Abstract: In a toroidal type infinitely variable automatic transmission comprising an oil pump mounted on a transmission case, first and second toroidal transmission mechanisms disposed within the case and having input and output disks for transmitting a rotational force through a tiltable friction roller, a forward and backward change-over mechanism positioned between the transmission mechanism and the oil pump and disposed within the case, for changing over between forward and backward operations of the transmission mechanism through a planetary gear mechanism by manipulation of forward and backward clutches, and a supporting wall positioned between the forward and backward change-over mechanism and the transmission mechanism and disposed within the case, for receiving a thrust force exerted towards a transmission mechanism side by the planetary gear mechanism, an extension member is provided on a side portion of the oil pump to extend within the case towards a transmission mechanism side, and the supporting wall is

Abstract: An automatic transmissions for an automotive vehicle includes a variator of the traction drive type, the variator including two input discs, two output discs, and rollers driveably engaged with the discs and adapted to vary continuously the ratio of the speeds of the output discs and input discs. Each of two planetary gearsets includes a carrier driven by an engine and driveably connected to an input disc, a sun gear driven by an output disc, and a sun gear connected to one of two driveshafts, which drive the front and rear wheels, respectively, of a motor vehicle. Independent angular variation of the rollers causes the variator to drive the forward drive sun gear and rear drive sun gear at different, variable speeds.

Abstract: A hydraulic control system (70) for a multi-regime CVT (8) includes regime-change clutches (37, 38) which are controlled independently of the variator (10) so that a smooth change of regime may be effected.

Abstract: An automatic transmission for an automotive vehicle includes two variator of the traction drive type, each 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, the output disc of the first variator producing a predetermined speed in relation to the speed of an input shaft and driveably connected to a disc of the second variator. A planetary gear unit includes a carrier, a sun gear connected to mutually connected discs, a ring gear connected to the output disc of the second variator, and a set of planet pinions meshing with the respective sun gear and ring gear. Angular variation of the rollers causes the second variator to drive the ring gear at a variable speed relative to input shaft speed and the carrier to rotate in accordance with the speeds of the sun gear and ring gear.

Abstract: In a dual cavity toroidal type continuously variable transmission comprises, inward projections integral with a transmission case are positioned between two output discs and formed with threaded bolt holes directed toward an open end of the transmission case. An output gear housing is coaxially installed in the transmission case and secured to the inward projections by means of bolts which are screwed into the threaded bolt holes. The threaded bolt holes are arranged on a first imaginary circle which is coaxial with a second imaginary circle described by an outer periphery of the output discs. The first imaginary circle is greater than the second imaginary circle in diameter.

Abstract: A load applied to the constituent member of a toroidal type continuously variable transmission is mitigated to thereby improve the durability thereof. During low speed running, a clutch for low speed is connected and a clutch for high speed and a clutch for backward movement are disconnected. During high speed running, the clutch for high speed is connected and the clutch for low speed and the clutch for backward movement are disconnected. During the high speed running, a torque is applied to the output side disc of the toroidal type continuously variable transmission. This torque becomes smaller as the transmission ratio as a whole is displaced to the high speed side. Correspondingly thereto, the load applied to the constituent member of the toroidal type continuously variable transmission can be mitigated.

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 traction roller transmission includes a safety wire for intersectionally interconnecting first ends of trunnions and for securing simultaneousness and equiphase of inclined rotation of traction rollers about oscillation axes thereof, links for connecting the trunnions, and a link support connected to a transmission casing so as to support the links at a center thereof so that the trunnions make synchronous strokes in the opposite directions along the oscillation axes of the traction rollers. The link support has an end located near the safety wire and formed with a recess to obtain a bifurcated form having leg portions fixed to the casing. The safety wire has an intersection located within the recess.

Abstract: A three mode stepless speed changing device is disclosed. The speed changing device of this invention maintains the operational performance expected by a four mode stepless speed changing device. Because one clutch, two gears and their associated elements, which are necessarily provided in the four mode device for performing the third mode of the four modes, are removed from the three mode device of this invention, the device of this invention has a simple construction. The device of this invention is also free from pressurized oil passages, which are necessary for performing the third mode of the four mode device. In this regard, the speed changing device of this invention is easily produced and assembled at low cost.

Abstract: Each engine is directly coupled to an engine deceleration device composed of a traction speed change mechanisms and a planetary speed change mechanism, and is decelerated at a desired speed change ratio, and rotate and drive a collector gear and a main rotor shaft. The collector gear rotates and drives accessories and a tail rotor through a second traction speed change mechanism changing speed in inverse number of the speed change ratio of the traction speed change mechanisms. Thus, the rotating speed of the engines can be continuously decelerated at an arbitrary speed change ratio, and an engine deceleration device of small size, light weight, and low loss is realized. At the same time, a power transmission device for helicopters capable of changing the rotating speed of the main rotor at a constant engine rotating speed is realized.

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 stepless speed changing device is disclosed. The device converts its operational mode between three or four modes thus reducing the load applied to both the summarizer and the speed changing unit. First and second gears are fixedly and rotatably fitted over a torque input shaft, respectively. The second gear is selectively clutched by a first clutch to convert the operational mode into a third mode. Third and fourth rotatable gears of a driven shaft are selectively clutched by a second clutch to convert the operational mode into a first mode. The summarizer constructed of an epicycloidal gear train cooperates with the fourth gear in the first and third modes. A sixth gear of the driven shaft is selectively clutched by a third clutch to convert the operational mode into a second mode. An eleventh gear of the driven shaft is selectively clutched by a fourth clutch to convert the operational mode into a fourth mode.

Abstract: The toroidal continuous variable transmission for four-wheel drive automobiles distributes a greater torque to the rear wheels than to the front wheels. The torque of the first driven gear is distributed 50% each to the first output shaft and the second output shaft. The torque of the second driven gear is transmitted 100% to the second output shaft. Hence, when the front wheels are connected to the first output shaft and the rear wheels to the second output shaft, the ratio between torques distributed to the front and rear wheels is about 1:3. In the event that only the front wheels should race reducing the transmitted torque, the torque transferred to the second side gear that is not racing also decreases. The rear wheels, however, are supplied with a torque from the second driven gear and therefore can secure at least 50% of the input shaft torque.

Abstract: A transmission having a power input and output that run along the same axis without having to use parallel shafting. The transmission is of the type which includes a toroidal drive and a co-axial drive, with the co-axial drive having a rotating planetary carrier that bisects the reaction path between one disk pair of the toroidal drive.

Abstract: A continously-variable-ratio transmission ("CVT"), for instance of the toroidal-race rolling-traction type, capable of geared neutral and of operating in at least two regimes and including a ratio-varying component ("variator"), a power-recircuiting epicyclic, a final drive shaft connectable with the variator by way of one of two alternative driven shafts and an input epicyclic the input of which is connectable to a prime mover and the two outputs of which are connected to the two alternative driven shafts respectively. One of the regimes includes a "geared neutral" condition, and the power-recirculating epicyclic is associated with clutches whereby power is recirculated through it in that regime. In the remaining one or more regimes no power is recirculated within that epicylic, but drive reaches the CVT output by way of appropriate clutches and whichever of the two driven shafts will rise in speed as that regime proceeds.

Abstract: A continuously-variable-ratio transmission (CVT) of the toroidal-race rolling-traction type, capable of operating in "low" and "high" regimes with synchronous change between those regimes, and including a variator (3)--that is to say a ratio-varying component--and an associated gearing set (2) of which the components are capable of being set in different combinations for the high and low regimes, in which the output of the gearing is connectable to the output (1) of the CVT as a whole, and the gearing has first (25) and second (29) inputs connected with the variator output (19) and engine output (5) respectively, and in which in low regime the gearing is set to recirculate power and so deliver to its output a power equal to the difference between its two input powers, whereas in high regime it is set to as to split the power flow and to deliver to its output a power representing the sum of the powers at its two inputs.

Abstract: The invention resides in an infinitely variable traction roller transmission with coaxial input and output shafts, a main transmission shaft rotatably supported in spaced parallel relationship with the input and output shafts and with an input traction roller drive interconnecting the input shaft and the main shaft and further an infinitely variable traction roller transmission structure disposed on the main shaft for transmitting motion from the main shaft at variable relative speed to the output shaft via an output traction roller drive wherein the input and output traction roller drives include traction gears mounted in radial alignment respectively on the input shaft and the main shaft and an output shaft of he infinitely variable traction roller transmission and hollow shaft surrounding the input shaft and connected to one of the ring and the planet carrier of a planetary-type transmission whose other of the ring and planet carrier is connected to the output shaft and whose sun is disposed on the input s

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: A continuously variable traction roller transmission comprises a driving gear which is of the helical gear type, and has an angle of torsion with the direction set to generate a force for biasing a second output disk to a second input disk at least in the forward run state of a motor vehicle and when torque is transmitted from an engine.

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 power transmission system for a vehicle has a first power transmission path having a forward-reverse shift mechanism and a reduction gear, a second power transmission path having an infinitely variable gear, and a path switching mechanism which switches the power transmission path between the first and second power transmission paths according to the running condition of the vehicle. The infinitely variable gear is a toroidal speed change mechanism having an output disk fixed to the output shaft of the power transmission system, an input disk which can be displaced in the axial direction of the output shaft and a roller which is in contact with both the input and output disks to rotate about an axis in response to rotation of the input disk and transmit rotation of the input disk to the output disk, the transmission ratio of the toroidal speed change mechanism being changed by changing the inclination of the axis about which the roller rotates.

Abstract: A two-regime, continuously-variable-ratio transmission of the toroidal-race rolling-traction type in which the variator (2) reducing epicyclic (10) and mixing epicyclic (15) are all coaxial, in which the driving connection between the variator output and the sun gear (18) of the mixing epicyclic includes a layshaft (23) or the like lying radially outboard of the reducing epicyclic, and avoids the use of a drum-like component which would surround those parts of the variator lying downstream of its output member (8). The invention also facilitates the use of gear units of equal ratio, and indeed of substantially identical structure, for the reversing (10) and mixing (15) epicyclics.

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 power transmission device for a vehicle comprises a first power transmitting path for transmitting engine output to a wheel side via a reduction gear, a second power transmitting path for transmitting engine output to the wheel side via a stepless speed change gear mechanism, a path switching clutch for switching between the paths to transmit by one of the paths, a switch-over control part for controlling switch-over operation of the clutch according to a driving condition of the vehicle, and a rotational condition abrupt change restraining part for restraining an abrupt change of a rotational condition of an engine output shaft at switch-over between the paths. The restraining part adjusts to conform rotating speeds of the input and output sides of the clutch to each other at switch-over of the clutch, or conform output torque to the wheel side between before and after switch-over of the clutch.

Abstract: A continuously variable transmission has a variable transmission unit which provides a variable speed ratio between an input member (2) and an output member (3). The output member drives an output transmission member (11) through a simple drive connection (19-23) in a first regime of the transmission, and by way of a power recirculation system (7-10) in a second regime. The transmission is arranged so that only a clutching operation is required to effect a synchronous changeover between regimes.

Abstract: A hydraulic control valve for a continuously-variable-ratio transmission (CVT), particularly one of the toroidal race rolling traction type. The transmission includes hydraulically-operated clutches (25,26) whose capacity to transmit torque varies with the operating pressure supplied to them. The transmitted ratio is related to the position of a hydraulic ram (35), which when it overshoots its normal stroke creates a pressure rise upstream of it in the circuit. This pressure rise first resists further overshoot, and then causes a reduction in the clutch operating pressure. Ram position is controlled by valves (56,57) which are located downstream of the ram, and which are themselves sensitive (via 58) to feedback from upstream circuit pressure: when that pressure rises, the valves open so as to depress the downstream circuit pressure by which the clutches are operated (via 68).

Abstract: A continuously variable transmission includes a toroidal race rolling traction unit (5) which is connectable in distinct regimes to an output rotary member (18) by way of an epicyclic gear stage (19-21). Devices are provided for interrupting or inhibiting the action of the epicyclic gear stage so as to provide at least one fixed transmission ratio of low loss within the range of continuously variable transmission ratios that the rolling race unit can provide.

Abstract: A vehicle transmission comprises a hollow casing, an input shaft, a gear assembly, parallel first to fourth power transmitting shafts provided in the casing, first and second clutch devices, a toroidal type infinitely variable transmission, first to ninth gears, and a power taking-off device.

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: A two-regime CVT for a tracked vehicle steered by differential movement of its tracks, comprising two ratio-varying units of the toroidal-race, rolling-traction type, which drive the vehicle without steer when their outputs are the same, but with steer when those outputs differ. Each such output is connected respectively by way of a steering epicyclic gear set to the drive of one of the tracks. According to one aspect of the invention the axes of the two variators and of the inputs from them to the two steering epicyclics are all coaxial, and may also be coaxial with the input to a third epicyclic gear set operable to change the transmission between its two regimes.