Abstract: A hedge trimmer comprises: a drive motor (30, 130) disposed in a casing (21, 121); a gear mechanism disposed in the casing (21, 121) and connected to the drive motor (30, 130); and a blade arrangement having at least one cutter bar (20, 120). The at least one cutter bar (20, 120) is driven in a reciprocating manner in a longitudinal direction of the blade arrangement by the drive motor (30, 130) via the gear mechanism. The gear mechanism contains at least a first gear setting and a second gear setting producing two different gear-ratios, such that the at least one cutter bar (20, 120) is adapted to be driven at a first speed and torque using the first gear setting, and a second speed and torque different from the first speed and torque using the second gear setting.

Abstract: A clutch including: an inner race forming a pocket; an outer race located radially outward of the inner race; a pawl including a portion disposed in the pocket; a cage rotatable by an actuator to a circumferential position with respect to the pawl; and a resilient element fixed to the cage and in contact with the pawl. The inner or outer race is supported for rotation about an axis of rotation. In a first one-way mode: the cage is in the circumferential position; the inner race is relatively rotatable, with respect to the outer race, only in a first circumferential direction; and the resilient element urges the pawl into contact with the outer race. In a second one-way mode: the inner race is relatively rotatable, with respect to the outer race, only in a second circumferential direction; and the resilient element urges the pawl into contact with the outer race.

Abstract: A driving force transmitter, including a coupling member, a cam member, an electromagnetic clutch, a sensor, and a controller, is provided. The coupling member arranged between a driving source and a driven device includes a first shaft, a second shaft, a stationary coupling member, and a movable coupling member which is movable between a separating position and an engaging position. The cam member is rotatable to move the movable coupling member. The electromagnetic clutch connects the cam member with the driving source when electrically powered and disconnects the cam member when not electrically powered. The sensor detects rotational positions of the cam member. The controller switches the electricity to the electromagnetic clutch according to the rotational positions of the cam member.

Abstract: A magnetically stabilized propshaft bearing system includes a bracket having a bearing receiving zone, an isolator arranged in the bearing receiving zone, and a propshaft bearing arranged in the bearing receiving zone and supported by the isolator. The propshaft bearing is receptive to rotatably support a propshaft for a vehicle. An electromagnet is mounted in the bracket surrounding a portion of the bearing. The electromagnet is selectively activated to shift the propshaft bearing within the bearing receiving zone.

Abstract: A gear moving assembly includes: a tubular shaft having a hollow portion formed therein; a sliding unit including: a base disposed in the hollow portion of the shaft, and a plurality of sliders including respective rods that are disposed in the respective sliding channels to be slidable relative to the shaft in the longitudinal direction; a plurality of movable gears disposed around a circumferential surface of the shaft to be movable relative to the shaft in the longitudinal direction, and provided to correspond to the respective sliders; and a plurality of interlocking units configured to connect the sliders to the corresponding movable gears so that sliding of each of the sliders is independently interlocked with movement of the corresponding movable gear. A transmission includes the gear moving assembly.

Abstract: A transmission generally includes a shaft member having a cylindrical outer surface in which longitudinal grooves are formed. Rolling members are disposed in the longitudinal grooves. A gear member having lobes the lobes is disposed between the rolling members and over the shaft member. A clutch spring that at least partially encircles the rolling members and the lobes is also disposed. The clutch spring includes a reduced torque condition that at least defines the clutch spring stretching to accommodate the rolling members leaving the longitudinal grooves and moving to the outer cylindrical surface such that the clutch spring forms a generally elliptical shape in the reduced torque condition.

Abstract: An actuating apparatus for actuating a shifting mechanism in a transmission to shift a gear wheel on a hollow shaft with an actuator module that is at least partially positioned within the hollow shaft and which comprises an actuator which can be connected with a coupling element of the shift mechanism which radially, inwardly extends into the inner diameter of the hollow shaft. The enclosure of the actuator module has at least an axially extending assembly passageway which guides the coupling element, during axial insertion of the actuator module into the hollow shaft. A method for the assembly and disassembly of an actuator module, with at least one actuator of an actuating apparatus for inside actuation of a shift mechanism on the hollow shaft. The actuator module is axially inserted into the hollow shaft and rotated via an assembly guide.

Abstract: A cam self-adaptive automatic speed shift hub comprises a left hub frame (7), a right hub frame (18), a case body (4), a power input device, a drive shaft (1), a wheel (14) and a brake device (20). The hub further includes a low-gear drive shaft (12), a low-gear transmission mechanism positioned on the low-gear drive shaft (12), and a cone-disc clutch cam self-adaptive speed shift assembly positioned on the drive shaft (1), in which the low-gear drive shaft (12) positioned in the case body (4) is in rotation fit with the case body (4) and in parallel with the drive shaft (1). Such a cam self-adaptive automatic speed shift hub can allow the motor/engine output power and vehicle running condition always in an optimal matching state, to achieve balance control between the vehicle driving torque and the comprehensive driving resistance.

Abstract: The present invention is capable of suppressing gear shift shocks or delays in acceleration with no interruption of driving force and reducing the weight. Disclosed is a transmission which is provided, with multiple stage shift gears so arranged to shift a number of dog clutches to shift a gear to the upper stage of the multiple stage shift gears, and is characterized in that a guide part is provided to a shift operation section and the dog clutches on each of the sages so as to move the lower dog clutch in a neutral direction by a coasting torque acting on the lower stage by a shift rotation of the upper stage to release a meshing engagement when meshing engagements of the lower and upper dog clutches are simultaneously performed by an operation of the shift operation section.

Abstract: A transmission generally includes a shaft member having a continuous cylindrical surface portion longitudinally disposed next to a cylindrical outer surface portion interrupted by longitudinal grooves. A first gear assembly has a first clutch spring that holds a first set of rolling members between lobes that extend from a first output gear. A second gear assembly has a second clutch spring that holds a second set of rolling members between lobes that extend from a second output gear. The first gear assembly and the second gear assembly are configured to move longitudinally along the shaft member to a position where at least one of the first gear assembly and the second gear assembly is engaged for rotation with the shaft member when a value of torque at the shaft member is below a torque threshold value.

Abstract: A power-augmenting gear structure for an electric car includes a low-speed and power-augmenting transmitting route additionally installed in a gear case, with an output shaft of an electric motor extending in the gear case. The gear case has transmission gears forming conventional normal speed transmitting routes with normal speed reducing ratio for running on common flat roads, and a low-speed and power-augmenting transmitting route to be used in case of moving up an upward slope or coping with a condition needing a large torque. Then the electric motor may be reduced in its size, weight and cost, without necessity of enlarging it to have a large power.

Abstract: A process for controlling a twin clutch transmission with two partial drive trains with respectively a friction clutch interposed between an internal combustion engine and the partial drive train is provided. If the transmission capacity of a friction clutch falls below the engine torque, engine intervention takes place. If the clutch temperature rises further above a default value, an emergency operation is initiated, in which the affected partial drive train is deactivated by opening the affected friction clutch, a preselection strategy used in the other partial drive train is changed and the other partial drive train is activated.

Abstract: An apparatus for controlling a sequential transmission of a vehicle is provided comprising a control motor that drives a selector drum for shifting gears wherein the apparatus measures torque applied to or position of the selector drum and controls the control motor to engage the gears, to accommodate for wear and transient gear interference or jamming.

Abstract: A method for determining at least one characteristic value, especially of a suspended driven axis of a machine, is provided, the axis being driven by a rotating drive unit and/or by a linear drive unit. A torque or a force corresponding to the torque acting on the drive unit is measured along a predetermined movement path of the axis. The torque or the force is measured in the forward direction and reverse direction. Energy-conserving moments or energy-conserving forces on the one hand and/or friction-dependent moments or friction-dependent forces on the other hand are determined by computational overlaying of associated torque or force values as the at least one direction-independent characteristic value.

Abstract: The invention relates to a regulating mechanism for operating an actuator or connecting element (11, 12) of an automatic transmission. The regulating mechanism has an actuator (3), a regulating mechanism (4), a transmission element (6), and an output element (8, 9). According to the present invention, the actuator (3) is configured as a three phase motor, advantageously as an asynchronous motor. The torque (M) of the actuator (3) is converted into an actuating force (S) in the transmission element (6), which is then applied to a regulated and or connecting element (11, 12).

Abstract: A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Abstract: A transmission generally includes a shaft member having a continuous cylindrical surface portion longitudinally disposed next to a cylindrical outer surface portion interrupted by longitudinal grooves. A first gear assembly has a first clutch spring that holds a first set of rolling members between lobes that extend from a first output gear. A second gear assembly has a second clutch spring that holds a second set of rolling members between lobes that extend from a second output gear. The first gear assembly and the second gear assembly are configured to move longitudinally along the shaft member to a position where at least one of the first gear assembly and the second gear assembly is engaged for rotation with the shaft member when a value of torque at the shaft member is below a torque threshold value.

Abstract: A drive unit includes an engine and a transmission having a variable transmission ratio. An instantaneous setpoint power output quantity of the drive unit is determined from an intended power output. The setpoint power output quantity is a function of the instantaneous transmission ratio of the transmission at least for a given intended power output.

Abstract: A driving force transmission apparatus has a driving gear; a driven gear; a toothed clutch transferring the driving force from driving gear to driven gear and which includes driving-side and driven-side ratchets that are movable in the axial direction of the clutch; and a compression spring biasing driven-side ratchet toward driving-side ratchet. When the tip end of the pawl of the driven-side ratchet is at the same position as the tip end of the pawl of the driving-side ratchet in the axial direction of the toothed clutch, the compression spring biasing force acts on the driven-side ratchet. And when the driven-side ratchet fully engages the driving-side ratchet, the biasing force does not act on the driven side ratchet.

Abstract: A power tool comprising a housing, a motor, an output shaft, a gear transmission mechanism and a control system. The gear transmission mechanism is connected between the motor and the output shaft to transmit the rotary power of the motor to the output shaft. The gear transmission mechanism has a high speed position and a low speed position. The control system is coupled to the gear transmission mechanism for detecting an operating characteristic of the power tool to actuate a ring gear to automatically move from the high speed position to the low speed position and to reduce the rotational speed of the ring gear when the operating characteristic exceeding a predetermined value.

Abstract: An automated shift control device suppresses overload of the shift motor and reduces the time from beginning to completion of a gear shifting operation. A transmission has a plurality of pairs of speed change gears and a gear selecting mechanism. A shift motor drives the gear selecting mechanism. A shift power transmission mechanism transmits power from the shift motor to the gear selecting mechanism. A torque limiter has a third reduction gear and a third shaft forming a part of the shift power transmission mechanism. The torque limiter transmits power from the shift motor as torque. When the transmitted torque is not more than a predetermined limit torque, the third reduction gear co-rotates with the third shaft. When the transmitted torque exceeds the predetermined limit torque, the third reduction gear rotates relative to the third shaft to limit the transmitted torque to the predetermined limit torque or less.

Abstract: In a method for setting the clutch torque of a clutch, especially a clutch disposed in a drive train of a motor vehicle, the clutch is adjusted using a clutch actuator. This clutch actuator has at least two actuator parts that may be positioned relative to each other at raster values of a position raster. A position setpoint corresponding to a clutch torque and disposed between the raster values of the position raster is calculated, and the actuator parts are positioned relative to each other at a raster value of the position raster that is adjacent to the position setpoint. In addition to the first position raster value, a second position raster value is calculated in such a manner that the position setpoint is disposed between the first position raster value and the second position raster value.

Abstract: An HVAC controller with a simplified and/or lower cost user interface. In one illustrative embodiment, the HVAC controller includes two switches, a movable member, and a plurality of detents. The detents are configured to cause the two switches to be switched in a sequence when the movable member is moved. In some cases, a controller is coupled to the two switches, and may change an HVAC control parameter based on the switch sequence.

Abstract: A vehicle transmission has a first torque transmission path for transmitting a torque from the engine to an output shaft of the transmission through a first input shaft of the transmission, a first pair of gears and a first mesh type clutch. A second torque transmission path transmits a torque from the engine to the output shaft through the first input shaft, a second pair of gears and a second mesh type clutch. A third torque transmission path transmits a torque from the engine to the output shaft through a second input shaft of the transmission, a friction clutch disposed between the second input shaft and the engine, a third pair of gears and a third mesh type clutch. The torque transmission path from the engine to the output shaft shifts in order of the first torque transmission path, the third torque transmission path, and the second torque transmission path. When the torque is transmitted through the third torque transmission path, a torque at the first input shaft is controlled.

Abstract: A powershift transmission is proposed using two transmission paths, a friction clutch being assigned to each transmission path and the transmission paths being coupleable to an output shaft for torque transmission. The transmission has a device that detects the clutch torque transmitted by the friction clutch of the active transmission path, which is coupled to the output shaft, and, when the clutch torque falls below threshold value, initiates a disengagement of the active gear ratio.

Abstract: A transmission with an automatic clutch is arranged to execute a shift operation by disconnecting a transmission input shaft from an output shaft of a power source and operating one of coupling sleeves so as to establish a desired transmission ratio. The transmission is comprised of a bypass driveline. During this shift operation, the bypass driveline becomes operative and transmits a power of the power source to a transmission input shaft while bypassing the automatic clutch.

Abstract: In an automatic transmission having a torque converter with a pump impeller, a turbine runner, and a stator, a stator shaft is provided to support the stator on its outer periphery and to rotatably support a transmission input shaft on its inner periphery. A magnetostrictive torque sensor is provided to detect the magnitude of input torque transmitted to the transmission input shaft. The magnetostrictive torque sensor includes a magnetic material having a magnetostrictive property and attached onto the outer periphery of the transmission input shaft, and a cylindrical magnetic-property detector mounted on the inner periphery of the stator shaft and arranged to be opposite to the magnetic material to detect a change in a magnetic property of the magnetic material, occurring owing to the input torque applied to the transmission input shaft.

Abstract: There is provided a method of controlling the operation of a multispeed gearbox which is associated with a start-up clutch, at least one power shift clutch, shift clutches for shifting into various speeds of the gearbox and with a control unit for controlling the actuation of at least one of the clutches. The method comprises the step of controlling the coefficient of friction of the at least one clutch during operation of the gearbox.

Abstract: A control device for an automatic transmission has a torque transmission provided between an input shaft and an output shaft of a gear-type transmission The torque transmission in at least one change gear stage is a friction clutch. When performing a change gear from one change gear stage to another change gear stage, the friction clutch is controlled. A transfer torque capacity detector detects or computes transfer torque of the friction clutch when performing a change gear to a predetermined change gear stage, and a clutch release timing determining apparatus determines a timing when releasing the claw-type clutch into a neutral state based on the value detected or computed by the torque capacity detector.

Abstract: A transmission comprising: an input shaft, to which a power is transmitted from a prime mover; an output shaft for outputting the power to drive wheels; and a plurality of transmission mechanisms of different gear ratios for transmitting the power between the input shaft and the output shaft. A two-way clutch capable of switching a torque transmitting direction into a forward direction and a backward direction is interposed between at least any of the transmission mechanisms and the input shaft or the output shaft, and a select mechanism is provided for selecting the torque transmitting direction of the two-way clutch.

Abstract: A control current is converted into an activation pressure for a transmission actuator by a pressure regulating valve. Both a control current at a given time and the activation pressure at the given time are fed back to a regulator. A setpoint value for the activation pressure in a partial range of a torque to be transmitted is converted by the regulator into the control current in dependence on the control current at the given time and otherwise as a function of the activation pressure at a given time. The current measuring device for determining the control current at the given time is adjusted here in such a way that a high resolution is obtained in the partial range.

Abstract: A control device for a actuator applied in a transmission includes a maximum electric current value detecting device that detects a maximum electric current value supplied to the actuator. The maximum electric current value detecting device includes a determining unit, an electric current supplying unit, a detecting unit, and a setting unit. The determining unit determines a target electric current value supplied to the actuator, the electric current supplying unit supplies electric current to the actuator on the basis of the target electric current value determined by the determining unit, the detecting unit detects the maximum electric current value actually supplied to the actuator independently of the target electric current value determined by the determining unit, and the setting unit sets the maximum electric current value supplied to the actuator on the basis of the maximum electric current value detected by the detecting unit.

Abstract: A tractor/implement combination is controlled through the use of real-time data on the true draft force generated by engagement of an implement with the ground. A method of controlling a tractor/implement combination includes obtaining and storing calibration data on the torque generated at the tractor flywheel, while the implement is disengaged from the ground, including such data the rolling resistance and frictional/parasitic losses between the flywheel and driven wheel axle of the tractor. During subsequent operation of the tractor/implement combination, the calibration data is subtracted from instantaneous data to generate a signal indicative of the implement draft force. The draft force signal may be factored to take account of the tractor power train ratio and the rolling radius of the tractor tires. The method allows generation of accurate draft force data, regardless of the nature and mounting location of the implement.

Abstract: An apparatus and a method of controlling a vehicle is provided for correcting a lowered value of the torque of an output shaft in the gear shifting and suppressing a revolution speed of an input shaft on the basis of the lowered torque correction. The torque of the input shaft is adjusted at the termination of the gear shifting on the basis of the lowered torque correction.

Abstract: An automatic transmission system has a switching mechanism for switching a plurality of shift gears and a sub-clutch by which transfer torque is controlled while being transferred from an input shaft to an output shaft. An actual deceleration speed is calculated based on an engine speed. Calculated next, based on an engine torque, is a target deceleration speed at which an output torque generated during upshifting is almost equal to an output torque generated after the upshifting. The transfer torque is controlled by feedback control so that the actual deceleration speed reaches the target deceleration speed.

Abstract: A control apparatus and method of a vehicle is provided for correcting a lowered value of the output shaft torque in the gear shifting and suppressing a input shaft speed on the basis of the lowered torque correction. The input shaft torque is adjusted at the termination of the gear shifting on the basis of the lowered torque correction.

Abstract: An arrangement with a torque-controlled gearbox, for which the torque present on the transmission driving shaft is measured with a non-contacting torque sensor and the torque sensor supplies a measuring signal, which is fed to the gear control unit as a variable for the correct shifting moment. With a motor vehicle having an internal combustion engine, the drive output of the combustion engine is transmitted to the crankshaft, and the torque present at the crankshaft is transmitted via a clutch and an intermediate gear to the transmission drive shaft, from there to an output drive shaft, and finally via a differential gear to the drive wheels of the motor vehicle. The torque sensor detects the torque actually present at the transmission drive shaft and feeds the measuring signal proportional to this torque to a gear control unit. The arrangement advantageously permits a torque-free shifting of gears in the gearbox, which can thus be carried out comfortably.

Abstract: Disclosed herein is a shift position indicating device for indicating a recommended shift position to a driver of a hybrid vehicle having an engine for driving a drive shaft of the vehicle, a motor for assisting a drive force applied to the drive shaft by electrical energy, and a battery for supplying power to the motor and storing electrical energy output from the motor. The motor having a regenerative function of converting kinetic energy of the drive shaft into electrical energy. According to the shift position indicating device, it is determined whether or not the vehicle is in a high-load running condition, and when the vehicle is in the high-load running condition, the shift-down is recommended.

Abstract: Motor vehicle gearbox with two concentrically mounted input shafts (6, 9) each driving an individual lay shaft (12, 15), said lay shafts being located at different radial distances (S.sub.1, S.sub.2) from an output shaft. Opposite gears (16, 17, 18, 19) meshing in pairs with a common gear (21, 22) on the output shaft (20) have different numbers of teeth, due to the teeth of one gear being addendum modified in relation to the teeth of the other gear.

Abstract: A thermostat employing a lever for selecting the temperature setting has a detent mechanism for creating individual detent positions associated with temperature setting values. In a preferred embodiment the detent mechanism comprises ridges and valleys in the surface of the baseplate on which the thermostat elements are mounted. A projection on the setting lever engages the individual valleys to create the detent effect, and a edge of the cover cooperates with resiliency of the lever to deflect the lever so as to cause the projection on the lever to continually engage the ridges and valleys. Another embodiment has ridges and valleys on the edge of the cover which engage a first projection on the lever. A second projection slides along the baseplate surface and cooperates with resiliency of the lever to deflect the lever creating force urging the first projection into continual engagement with the ridges and valleys.

Abstract: A shift by wire transmission system enables a driver to manually select a next desired gear and the system completes the shift automatically without requiring the driver to operate the clutch. The system includes an electronic transmission control unit that communicates with an electronic engine control unit to control engine speed during a shift in order to synchronize the speed of an engine shaft and the transmission shaft. The driver manually chooses a gear shift by moving a shift lever to thereby produce electrical signals indicative of the desired change in gears. Multiple or skip shifting is possible along with a method of automatically choosing a default gear in the event that the vehicle transmission is placed in neutral while the vehicle is in motion.

Abstract: A continuously variable traction transmission uses a pair of rotatable, substantially cone shaped members, one cone being connected to a power input shaft and the other cone being connected to the load output shaft. The small diameter of one cone is oriented adjacent the large diameter end of the other cone. The cone surfaces are configured such that the cones may make contact at a point or small area, for example, as seen longitudinally, the surface of one cone may be slightly convex and the surface of the other cone may be straight. The shafts on which the cones rotate are angularly adjustable with respect to each other such that the point of contact, and therefore the ratio of diameters of the cones, may be varied from one end of the cones to the other to continuously vary the input/output ratio of speed and torque transmitted through the transmission.

Abstract: An electrically-driven thrust generator is provided, which can contribute energy saving, and has properties (thrust controllability, swift action etc.) equivalent to hydraulic cylinders and contributes to solve problems (leakage etc.) associated with oil pipings. The electrically-driven thrust generator comprises a motor 3, a variable reduction ratio speed reducers 5, a rotary motion to linear motion converting mechanism 7, a thrust rod 121 linearly driven by this rotary motion to linear motion converting mechanism 7. The present invention is characterized in that the rotary motion to linear motion converting mechanism 7 comprises an oscillating crank plate driven rack mechanism, which provides a compact and powerful electrically-driven thrust generator equivalent to hydraulic thrust generator.

Abstract: An automatic transmission incorporating a means for varying the ratio of input rotational velocity to output rotational velocity. A cylinder cam is mounted on a cam driver having a helical gear tooth thereon engaging corresponding helical internal gear teeth within the cylinder cam. The cylinder cam incorporates a continuously varying cam angle and is axially translatable along the cam driver; the cam is positioned on the cam driver automatically in accordance with torque requirements by the forces transmitted to the cam through the helical gears of the cam driver. Spherical cam followers mounted in a sphere cluster engage the cylinder cam; the clusters are mounted for rotation about an axis perpendicular to the axis of rotation of the cam.

Abstract: A hydraulic control system for 4-speed automatic transmission which is controlled by torque control hydraulic pressure in regular succession and can provide a skip shift comprises a fluid pump (32), a pressure regulator valve (34) for regulating the line pressure generated at the fluid pump (32), a plurality of frictional elements (108, 62, 120, 84, 94, 100, 126) actuated by drive hydraulic pressure or reverse hydraulic pressure in accordance with the position of a valve spool of a manual valve (58), a first transmission control portion (D) having at least two valves (78, 86, 98) for supplying hydraulic pressure to at least one of the frictional elements, and a second transmission control portion (E) for selecting at least one of the frictional elements.

Abstract: A mechanical transmission (10) includes a first gear (13), a second gear (15), a slip clutch (14), an input shaft (11), a fourth gear (20), a one-way bearing (21), a third gear (18) and an output shaft (12). The first gear (13) and the slip clutch (14) are mounted on the input shaft (11). The first gear (13) is meshed with the second gear (15) which is mounted on the output shaft (12). The one-way bearing (21) and the fourth gear (20) are mounted on the output shaft (12); the latter (20) is meshed with the third gear (18) which is mounted on the input shaft (11) to constitute a step-down gearing (22). When the load upon the output shaft (12) increases so that the torque imposed upon the slip clutch (14) is higher than predetermined, the slip clutch (14) releases, and the increased torque generated by the step-down gear set (18, 20) drives the increased load upon the output shaft (12). Two additional embodiments (10', 10") are disclosed.

Abstract: A control system (104)/method for a vehicular automated mechanical transmission is provided, which will compare input signals indicative of input shaft speed (IS) to the product of input signals indicative of output shaft speed multiplied by engaged gear ratio (OS*GR) to develop control parameters indicative of drivetrain torque magnitude and/or phase requiring a driveline torque transducer.

Abstract: A transmission control in a multi-speed transmission gear arrangement is responsive to thrust forces generated at the gear member controlled by an on-coming friction device during a ratio interchange to generate a control signal. The control signal is used to begin the disengagement process of the off-going friction device.

Abstract: An automatic load responsive winch is disclosed and includes a base, a winch drum rotatable mounted on the base, and a rotatable drive shaft for driving the winch drum. At least two gear trains are mounted between the drive shaft and the drum for rotating the drum in response to rotation of the drive shaft. One of the two gear trains produces a different drum speed than the other gear train. In one embodiment, when a variable torque load is applied to the winch, a mechanism is vertically displaceable. The mechanism engages one of the gear trains at a first vertical position of the mechanism and disengages the one gear train at a second vertical position to isolate the one gear train and provide for rotation of the winch drum by the other gear train. In another embodiment, when a variable torque load is applied to the winch, a mechanism is angularly displaceable.

Abstract: A toy vehicle includes a toy vehicle body, a plurality of drive wheels coupled to the body, a motor having an output shaft, a gear drive coupled to the output shaft and a transmission having a changeable gear ratio coupling the gear drive to at least one of the wheels responsive to the load imposed upon the transmission and changing the gear ratio in response thereto.