Abstract: An electric vehicle is equipped with four electric motors, one for driving each of the four wheels, load sensors for detecting the loads applied to the wheels, and a control unit. The control unit determines the driving forces distributed to the wheels upon regeneration according to the loads applied to the wheels in such a way as to improve safety.

Abstract: A steering safety mechanism for an automotive vehicle includes a steering shaft, a steering rack for turning a tire in response to rotation of the steering shaft, a steering motor for rotating the steering shaft or oscillating the steering rack leftward and rightward, and an electronic control unit for controlling the motor. The motor is rotated in a direction which limits rotation of the steering shaft in dependence upon vehicle velocity and steering angle, or vehicle velocity alone. This makes it possible to prevent the vehicle from skidding sideways and rolling over when the driver turns the steering wheel too sharply.

Abstract: A motor driving device provided with a decelerator according to the present invention is so structured that a motor rotational shaft 6a and an output rotational shaft 9 are coaxially disposed within a casing 1 thereof, and planetary gears 18, 19, 20, 21, and 22 connect the two rotational shafts 6a and 9.According to the present invention, a special wall disposed between the motor rotational shaft 6a and the output rotational shaft 9 and for supporting the two rotational shafts 6a and 9 becomes needless to be provided for the casing 1. As a result, the overall length of the casing 1 can be reduced and the shape of the casing 1 can be simplified. Furthermore, the power of the electric motor 6 can be effectively transmitted to the output rotational shaft 9 by the planetary gear decelerating device so that the driving device can output large torque.

Abstract: Provided is a power transmission device for four-wheel drive vehicles of both the full-time type and part-time types, wherein a wet multiple-disc clutch is mounted in a ring gear covering the front-wheel differential gear and arranged coaxially with the differential gear. The wet multiple-disc type clutch is engaged by means of a hydraulic actuator in which a plurality of pistons are arranged in series. Hydraulic pressure is fed into oil chambers formed by the pistons through individual or common oil passages. The wet multiple-clutch constitutes a differential motion limiting device for stopping or limiting the differential motion of a center differential gear for the full-time four wheel drive, or constitutes a rear wheel drive switching unit for engaging and disengaging the power transmission between the ring gear mount casing and the transfer unit.

Abstract: A power transmission device for a full-time four wheel drive vehicle has a differential motion limiting device composed of a hydraulic frictional clutch such as a wet multiple disc type clutch. The friction clutch is disposed between a diff-carrier constituting a front wheel differential gear and a ring gear mount casing covering the diff-carrier and arranged coaxially with the diff-carrier. The ring gear mount casing is associated with the diff-carrier in a center differential gear, and the diff-carrier of the front wheel differential gear is associated with the left hand side gear in the center differential gear. Thus, when the friction clutch is engaged, the ring gear mount casing and the diff-carrier of the front wheel differential gear are integrally coupled with each other so that the rotation of the ring gear is transmitted directly to the front wheel differential gear, while the two elements in the center differential gear are integrally coupled with each other to lock the center differential gear.

Abstract: A hydraulic control system for a belt drive continuously-variable speed transmission comprising a continuously-variable speed transmission means including a primary variable-pitch pulley having a fixed pulley flange fixed to an input shaft and a movable pulley flange adapted to be axially slidable on said input shaft, a secondary variable-pitch pulley having a fixed pulley flange fixed to an output shaft and a movable pulley flange adapted to be axially slidable on said output shaft, and an endless belt interconnecting said primary and said secondary variable-pitch pulleys; and a hydraulic control circuit including hydraulic servomechanisms hydraulically interconnected with the respective movable pulley flanges of said primary and said secondary variable-pitch pulleys for pressing the corresponding movable pulley flanges toward the corresponding fixed pulley flanges, a regulator valve for supplying the pressurized working fluid of a controlled pressure to said hydraulic servomechanisms, and a control valve ca

Abstract: A center differential gear adapted for use in a power transmission device for full-time type four-wheel drive vehicles includes a diff-carrier coupled with a power transmitting front casing covering the front diff-carrier of a front-wheel differential gear and arranged coaxially with the diff-carrier, a side gear coupled to the front wheels, and another side gear coupled to a gear mount casing which transmits power to the rear wheels. The diff-carrier of the center differential gear is supported between the side gear on the side driving the front-wheel differential gear and the gear mount casing in cantilever fasion. The other side gear is spline-coupled directly to the gear mount casing without passing through the diff-carrier.

Abstract: A one-way clutch biasing means for an automatic transmission, comprising: an inner spline formed on a one-way clutch retaining member; an outer spline formed on the outer race of the one-way clutch and loosely meshed with the inner spline; and a resilient member fitted between a side wall surface of the inner spline of the retaining member and an opposing side wall surface of the outer spline of the outer race to urge the outer race constantly in the locking direction of the one-way clutch.

Abstract: A vehicular continuously variable transmission comprising a V-belt drive continuously variable transmission and a power transmission splitting driving mechanism consisting of a combination of a fluid coupling and a planetary gearing and disposed between the output shaft of the continuously variable transmission of the vehicle and the V-belt drive continuously variable transmission.

Abstract: A continuously-variable speed transmission for motor vehicles, which transmission comprises an input variable pitch pulley arranged on the input shaft of the transmission, an output variable pitch pulley arranged on the output shaft of the transmission, an endless belt interconnecting the input and the output variable pitch pulleys, a forward-drive planetary gear mechanism disposed on one axial side of the variable pitch pulley arranged either on said input shaft or on said output shaft, and a reverse-drive planetary gear mechanism disposed on the other axial side of said variable pitch pulley.

Abstract: The transmission comprises a hydraulic power transmission device, a V-belt stepless shifter and a planetary gear train. At restart time when the vehicle is at rest with the V-belt stepless shifter in high gear, the hydraulic power transmission device is operated to shift for providing a relatively high torque ratio, rather than the V-belt stepless shifter. A smooth restart is thus made possible. In addition, the planetary gear train permits the shifter smoothly to switch between forward and reverse. Both features meet the transmission needs of all vehicles.

Abstract: A stepless or continuously variable automatic transmission for motor vehicles including a first shaft coupled with the output shaft of an engine and rotatably supported by the transmission case, a second shaft disposed parallel with the first shaft and supported by the transmission case rotatably at three support points, and a third shaft disposed parallel with the second shaft and rotatably supported by said transmission case, transmitting power from said first to second shaft by a V-belt type stepless transmission and from the second to third shaft by meshed engagement of an output gear mounted on the second shaft and an input gear mounted on the third shaft, said stepless automatic transmission being characterized in that: the second shaft is divided into an input section mounting an output pulley of said V-belt type stepless transmission and an output section mounting the output gear, one of the input and output sections being rotatably supported at one outer support point and an intermediate support poin

Abstract: A stepless or continuously variable automatic transmission for motor vehicle, including a first shaft coupled with the output shaft of the engine and rotatably supported by the transmission case consisting of a torque converter case accommodating a fluid joint, a transmission case fastened to the torque converter case and accommodating a V-belt type stepless transmission and a center case interposed between the torque converter and transmission cases; a second shaft disposed parallel with the first shaft and supported by the transmission case rotatably at three support points on the torque converter case, transmission case and center case; and a third shaft disposed parallel with the second shaft and rotatably supported by the transmission case, transmitting power from the first to second shaft by the V-belt type stepless transmission and from the second and third shaft by meshed engagement with a helical output gear mounted on the second shaft and a helical input gear mounted on the third shaft, the stepless

Abstract: The automatic transmission control apparatus includes a single dual sequence valve in the hydraulic control circuit which provides timing control functions for engaging the brakes, engaging the brakes and one-way clutch, and operating the dual pistons operatively associated with the clutch, thereby preventing overheat of the friction engagement elements, improving the shifting of the gears through the speed range, and simplifying the hydraulic control circuit arrangement.

Abstract: A timing control valve for use in the automatic transmission control apparatus for vehicles has a spring-backed spool which is actuated for movement to one position by the spring force or the spring force and the oil pressure to be applied to the brake B.sub.2 for causing a sun gear and a transmission gear case to be engaged by way of a one-way clutch, and is actuated for movement to the other side by a counteracting force provided by a line pressure and an oil pressure to be applied to the reverse clutch C.sub.2, whereby the timing control valve permits the brake B.sub.1 to be operated for directly connecting or disconnecting the sun gear and transmission case by controlling the timing of such operation of the brake B.sub.1 in response to changes in the throttle opening degree, and particularly permit a smooth downshifting without a one-way clutch.

Abstract: A working fluid distributing system for a continuously-variable speed automatic transmission comprising a fluid coupling; a belt drive continuously-variable speed transmission means including a primary variable-pitch pulley, a secondary variable-pitch pulley and an endless belt interconnecting the primary and the secondary variable-pitch pulleys and capable of attaining continuously-variable speed drive; a change-direction gear train; and a hydraulic control circuit for supplying the working fluid to the component brakes and clutches.The working fluid distributing system further comprises a supporting collar attached to the wall portion of the housing of the automatic transmission, which wall portion being disposed perpendicularly to the input shaft of the belt drive transmission means. The supporting collar rotatably supports, on the outer surface thereof, the pump impeller of the fluid coupling and, on the inner surface thereof, the input shaft.

Abstract: A continuously-variable speed automatic transmission, comprising a fluid coupling, a belt drive transmission means including a primary variable-pitch pulley, a secondary variable-pitch pulley and a belt interconnecting the primary and the secondary variable-pitch pulley and capable of attaining continuously-variable speed drive, and a change-direction gear train.The primary variable-pitch pulley is mounted on an intermediate shaft which is adapted to be freely rotatable and arranged coaxially with an input shaft connected with the turbine runner of the fluid coupling.The secondary variable-pitch pulley is mounted on the output shaft of the transmission, which is supported on the housing of the transmission rotatably and in parallel with the intermediate shaft.The change-direction gear train is connected at the input end thereof with the input shaft and at the output end thereof with the intermediate shaft.

Abstract: In a belt type stepless shifter, movable flanges of pulleys are driven by hydraulic cylinders, and each of the cylinders is provided with a plurality of pressure carrying surfaces disposed in the axial direction, thereby a great amount of torque can be transmitted at low hydraulic pressure or at a small outer diameter. The belt type stepless shifter is adapted for use in a transmission apparatus of vehicles.

Abstract: The transmission comprises a hydraulic power transmission device, a V-belt stepless shifter and a planetary gear train. At restart time when the vehicle is at rest with the V-belt stepless shifter in high gear, the hydraulic power transmission device is operated to shift for providing a relatively high torque ratio, rather than the V-belt stepless shifter. A smooth restart is thus made possible. In addition, the planetary gear train permits the shifter smoothly to switch between forward and reverse. Both features meet the transmission needs of all vehicles.

Abstract: An electronic control system is provided which controls the locking and unlocking of a variable speed automatic transmission. A hydraulic control circuit comprising a plurality of hydraulic pressure controlling valves, a plurality of flow path switching means and a plurality of solenoid valves is provided to control the engagement of the clutches and brakes of the automatic transmission. The electronic control system detects a slope, modifies a portion of standard data in a manner corresponding to the detected slope to produce shift reference data which is then written into a read-write memory, compares the actual speed stage, throttle opening and vehicle speed against the shift reference data to determine the speed stage to which the transmission is to be shifted and controls the energization of the solenoid valves to change or shift the speed stage.