Abstract: A gear-operated speed change apparatus for an automatic transmission, which can make the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train, while achieving a strength advantage of the gear train, an improvement in the fuel economy, coaxial positioning of the input port and output portions and size reduction of the automatic transmission altogether. The apparatus can achieve at least seven forward speeds and one reverse speed by engaging/releasing four clutches and two brakes. One of the three planetary gear sets can reduce the speed of an input rotation always or increase the input rotation always. One of the remaining two planetary gear sets is a double sun gear type planetary gear set including a third carrier having a center member positioned between two sun gears for inputting or outputting a rotation.

Abstract: A gear shift control apparatus has a higher degree of freedom for selecting a gear ratio than that of a Ravigneaux type composite planetary gear train, while achieving a strength advantage of the gear train, an improvement in the fuel economy, a coaxial positioning of an input portion and an output position, and a size reduction of an automatic transmission. The apparatus achieves six forward speeds and one reverse speed by properly engaging/releasing three clutches and two brakes. One of three planetary gearsets is a speed-reducing or speed-increasing device for reducing/increasing the speed of an input rotation. One of the remaining two planetary gearsets is a double sun gear type planetary gearset, a carrier of which has a center member for inputting or outputting a rotation from between two sun gears.

Abstract: The second platenary gear mechanism 18 is a so-called double pinion type planetary gear comprising a sun gear 18a, paired pinions 18b, a carrier 18c which supports the pinions, and a ring gear 18d. The pinions 18b of eeach pair meshes with each other in a state where one of the paired pinions 18b meshes with the sun gear 18a while the other one of the paired pinions 18b meshes with the ring gear 18d. The carrier 18c is coupled to the countershaft 20 and the sun gear 18a is connected to a shaft 11a which is coupled to a gear 11b of a third gear unit 11.

Abstract: A gear speed-changing apparatus can be obtained having made the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train, while achieving a strength advantage (e.g., the gear strength or gear lifetime) of the gear train, an improvement in fuel economy, the coaxial layout of the input portion and the output portion and the size reduction of the automatic transmission altogether. The apparatus achieves six forward speeds and one reverse speed by engaging/disengaging three clutches C1, C2 and C3 and two brakes B1 and B2 properly. One G1 of three planetary gearsets G1, G2 and G3 is a speed-reducing device for reducing input speed always. One G3 of the remaining two planetary gearsets G2 and G3 is a double sun gear type planetary gearset, the carrier PC3 of which has a center member CM for inputting or outputting a rotation from between two sun gears S3 and S4.

Abstract: A gear shift control apparatus having made the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train can be obtained (abstract), while achieving a strength advantage (e.g. the gear strength or the gear lifetime) of the gear train, an improvement in the fuel economy, the coaxial positioning of an input portion and an output portion and the size reduction of an automatic transmission altogether. The apparatus achieves six forward speeds and one reverse speed by engaging/releasing three clutches C1, C2 and C3 and two brakes B1 and B2 properly. One G1 of three planetary gearsets G1, G2 and G3 is a speed-reducing or speed-increasing device for reducing/increasing the speed of an input rotation always. One G3 of the remaining two planetary gearsets G2 and G3 is a double sun gear type planetary gearset, a carrier PC3 of which has a center member CM for inputting or outputting a rotation from between two sun gears S3 and S4.

Abstract: In an infinitely variable transmission with a continuously variable transmission (CVT), a planetary gearset, a power recirculation mode clutch, and a direct mode clutch, a torque split mode reduction gear and clutch device is connected to a unit input shaft and located parallel to a power recirculation mode reduction gear and clutch device. The power recirculation mode clutch is provided for inputting a torque greater than a torque through the unit input shaft into the CVT with the power recirculation mode clutch engaged. The torque split mode clutch is provided for inputting a torque smaller than the torque through the unit input shaft into the CVT with the torque split mode clutch engaged. The power recirculation mode clutch, the direct mode clutch, and the torque split mode clutch are selectively engaged and disengaged for establishing either of a power recirculation mode, a direct mode, and a torque split mode.

Abstract: A planetary gear mechanism (17) distributes the rotation of a carrier (17c) which is coupled to an input shaft (3) to a sun gear (17a) and a ring gear (17d). A toroidal variator (22) and a first power transmission mechanism (10) transmit the rotation between the sun gear (17a) and a countershaft (20). A second power transmission mechanism (9) transmits the rotation of the ring gear (17d) to the countershaft (20). A ratio &agr;1 of the number of teeth of the sun gear (17a) and ring gear (17d) is set so as not to fall below a reduction ratio R1 of the first power transmission mechanism (10) and a reduction ratio R2 of the second power transmission mechanism (9) so as to prevent slippage of power rollers (8) in the toroidal variator (22).

Abstract: A gear speed-changing apparatus can be obtained having made the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train, while achieving a strength advantage (e.g., the gear strength or gear lifetime) of the gear train, an improvement in fuel economy, the coaxial layout of the input portion and the output portion and the size reduction of the automatic transmission altogether. The apparatus achieves six forward speeds and one reverse speed by engaging/disengaging three clutches C1, C2 and C3 and two brakes B1 and B2 properly. One G1 of three planetary gearsets G1, G2 and G3 is a speed-reducing device for reducing input speed always. One G3 of the remaining two planetary gearsets G2 and G3 is a double sun gear type planetary gearset, the carrier PC3 of which has a center member CM for inputting or outputting a rotation from between two sun gears S3 and S4.

Abstract: The present invention has an object to provide a gear-operated speed change apparatus for an automatic transmission, which can make the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train, while achieving a strength advantage of the gear train, an improvement in the fuel economy, the coaxial positioning of the input portion and the output portion and the size reduction of the automatic transmission altogether.

Abstract: In an infinitely variable transmission with a continuously variable transmission (CVT), a planetary gearset, a power recirculation mode clutch, and a direct mode clutch, a torque split mode reduction gear and clutch device is connected to a unit input shaft and located parallel to a power recirculation mode reduction gear and clutch device. The power recirculation mode clutch is provided for inputting a torque greater than a torque through the unit input shaft into the CVT with the power recirculation mode clutch engaged. The torque split mode clutch is provided for inputting a torque smaller than the torque through the unit input shaft into the CVT with the torque split mode clutch engaged. The power recirculation mode clutch, the direct mode clutch, and the torque split mode clutch are selectively engaged and disengaged for establishing either of a power recirculation mode, a direct mode, and a torque split mode.

Abstract: An electric torque converter mounted on a parallel hybrid vehicle employing a parallel hybrid system, using both an internal combustion engine and an electric motor for propulsion, includes an electric motor generator having a motor generator rotor and a motor generator stator coil, and a composition-and-distribution mechanism located between the engine and a transmission for combining torque produced by the engine and torque produced by the motor generator with each other and for mechanically distributing the torque produced by the engine into the motor generator and a transmission input shaft. A converter case includes a third casing member formed with a boss portion supporting a rotating member of the composition-and-distribution mechanism by a bearing, and partitioning the motor generator from the composition-and-distribution mechanism.

Abstract: An electric torque converter mounted on a parallel hybrid vehicle employing a parallel hybrid system, using both an internal combustion engine and an electric motor for propulsion, includes an electric motor generator, and a composition-and-distribution mechanism located between the engine and a transmission for mechanically combining torque produced by the engine and torque produced by the motor generator with each other and for mechanically distributing the torque produced by the engine into the motor generator and a transmission input shaft. A converter case of the electric torque converter has a first casing member partitioning the transmission from the electric torque converter, a second casing member located between the engine and the transmission for partitioning the electric torque converter from the exterior, and a third casing member partitioning the motor generator from the composition-and-distribution mechanism.

Abstract: A parallel hybrid electric vehicle includes an engine and a motor/generator as a rotary driving source. A differential device has a first shaft connected to the engine, a second shaft connected to the motor/generator, and a third shaft connected to a transmission device. The first and the second shafts can be coupled by a direct clutch. At the time of start of the vehicle with the engine in an idling condition, the motor/generator is controlled to enter a reverse rotation power generating condition, and the engine speed is maintained near an idling speed. After the start of the vehicle, when the motor/generator is in a forward rotation condition, the motor/generator is controlled to operate as a motor to maintain the engine speed at a target speed, and when the engine speed and the motor/generator speed coincide with each other, the direct clutch is made to enter a coupled condition thereby to prevent the occurrence of coupling shock, and also to reduce a driving time of the motor/generator.

Abstract: A speed change gear mechanism of an automatic transmission comprising first, second and third planetary gear units each including a sun gear, a ring gear, a single pinion meshed with both the sun gear and the ring gear and a pinion carrier for carrying the pinion. The pinion carrier of the first unit is united with the ring gear of the third unit. The ring gear of the second unit is united with the pinion carrier of the third unit. A first clutch is arranged between the ring gear of the first unit and the ring gear of the second unit. A second clutch or direct connecting member is arranged between the sun gear of the second unit and the sun gear of the third unit. A third clutch is arranged between the sun gear of the third unit and the pinion carrier of the third unit. A first brake is used for stopping rotation of the ring gear of the second unit and the pinion carrier of the third unit which are united. A second brake is used for stopping rotation of the sun gear of the first unit.

Abstract: A supercharger is applied to the combination of an engine, an air intake passage through which air is conducted to the engine, and an auxiliary device connectable to the engine to be driven by the engine. The supercharger includes a compressor disposed in the air intake passage to compress air conducted to the engine. The compressor is connectable to the engine to be driven by the engine. A sensor is provided to sense whether or not the power output required of the engine is higher than a predetermined level. A first clutch responsive to the sensor disconnects the compressor from the engine when the power output required of the engine is not higher than the predetermined level. A second clutch responsive to the sensor disconnects the auxiliary device from the engine when the power output required of the engine is higher than the predetermined level.

Abstract: A by-pass valve apparatus for an exhaust turbocharger for an internal combustion engine is disclosed; the by-pass valve opening is controlled by the total pressure of air flow at the impleller outlet of a compressor of the turbocharger, in place of using the suction conduit static pressure of conventional apparatus.

Abstract: A radial flow turbine wheel comprises a disc, a spindle and blades, each blade having a curved surface configuration in symmetry with respect to a plane which is normal to the spindle and which passes through a mid portion of the axial length of the disc, thereby eliminating the creation of a net axial thrust force caused by an imbalance of the axial component forces of gas flow acting on the blades.

Abstract: An exhaust bypass valve assembly for an internal combustion engine including a throttle valve downstream of a compressor of an exhaust gas turbo-supercharger for controlling intake mixture flows, a bypass causing part of exhaust gases to flow therethrough without passing through an exhaust gas turbine and an exhaust bypass valve provided in said bypass comprises a first diaphragm device adapted to be operated by a pressure upstream of the throttle valve to open the exhaust bypass valve and a second diaphragm device adapted to be operated by a pressure difference across the throttle valve to open the exhaust bypass valve. The first and second diaphragm devices are arranged in series with a rod of the exhaust bypass valve. With this arrangement according to the invention, the bypass valve is opened by the difference pressure across the throttle valve during an operation of an engine under a partially loaded condition, thereby rendering smooth the exhaust gas flow to improve the combustion of fuel mixture.