Abstract: A hybrid vehicle drive device includes a transmission coupled to the engine output shaft of an engine, a final reduction gear coupled to the transmission output shaft of the transmission, a drive shaft coupled to the final reduction gear, and a power transmission mechanism that transmits the rotation of an electric motor to the final reduction gear. The hybrid vehicle drive device includes a transaxle case accommodating the transmission, the final reduction gear and the power transmission mechanism and having a mounting surface for mounting the engine and the electric motor. The transaxle case is formed by an engine-side converter housing, a transmission-side transmission case, and a middle wall attached to the converter housing and separating the converter housing from the transmission case, the power transmission mechanism being housed between the converter housing and the middle wall.

Abstract: A hybrid vehicle drive device includes a power transmission mechanism including a transmission coupled to an engine output shaft, a clutch coupled to a transmission output shaft, a first gear coupled to a clutch output shaft, a final reduction gear that constantly meshes with the first gear, a drive shaft coupled to the final reduction gear, a first rotary element coupled to an electric motor, and a second rotary element that meshes with the final reduction gear and rotates in accordance with the rotation of the rotary element. The power transmission mechanism is disposed so that, when viewed from the rotational axis direction of each gear, a line that connects the rotational axis of the first rotary element and the rotational axis of the second rotary element is inclined to the first gear side in relation to the vertical direction of the vehicle when mounted to a vehicle.

Abstract: The first planetary gear set is configured to integrally rotate by a first clutch. The first element is coupled with the fifth element. The second element is configured to be locked through a first brake to a stationary section and configured to be coupled through a second clutch with the ninth element. The third element is coupled with the input shaft. The fourth element is configured to be coupled through a third clutch with the ninth element. The sixth element is locked to the stationary section. The seventh element is configured to be locked through a second brake to the stationary section. The eighth element is coupled with an output shaft. The ninth element is coupled with the twelfth element. The tenth element is configured to be coupled through a fourth clutch with the output shaft. The eleventh element is coupled with the input shaft.

Abstract: A hybrid vehicle drive device includes a power transmission mechanism including a transmission coupled to an engine output shaft, a clutch coupled to a transmission output shaft, a first gear coupled to a clutch output shaft, a final reduction gear that constantly meshes with the first gear, a drive shaft coupled to the final reduction gear, a first rotary element coupled to an electric motor, and a second rotary element that meshes with the final reduction gear and rotates in accordance with the rotation of the rotary element. The power transmission mechanism is disposed so that, when viewed from the rotational axis direction of each gear, a line that connects the rotational axis of the first rotary element and the rotational axis of the second rotary element is inclined to the first gear side in relation to the vertical direction of the vehicle when mounted to a vehicle.

Abstract: A hybrid vehicle drive device includes a transmission coupled to the engine output shaft of an engine, a final reduction gear coupled to the transmission output shaft of the transmission, a drive shaft coupled to the final reduction gear, and a power transmission mechanism that transmits the rotation of an electric motor to the final reduction gear. The hybrid vehicle drive device includes a transaxle case accommodating the transmission, the final reduction gear and the power transmission mechanism and having a mounting surface for mounting the engine and the electric motor. The transaxle case is formed by an engine-side converter housing, a transmission-side transmission case, and a middle wall attached to the converter housing and separating the converter housing from the transmission case, the power transmission mechanism being housed between the converter housing and the middle wall.

Abstract: The first planetary gear set is configured to integrally rotate by a first clutch. The first element is coupled with the fifth element. The second element is configured to be locked through a first brake to a stationary section and configured to be coupled through a second clutch with the ninth element. The third element is coupled with the input shaft. The fourth element is configured to be coupled through a third clutch with the ninth element. The sixth element is locked to the stationary section. The seventh element is configured to be locked through a second brake to the stationary section. The eighth element is coupled with an output shaft. The ninth element is coupled with the twelfth element. The tenth element is configured to be coupled through a fourth clutch with the output shaft. The eleventh element is coupled with the input shaft.

Abstract: A gap adjusting device includes a moving mechanism having a first member supported by a first object so as to be movable along a first axis, and capable of moving the first object in one direction and its opposite direction along a second axis intersecting the first axis according to the movement of the first member in one direction along the first axis relative to the first object, thereby adjusting a gap between the first object and a second object.

Abstract: An automatic transmission includes: a first planetary gearset including a first sun gear, a first ring gear, and a first pinion carrier; a second planetary gearset including a second sun gear, a second ring gear, and a second pinion carrier; an input shaft constantly coupled to the first sun gear; an output shaft constantly coupled to the second pinion carrier; a first rotary member constantly connecting the first ring gear and the second sun gear; a first friction element selectively connecting the first sun gear and the second ring gear; a second friction element selectively connecting the first pinion carrier and the second ring gear; a third friction element selectively interrupting a rotation of the first pinion carrier; and a fourth friction element selectively interrupting a rotation of the first rotary member, the automatic transmission attaining first to fourth forward speeds and one reverse speed.

Abstract: An automatic transmission includes a double-pinion planetary gearset and two single-pinion planetary gearsets. A first ring gear is held stationary. A second sun gear and a third ring gear are coupled to a first sun gear and a first carrier respectively, constituting first and second rotor units. An output is coupled to a third carrier. A first clutch selectively couples a second carrier to the first rotor unit. A second clutch selectively couples the second carrier to the second rotor unit. A third clutch selectively couples an input to the second carrier. A fourth clutch selectively couples a second ring gear to a third sun gear. A fifth clutch selectively couples the second ring gear to the third carrier. A sixth clutch selectively couples the input to the third sun gear. Nine forward gear ratios and one reverse gear ratio are obtained by simultaneous application of three of the clutches.

Abstract: An automatic transmission including a single-pinion first planetary gearset having a first sun gear, a first ring gear and a first pinion carrier, a double-pinion second planetary gearset having a second sun gear, a second ring gear and a second pinion carrier, a single-pinion third planetary gearset having a third sun gear, a third ring gear and a third pinion carrier, an input shaft always connected to the first sun gear, an output shaft always connected to the first pinion carrier, the third sun gear always kept in a fixed state, the first ring gear and the second sun gear which are always connected to each other, the second and third ring gears which are always connected to each other, and six friction elements, at least eight forward speeds and one reverse speed being respectively established by simultaneous engagement of two friction elements selected from the six friction elements.

Abstract: An automatic transmission including a double pinion planetary gear unit PG1, two single pinion planetary gear units PG2 and PG3 and six frictional elements (viz., six clutches) C1 to C6 is so constructed as to establish nine forward speeds and one reverse speed by simultaneously putting selected three of the six frictional elements C1 to C6 into their engaged condition. The frictional elements C1 to C6 are of a type including mutually rotatable friction plates that cause production of an oil dragging resistance when the frictional element is under idling condition. With the simultaneously engaged condition of the three frictional elements, each speed is established with a reduced friction loss of the automatic transmission.

Abstract: An automatic transmission comprising: a first planetary gearset of a double pinion; a second planetary gearset of a single pinion; a third planetary gearset of the single pinion, first sun gear and second sun gear being at all times linked together to constitute a first rotary member and second ring gear and third sun gear being at all times linked together to constitute a second rotary member; an input shaft; an output shaft; a first frictional element; a second frictional element; a third frictional element; a fourth frictional element; a fifth frictional element; a sixth frictional element, the six frictional elements being appropriately released or engaged to make a gear shift to a gear shift stage of at least eight forward speeds and, from among the six frictional elements, a combination of simultaneous engagements of three frictional elements achieving at least eight forward speed and one reverse speed.

Abstract: An automatic transmission includes first to third single-pinion planetary gearsets. The second ring gear and third sun gear are coupled to the first carrier and first ring gear respectively to constitute first and second rotor units. Input and output shafts are coupled to the second sun gear and third ring gear respectively. A first clutch selectively holds the first sun gear to the third carrier. A first brake selectively holds the first sun gear stationary. A second clutch selectively holds the second sun gear to the third carrier. A third clutch selectively holds the second carrier to the second rotor unit. A fourth clutch selectively holds the second carrier to the third carrier. A second brake selectively holds the first rotor unit stationary. At least eight gear ratios and one reverse gear ratio are obtained by simultaneous application of three of the clutches and brakes.

Abstract: An automatic transmission includes: a first planetary gearset including a first sun gear, a first ring gear, and a first pinion carrier; a second planetary gearset including a second sun gear, a second ring gear, and a second pinion carrier; an input shaft constantly coupled to the first sun gear; an output shaft constantly coupled to the second pinion carrier; a first rotary member constantly connecting the first ring gear and the second sun gear; a first friction element selectively connecting the first sun gear and the second ring gear; a second friction element selectively connecting the first pinion carrier and the second ring gear; a third friction element selectively interrupting a rotation of the first pinion carrier; and a fourth friction element selectively interrupting a rotation of the first rotary member, the automatic transmission attaining first to fourth forward speeds and one reverse speed.

Abstract: An image forming apparatus includes a moving mechanism having a first member supported by a recording section so as to be movable along a first axis, and capable of moving the recording section in one direction and its opposite direction along a second axis intersecting the first axis according to the movement of the first member in one direction along the first axis relative to the recording section, thereby adjusting a gap between the recording section and a target; a first drive mechanism which moves the recording section supporting the first member along the first axis; and an abutting member which is arranged in a position capable of abutting on the first member by the movement of the recording section, and moves the first member in one direction relative to the recording section by the abutment on the first member.

Abstract: An automatic transmission including three single pinion planetary gearsets and six friction elements, in which an input shaft is always connected to a first sun gear of a first planetary gearset, the output shaft is always connected to a second ring gear of a second planetary gearset, a third sun gear of a third planetary gearset is always kept in a fixed state relative to a transmission case of the automatic transmission, a first ring gear of the first planetary gearset and a third pinion carrier of the third planetary gearset are always connected to each other and constitute a first rotary member, and at least eight forward speeds and one reverse speed are respectively established by simultaneous engagements of three friction elements selected from the six friction elements.

Abstract: An automatic transmission including a double pinion planetary gear unit PG1, two single pinion planetary gear units PG2 and PG3 and six frictional elements (viz., six clutches) C1 to C6 is so constructed as to establish nine forward speeds and one reverse speed by simultaneously putting selected three of the six frictional elements C1 to C6 into their engaged condition. The frictional elements C1 to C6 are of a type including mutually rotatable friction plates that cause production of an oil dragging resistance when the frictional element is under idling condition. With the simultaneously engaged condition of the three frictional elements, each speed is established with a reduced friction loss of the automatic transmission.

Abstract: An automatic transmission includes a double-pinion planetary gearset and two single-pinion planetary gearsets. A first ring gear is held stationary. A second sun gear and a third ring gear are coupled to a first sun gear and a first carrier respectively, constituting first and second rotor units. An output is coupled to a third carrier. A first clutch selectively couples a second carrier to the first rotor unit. A second clutch selectively couples the second carrier to the second rotor unit. A third clutch selectively couples an input to the second carrier. A fourth clutch selectively couples a second ring gear to a third sun gear. A fifth clutch selectively couples the second ring gear to the third carrier. A sixth clutch selectively couples the input to the third sun gear. Nine forward gear ratios and one reverse gear ratio are obtained by simultaneous application of three of the clutches.

Abstract: An automatic transmission including a single-pinion first planetary gearset having a first sun gear, a first ring gear and a first pinion carrier, a double-pinion second planetary gearset having a second sun gear, a second ring gear and a second pinion carrier, a single-pinion third planetary gearset having a third sun gear, a third ring gear and a third pinion carrier, an input shaft always connected to the first sun gear, an output shaft always connected to the first pinion carrier, the third sun gear always kept in a fixed state, the first ring gear and the second sun gear which are always connected to each other, the second and third ring gears which are always connected to each other, and six friction elements, at least eight forward speeds and one reverse speed being respectively established by simultaneous engagement of two friction elements selected from the six friction elements.

Abstract: An automatic transmission includes first to third single-pinion planetary gearsets. The second ring gear and third sun gear are coupled to the first carrier and first ring gear respectively to constitute first and second rotor units. Input and output shafts are coupled to the second sun gear and third ring gear respectively. A first clutch selectively couples the first sun gear to the first carrier. A second clutch selectively couples the second sun gear to the third carrier. A third clutch selectively couples the second carrier to the second rotor unit. A fourth clutch selectively couples the second carrier to the third carrier. A first brake selectively holds the first sun gear stationary. A second brake selectively holds the third carrier stationary. At least eight forward gear ratios and one reverse gear ratio are obtained by simultaneous application of three of the clutches and brakes.