Abstract: A belt type continously variable transmission including a primary pulley; a secondary pulley; a belt which is looped over the primary pulley and the secondary pulley; a reduction gear unit that transmits torque, which has been output from an internal combustion engine and then transmitted to a secondary shaft, to a final reduction gear unit that is provided so as to be coxial with the secondary shaft of the secondary pulley; and a damper oil chamber which is provided between the secondary shaft and an input shaft of the reduction gear unit. A thrust force generated in the reduction gear unit due to an input of a driving force is transmitted to a hydraulic fluid in a damper oil chamber, and then absorbed. Therefore, a displacement of a relative position between the primary pulley and the secondary pulley is suppressed.

Abstract: A control device includes an arrangement for deriving an input torque input to a belt-type continuously variable transmission based on a control amount of a first actuator. The,continuously variable transmission includes a first actuator that is provided on a one movable sheave side, that presses the one movable sheave toward one fixed sheave, and that can generate a belt pinching pressure on the one movable sheave side, and a second actuator and a torque cam that are provided on the other movable sheave side, that press the other movable sheave toward the other fixed sheave, and that can generate a belt pinching pressure on the other movable sheave side.

Abstract: In a damper device of a lock-up clutch-equipped torque converter which has at least two rotating members that have a common rotation axis and are rotatable relatively to each other via an elastic member, an axial-direction support portion that supports the at least two rotating members in the direction of the rotation axis with respect to each other, and a radial-direction support portion that supports the rotating members in a radial direction with respect to each other are disposed on circumferences that are substantially equidistant from the rotation axis.

Abstract: In a controller of a vehicle transmission, the transmission includes a continuously variable transmission 3 and a planetary gear mechanism 4 and is coupled to an output of an engine 1. The transmission includes a first shift mode using only the continuously variable transmission 3 and a second shift mode using in combination the continuously variable transmission 3 and the planetary gear mechanism 4.

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

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

Abstract: A hybrid drive system comprising: a torque amplify mechanism coupled to an output member of an internal combustion engine and an output member of an electric motor, as energized by an electric power to output a torque, for amplifying and outputting the torque, as outputted from the internal combustion engine, by controlling the torque of the electric motor; and a continuously variable transmission arranged between torque amplify mechanism and the output shaft for increasing/decreasing and outputting the torque inputted from the torque amplify mechanism. Further comprised is a forward/backward switching mechanism between the torque amplify mechanism and the output shaft for setting a forward state, in which the inputted motive power is unreversed and outputted, and a backward state in which the inputted motive power is reversed and outputted. As a result, the reverse run can be made only with the motive power outputted from the internal combustion engine.

Abstract: A control system for improving the fuel economy of a hybrid vehicle by evaluating a fuel to be consumed for a charging operation thereby to select a running mode. Specifically, a drive control system for a hybrid vehicle including an internal combustion engine, an electric motor and a battery device.

Abstract: A one-way clutch mechanism suited to shorten its axial dimension and to prevent the production of a shock noise, in which a side clutch member (20 in FIG. 3) is interposed between a stator side member (18) disposed unitarily with a stator and a stationary-shaft side member (22) disposed unitarily with a stationary shaft, and in which the surfaces of the stator side member (18) and the side clutch member (20) confronting each other are respectively formed with oblique planes (18a, 20a), wherein only when the stator has received a turning force of specified direction from a fluid stream, the stator side member (18) and the side clutch member (20) are brought away from each other into the operational connection of the stator side member (18) and the stationary-shaft side member (22) by the cooperation of the oblique planes (18a, 20a).

Abstract: The one-way clutch mechanism of a torque converter which has a short axial dimension, and which neither produces a shock noise (an abnormal sound) nor suffers a power loss in the idle mode thereof. An outer race (30 in FIG. 1 ) is united with a stator (18), and supports the stator (18) so as to be axially movable and rotatable with respect to a stationary shaft (16). The outer race (30) includes a first side face (32) which is formed with first teeth. An inner race (40) is united with the stationary shaft (16), and includes a second side face (42) opposite to the first side face (32). The second side face (42) is formed with second teeth which can prohibit the rotation of the outer race (30) in one direction, by meshing with the first teeth. The stator (18) and the outer race (30) receive the axial component force of a fluid stream which changes depending upon a speed ratio.

Abstract: In a fluid transmission device which includes a pump, a turbine (6 in FIG. 2), and a direct coupling clutch (10) having a damper function; the turbine (6) being a member which is located downstream of the damper function and which does not contribute to torque transmission under the operating state of the direct coupling clutch (10) is resiliently supported by an inner damper spring (46) being an elastic body, so that the turbine (6) is utilized as a damper weight which affects the dynamic balance of the damper function. Thus, the direct-connectible region of the direct coupling clutch of the fluid transmission device is expanded toward the lower vehicle speed range of a motor vehicle so as to enhance the fuel consumption of the motor vehicle, without worsening the oscillation characteristics of the device.

Abstract: A flywheel (FW) includes a front cover as a first mass member (102), an inner plate as a second mass member (104), and a coiled spring as a damper member (106) which is interposed between the first and second mass members. A clutch or a clutch body (108) is disposed so as to be connectible with and disconnectible from the inner plate (104) by hydraulic pressures (P0, P1). The front cover (102) and the inner plate (104) are united through a friction plate as coupling means (110) by the hydraulic pressures (P0, P1) for connecting and disconnecting the clutch (108). Thus, the first and second mass members (102, 104) can be united by the simple construction of low cost. Furthermore the uniting operation, inclusive of its synchronization with the control of the clutch body (108), can be precisely controlled.