Abstract: An electric-control belt-type continuous variable-speed transmission mechanism includes a driving-shaft, a driven-shaft, a driving-wheel, a driven-wheel, a transmission belt, a force-exerting device, an electric-control motor speed-adjusting device and an idle wheel. The electric-control motor speed-adjusting device operates along with the driving-wheel and the driven-wheel to dynamically control and adjust the overall configuration position of the transmission belt to thereby achieve effects of variable speeds, separation and restoration of dynamics. The idle wheel is rotatably disposed on the driving-shaft or the driven-shaft to axially support the transmission belt during the state of separate dynamics to prevent friction therebetween.

Abstract: An electrical control belt continuously variable transmission system controls a movable driving half-pulley or movable driven half-pulley initiatively, by changing a driving interval between the movable driving half-pulley and a fixed driving half-pulley or a driven interval between the movable driven half-pulley and a fixed driven half-pulley, respectively, depending on different statuses, in order to adjust a velocity ratio. By manipulating the movable driving half-pulley or the movable driven half-pulley, the system may further form a driving gap between the movable driving half-pulley and a transmission belt or a driven gap between the movable driven half-pulley and the transmission belt, such that the power is cut off. Clamping the movable driving half-pulley or the movable driven half-pulley to the transmission belt may restore the outputting of the power.

Abstract: A valve actuation mechanism are disclosed, which is capable of controlling the lift of valves of an engine by more than three on/off combinations. In a preferred embodiment of the invention, the valve actuation mechanism is designed to control the opening and closing of engine valves by the use of an uncomplicated structure with minimum solenoid valves and hydraulic lines. By the valve actuation mechanism of the invention, not only the design of hydraulic line as well as that of space mechanism of an engine can be greatly simplified, but also the opening and closing of valves of an engine can be controlled thereby for enabling the engine to provide different valve lifts and thus satisfying different engine requirements, such as output power increasing, combustion efficiency improving, or cylinder deactivation.

Abstract: A valve actuation mechanism are disclosed, which is capable of controlling the lift of valves of an engine by more than three on/off combinations. In a preferred embodiment of the invention, the valve actuation mechanism is designed to control the opening and closing of engine valves by the use of an uncomplicated structure with minimum solenoid valves and hydraulic lines. By the valve actuation mechanism of the invention, not only the design of hydraulic line as well as that of space mechanism of an engine can be greatly simplified, but also the opening and closing of valves of an engine can be controlled thereby for enabling the engine to provide different valve lifts and thus satisfying different engine requirements, such as output power increasing, combustion efficiency improving, or cylinder deactivation.

Abstract: A hybrid power system, comprising a first power unit, a secondary shaft, a first transmission device, an auxiliary power unit, and a second transmission device. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The first transmission device is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The auxiliary power unit has an electric motor with a driving shaft, which is parallel to the primary shaft. The second transmission device is placed between the primary shaft and the driving shaft, transmitting torque from the electric motor to the primary shaft.

Abstract: A hybrid power system, comprising a first power unit, a secondary shaft, a first transmission device, an auxiliary power unit, and a second transmission device. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The first transmission device is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The auxiliary power unit has an electric motor with a driving shaft, which is parallel to the primary shaft. The second transmission device is placed between the primary shaft and the driving shaft, transmitting torque from the electric motor to the primary shaft.

Abstract: A hybrid power system, comprising a first power unit, a secondary shaft, a speed converter, a clutch, and an electric motor. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The speed converter is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The clutch is set on the primary shaft or on the secondary shaft, allowing or interrupting transmission of torque from the first power unit to the secondary shaft. The electric motor is connected with the secondary shaft, either driving the secondary shaft or being driven by the secondary shaft to generate electricity or running idle.

Abstract: A hybrid power system with continuously variable speed, comprising a first power unit, a secondary shaft, a speed converter, a clutch, a second transmission device, and an electric motor. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The speed converter is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The clutch is set on the primary shaft or on the secondary shaft and has a drum, allowing or interrupting transmission of torque from the first power unit to the secondary shaft. The second transmission device is connected with the drum of the clutch. The electric motor is connected with the secondary shaft, either driving the secondary shaft or being driven by the secondary shaft to generate electricity or running idle.

Abstract: A hybrid power system, comprising a first power unit, a secondary shaft, a first transmission device, an auxiliary power unit, and a second transmission device. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The first transmission device is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The auxiliary power unit has an electric motor with a driving shaft, which is parallel to the primary shaft. The second transmission device is placed between the primary shaft and the driving shaft, transmitting torque from the electric motor to the primary shaft.

Abstract: A hybrid power system, comprising a first power unit, a secondary shaft, a speed converter, a clutch, and an electric motor. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The speed converter is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The clutch is set on the primary shaft or on the secondary shaft, allowing or interrupting transmission of torque from the first power unit to the secondary shaft. The electric motor is connected with the secondary shaft, either driving the secondary shaft or being driven by the secondary shaft to generate electricity or running idle.

Abstract: A hybrid power system with continuously variable speed, comprising a first power unit, a secondary shaft, a speed converter, a clutch, a second transmission device, and an electric motor. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The speed converter is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The clutch is set on the primary shaft or on the secondary shaft and has a drum, allowing or interrupting transmission of torque from the first power unit to the secondary shaft. The second transmission device is connected with the drum of the clutch. The electric motor is connected with the secondary shaft, either driving the secondary shaft or being driven by the secondary shaft to generate electricity or running idle.