Abstract: A transmission for a vehicle includes a main transmission (M) and a differential gear mechanism (20). The main transmission has at least two rotating elements (11, 12; 13, 14) each set to a different gear ratio, and the differential gear mechanism has at least three elements (21, 22, 23). There are provided first input means (C-1, C-2) which selectively inputs an input rotation to two rotating elements of the main transmission, and second input means (1, 2, C-3; 1, 2, 4) which connects the two rotating elements to two elements (21, 22) of the differential gear mechanism and inputs the input rotation to the other at least one element (23). Since an intermediate gear ratio with respect to an individual gear ratio is generated by two rotating elements at a time of simultaneously transmitting power to two rotating elements, it is possible to increase the number of shift speeds.

Abstract: A transmission for a vehicle mainly includes a main transmission (M) and a differential gear mechanism (20). The main transmission has at least two rotating elements (11, 12; 13, 14) each set to a different gear ratio, and the differential gear mechanism has at least three elements (21, 22, 23). There are provided first input means (C-1, C-2) which selectively inputs an input rotation to two rotating elements of the main transmission, and second input means (1, 2, C-3; 1, 2, 4) which connects the two rotating elements to two elements (21, 22) of the differential gear mechanism and inputs the input rotation to the other at least one element (23).

Abstract: A hybrid vehicle in which a sufficient amount of oil can be discharged when an internal combustion engine is operated at low speeds, and which can prevent the oil from being excessively discharged when the internal combustion engine is operated at high speeds. The hybrid vehicle has an internal combustion engine, an electric motor, a generator, and an output shaft for transmitting drive force to drive wheels. The hybrid vehicle also has a differential gear unit which is connected to the internal combustion engine, the electric motor, the generator and the output shaft, a rotating unit, and rotation transmitting device for selectively transmitting to the rotating unit whichever is faster of the rotation transmitted from the internal combustion engine to the differential gear unit and the rotation transmitted from the differential gear unit to the generator. With this structure, the rotating unit can be operated by the electric motor when the internal combustion engine is stopped.

Abstract: A hybrid vehicle maintains its travel even if the motor driving system used therein suddenly encounters some problem in operation. The hybrid vehicle has an internal combustion engine and an electric motor with its output connected to an output axle. A clutch is provided to selectively connect the internal combustion engine to the output axle and a hydraulic power transmission is provided between the clutch and the internal combustion engine. A drive power share computer apportions the needed drive power between the engine and the motor. A detector is provided for detecting a malfunction of the motor. A first controller serves to release the clutch when the vehicle is running in a motor drive mode and a second controller effects engagement of the clutch and driving with the engine, even when the vehicle is a motor drive mode, when the detector detects a malfunction of the motor.

Abstract: A hybrid vehicle is powered by a drive system including an internal combustion engine, a generator and an electric motor. A differential gear unit includes at least three elements, the first connecting to the generator, the second connecting to a first gear and the third connecting the internal combustion engine. A second gear is connected to the output shaft of the electric motor. A counter shaft carries a third gear meshing with the first and second gears and connects to the differential gear unit. The internal combustion engine, differential gear unit and generator are aligned on a first axis, the electric motor is aligned on a second axis parallel to the first axis, the counter shaft is aligned on a third axis parallel to the first and second axes, the differential gear unit is aligned on a fourth axis parallel to the first, second and third axes, and the third axis is disposed inside of a triangle defined by the first, second and fourth axes when viewed on end.

Abstract: A power transmission system in a hybrid vehicle uses the power developed by an electric motor for directly rotating driving wheels, without power loss in a torque convertor connected to an engine. When the vehicle travels by the power of the engine, an input clutch 7 is engaged so that rotation of an engine output shaft 1a is transmitted to a two-gear shift device 9 via the torque convertor 6, the input clutch 7, and an intermediate shaft 21, whereby driving wheels 33a and 33b are driven by a differential unit 11. While powered by the electric motor, the input clutch 7 is released and the rotation of the electric motor 27 is preferably changed in the shift device 9 before being transmitted to the driving wheels 33a and 33b.

Abstract: A hybrid vehicle has an internal combustion engine, an electric motor, a transmission unit and driving wheels. The transmission unit includes a planetary gear unit and a one-way clutch, so that each output rotary speed of the internal combustion engine and the electric motor is changed. The planetary gear unit includes three elements: a ring gear, a sun gear and a carrier having at least one pinion. When the vehicle is in an under-drive cruising state, the first element of the planetary gear unit, which does not rotate, is connected to the output shaft of the internal combustion engine, the second element of the planetary gear unit, which rotates at a relatively high, speed, is connected to the output shaft of the electric motor, and the third element of the planetary gear unit, which rotates at relatively lower speed, is connected to the output shaft of the transmission unit.

Abstract: A structure for regulating the rotational direction of the output shaft of a hybrid vehicle is disclosed. The structure comprises a torque generating means for driving a drive wheel; a gear assembly unit including a first to a third element, the first element being adapted to receive a rotation from the torque generating means and the second element being adapted to transmit the rotation to an output shaft connected to the drive wheel; a case to house the gear assembly unit therein; and a rotation regulation means including a first coupler and a one-way clutch, the coupler and the one-way clutch being connected to the third element of the gear assembly unit, either of the coupler and the one-way clutch being disposed between the third element and the case, the other being disposed between the third element and a different one of the elements, so that the output shaft is only allowed to rotate in one direction when the coupler is coupled.

Abstract: A drive system for an electric vehicle includes a plurality of motors and reduction gearing, including planetary gearing, for power transmission from the motors to the wheels of the electric vehicle. The motors and the reduction gearing are coaxially arranged so that they can be mounted in axial alignment with and between the right-hand and left-hand wheels of the electric vehicle.

Abstract: An electric vehicle includes a drive motor for generating a output drive torque, a torque transmission train for transmitting the output torque to the drive wheels of the electric vehicle and an oil circulating circuit for feeding oil to the drive motor and the torque transmission train. The oil circulating circuit includes: a mechanical drive unit driven by the torque transmission train and adapted to be driven by the rotation of the running motor; and an electric prime mover separate from and in addition to the drive motor.

Abstract: An endless belt 1 for transmission is provided with a number of blocks 2, 3 which frictionally engage input and output pulleys, and vibration-absorbing members 6, 7 are interposed between mutually adjacent ones of the blocks 2, 3. The vibration-absorbing members 6, 7 are constituted by a first retainer 6 which clamps one block 2 of the mutually adjacent blocks 2, 3, and a second retainer 7 which clamps the other block 3, these retainers being intervening between the mutually adjacent blocks 2, 3. Accordingly, neighboring blocks 2, 3 are reliably prevented by the vibration-absorbing members 6, 7 from directly colliding with each other, as a result of which noise can be effectively reduced. In addition, vibration produced by the block 2 itself is absorbed by the first retainer 6 constituting the vibration-absorbing member. Likewise, vibration produced by the other block 3 itself is absorbed by the second retainer 7.

Abstract: An endless transmission belt for use in continuously variable transmissions of the chain type with a number of link plates interconnected in an endless manner. The belt has blocks arranged paired pins arranged longitudinally around its length and engaging with the blocks, link plates arranged transverse to the length of the belt and engaging the pins, and pin engagement grooves formed in the blocks and engaging the pins, wherein one or a plurality of sets of the link plates are interconnected by mutual pins in an endless manner. The pin engagement grooves are formed with recesses capable of compensating for the canting of the paired pins as they rotate about their longitudinal axes in passage around a pulley.

Abstract: An endless transmission belt for use in continuously variable transmissions of the chain type with a number of link plates interconnected in an endless manner. The belt has blocks spaced along the length of the belt, pins spaced along the length of the belt and engaging the blocks, and link plates arranged in sets and pins, each of the link plates having a single opening formed therein. A plurality of sets of the link plates are interconnected by the pins in an endless manner. Each link plate has horizontal portions formed in such a manner as to continue with the side end faces, thereby defining the opening, via rounded portions for contacting the pins, and first and second notches are respectively formed in the upper and lower interior edges of the horizontal portions partially defining the opening. By virtue of this arrangement, stress received by the end faces of the rounded portions of each link plate is dispersed, thereby reducing the concentration of stress in any particular portions of the link plate.

Abstract: An endless transmission belt of the invention includes a plurality of sets of link plates and a plurality of pin pairs, each pair of pins linking one end of one set of link plates to an adjacent end of another set of link plates. A plurality of blocks are mounted on the link plates and extend around the circumference of the belt. Each of the blocks has a pin engagement groove defined by a circumferential contact surface for engaging a pin in the running direction of the belt, an opening and a pair of side walls each extending from the circumferential contact surface to the opening. One of side walls provides a radial contact surface for a pin. Each of the pins has a transverse cross-section defined in part by (1) a rocking surface for contact with its paired pin, (2) a first curved surface for radial contact with a sidewall of the pin engagement groove and (3) a second curved surface for contacting the circumferential surface of a block and the link plates.

Abstract: An endless transmission belt is formed of a plurality of symmetrical V blocks. Each V block comprises upper and lower portions disposed approximately parallel to each other, and two pillar portions connecting the upper and lower portions. The block includes side openings on both sides, and a center opening between the pillar portions. The upper and lower portions have wavy configurations, so that the upper and lower portions have flexibility against the force applied from sheaves to the V block.

Abstract: An endless transmission belt for transmitting torque between a pair of pulleys including a plurality of pairs of first and second metallic blocks having at least one through holes in alignment with recesses formed in opposite inclined side edges of the block and an endless chain belt for holding said metallic blocks. The endless chain belt is constructed by at least three strands of link plates which are pivotally interconnected with predetermined intervals therebetween with common articulating pins. Each strand of link plates is inserted into each of through holes or holes and recesses and a pair of first and second metallic blocks is retained pivotably between a pair of adjacent pins.

Abstract: An endless transmission belt has an endless link column of link plates interconnected by pins inserted through openings at each end of the link plates, V-blocks are disposed in the link column in between adjacent pairs of pins. The pins each include a pair of rockers having rolling contact surfaces on which they roll over one another. Each rocker is further provided with a flat engaging surface opposite the rolling contact surface, a first convex surface adjacent the engaging surface, and a second convex surface facing the inside of the belt. Each opening in the link plate is provided with a flat face which engages the engaging surface or the first convex surface on the rocker, while each V-block is provided with a trough having a first wall which engages the engaging surface or the first convex surface on the rocker, and a second wall which engages the second convex surface on the rocker.

Abstract: An endless driving belt of the kind adapted for entrainment between at least two pulleys in a V-belt continuously variable transmission, has a plurality of links; means for connecting each link to a next link to enable articulated movement of the links; a plurality of primary blocks engaging the links and positioned one each between adjacent pins; a plurality of secondary blocks disposed one each between adjacent primary blocks and radially supported by one of the pins to provide a clearance preventing engagement with the links, the primary and secondary blocks being engageable with one another; and, the secondary blocks having side surfaces for engaging the entrained pulleys and the primary blocks having side surfaces adapted to avoid engagement with the entrained pulleys, radially and outwardly directed driving forces being transmitted from a driving pulley to the secondary blocks and from the secondary blocks to the pins, the links being driven only by nonradially directed forces, whereby the radially and

Abstract: A hybrid vehicle is powered by a drive system including an internal combustion engine, a generator and an electric motor. A differential gear unit includes at least three elements, the first connecting to the generator, the second connecting to a first gear and the third connecting the internal combustion engine. A second gear is connected to the output shaft of the electric motor. A counter shaft carries a third gear meshing with the first and second gears and connects to the differential gear unit. The internal combustion engine, differential gear unit and generator are aligned on a first axis, the electric motor is aligned on a second axis parallel to the first axis, the counter shaft is aligned on a third axis parallel to the first and second axes, the differential gear unit is aligned on a fourth axis parallel to the first, second and third axes, and the third axis is disposed inside of a triangle defined by the first, second and fourth axes when viewed on end.

Abstract: A hybrid vehicle having an internal combustion engine, a generator connected with an output shaft extending from the internal combustion engine, an electric motor axially aligned with the output shaft, an output gear assembly connected to an output shaft driven by the rotor of the electric motor and positioned between the generator and the electric motor, a clutch adapted to connect and disconnect the generator to/from the output gear assembly, a differential gear unit, and a counter shaft oriented in parallel the output shaft driven by the rotor.