Abstract: The power transmission device includes an internal-combustion engine 25, a drive-source-side shaft, a flywheel 30 provided on the drive-source-side shaft 2, a speed changer 10, which has an input shaft and an output, and clutches C1 and C2 capable of releasably transmitting the power between the drive-source-side shaft 2 and the input shaft, wherein the internal-combustion engine 25 and the speed changer 10 are disposed in the traveling direction of the vehicle. A differential gear mechanism 101 and a drive shaft 201, which are positioned between the flywheel 30 and the clutches C1 and C2 so as to be orthogonal to the drive-source-side shaft 2 and which transmit the power output from the speed changer 10 to left and right drive wheels RW, are provided. The drive shaft 201 is disposed above the central axis of rotation of the drive-source-side shaft 2.

Abstract: A power transmitting device having a main input shaft selectively connected to an output shaft of an engine by a main clutch CM; first and second sub input shafts disposed coaxially and selectively connected to the main input shaft by clutches C1 and C2, respectively; an output shaft connected to the first and second sub input shafts via a pair of gears, respectively, and outputting motive power to driving wheels via a counter shaft; and a deceleration mechanism configured to be capable of differentially rotating a sun gear, which is connected to the main input shaft and an electric motor, a ring gear, and a carrier, which is connected to the first sub input shaft, with respect to one another and transmitting the motive power to the output shaft via the carrier. A brake B capable of locking the ring gear is connected to the ring gear.

Abstract: A power transmitting device having a main input shaft selectively connected to an output shaft of an engine by a main clutch CM; first and second sub input shafts disposed coaxially and selectively connected to the main input shaft by clutches C1 and C2, respectively; an output shaft connected to the first and second sub input shafts via a pair of gears, respectively, and outputting motive power to driving wheels via a counter shaft; and a deceleration mechanism configured to be capable of differentially rotating a sun gear, which is connected to the main input shaft and an electric motor, a ring gear, and a carrier, which is connected to the first sub input shaft, with respect to one another and transmitting the motive power to the output shaft via the carrier. A brake B capable of locking the ring gear is connected to the ring gear.

Abstract: A transmission for a vehicle having a sub shaft supported in casings via bearings, and an input gear, an output gear, and a boss of a clutch outer, etc. stacked on the sub shaft and retained by a cotter key. The input gear and the output gear are helical gears, and thrust forces acting on the two gears are generated in opposite directions. A rightward thrust force acting on the input gear is borne by the casing via an annular projection, the sub shaft and the bearing, and a leftward force acting on the output gear, which is separated from the cotter key by a gap, is borne by the casing via the bearing provided on the side face of the output gear. This arrangement eliminates any need for fixing gears supported on a shaft of a transmission by a nut or a bolt in the axial direction, thus saving space and reducing the number of parts.

Abstract: With regard to an automatic transmission in which an oil passage is formed by interposing a separator plate between a torque converter case and a valve body, a housing of a bearing that supports a counter shaft is press-fitted in a recess of the torque converter case, the edge of the separator plate abuts the outer periphery of the housing, and a notch formed on the valve body superimposed on the separator plate is in contact with the end face of the housing, thereby preventing the bearing from falling out. When supporting the bearing in the recess of the torque converter case, the present invention enables the bearing having a large axial dimension to be supported without deepening the above-mentioned recess.

Abstract: A transmission for a vehicle having a sub shaft supported in casings via bearings, and an input gear, an output gear, and a boss of a clutch outer, etc. stacked on the sub shaft and retained by a cotter key. The input gear and the output gear are helical gears, and thrust forces acting on the two gears are generated in opposite directions. A rightward thrust force acting on the input gear is borne by the casing via an annular projection, the sub shaft and the bearing, and a leftward force acting on the output gear, which is separated from the cotter key by a gap, is borne by the casing via the bearing provided on the side face of the output gear. This arrangement eliminates any need for fixing gears supported on a shaft of a transmission by a nut or a bolt in the axial direction, thus saving space and reducing the number of parts.

Abstract: With regard to an automatic transmission in which an oil passage is formed by interposing a separator plate between a torque converter case and a valve body, a housing of a bearing that supports a counter shaft is press-fitted in a recess of the torque converter case, the edge of the separator plate abuts the outer periphery of the housing, and a notch formed on the valve body superimposed on the separator plate is in contact with the end face of the housing, thereby preventing the bearing from falling out. When supporting the bearing in the recess of the torque converter case, the present invention enables the bearing having a large axial dimension to be supported without deepening the above-mentioned recess.

Abstract: A changeover valve (13) connected to a shift valve unit (12) via four oil passages L3-L6, and two pressure regulating valves (14.sub.1, 14.sub.2) are provided. At speed changing when the changeover valve (13) is in a first (right) position, an off-going hydraulic clutch is connected to oil passage L3 to control its pressure drop by the pressure regulating valve (14.sub.1) and an on-coming hydraulic clutch is connected to L5 to control its pressure rise by the pressure regulating valve (14.sub.2). After completion of the speed changing, the changeover valve (13) is switched to a second (left) position. At speed changing when the changeover valve (13) is in the second position, an on-coming hydraulic clutch is connected to L4 to control its pressure rise by the pressure regulating valve (14.sub.1) and an off-going hydraulic clutch is connected to the L6 to control its pressure drop by the pressure regulating valve (14).