Abstract: A turbine engine power generation system includes a gearbox that receives rotational drive from a low spool through an input gear, in one example. The gearbox includes first and second clutches that are coupled to an input shaft of an auxiliary component, such as a generator. First and second output gears are driven at different rotational speeds by the input gear and respectively associated with the first and second clutches. An actuator selectively engages at least one of the first and second clutches to select between first and second rotational speeds in response to a command from a controller.

Abstract: A turbine engine includes low and high pressure spools. A high power take-off shaft is coupled to the high spool. An auxiliary component, such as a generator, is configured to be driven by the high power take-off shaft at a first speed. The low spool, in part, drives the auxiliary component, for example, by interconnecting the high power take-off shaft to a lower power take-off shaft through a speed summing gearbox. The gearbox drives the auxiliary component and increases the rotational speed of the auxiliary component from the first speed to the second speed. The low power take-off shaft also drives another generator, in one example. The turbine engine can be started by the low pressure generator, for example, in response to a command from a controller, which transforms the generator into a starter motor.

Abstract: An automated group transmission having a multi-stage main transmission (HG), a splitter group (VG) connected upstream from the main transmission (HG) and a two-stage range-change group (BG) connected downstream of the main transmission (HG), such that the splitter group (VG) is connected, via a controllable separator clutch, to a drive motor. The main transmission (HG) and the range-change group (BG) are of either a synchronized or an unsynchronized design and the shifting clutches of two respective transmission ratio steps, in at least one of the partial-transmissions (VG, HG, BG), are respectively combined in a common shifting packet with two shift positions and a neutral position. To speed up most range shifts, it is provided that in the main transmission (HG) the shifting clutches associated with the lowest transmission ratio step (G1) and with the highest transmission ratio step (G4 or G3) are combined in a common shifting packet (S1/4 or S1/3).

Abstract: A power transmission switching mechanism for office machine. The power transmission switching mechanism has simple structure and enables the office machine to commonly use a motor to execute scanning and printing works. The power transmission switching mechanism includes a rotary shaft, a drive gear mounted on the rotary shaft, an actuator reciprocally movable on the rotary shaft and a driving gear for transmitting power of a motor to the drive gear. The drive gear has an spline. The actuator can be selectively moved forward or backward to make the spline disengaged from a first gear mounted on the rotary shaft or engaged with the first gear. When the spline is disengaged from the first gear, the power of the motor is transmitted to a scanning module. When the spline is engaged with the first gear, the power of the motor is transmitted to the rotary shaft for printing work.

Abstract: A twin clutch transmission can be made sufficiently small and can easily be mounted on a motorcycle without biasing the lateral weight balance. In this transmission, a first clutch is arranged to input rotation power transferred from a crankshaft to a first main shaft and to output the rotation power to a rear wheel via an odd-numbered transmission gear mechanism, and a second clutch is arranged to input rotation power transferred from the crankshaft to a second main shaft and to output the rotation power to the rear wheel via an even-numbered transmission gear mechanism.

Abstract: In a twin clutch transmission, a first main shaft transfers rotation power of a crankshaft that is provided in parallel, input via a first clutch, to a drive shaft via an odd-numbered transmission gear mechanism. A second main shaft transfers rotation power of the crankshaft that is provided in parallel, input via a second clutch, to the drive shaft via an even-numbered transmission gear mechanism. In a first power transfer path running from the crankshaft to the drive shaft via the first clutch and a second power transfer path running from the crankshaft to the drive shaft via the second clutch, back torque limiters are provided that, when reverse torque operates in a direction opposite the direction for acceleration of a rear wheel, limits transfer of the reverse torque.

Abstract: A transmission has an input member and an output member, first and second intermediate shafts having substantially identical gear sets with gears concentric with and selectively connectable for rotation with the first and second intermediate shafts, respectively. Output gears are concentric with and rotatable with the output member and mesh with the substantially identical gear sets. First and second torque-transmitting devices are operable for transmitting torque from the input member to the first and second intermediate shafts, respectively. Torque-transmitting mechanisms are mounted concentric with, rotatable about and selectively engagable with the gears mounted on the intermediate shafts. A controller is operatively connected to the torque-transmitting mechanisms and to at least one of the torque-transmitting devices.

Abstract: A split serial-parallel hybrid dual-power drive system, comprised of two or more than two separation drive systems allowing independent operation to respectively drive the load, or all loads driven individually are incorporated in a common frame to drive land, surface, underwater transportation means or aircraft, industrial machines and equipment or any other load drive by rotational kinetic energy.

Abstract: An implement with two independent transmissions drives a common output shaft. Each transmission is configured to rotatably drive the output shaft in a different direction to simplify changing the ground direction of the implement. Moreover, in a preferred embodiment, the transmissions are actuated by levers that provide infinitely variability of the implement's ground speed.

Abstract: A shaving apparatus has plurality of shaving heads, each with a rotatable cutting member (5) associated with and rotatable relative to a shear plate (3). For driving the cutting members (5), a plurality of drive units (9) is provided, each of said units extending at least from drive rim (7) engaged for driving the drive unit to a coupling end (27) coupled to one of the cutting members (5) for transmitting a rotation of the drive unit (9) to the cutting member (5). The drive rims (7) of the drive units (9) are suspended for rotation about axes of rotation (20) that are oriented at angles relative to each other and diverge from each other in a direction from the drive rim (7) to the coupling (27).

Abstract: The present invention relates to a method of mixing and dispensing viscous materials, comprising the steps of: inserting a cartridge containing one or more viscous materials in a chamber; activating a first motor (1) to move a plunger from a first position to a second position within the cartridge and activating a second motor (2) to move the plunger from the second position further within the cartridge to dispense the material.

Abstract: “The invention concerns a turbo compound system, including a crankshaft driven by an internal combustion engine; a blowdown turbine arranged in the exhaust line of the internal combustion engine; a hydrodynamic clutch, comprising a driving torus and a driven torus, which form with each other a working chamber that is fillable or filled with working fluid; where the driven torus of the hydrodynamic clutch is arranged on a shaft on the crankshaft side, which is in drive connection with the crankshaft and is geared up relative to the crankshaft; and where the driving torus of the hydrodynamic clutch is arranged on a shaft on the blowdown turbine side, which is in drive connection with the blowdown turbine, and where—a rotary pump is arranged on the shaft on the crankshaft side or on the shaft on the blowdown turbine side, whose impeller is driven by this shaft.

Abstract: A multipurpose combined machine, such as compressor-pump or similar, includes motor elements (M) and a plurality of operating machines (H, C, V) that can be powered in an independent manner by the motor elements, wherein the operating machines are powered through a transmission box (1) having freewheel bearings (5a-5c) and members (S, D) are provided for reversing the rotation direction of the motor elements (M).

Abstract: A gear-type transmission apparatus includes a first input shaft, a second input shaft provided coaxially and rotatably relative to the first input shaft, a first counter shaft and a second counter shaft arranged in parallel to the first and the second input shafts, an output shaft, a dual clutch mechanism having a first clutch and a second clutch for transmitting a rotation of a driving shaft driven by a power source to the first and the second input shafts, a first gear change mechanism, a second gear change mechanism, a reverse gear set having a reverse shift stage driving gear, a reverse shift stage intermediate gear, and a reverse shift stage driven gear, and a switching clutch having a reverse shift stage engaging member for establishing/interrupting a torque transmission from the driving shaft to the output shaft via the reverse shift set.

Abstract: A transmission for a vehicle in which changing a shift position is achieved by sliding a shifter. In sliding the shifter to change the established condition of gear trains respectively corresponding to a plurality of shift positions, the transmission of power from an engine to a main shaft is cut off. A feed mechanism for sliding the shifter is configured to reduce the sliding speed of the shifter or to once stop the sliding operation of the shifter in a neutral condition during the sliding operation of the shifter in changing the established condition of the gear trains. The resulting configuration reduces the engagement noise when changing the shift position.

Abstract: A gear and clutch cluster receives rotational input from a bi-rotational input gear. The gear and clutch cluster produces rotational output in a driveshaft of a drive train in a single direction for both rotation directions of the bi-rotational input.

Abstract: A transfer case assembly (10) for selectively moving a seat assembly in a plurality of adjustment directions. The assembly comprises a motor (12) and a drive shaft (14) operatively connected to the motor (12) for rotation in response to actuation of the motor. A plurality of driving gears (16, 18, 20) are mounted to the drive shaft for rotation therewith. A plurality of driven (24, 28, 32) shafts corresponding with the respective plurality of driving gears are provided for independently controlling movement of the seat assembly in the fore/aft, up and down direction. A driven gear is rotatably mounted to each of the driven shafts and meshed with a respective one of the driving gears for rotation therewith. A coupler (22, 26, 30) is disposed adjacent to each of the driven gears for selectively coupling the driven gears to the respective driven shafts (24, 28, 32).

Abstract: A dual drive actuation system includes a driver gear, a pair of actuators with driven gears, and a transmission for switching the driver gear between the pair of actuators. The transmission is controlled by a solenoid, and the driver gear is powered by a motor. The dual drive actuation system can be used with different actuators that are changed based on their required usage, sizing and range of motion.

Abstract: The object of the invention is to provide a less expensive active transmission control system for an automobile, capable of disconnecting an engine, without increasing the number of dog clutches. In an active shift transmission, a second intermediate shaft is provided between a transmission input shaft connected with an engine and a transmission output shaft, and the transmission ratio is determined by the product of gear ratios of two sets of transmission gears. Further, a differential gear box is connected between both intermediate shafts and a motor is connected to the third shat of this differential gear box, so that the engine torque is borne by the motor on a temporary basis, whereby active transmission is performed. When the transmission gear of the input shaft is released, the engine rotation loss at the time of regenerative braking can be eliminated by disconnecting the engine.

Abstract: A transmission for driving one or more powered devices from a single drive motor. The transmission includes at least one output drive shaft, and at least one gear. Each gear is in constant driving engagement with at least one other gear, and one gear is engaged with the motor. Each of the output shafts is adapted to be coupled to at least one of the devices and at least one of the gears. The transmission also includes a plurality of clutches. Each of the clutches is uniquely associated with one of the output drive shafts and one of the gears, and each of the clutches selectively couples a gear to a corresponding output drive shaft. The transmission may include a control system for activating the motor and the clutches at desired time intervals.

Abstract: An improved transmission system is provided for an automotive vehicle having multiple engines for reason of fuel economy, including primary and secondary internal combustion engines separately supplied with fuel and having crankshafts in parallel orientation and terminating in co-directionally rotating flywheels. The improved transmission system includes a clutch mechanism associated with the flywheels for controllably transferring rotary force axially to input shafts in spaced apart parallel relationship and coupled by a power transfer mechanism. A sprag clutch is interactive between the secondary input shaft and the power transfer mechanism. A main gear, driven by the power transfer mechanism, is located within a gear box having speed change gears.

Abstract: The object of the invention is to provide a less expensive active transmission control system for an automobile, capable of disconnecting an engine, without increasing the number of dog clutches. In an active shift transmission, a second intermediate shaft is provided between a transmission input shaft connected with an engine and a transmission output shaft, and the transmission ratio is determined by the product of gear ratios of two sets of transmission gears. Further, a differential gear box is connected between both intermediate shafts and a motor is connected to the third shaft of this differential gear box, so that the engine torque is borne by the motor on a temporary basis, whereby active transmission is performed. When the transmission gear of the input shaft is released, the engine rotation loss at the time of regenerative braking can be eliminated by disconnecting the engine.

Abstract: In a method for upshifting a parallel shift transmission having two input shafts, each of which is coupleable via a clutch to the drive shaft of a driving engine, an output shaft, which may be brought into rotationally fixed engagement with the input shafts via different transmission gear sets, and at least one electric machine that is rotationally fixedly connectable to an input shaft for output of a boost torque, which boosts the drive torque of the driving engine, the boost torque produced by the electric machine during the phase in which the speed of the driving engine drops when shifting from an old gear into a new, higher gear is at least approximately replaced by the torque produced by the driving engine as a result of the drop in speed.

Abstract: A split torque gearbox having multiple input shafts. Each input shaft is connected to two face gears. Each face gear is connected to two quill shafts, one is coaxially mounted and the second is not coaxially mounted. Of the two quill shafts, one is positioned on a first side of an output stage and a second quill shaft is located on a second side of the output stage and the quill shafts are connected thereto. The output stage is connected to a main shaft.

Abstract: In a counter shaft type transmission equipped with a pair of transmission gear trains, the input shaft of the first gear train is connected with the engine and the second gear train is connected with the engine via a motor. The torque of the first gear train is briefly shifted onto the second gear train while a gear change in the first gear train is accomplished. By setting the gear ratio of the second gear train to a half-position of gear ratio of the first gear train, motor capacity and battery capacity can be reduced, reducing transmission cost. Further, with the motor, torque transfer becomes possible for both up-shift and down-shift and, since continuous ratios can be achieved, drivability of an automobile improves.

Abstract: A transmission equipped with a continuously variable ratio-change mechanism CVT and a LOW rotational transmission mechanism GT, which are disposed parallel with each other, comprises a forward clutch 65 and a reverse brake 66, which are used to set a power transmission through the continuously variable ratio-change mechanism, a LOW clutch 46, which is used to set a power transmission through the LOW rotational transmission mechanism, and a control unit ECU and a hydraulic control valve HV, which control the engagement of the clutches and the brake. When the transmission is switched from its neutral mode to its in-gear mode, at first, the forward clutch 65 is brought gradually into engagement, and then it is released before the LOW clutch 46 is brought into engagement in a squat control.

Abstract: A selector transmission for a motor vehicle in which two transmission shift positions G1, G2; G3, G4; G5, G6 situated in a shifting gate 55 of an H or multi-H shifting gate 51 within a transmission 1 can be respectively shifted via two different shifting sets 29, 30, 31, 32. The transmission 1 has one transmission input shaft 5, two countershafts 15, 16, one reverse gear shaft 22 and one transmission output shaft 28 available. The fixed and idler gears of each ratio step are positioned on the transmission shafts so that, departing from a single starting and separating clutch 4 of the transmission, the transmission gears are disposed in a sequence G2 and RG, G4 and G6, G3, G1, G5.

Abstract: A power split transmission (5) having at least two input shafts (12, 14) and at least one output shaft (16) for transmitting a drive torque from one transmission unit (3) to one drive wheel (4) of a drive axle (6, 7) of a vehicle. One of the input shafts (12) is operatively connected with one output shaft (8A, 8B) and one other input shaft (14) with a transmission unit (15) and the output shaft (16) is in operative connection with the drive wheel (4).

Abstract: A crank case 20 has a mission chamber 52 at a rear part, and a generator chamber 58 and a clutch chamber 59 are provided on both side of the crank case 20 in the direction of the crank shaft. The mission chamber 52 houses a transmission gear mechanism. The mission chamber 52 is bulged to one side in the direction of the crank shaft. A reverse idle gear 90 is disposed in the bulged part of the mission chamber 52. The reverse idle gear 90 is projected through a partition wall between the mission chamber 52 and the generator chamber 58 toward the generator chamber 58. The reverse idle gear shaft 44 has both ends supported by the left end wall 53a of the mission chamber and a shaft support member 66 secured to the end wall 53a.

Abstract: An actuator unit comprises a worm wheel rotated by a motor and having an output gear, a rotational lever having a toothed portion engaged with the output gear. The output gear has one first motor side gear tooth, two second motor side gear teeth, and two third motor side gear teeth which are shifted in three stages in an axial direction of a wheel shaft. The toothed portion has two first lever side gear teeth engageable only with the first motor side gear tooth, one second lever side gear tooth engageable only with the second motor side gear teeth, and one third lever side gear tooth engageable only with the third motor side gear teeth. The toothed portion does not rotate the output gear when the rotational lever is rotated while the worm wheel is located in a neutral position.

Abstract: A shaking table having: a feedback controller for generating a drive signal for actuators so that an inputted second command signal is agreed with a response signal indicating a vibration state of the table; an adaptive filter having variable filter coefficients which is supplied with an external first command signal indicating a target value of the response signal and generates the second command signal by compensating the transfer characteristics from the feedback controller to the table loading the specimen; a mask signal generator; a first adder for adding the mask signal to the second command signal; a second adder for adding the mask signal to the response signal; and an identification unit which is supplied with the outputs of the first and the second adders, for calculating the filter coefficients of the adaptive filter to compensate the transfer characteristics, and supplying the calculated coefficients to the adaptive filter.

Abstract: A face gear transmission system divides the input torque into multiple kinematic paths. The first kinematic scheme consists of a drive shaft and driven shaft having a plurality of pinions which contact a primary face gear. The second kinematic scheme consists of two independent symmetrical gear paths. One is a first pinion, a first idler and a first idler face gear and the primary face gear. The other independent gear path is a pinion on the second shaft, the idler, and second idler face gear and the primary face gear. The face gear transmission is especially applicable to rotorcraft having one or more input drive shafts to provide a proprotor transmission system which is relatively small in size and light in weight.

Abstract: A powershaft transmission (1) with a hydrodynamical and a mechanical power distribution, especially one multi-gear powershift transmission as a reversing transmission for construction machinery, having at least two input shaft (2, 4), one of said input shafts (2) being connected with a turbine section of a torque converter and a second input shaft (4) being connected with the rotational speed of an engine via the direct through drive, at least one output shaft (32) and several countershafts (6, 7, 8, 9) having fixed wheels and gear clutches distributed thereon idler wheels to form several countershaft units (KR, KV, K1, K2, K3, K4) for gear and direction shifting, the countershaft unit (K4) being designed as a gear splitter which divides the ratios of the countershaft units (K1, K2, K3) and the countershaft unit (K4) being disposed coaxially upon the input shaft (2, 4).

Abstract: The invention relates to a torque transmission device with at least a first, at least a second and at least a third shaft, whereby said torque transmission device comprises at least one drive mechanism which may be switched into different operating states.

Abstract: The invention relates to a retractable rear-view mirror for motor vehicles. Said rear-view mirror comprises a fixed base, a swiveling mirror unit and a rotation driving unit composed of a motor and a transmission. In order to minimize the friction losses while requiring a minimal space and providing a favorable assembling shape: a) the transmission of the rotation driving unit is a harmonic drive transmission having a central axis which is coaxial with the rotation axis of the mirror unit; b) said voltage wave transmission contains an eccentric means in its transmission casing, an elastic annular gear and two driven links which co-operate with said annular ring and have a different number of teeth; c) the eccentric means has a toothed work which engages the pinion gear of said motor; d) one driven link engages the base and the other driven link engages the mirror unit. The eccentric means is placed inside the elastic annular ring and the two driven links are placed outside of the elastic annular ring.

Abstract: The invention concerns an automated gear drive, comprising two main gearshafts (18, 20) bearing drive pinions (22, 24) and linked each by a clutch (E1, E2) to a clutch shaft (10), a gearbox output shaft (12) bearing driven pinions (26) each of which is associated with one-way locking means (28) controlled to be selectively interlocked with the gearbox output shaft (12), said means (28) being controlled by mechanical means (30, 32, 34) common to all the loose pinions (26) of the different gear ratios. The invention enables in particular gear ratio shift with uninterrupted torque transmission to the gearbox output shaft (12).

Abstract: A transmission for a working vehicle comprising a transmission mechanism for controlling drive transmission; a first input shaft for transmitting drive from an engine to the transmission mechanism; a second input shaft, usable as an alternative to the first input shaft, for transmitting drive from the engine to the transmission mechanism, the second input shaft extending in a different direction to the first input shaft; an implement-operating output shaft for outputting drive from the transmission mechanism to drive a working implement; and a pair of right and left propelling output shafts for transmitting drive from the transmission mechanism to drive wheels, the propelling output shafts extending in the same direction as axes of the drive wheels. The first and second input shafts extend transversely of the propelling output shafts. The implement-operating output shaft extends in the same direction as the first input shaft.

Abstract: An improved power tong gear train which includes a ring gear having an open or closed throat. At least three idler gears are positioned such that at least two of the idler gears engage the ring gear through the ring gear's entire range of rotation. The gear train further has at least one stage of reduction gears engaging the idler gears and has a power gear transferring torque to a stage of the reduction gears. Also disclosed is a power tong gear train having a load equalizing gear. The gear train includes a ring gear which has at least one idler gear engaging the ring gear. At least one stage of reduction gears engages the idler gears and a power gear transfers torque to a stage of the reduction gears. A load equalizing mechanism is attached to at least one of the gears.

Abstract: A steering booster system for a motor vehicle has an electronic control unit which senses by way of force or torque sensors the amount and direction of forces and torques applied to a manual steering wheel and correspondingly controls, via a transmission arrangement, the steering-force-assisting connection of an electric motor into a steering gear line coupling the manual steering wheel and the steered vehicle wheels. The manufacture of the system is simplified and the controllability of the force transmission between the electric motor and the steering gear line is improved by providing that the transmission arrangement has an electrically switchable clutch for each steering direction, i.e., left or right. The two clutches are arranged such that, when the rotating direction is the same at the input of the transmission arrangement assigned to the electric motor, they in each case cause another rotating direction at the output of the transmission arrangement assigned to the steering gear line.

Abstract: A clutchless automatic transmission comprises a hyper-overdrive for connecting first and second drive transmitting members, and a planetary transmission for varying the speed and direction of the output shaft with respect to the second drive transmitting member. The planetary transmission includes (1) multiple forward transmitting gearsets for changing the speed transmitted by the second drive transmitting member into a speed ratio of at least three, (2) a backward transmitting gearset for changing the direction of rotation, (3) plural hydraulically driven brake members for selectively braking a carrier of the forward transmitting gearset or a carrier of the backward transmitting gearset, and (4) a transmission lever for driving the brake members based upon an electric signal. The planetary transmission meshes continuously with the input power source without a clutch. The configuration is simple and compact. A speed change can be accomplished easily with an electric signal.

Abstract: The transmission system and associated method includes a drive shaft having a first input connected in rotatable communication with an output of a hydrostatic drive, and a second input adapted for connection in rotatable communication with a clutch selectably engageable with an engine for rotating the drive shaft therewith. The hydrostatic drive is selectably operable in at least a first drive mode for rotatably driving the drive shaft within a first or low rotational speed range, in a second drive mode for rotatably driving the drive shaft within a second or low-to-mid rotational speed range, and in a neutral mode for allowing the engine to directly drive the drive shaft when the clutch is engaged.

Abstract: A method for fabricating a split path transmission system that achieves equal torque splitting between the forward and aft split load paths of each gear train thereof at a predefined operating point by providing an intentional timing difference between gears and pinions of the forward and aft split load paths of each gear train of the split path transmission system is disclosed. The method includes the steps of identifying the torque distribution curves of the forward and aft split load paths of one gear train of the split path transmission system. The method further includes a step of selecting a predefined operating point for the split path transmission system wherein equal torque splitting between the forward and aft split load paths of the one gear train is desired. Next, the forward and aft torque distribution curves are analytically modified as required to pass through the predefined operating point.

Abstract: A powered skate having a small motor mounted on an in-line rollerblade with a hand-held throttle. The motor, such as a small internal combustion engine, is mounted at the rear of an in-line skate having a frame secured to a user's shoe or boot and drives the rear roller via a reduction gear train, which may include a clutch assembly. The engine is started by a pull cord, and the engine speed is controlled by a hand-held control unit attached to the engine via a throttle cable, which may be secured to the user's body via arm and leg straps. The powered in-line skate and a non-powered in-line skate can safely drive a user to speeds of about 20 MPH, this providing alternate transportation for the user.

Abstract: A vehicle transmission comprising:a first input for connection to a prime mover of the vehicle;an output for connection to ground-engaging wheels of the vehicle;multi-ratio transmission means operable to provide a driving connection, at a selected one of a number of gear ratios, between said first input and said output;a further input for connection to the prime mover of the vehicle;means operable to provide a driving connection between said further input and said output via at least part of said multi-ratio transmission means.

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

Abstract: A method is provided for operating a hydraulic control system for a transmission having first and second torque transmission paths arranged in parallel with one another between a common input shaft and a common output shaft, first and second hydraulically controlled clutches arranged in the first and second torque transmission paths, respectively, and a hydraulically controlled gear synchronizer in the second torque transmission path for selectively coupling a shaft for rotation with a gear wheel to effect a change in the transmission ratio through the second torque path while the second clutch is disengaged. To prevent wear on the synchronizer and the gear, prior to activating the hydraulic control for moving the synchronizer into engagement with the gear wheel, the hydraulic control system is operative first to move the synchronizer into a neutral position in which torque cannot be transmitted through the first torque transmission path.

Abstract: A machine is disclosed for producing paste like or fluid like food products. The machine has an upper container having heating or cooling means and a stirrer and a lower container having cooling means and a mixer. The stirrer and the mixer are operated by a drive unit which has two motors which are connected by shafts to the stirrer and the mixer through two separate reduction systems one of which has a free wheel which permits the operation of the stirrer and the mixer by one motor.

Abstract: A method and apparatus is provided for automatic shifting of a multi-path, toothed-wheel gear change box with at least two gearbox subunits in parallel to one another in the power transmission path between an input shaft and an output shaft and having loose wheels which can be coupled to their shaft in each case by a gearwheel clutch. A starting shift condition is selected if the vehicle is at a standstill, in which condition both the gearwheel clutch connected to the loose wheel of the gearwheel stage of the reverse gear and the gearwheel clutch of that gearwheel stage which forms the lowest of the gears, which are independent of the power-shift clutch of the gearbox subunit with the gearwheel stage of the reverse gear, are engaged.

Abstract: In the V belt type continuously variable transmission, after the output power from the prime mover has been transmitted to the input pulley shaft, two paths are operable to transmit the output power from the input pulley shaft to the output pulley shaft, two paths which are a main power transmitting path through a V belt engaged between the input pulley and the output pulley and a sub power transmitting path through the 2-way differential clutch. The drive ratio of the sub power transmitting path is set in a slightly smaller value than the maximum drive ratio of the main power transmitting path.

Abstract: A transmission of compact construction particularly suitable for use on a crawler mini shovel car having a boom mounted on a front portion of the vehicle body and an engine and a transmission mounted on rear portions of the vehicle body. The transmission includes an input shaft disposed within a transmission case in a longitudinal direction of the vehicle FR (forward-reverse) transmission shafts rotatably provided on the opposite sides of the input shaft in parallel relation therewith and coupled with the input shaft through gears, a worm gear provided at an end portion of each FR transmission shaft, and a worm wheel meshed with the corresponding one of the worm gears on the FR transmission shafts and mounted on each of worm wheel shafts coupled with left and right crawler drive shafts through reducing gears.