A starter for an engine is equipped with a planetary gear train as a torque variator to change torque used to start the engine. The torque variator is capable of changing the degree of torque which is transmitted between a planetary carrier and an outer gear of the planetary gear train, thereby changing a ratio of speed of a sun gear to speed of the planetary carrier of the planetary gear train to increase or decrease the degree of torque required to start the engine. This ensures the stability in starting the engine, for example, in cold conditions and achieves a quick start of the engine as needed.

The SIVRT disclosed includes a unique, ordered geartrain; it allows a large-continuous range of input:output velocity ratios (forward or reverse). This range is controlled by fluid-coupled gearsets which direct the power flow to the output shaft. The SIVRT requires no torque converter or friction clutches and has been designed for fully-loaded work machines which must operate reliably at creep speeds for extended periods with 1-3 stop-reverse-stop-forward operations every minute of the workshift. The clutchless variformer system disclosed herein provides a robust, heavy-duty, continuously-variable mechanical transmission especially designed and scaled for applications in vehicles and working machines which operate at creep speeds with frequently stop-start-reverse activity.

The SIVRT disclosed includes a unique, ordered geartrain; it allows a large-continuous range of input:output velocity ratios (forward or reverse). This range is controlled by fluid-coupled gearsets which direct the power flow to the output shaft. The SIVRT requires no torque converter or friction clutches and has been designed for fully-loaded work machines which must operate reliably at creep speeds for extended periods with 1-3 stop-reverse-stop-forward operations every minute of the workshift. The clutchless variformer system disclosed herein provides a robust, heavy-duty, continuously-variable mechanical transmission especially designed and scaled for applications in vehicles and working machines which operate at creep speeds with frequently stop-start-reverse activity.

A gear system for achieving an infinitely variable transmission comprising an input shaft for receiving rotational input into the transmission system and output shaft for delivering rotational output from the transmission system, a flywheel component for applying resistive forces of inertia into the transmission wherein the flywheel stores and stabilizes rotational energy in the transmission system, a high gear reduction mechanism achieved by assembly of one or more epicyclic gears wherein the flywheel accelerates with increasing difference of angular velocity between the input shaft and the output shaft, wherein the high gear reduction mechanism is based on the equation. (a)Z=(n+a)R(n)X, where Z is angular velocity of flywheel, X is angular velocity of input shaft and R is angular velocity of output shaft, n & a are integer constants where a<<n or a<n. The gear ratios vary from 0 to 1, wherein another gear can be meshed with the output shaft to achieve overdrive gear ratios.

A drive transmission device includes a clutch mechanism. The clutch mechanism includes a drive transmission member that is coupled to a first rotation member via a torque limiter and is arranged in a fitting part of a second rotation member and a third rotation member, and a transmission member moving part that includes a first gap and a second gap, the first gap being formed in the fitting part and having a width wider than the thickness of the drive transmission member and the second gap being formed in the fitting part and having a width that is equal to or smaller than the thickness of the drive transmission member, the transmission member moving part being formed in such a way that the width thereof becomes smaller about a rotation axis in the fitting part.

A drive transmission device includes a clutch mechanism. The clutch mechanism includes a drive transmission member that is coupled to a first rotation member via a torque limiter and is arranged in a fitting part of a second rotation member and a third rotation member, and a transmission member moving part that includes a first gap and a second gap, the first gap being formed in the fitting part and having a width wider than the thickness of the drive transmission member and the second gap being formed in the fitting part and having a width that is equal to or smaller than the thickness of the drive transmission member, the transmission member moving part being formed in such a way that the width thereof becomes smaller about a rotation axis in the fitting part.

A continuously variable transmission includes a first asymmetrical differential, having a transmission input shaft and a first output shaft, aligned along a transmission axis, a second asymmetrical differential, having a transmission output shaft and a first input shaft, aligned along the transmission axis, and a reduction gear unit, coupled between the first output shaft of the first asymmetrical differential and the first input shaft of the second asymmetrical differential. Rotation of the input shaft at a first input speed and torque is converted into rotation of the transmission output shaft at a second output speed and torque that varies independently of the first input speed and torque in response to a rotational resistance on the transmission output shaft.

A continuously variable transmission includes a first asymmetrical differential, having a transmission input shaft and a first output shaft, aligned along a transmission axis, a second asymmetrical differential, having a transmission output shaft and a first input shaft, aligned along the transmission axis, and a reduction gear unit, coupled between the first output shaft of the first asymmetrical differential and the first input shaft of the second asymmetrical differential. Rotation of the input shaft at a first input speed and torque is converted into rotation of the transmission output shaft at a second output speed and torque that varies independently of the first input speed and torque in response to a rotational resistance on the transmission output shaft.

A continuously variable transmission includes a first asymmetrical differential, having a transmission input shaft and a first output shaft, aligned along a transmission axis, a second asymmetrical differential, having a transmission output shaft and a first input shaft, aligned along the transmission axis, and a reduction gear unit, coupled between the first output shaft of the first asymmetrical differential and the first input shaft of the second asymmetrical differential. Rotation of the input shaft at a first input speed and torque is converted into rotation of the transmission output shaft at a second output speed and torque that varies independently of the first input speed and torque in response to a rotational resistance on the transmission output shaft.

A two-speed automatic planetary transmission, including a sun gear, dual planet gears, a planet carrier, a ring gear, a band-type brake ring, and a locking ring. The locking ring is disposed between the outer surface of the ring gear and the inner surface of the annular lug boss, and the inner surface of the locking ring is fixedly connected to the outer surface of the ring gear. Part of the outer surface of the locking ring contacts with the inner surface of the annular lug boss, and another part thereof is sheathed with the band-type brake ring. One end of the band-type brake ring is a fixed end, and is fixedly connected to a transmission shell; and another one is an unfixed end which is connected to a gear shifting actuator.