Abstract: A control apparatus for a drive-force transmitting apparatus that defines a first drive-force transmitting path that is to be established by engagements of a first frictional engagement device and a dog clutch and a second drive-force transmitting path in which a lower gear ratio is provided than in the first drive-force transmitting path. In a second running mode with the second drive-force transmitting path being established, the control apparatus places the dog clutch in a released state when a vehicle running speed is higher than a first speed value, and places the dog clutch in an engaged state when the running speed is not higher than the first speed value. Further, in the second running mode, the control apparatus inhibits the dog clutch from being switched to the released state when an accumulated heat quantity in a synchromesh mechanism of the dog clutch is larger than a first quantity value.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus that defines first and second drive-force transmitting paths between input and output rotary members. The second drive-force transmitting path is established by engagement of a second engagement device. The control apparatus includes an operation-state determining portion configured to determine which one of a plurality of states is established as an operation state of the second engagement device, by determining whether a plurality of transition-completion conditions, each of which is required to determine that a transition of the operation state of the second engagement device to a corresponding one of the plurality of states from another of the plurality of states has been completed, are satisfied or not, based on (?) a state of a hydraulic control executed to control a hydraulic pressure supplied to the second engagement device and (?) a rotational speed difference of the second engagement device.

Abstract: A control device for hybrid vehicle is configured to transmit a torque generated by an engine and a motor to a power transmission member according to a driving power request from a driver. The control device for hybrid vehicle includes motor control means and transmission capacity control means. The motor control means is configured to control an output from the motor according to the driving power request. The transmission capacity control means is configured to control a transmission capacity of the power transmission member. The transmission capacity control means is configured to increase the transmission capacity in consideration of a variation of the output from the motor when the output from the motor is increased based on the driving power request.

Abstract: A cam gear for a linear drive device that transforms a rotational movement of a first component into a linear movement of a second component includes a cam trench, having, in a circumferential direction of the cam gear, a first end portion and a second end portion, the cam trench being arranged on an end face of the cam gear. The cam gear is configured as a sector gear, and at least one of the first and second end portions of the cam trench is open.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting torque of the engine, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft, a second shaft, a third shaft selectively connectable to at least one of the input shaft and a transmission housing, a fourth shaft selectively connectable to the input shaft, a fifth shaft selectively connectable to the input shaft, a sixth shaft directly connected to the output shaft, and a seventh shaft.

Abstract: A hybrid-power driving system (HPDS) (110) includes an engine, a motor, and a transmission. The HPDS may include a single clutch and the transmission can provide at least six forward speed ratios and can provide for a reverse speed ratio. The transmission can include three synchronizers and multiple gearwheels that are used in multiple speed ratios. In addition to a pure engine driving mode and a pure motor driving mode, the HPDS can operate using a hybrid-power driving mode (HDM). In the HDM, the HPDS can provide for shifting of gears without power interruption to the half-axles and wheels of a vehicle. In the HDM, the continuous power being output can be achieved by keeping a synchronizer engaged to a gearwheel for two consecutive speed ratios.

Abstract: A shovel includes a turning drive unit. The turning drive unit includes a turning electric motor, a turning speed reducer configured to transmit the rotational driving force of the turning electric motor to a turnable body, a brake unit configured to maintain the turnable body in a state where the turning of the turnable body is stopped, and a case forming a space in which the turning speed reducer and the brake unit are lubricated with lubricant oil and accommodated. A recess is formed in part of the case that forms a bottom surface of the space.

Abstract: Illustrative embodiments of power tools with reversible, self-shifting transmissions are disclosed. In at least one illustrative embodiment, a power tool may comprise a motor having a motor shaft, an output shaft configured to be coupled to a tool element to rotate a fastener, and a transmission coupled between the motor shaft and the output shaft to transmit rotation from the motor shaft to the output shaft in a low-speed, high-torque mode and in a high-speed, low-torque mode. The transmission may be configured to self-shift between the low-speed, high-torque mode and the high-speed, low-torque mode in response to a change in a torque required to rotate the output shaft in both a clockwise direction and a counterclockwise direction.

Abstract: There is disclosed a continuously variable ratio transmission assembly (“variator”) comprising a roller which transmits drive between a pair of races, the roller being movable in accordance with changes in variator ratio, a hydraulic actuator which applies a biasing force to the roller, at least one valve connected to the actuator through a hydraulic line to control pressure applied to the actuator and so to control the biasing force, and an electronic control which determines the required biasing force and sets the valve accordingly, wherein the valve setting is additionally dependent upon a rate of flow in the hydraulic line.

Abstract: A transmission arrangement for transmitting power from a power source to an electrical generator. The transmission arrangement comprises a continuously variable transmission (CVT) and an alternative transmission that is more efficient at transmitting power than the CVT. The transmission arrangement further comprises a power mixing mechanism for combining power from the CVT and the alternative transmission into a combined power output to be provided to the electrical generator. The percentage of CVT power within the combined power output decreases as the power supplied by the power source increases.

Abstract: An apparatus for monitoring belt slip in a belt-torque assistance system includes a motor-alternator slip control unit that determines whether the belt connecting the motor-alternator with the engine in accordance with driving modes of a vehicle slips, and restricts operation of the motor-alternator in accordance with the slip of the belt, an ECU that outputs the operation state of the engine to the motor-alternator slip control unit, an inverter that changes an alternate current generated from the motor-alternator into a direct current or a direct current into an alternate current to drive the motor-alternator, and outputs a signal according to the speed of a rotor and power generation load to the motor-alternator slip control unit, and a motor-alternator operation control unit that operates the motor-alternator to generate power from the driving power transmitted from the engine and to assist torque of the engine.

Abstract: A power output apparatus 1 to 1D including an engine 6, a motor 7, and a transmission 20 to 20D having two transmission shafts connected to the engine 6 is provided. The transmission includes a power combination mechanism 30 adapted so as to be able to rotate first to third elements differentially from each other. The first element is connected to any one of the two transmission shafts, the second element is connected to a driving shaft 9 or 9, and the third element is connected to the motor 7. The second element combines the power transmitted from the first element and the power transmitted from the third element, and transmits the combined power to the driving shaft 9 and 9. The other transmission shaft of the two transmission shafts transmits power to the driving shaft 9 or 9 without going via the power combination mechanism 30.

Abstract: A transmission of the present invention has an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes. The torque transmitting devices are each selectively engageable in combinations of at least three to establish a plurality forward speed ratios and at least one reverse speed ratio.

Abstract: A transmission controller permits a 2-1 shift, in which a gear position of a subtransmission mechanism is changed from a second speed to a first speed, when an accelerator pedal has been depressed to or above a predetermined opening. The gear position of the subtransmission mechanism is changed from the second speed to the first speed when an actual through speed ratio passes a mode switch line from a High side to a Low side while the 2-1 shift is permitted in the subtransmission mechanism.

Abstract: In an idle stop system for an engine mounted in a vehicle, when it is determined predetermined stop conditions are met, the engine is automatically stopped. During the engine stop, when it is determined that predetermined restart conditions are met, the engine is automatically restarted. Further, it is determined whether or not a predetermined period of time has elapsed since the restart of the engine. When it is determined that the predetermined period of time has elapsed, the clutch mechanism is controlled into the connection thereof at and after a time instant when it is determined that the predetermined period of time has elapsed. Hence, the connected state of the clutch mechanism is realized after a controlled delay.

Abstract: A method of operating a transmission positioned between a drive aggregate and an axle drive, a transmission input shaft is connected, via a clutch, with the drive aggregate, and a transmission output shaft is connected with the axle drive and power can be diverted from the transmission to drive a power take-off. The PTO is activated by an engine intervention, shifting the transmission to neutral and disengaging the clutch. Thereafter, the clutch is partially engaged at either a position dependent or distance dependent clutch speed while monitoring the input rotational speed and drive aggregate rotational speed. When the input rotational speed approximately equals the drive aggregate rotational speed and the idle rotation speed of the drive aggregate, the clutch is no longer being engaged at the position dependent or distance dependent clutch speed, but is fully engaged at a maximum clutch speed.

Abstract: A speed ratio of a continuously variable transmission mechanism 20 is increased when a speed ratio of a subtransmission mechanism 30 connected in series to the continuously variable transmission mechanism 20 is switched from a first speed to a second speed. When an excess rotation speed Nb obtained by subtracting a target rotation speed from an engine rotation speed Ne exceeds a determination value Nr1 during this shifting process, a rapid rotation increase in an internal combustion engine 1 is prevented by reducing a shift speed of the continuously variable transmission mechanism 20 (S105A).

Abstract: An arrangement is disclosed for providing an “end-stop” function for a variator in a continuously variable transmission. The variator (8) needs some arrangement for preventing its own drive ratio from going beyond a ratio limit. In accordance with the present invention, this is provided by means of a one-way clutch (22 or 24). The one-way clutch is coupled to both the variators input and its output, and is arranged to engage (lock up) when the variator reaches its ratio limit, so that the variator is prevented from going beyond the limits. The invention is particularly suited to use with transmissions which provide two regimes and a synchronous change between them.

Abstract: A control device for a vehicle continuously variable transmission 4 comprises: inertia phase processing completing means for completing an instruction relating to inertia phase processing before an input rotation speed of the subtransmission mechanism 30 actually reaches an input rotation speed of the second gear position; and torque phase processing starting means for starting an instruction relating to torque phase processing, in which reception of an input torque of the subtransmission mechanism 30 is shifted from a disengagement side frictional engagement element to an engagement side frictional engagement element before the input rotation speed of the subtransmission mechanism 30 actually reaches the input rotation speed of the second gear position, after completing the instruction relating to the inertia phase processing.

Abstract: The described system and method allow a controller to calibrate a transmission variator of a continuously variable transmission for torque control by obtaining static and dynamic qualities and parameters of the variator through an automated calibration procedure. The system and method employ a pair of transmission mode configurations and operational configurations in combination to obtain system-specific information. In this way, the system is able to calibrate out the system variations to provide effective feed forward torque control of the continuously variable transmission. In an embodiment, a first calibration operation is performed while the transmission is neutralized and a second calibration operation is performed while the transmission is engaged in a mode providing a fixed variator output speed.

Abstract: An ECU executes a program including the steps of determining that a change speed solenoid is abnormal when a target speed ratio falls within a predetermined range, an upshift is recognized and the change speed solenoid is abnormal; determining that the change speed solenoid is normal when the change speed solenoid is not abnormal; determining that a belt pinch pressure solenoid is abnormal when the target speed ratio is substantially equal to a speed ratio ?min on a maximum speed-increase side and the target speed ratio is not substantially equal to an actual speed ratio; and determining that the belt pinch pressure solenoid is normal when the target speed ratio is substantially equal to the actual speed ratio.

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: The object is to simplify the construction of a speed change apparatus in which an engine drive force is speed-changed in a plurality of speed ranges and speed-changed steplessly in each speed range, with using a stepless speed change device (10), planetary transmission mechanisms (P1, P2, P3) and clutches (C1, C2). There is provided a main speed change device (B) configured to combine an output from the stepless speed change device (10) and the drive force from the engine trough the first, second and third planetary transmission mechanisms (P1, P2, P3) and then output the resultant combined force from an output shaft (41). There is provided an auxiliary speed change device (20) for effecting speed change on the drive force from the output shaft (41) of the main speed change device (B) and then outputting the speed-changed force.

Abstract: An ECU executes a program that includes a step of determining whether an output shaft rotation speed NOUT is equal to or greater than a reference rotation speed at which determining regions with all of the gear speeds in a stepped automatic transmission do not overlap, a step of determining that there is an abnormality in the gear speed by dividing the turbine rotation speed NT by the output shaft rotation speed NOUT if the output shaft rotation speed NOUT is not equal to or greater than that reference rotation speed, and a step of determining that there is an abnormality in the gear speed by subtracting a value, which is obtained by multiplying the output shaft rotation speed NOUT by the gear ratio, from the turbine rotation speed NT if the output shaft rotation speed NOUT is equal to or greater than that reference rotation speed.

Abstract: A sleeve 28 making up a gear ratio control valve 21 is driven by not only a stepping motor 29 but also a secondary actuator 47. Pressure oil is made free to be introduced into the secondary actuator 47 through a manual oil pressure switching valve 37 which is switched over by a gearshift. Then, when the gearshift is operated from a non-running state to a running state, a gear ratio of a toroidal type continuously variable transmission is corrected by a predetermined amount by driving the sleeve 28 by the secondary actuator 47. As a result, while improving characteristic of a vehicle when starting from rest, the vehicle can be prevented from being reduced in speed unintentionally excessively even when the gearshift is operated while running.

Abstract: A dual mode continuously variable transmission for use with motor vehicles includes a transmission input shaft, a transmission output shaft, and a variator disposed between the transmission input shaft and the transmission output shaft. A mixer gear set is operably disposed between the transmission input shaft and the variator output shaft. A clutching element is operably disposed between the input shaft the mixer gear set. The variator is configured to continuously vary a ratio of input torque to output torque between the variator shafts responsive to commands from an electronic control unit. The variator input shaft is drivingly connected to the input shaft and the variator output shaft is drivingly connected to the output shaft. The clutching element selectively connects and disconnects the input shaft and the mixer gear set to operate the transmission in a power splitting mode of operation and a variator only mode of operation.

Abstract: A continuously variable transmission apparatus includes: an input shaft, an output shaft, a toroidal continuously variable transmission, a gear-type differential unit including a plurality of gears, and a controller. The controller calculates a torque actually passing through the toroidal continuously variable transmission to obtain a deviation of the torque from a target value and adjusts a transmission ratio of the toroidal continuously variable transmission to eliminate the deviation. The controller stops the adjustment of the transmission ratio when the torque is not stable.

Abstract: A continuously variable transmission has: an input shaft, an output shaft, a toroidal type continuously variable transmission, and a planetary gear mechanism including a sun gear, a ring gear and a planetary gear. The power transmitted to first and second power transmission systems is made to converge to two gears of the planetary gear mechanism, and a remaining gear is coupled with the output shaft. A mode changeover device effects a changeover between, during forward movement, a first mode for a low speed side, which utilizes the first power transmission system and a second mode for a high speed side, which utilizes the first and second power transmission systems. Such changeover is effected by the operation of connecting and disconnecting a first mode clutch and a second mode clutch. The operation of effecting the changeover between the first mode and the second mode is effected in 0.2 to 1 second.

Abstract: A driving system of a motor vehicle includes a driving power source that generates power, and a belt-and-pulley type continuously variable transmission that transmits the power received from the driving power source to drive wheels while changing a first speed of rotation of an input shaft thereof to a second speed of rotation of an output shaft thereof. The driving system further includes a speed changing mechanism provided between the driving power source and the continuously variable transmission so as to increase or reduce a speed of rotation of the driving power source during forward running of the vehicle.

Abstract: In a toroidal continuously variable transmission (TCVT) control apparatus with a variator unit and a ratio control hydraulic system, an electronic TCVT control unit electronically feedback-controls a transmission ratio based on a deviation from a desired transmission ratio, and generates a normal-period command signal to be input to a step motor for compensating for the deviation. The control unit determines whether the deviation can be compensated for by electronically feedback-controlling the transmission ratio based on the deviation and generates an abnormal-period command signal to be input to the step motor to realize a step-motor displacement capable of shifting or diverging the transmission ratio to a speed-reduction side, while keeping a trunnion out of contact with a stopper in the direction of the trunnion axis, when the deviation cannot be compensated for by electronically feedback-controlling the transmission ratio based on the deviation.

Abstract: A continuously variable transmission system designable compact in size and manufacturable at a reduced cost by reducing the number of component parts and securing a maximum transmission ratio width. A toroidal continuously variable transmission has an input member connected to an output shaft of a prime mover, and an output member for outputting rotation of the input member at a continuously variable transmission ratio. A planetary gear mechanism has a first element connected to the output member, a second element connected to drive wheels, and a third element. A first clutch establishes and releases connection between the first element and the second element. A first gear train and a second gear train having a larger gear ratio, are arranged between the output shaft and the third element in parallel. Second and third clutches establish and release respective connections of first and second gear trains.

Abstract: A system for enhanced ratio control in a continuously variable transmission (CVT) includes a ratio control element positionable by an actuator in response to an actuator command to establish various CVT ratios in the CVT. At least one sensor generates a train of pulses indicative of speed of rotation of a predetermined rotary member of the CVT. A measured CVT ratio generator derives information of an actual CVT ratio out of at least the train of pulses to give a measured value of CVT ratio. A filter processes the measured value of CVT ratio in a manner to refine the information of the actual CVT ratio to give an estimated value of CVT ratio. A command generator determines the actuator command such that the actuator command remains unaltered when a deviation of the estimated value of CVT ratio from a desired value of CVT ratio stays within a dead zone.

Abstract: In a pump driver for selectively driving a plurality of pumps, a sun gear is rotated by a single drive source. A planetary gear is meshed with the sun gear. A planetary carrier rotatably supports the planetary gear revolvably around the sun gear. A plurality of driving gears are arranged in a one-by-one manner with respect to the pumps such that the planetary gear meshes with one of the driving gears to selectively drive one of the pumps. A revolution limiter allows a revolution of the planetary gear in a first direction and restricts a revolution of the planetary gear in a second direction opposite to the first direction at a position where the planetary gear meshes with one of the driving gears.

Abstract: An automatic transmission has: a primary transmission mechanism including: an input shaft; a planetary gear set having a sun gear, planetary gears and a ring gear, each being a helical gear, the ring gear and sun gear being respectively connected to the input shaft and to a stationary member via a one-way clutch, and a carrier for the planetary gears is connected to a primary output shaft; and an centrifugal clutch engaged/released the input shaft with/from the primary output shaft in correspondence with a centrifugal force by a weight and a thrust force by the helical gear; and a secondary transmission mechanism connected to the primary output shaft, for controlling a gear-shift into two or more speed-changed conditions. A multiplicity of change-speed gears is obtained by selectively combining the released and engaged states of the centrifugal clutch for each of the speed-changed conditions of the secondary transmission mechanism.

Abstract: A three-way clutch unit (9) comprising a forward clutch (91), second clutch (92) and forward one way clutch (93) which sets a power recirculation mode, a high clutch (10) which sets a direct mode, and a mode change-over valve (175) which supplies an oil pressure to one of the high clutch (10) and second clutch (92), are provided.

Abstract: An engine is connected to a sun gear of a planetary gear train via a toroidal type continuously variable transmission; driven wheels are connected to a ring gear of the planetary gear train; and the sun gear and the ring gear are connected to each other by a first clutch. A shifter can connect a second clutch, which is connected to the engine, to a carrier of the planetary gear train or to the driven wheels. When the vehicle is started forward when a failure has occurred, by controlling the engagement force of the first clutch on the basis of the rotational rate of the engine and the ratio of the toroidal type continuously variable transmission and controlling the engagement force of the second clutch on the basis of the rotational rate of the engine while the second clutch is connected to the carrier by the shifter, it is possible to prevent the ratio of the toroidal type continuously variable transmission from changing beyond the LOW ratio or the OD ratio and generating an excessive load.

Abstract: A hydraulic type pressing device secures the contact pressure between the peripheral surfaces of respective power rollers and the inner surfaces of respective input side disks and respective output side disks. When a torque to be transmitted changes abruptly, the pressing force of the pressing device is set to a value corresponding to the maximum torque to be transmitted by a toroidal type continuously variable transmission. According to this configuration, the variation of the transmission ratio based on the variation of the elastic deformation values at the respective portions is suppressed to prevent the uncomfortable feeling of a driver.

Abstract: The trunnion (23) of a vehicle toroidal continuously variable transmission is displaced by a step motor (52) via a control valve (56) and oil pressure servo cylinder (50) in order to vary a speed ratio of the transmission. A controller (80) calculates a target value (z*) of a control variable (z) based on an accelerator pedal depression amount (APS) and output disk rotation speed (&ohgr;co) (S5). Further, a time-variant coefficient (f) showing the relation between the trunnion displacement (y) and variation rate ({dot over (&phgr;)}) of the gyration angle (&phgr;) of the power roller, is calculated (S10). The error between the speed change response of the transmission and a target linear characteristic can be decreased by determining a command value (u) to the step motor (52) under a control gain determined based on a time differential ({dot over (f)}) of the coefficient (f) (S20).

Abstract: A continuously variable transmission apparatus has clutch device having a low speed clutch; a high speed clutch; and, a controller switching the transmission state into any one of a low speed mode and a high speed mode by connecting any one of the clutches, wherein timings for signaling by the controller for switching the connected and disconnected states of the clutches vary according to the switching directions of the low speed and high speed modes; and, a timing for signaling for connecting the low speed clutch with respect to the moment for signaling for cutting off the connection of the high speed clutch in order to switch the high speed mode over to the low speed mode is set earlier than a timing for signaling for connecting the high speed clutch with respect to the moment for signaling for cutting off the connection of the low speed clutch.

Abstract: Disclosed is a forward/reverse control system for a continuously variable transmission comprising pressure regulating means for controlling an inputted line pressure according to whether a forward or reverse state is required; a manual valve for selectively supplying and exhausting hydraulic pressure, which is supplied from the pressure regulating means, to and from a forward clutch and a reverse brake; and a check ball unit mounted between a forward hydraulic line and a reverse hydraulic line, which are connected respectively to the forward clutch and the reverse brake, the check ball unit operating to communicate the forward hydraulic line with an accumulator when hydraulic pressure acts on the forward clutch and operating to communicate the reverse hydraulic line with the accumulator when hydraulic pressure acts on the reverse brake.

Abstract: An infinite Speed ratio continuously variable transmission comprises a power recirculation mode clutch (9) and direct mode clutch (10). At least one of the power recirculation mode clutch (9) and direct mode clutch (10) comprises an electromagnetic two-way clutch. The electromagnetic two-way clutch maintains the engaged state during excitation and can transmit drive force from both the drive side and non-drive side. On the other hand, when there is a change-over from the energized state to the non-energized state, a one-way clutch state is obtained wherein drive force is permitted only in the transmission direction of drive force in the instant of the change-over to non-excitation. When a drive force is input in the reverse direction to the drive force transmitted in the one-way clutch state, the one-way clutch state is disengaged, and the disengaged state of the clutch is maintained until subsequent re-excitation.

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

Abstract: This invention provides a hydraulic controller of an automatic transmission which releases the lockup clutch when it fails. An output port of a solenoid valve is connected to a port of a lockup control valve and a port of a garage shift valve. An output port of a solenoid valve is connected to a port of the lockup control valve and a port of the garage shift valve. At least one of the solenoid valves is freely duty-controlled. A pattern, which enables regular control of the automatic transmission in normal operation and does not allow the lockup clutch to change from its released state to its engaged state, is selected for use from among plural combinations of signal pressures of the solenoid valves.

Abstract: A speed change control method of controlling a speed change ratio of a continuously variable transmission mechanism including a traction continuously variable transmission, includes: estimating a tilt angle of a power roller included in the continuously variable transmission based on an input rotating speed and an output rotating speed of the continuously-variable transmission mechanism;

Abstract: A driving system for an industrial truck having a driving device and at least one unit for working motions of the industrial truck, comprising: A combustion engine; an adjustable transmission coupled to the engine shaft; a gear assembly the first input shaft of which is directly coupled to the shaft of the combustion engine and the second input shaft of which is coupled to the driven shaft of the adjustable transmission; an electric motor the shaft of which is coupled to a third input shaft of the gear assembly; a change-over transmission between the driven shaft of the gear assembly (24) and the driving wheels of the industrial truck; a battery which is connected to the electric motor via an electronic power unit; a sensor system which measures at least the speeds of the combustion engine, the electric motor, and the output shafts of the change-over transmission and, if necessary, the charging state of the battery and generates appropriate output signals; a shaft coupled to the driving system for driving the

Abstract: A toroidal continuously variable transmission (1) comprises power rollers (18C, 18D, 20C, 20D) which transmit a torque between input disks (18A, 20A) and output disks (20A, 20B), and trunnions (104, 105, 114, 115) which drive the power rollers (18C, 18D, 20C, 20D) in a perpendicular direction to a rotation shaft (16A) according to a differential pressure between a first oil chamber (101) and a second oil chamber (102). When the second oil chamber (102) is at higher pressure than the first oil chamber (101), the toroidal continuously variable transmission (1) causes a downshift, and when the first oil chamber (101) is at higher pressure than the second oil chamber (102), the toroidal continuously variable transmission (1) causes an upshift. The first oil chamber (101) is connected to a first passage (176) and the second oil chamber (102) is connected to a second passage (177). A speed ratio control valve (70, 70A) controls a direction and a flowrate of the first passage (176) and the second passage (177).

Abstract: A vehicle transmission system includes a planetary gear arrangement that replaces the conventional clutch and range gear box. The planetary gear arrangement integrates the functions of a clutch and a range gear box while automating portions of the necessary operation of a manual transmission. The planetary gear arrangement preferably includes an automated actuator that selectively engages different portions of the planetary gear arrangement to provide at least two gear reduction ratios between an engine output member and the transmission main gear box. The automated actuator preferably moves the planetary gear arrangement between a first operative position for a first gear reduction ratio is provided, a second operative position where a second gear reduction ratio is provided and third operative position where the transmission input shaft, which preferably rotates in unison with a rotating engine output member, is uncoupled from the transmission output shaft.

Abstract: An infinite speed ratio continuously variable transmission comprises a power recirculation mode clutch (9) and direct mode clutch (10). At least one of the power recirculation mode clutch (9) and direct mode clutch (10) comprises an electromagnetic two-way clutch. The electromagnetic two-way clutch maintains the engaged state during excitation and can transmit drive force from both the drive side and non-drive side. On the other hand, when there is a change-over from the energized state to the non-energized state, a one-way clutch state is obtained wherein drive force is permitted only in the transmission direction of drive force in the instant of the change-over to non-excitation. When a drive force is input in the reverse direction to the drive force transmitted in the one-way clutch state, the one-way clutch state is disengaged, and the disengaged state of the clutch is maintained until subsequent re-excitation.

Abstract: A three-way clutch unit (9) comprising a forward clutch (91), second clutch (92) and forward one way clutch (93) which sets a power recirculation mode, a high clutch (10) which sets a direct mode, and a mode change-over valve (175) which supplies an oil pressure to one of the high clutch (10) and second clutch (92), are provided.

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