Abstract: A driving apparatus for a hybrid vehicle includes an engine shaft, a generator shaft and an idler shaft, which are arranged in parallel. The generator shaft includes at least an inner shaft and a hollow outer shaft which is attached rotatably relative to the inner shaft. The engine shaft connected to the crank shaft of an engine is engaged, through a generator driving gear, to the inner shaft which is coaxially provided with a generator. The outer shaft of the generator shaft which is coaxially provided with a motor is engaged to the idler shaft through a motor driving force transmission gear. The engine shaft and idler shaft are engaged to each other through an engine driving force transmission gear. The idler shaft and a differential device are engaged each other through a final gear. The differential device is connected to driving wheels, through a differential axles.

Abstract: The present invention provides a hybrid vehicle including a first transmission path that transmits a traction of an engine to driving wheels and a second transmission path that transmits a traction of a motor to the driving wheels, and the hybrid vehicle runs by alternatively selecting either the first or second transmission path or in combination thereof. The first transmission path has a first reduction gear ratio that is defined to be smaller than a reduction gear ratio at which a maximum vehicle speed can be achieved by the traction of the engine alone.

Abstract: A driving apparatus for a hybrid vehicle 100 includes an engine shaft 1, a generator shaft 2 and an idler shaft 3, which are arranged in parallel. The generator shaft 2 includes at least an inner shaft 2a and a hollow outer shaft 2b which is attached rotatably relative to the inner shaft 2a. The engine shaft 1 connected to the crank shaft 51 of an engine 50 is engaged, through a generator driving gear 10, to the inner shaft 2a which is coaxially provided with a generator 60. The outer shaft 2b of the generator shaft 2 which is coaxially provided with a motor 70 is engaged to the idler shaft 3 through a motor driving force transmission gear 20. The engine shaft 1 and idler shaft 3 are engaged to each other through an engine driving force transmission gear 30. The idler shaft 3 and a differential device 45 are engaged each other through a final gear 40. The differential device 45 is connected to driving wheels 47, 47 through a differential axles 46.

Abstract: The present invention provides a hybrid vehicle including a first transmission path that transmits a traction of an engine to driving wheels and a second transmission path that transmits a traction of a motor to the driving wheels, and the hybrid vehicle runs by alternatively selecting either the first or second transmission path or in combination thereof. The first transmission path has a first reduction gear ratio that is defined to be smaller than a reduction gear ratio at which a maximum vehicle speed can be achieved by the traction of the engine alone.

Abstract: A power transmission comprises a belt type continuously variable ratio-change mechanism CVT and a fixed ratio rotational transmission mechanism GT, which transmit the rotational driving force of a primary shaft 1 rotationally driven by an engine to a countershaft 3 with a speed ratio change. The continuously variable ratio-change mechanism comprises a drive pulley 10, a driven pulley 15 and a metal belt 14 while the fixed ratio rotational transmission mechanism GT comprises a forward drive gear train, a forward output transmission gear train, and a reverse drive gear train. The forward drive gear train transmits the rotation of an input drive gear 31 on the primary shaft 1 through an idler gear 32 to a LOW driven gear 33 on a secondary shaft 2, and the forward output transmission gear train transmits the rotation of the secondary shaft 2 to the countershaft 3.

Abstract: A power transmission comprises a belt type continuously variable ratio-change mechanism CVT and a fixed ratio rotational transmission mechanism GT, which transmit the rotational driving force of a primary shaft 1 rotationally driven by an engine to a countershaft 3 with a speed ratio change. The continuously variable ratio-change mechanism comprises a drive pulley 10, a driven pulley 15 and a metal belt 14 while the fixed ratio rotational transmission mechanism GT comprises a forward drive gear train, a forward output transmission gear train, and a reverse drive gear train. The forward drive gear train transmits the rotation of an input drive gear 31 on the primary shaft 1 through an idler gear 32 to a LOW driven gear 33 on a secondary shaft 2, and the forward output transmission gear train transmits the rotation of the secondary shaft 2 to the countershaft 3.

Abstract: For a transmission having a forward drive train, a reverse drive train and a starting clutch, a control apparatus comprises a clutch control valve for setting a clutch control pressure to control the engagement of the starting clutch and a reverse inhibitor valve for opening and closing a line to a reverse drive actuator. When the clutch control pressure increases to a value above a predetermined value, the reverse inhibitor valve closes the line to the reverse drive actuator.

Abstract: A belt-type continuously variable transmission for use with a motor vehicle engine has a hydraulic actuator for effecting at least one of speed ratio control and clutch control. The belt-type continuously variable transmission is controlled by a control system including a solenoid-operated control valve for generating a controlling hydraulic pressure to be supplied to the hydraulic actuator, a hydraulic pressure generator for generating a hydraulic pressure corresponding to the rotational speed of the engine, a directional control valve for selectively connecting the solenoid-operated control valve and the hydraulic pressure generating means to the hydraulic actuator, and a solenoid-operated on-off valve for controlling the directional control valve.

Abstract: A belt-type continuously variable transmission in which a drive pulley mounted on an input shaft and a driven pulley mounted on an output shaft are connected by an endless belt, a forward- and backward-movement switchover mechanism for transmitting a driving force from an engine to the drive pulley is disposed adjacent the stationary pulley half of the drive pulley, and a starting clutch for transmitting the rotation of the output shaft to driving wheels is disposed adjacent stationary pulley half of the driven pulley. This ensures that dead spaces created in a section opposed to both the movable pulley halves which move axially can be utilized as spaces for disposition of the forward- and backward-movement switchover mechanism and the starting clutch, thereby enabling the forward- and backward-movement switchover mechanism and the starting clutch to be disposed in a compact layout.

Abstract: A drive system for an automobile comprising an engine, a transmission coupled to an output end of the engine, and a final speed reduction gear unit coupled to the lateral side of the engine.An output shaft of the transmission and an input shaft of the final speed reduction gear unit are positioned substantially coaxially with each other and coupled to each other through an axially intermediate shaft through splines.The intermediate shaft is axially movable with respect to output and input shafts and can be locked by a lock member in a position in which the splines of the three shafts are engaged. By releasing the lock member the intermediate shaft is movable axially until the intermediate shaft disenagages from either the output shaft or the input shaft. For allowing separate removal of the transmission or the final speed reduction gear unit from the engine.

Abstract: An engine is disposed in a front portion of an automobile and has a crankshaft extending in a longitudinal direction of the automobile. A transmission is coupled to a rear end of the engine and a final speed reduction gear unit is disposed laterally of the engine and separate from the transmission. The output shaft of the transmission and the input shaft of the final speed reduction gear unit are interconnected by an intermediate transmission shaft. A steering mechanism for turning front wheels of the automobile includes a steering tie rod coupled to the front wheels and disposed downwardly of the intermediate shaft between the transmission and the final speed reducer gear unit. The engine includes a cylinder having an axis inclined from the vertical in a transverse direction of the automobile, the final speed reduction gear unit being disposed on the side of the engine away from which the axis of the cylinder is inclined.

Abstract: A transmission of two parallel shaft type has a plurality of transmission gear trains and clutching means disposed between input and output shafts parallel to each other, a countershaft disposed parallel to the input and output shafts, a first gear rotatably mounted on the output shaft and rotatable in interlinked relation to the input shaft, second and third gears mounted on the counter shaft, clutching means mounted on the counter shaft for connecting the second gear with the third gear, the second gear being held in mesh with the first gear, and a fourth gear meshing with the third gear and fixed to the output shaft.

Abstract: An automotive transmission includes an input shaft coupled to a torque converter or a clutch, an output shaft disposed parallel to the input shaft for driving a differential and transmission gear trains disposed between the input and output shafts. The first and second countershafts are disposed between the input and output shafts with an auxiliary transmission gear train connecting the input shaft and the first countershaft. The first and second countershafts are connected by normally meshing gears. A main transmission gear train with multiple gear ratios connects the second countershaft to the output shaft. A portion of the main transmission gear train is positioned adjacent the torque converter or the clutch to produce a compact arrangement.

Abstract: An automotive transmission has a plurality of transmission gear trains and clutching means (such as synchromesh mechanisms, hydraulic clutches, or the like) which are disposed between first and second shafts for selecting gear positions, and includes a first gear fixed to an input shaft, a second gear disposed on the second shaft and meshing with the first gear, a third gear rotatably mounted on a third shaft and rotatable with the second gear, and clutching means for connecting or disconnecting the third gear and the third shaft. The axial dimension of the transmission of the invention is rendered shorter than the axial dimension of the conventional transmission.

Abstract: An automobile has a final reduction gear unit including an orthogonal converter gear train, a speed reducer gear train, and a differential gear train which are mounted on one side of the engine of the automobile. The orthogonal converter gear unit includes a drive bevel gear coupled to a first rotatable shaft for rotation about the axis thereof, and a driven bevel gear mounted on a second rotatable shaft normal to the first rotatable shaft and rotatable about the axis of the second rotatable shaft. The speed reducer gear train includes a drive cylindrical gear mounted on the second rotatable shaft, and a driven cylindrical gear held in mesh with the drive cylindrical gear and mounted on a third shaft for rotation thereabout, the third rotatable shaft lying parallel to the second rotatable shaft.