clutch connected to the engine either to a carrier of the planetary gear train or the driven wheels. When the vehicle is started when a failure of the electronic central system has occurred, by engaging the first and second clutches with predetermined engagement forces while the second clutch is connected to the carrier by the shifter, change of the ratio of the toroidal type continuously variable transmission beyond either the LOW ratio or the OD ration is prevented so as to avoid generating an excessive load.

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: In a toroidal type continuous variable speed transmission, a control valve for displacing trunnions is controlled by supporting and fixing a precess cam at an end of a rod displaced together with one of the trunnions. Therefore, when the torque inputted to the toroidal type continuous variable speed transmission is greatly varied by the treading on or releasing of the accelerator, there is the risk that an unnecessary variation of the gear ratio invite an abrupt change in engine revolutions and a consequent uncomfortable feeling on the part of the driver. A tip of a link arm is brought into contact with the cam face of a precess cam, and the control valve is switched according to any variation of the trunnion. Further, the contact position between the cam face and the tip of the link arm is placed closer to the input side disk side. This configuration makes it possible to suppress the influence of elastic deformation of trunnions and to solve the problem noted above.

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 toroidal type continuously variable transmission mechanism is mounted on a transmission input shaft coaxially therewith and joined thereto, and a first power transmission mechanism is provided between the input shaft and a transmission countershaft. A single-pinion type planetary gear mechanism is mounted on a transmission output shaft coaxially therewith, and a second power transmission mechanism is provided between driven discs of the continuously variable transmission mechanism and planetary gear mechanism. A torque-split clutch for engaging and disengaging a carrier of the planetary gear mechanism and countershaft with and from each other, a reversing brake for fixedly holding the carrier, and a starting clutch for engaging and disengaging a sun gear and output shaft with and from each other. A driving gear, which is held firmly between the driven discs, and a driven gear form the second power transmission mechanism, and a ring gear is joined to the output shaft.

Abstract: In a non-finite speed ratio transmission device using a toroidal continuously variable transmission (2), a hydraulic cylinder (30) for driving a power roller (20) via a trunnion (23), a shift control valve (46) for controlling a supply direction of oil to an oil chambers (30A, 30B) of the hydraulic cylinder (30), and a precess cam (35) which feeds back a displacement of the power roller (20) to the shift control valve (46) so as to shut-off the flow of oil to and from the oil chambers (30A, 30B), are provided. The shift control valve (46) comprises a drain port (46J) which can be connected to the oil chamber (30A) and a drain port (46I) which can be connected to the oil chamber (30B).

Abstract: An infinite speed ratio transmission device comprises a continuously variable transmission which varies the rotation speed of an input shaft (1) at an arbitrary speed ratio, a fixed speed ratio transmission (3) which varies the rotation speed of the input shaft (1) at a fixed speed ratio, and a planetary gear set (5) which outputs the rotation to a final output shaft (6) according to the relative rotation of the continuously variable transmission (2) and fixed speed ratio transmission (3). The continuously variable transmission (2) comprises a first toroidal unit (2A) and a second toroidal unit (2B) respectively provided with an input disk (21) which rotates together with the input shaft (1), output disk (22) and two power rollers gripped between these disks, and a first sprocket (24) disposed between the output disks (22), which rotates together with the output disks (22).

Abstract: An upper link (100) connecting four trunnions (30) of a first toroidal unit (2A) and second toroidal unit (2B) is formed of a first part (102) corresponding to the first toroidal unit (2A) and a second part (101) corresponding to the second toroidal unit (2B). The first part (102) is supported in a casing (14) via a first upper link supporting member (27X), while the second part (101) is fixed to the casing (14) via a second upper link supporting member (27Y). The first part (102) is also fixed to the second part (101) by bolts 105). The rotation outputs of the first toroidal unit (2A) and second toroidal unit (2B) are transmitted to a planetary gear unit (5) via a chain (40) from an output sprocket (24) provided between the two toroidal units (2A, 2B).

Abstract: In a variable mode of operation in which clutches are locked and a clutch and a brake are unlocked, the power of an input shaft is branched to a traction transmission mechanism. By contrast, in a fixed mode of operation in which the clutches are unlocked and the clutch and the brake are locked, the power of the input shaft is not branched to the traction transmission mechanism. In this way, the fixed mode and the variable mode are selectively used, whereby noise reduction and enhanced fuel efficiency can be attained. According to this configuration, it is possible to provide a power transmission apparatus for helicopters in which the number of rotations of a main rotor or a tail rotor is continuously varied while maintaining the number of rotations of an engine constant.

Abstract: A continuously variable transmission unit, which combines a toroidal-type continuously variable transmission of the double-cavity type and an epicyclic train, comprises a low-speed clutch and a high-speed clutch. In a low-speed drive mode, the low-speed clutch is connected to allow all torque to be transmitted to an output shaft through the toroidal-type continuously variable transmission. In a high-speed drive mode, the high-speed clutch is connected to allow most of torque to be transmitted to the output shaft through an epicyclic train and some of the torque to be applied to output discs of the toroidal-type transmission. The combination of the transmission and the epicyclic train serve to improve the transfer efficiency and durability of the continuously variable transmission unit.

Abstract: A continuous variable transmission is disclosed wherein the planetary gearset arranged downstream of the toroidal transmission mechanism is made simple in construction to reduce the overall axial length. To cope with this, a first planetary gearset arranged downstream of the toroidal transmission mechanism is comprised of a first carrier, a sun gear connected to an output disk, and a ring gear. The first carrier supports thereon a dual pinion having a first and second planet-gears. The ring gear may come in engagement with the second planet-gear through a first clutch for low-range operation. The combined construction of the first and second planetary gearsets contributes to the reduction of the axial length in the gearing mechanism. The second clutch for high-range operation may hold the second ring gear to a stationary case.

Abstract: An output rotational driving power of the engine is split into a first split power and a second split power. The first split power is transmitted to a continuously variable speed transmission that transmits the first split power by a shearing resistance of a fluid. The second split power is transmitted to a differential planetary gear system. An output power of the continuously variable speed transmission is transmitted to the differential planetary gear system to combine the first split power and the second split power in the differential planetary gear system. A variation of a rotating speed of the output rotational driving power is absorbed by the continuously variable speed transmission to adjust an output rotating speed of the differential planetary gear system to a constant speed.

Abstract: The object of the present invention is to provide compact toroidal type continuously variable transmission for a front engine front wheel drive vehicle, which employs geared neutral starting system.

Abstract: A continuously variable transmission (CVT) has a continuously variable unit (CVU) which has co-axial input and output shafts that are also co-axial with the input and output of the CVT. The CVU includes a toroidal drive having the two input members, two output members and a plurality of transfer members disposed therebetween. The CVT includes a summing differential planetary gear set having one member driven by the CVU input, a second member driven by the CVU output and a third member driving the CVT output. The CVU output is connected through a central compound planetary gear set which is co-axially arranged about the CVU input shaft and positioned between the CVU output members. The CVU input shaft absorbs the normal forces applied through the CVU input members thereby reducing the capacity of some of the rotating bearings.

Abstract: This invention realizes a compact and light-weight structure having excellent durability and transmission efficiency. A toroidal type continuously variable transmission is provided around an input shaft concentric with a driving shaft, and a planetary gear mechanism is provided around an output shaft. This output shaft is disposed obliquely above the input shaft. By such disposition, the effective utilization of space is achieved, and compactness and lighter weight are realized.

Abstract: A toroidal type continuous variable transmission system to be used as a transmission of an automobile comprises: an input shaft rotatably actuated by means of a drive source; an output shaft for acquiring power stemming from rotation of the input shaft; a variator which is interposed between the input and output shafts and includes a pair of input disks which rotate on the basis of rotation of the input shaft, a pair of output disks which are provided in a coaxial relationship with the input disks and rotate in synchronous with each other, and power rollers which are provided between the input and output disks while remaining in contact with the disks and which rotate at an angle; a planetary gear mechanism which is interposed between the input and output shafts and includes a sun gear, a ring gear provided around the sun gear, a plurality of planetary gears which are provided between the sun gear and the ring gear so as to be rotatable, and carriers supporting the planet gears; a pressing mechanism which pre

Abstract: A continuously variable toric transmission has rollers which engage semi-toroidal disc members to establish a drive relation therebetween. The annular disposition of the rollers relative to the toroidal members determines the speed relationship between the toroidal members. The rollers are urged into a space between the discs by one force and the discs are urged together by another force. Thus, the discs have a normal force and a traction force, the ratio of which is equal to the coefficient of traction. Controlling the ratio of the traction force to the normal force controls the coefficient of traction within a predetermined range of values. The traction force is affected by a controlled pressure differential across a piston which forces the rollers into the space between the discs, and a pressure urging the discs toward each other affects the normal force. By controlling these pressures, the coefficient of traction is controllable.

Abstract: The invention relates to a transmission in which the input power is either directly transmitted by an input shaft (2) to an output shaft (17) or indirectly transmitted via a continuously variable transmission (5), in particular a transmission with toroidal races (6, 8 and 7, 9 respectively) which work together in pairs and between which rotate rolling bodies (10) and a planetary gear (18). According to the invention the first power range corresponds to a first forward travelling speed range in which the input power is transmitted via the variator (5) to the output shaft (17) and the planetary gear (18) revolves as a unit, and one other power range follows the first power range and corresponds to a range of higher forward travelling speeds in which the input power is divided and supplied to the planetary gear directly and via the variator (5) which totals and transmits it to the output shaft (17).

Abstract: An automatic transmissions for an automotive vehicle includes a variator of the traction drive type, the variator including 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. Each of two planetary gearsets includes a carrier, a sun gear and a ring gear and a set of planet pinions meshing with the respective sun gear and ring gear. Angular variation of the rollers causes the variator to drive the ring gear at a variable speed relative to engine speed and the carrier to rotate in accordance with the speeds of the sun gear and ring gear.

Abstract: A toroidal continuous variable transmission is disclosed in which no power is transmitted to toroidal speed changers during the engagement of a direct clutch. The toroidal continuous variable transmission is constructed such that the engagement of the direct clutch causes an input shaft to connect drivingly with an output shaft through a planetary gear system whereby the power may be transmitted from the input shaft to the output shaft. The release of the forward clutch makes reverse means freewheeling so that no load is applied to output disks. As a result, none of the input disks are subjected to the thrust force at the loading cam, regardless of the rotation of the input shaft. Therefore, although the toroidal speed changers may make only the idling in unison with the input shaft, none of the input disks are forcibly urged against the power rollers.

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: A supplementary power drive system for providing additional power to the drive system of rotary wing aircraft that powers the aircraft main lifting rotor and tail mounted torque compensating rotor or propeller in a manner as avoids overloading the power capacity of the main rotor transmission. The supplementary power system, utilizing the power of a usually installed auxiliary power plant as a source of additional power, bypasses the main engine powered main rotor transmission in providing power to the tail mounted rotor or propeller and main rotor if the main transmission cannot absorb it.

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: A powertrain has an engine, a multi-range continuously variable transmission (CVT) and a final drive mechanism. The CVT has a continuously variable unit (CVU) and a planetary gear set. A plurality of friction devices that are selectively connectable to establish three forward ranges and one reverse range wherein the CVU is effective to provide infinitely variable ratios between the engine and the final drive mechanism. One friction device is engaged during a geared neutral condition, a first forward range and a reverse range. The neutral condition is established by setting the CVU at a predetermined ratio. The reverse range is operated by changing the CVU ratio toward a maximum underdrive ratio from the neutral condition and the first forward range is operated by changing the CVU ratio toward a maximum overdrive ratio. The second and third forward ranges are established by synchronously interchanging friction devices.