Abstract: A procedure to assemble a vehicular transmission from modular components. One determines the type of transmission to be assembled within a prefabricated housing sub-assembly, and then selects a central shaft sub-assembly from a family of modular shaft assemblies. A modular shaft sub-assembly appropriate to the transmission to be assembled is selected and then operatively connected to the housing sub-assembly to provide a housing assembly. An input sub-assembly is selected and operatively connected to the housing assembly. An output sub-assembly is selected from a family of modular output sub-assemblies, the selected output sub-assembly to be appropriate to the transmission to be assembled. The selected output subassembly is operatively connected to the housing assembly to provide a transmission of the type desired.

Abstract: A vehicle characterized by a deceleration that is readily adjustable in the course of braking control with a torque of a motor mounted on a vehicle. In one embodiment, the vehicle has a power system including an engine, a motor, a torque converter, a transmission, and an axle that are linked with one another in series. The transmission is a mechanism that changes over a gear ratio under control of a control unit to vary the transmitted torque. The driver manipulates a gearshift lever in the vehicle to specify a desired deceleration by power source braking. The control unit refers to a predetermined map and specifies a combination of motor torque and gear ratio to attain the specified deceleration. In the course of braking control, the deceleration is corrected according to a step-on amount of an accelerator pedal in a range of play of the accelerator pedal. This arrangement facilitates minute adjustment of the deceleration by the power source braking.

Abstract: A hybrid vehicle that is provided with an engine and a motor generator as power sources, includes a clutch which automatically engages or disengages to cause or interrupt rotation transmission between the output shaft of the engine and the input shaft of a transmission, a power transmission mechanism which transmits power between the input/output shaft of the motor generator and the input shaft of the transmission, and a hybrid control unit which selectively disengages the clutch and drives the motor generator. The clutch is disengaged according to running conditions, and the rotation speed of the motor generator is varied by the transmission to drive the vehicle. In this way, the region in which the motor generator operates efficiently is expanded, and fuel consumption by the hybrid vehicle is reduced.

Abstract: A driving force transmission unit consists of a gear unit engaging with the motor axes of two AC motors, and a bevel gear for transmitting the driving forces of the two AC motors to an axle. Wheels are installed on both ends of the axle. The output voltage of a battery of low voltage is transformed to AC voltage by a DC/AC transformer, and the transformed voltage is supplied to the two AC motors. Then, the driving forces of the two AC motors are synthesized to be transmitted to the axle.

Abstract: The present invention provides a driving apparatus for a vehicle comprising an engine for providing a primary driving force to a driving shaft and an auxiliary power plant connected with the engine through a transmission the transmission comprising an input shaft for inputting the primary driving force from the engine and an output shaft connected to the input shaft for transmitting the primary driving force to the driving shaft wherein the auxiliary power plant provides a secondary driving force to the driving shaft during a shifting in speed.

Abstract: Hybrid drive containing a clutch between an engine power-output shaft (4) and a transmission power-input shaft (16) arranged axially with respect to the said power-output shaft; a first electric machine (6) connected to the engine power-output shaft (4) in a torque-transmitting manner; a second electric machine (14) connected to the transmission power-input shaft (16) in a torque-transmitting manner; preferably also a torsional vibration damper (8), which is connected in a rotationally fixed manner to the engine power-output shaft (4), the first electric machine (6) being connected to the engine power-output shaft (4) in a torque-transmitting manner, ahead of the torsional vibration damper (8) in terms of the direction in which the torsional vibration damper (8) transmits the power of the propulsion drive engine. The parts of the hybrid drive are nested axially one inside the other.

Abstract: A power transmitting apparatus for a hybrid vehicle having an engine, first and second power distributors, and first and second motors includes a rotation transmitting unit for transmitting a drive power of the second motor to a power output shaft at a speed reduction ratio &agr;1 greater than a speed reduction ratio &agr;2 at the first power distributor and a speed reduction ratio &agr;3 (<&agr;2) at the second power distributor, a second clutch assembly for selectively connecting an output shaft of the first motor to the first power distributor and an output shaft of the engine, and a first clutch assembly for selectively connecting an output shaft of the second motor to the second power distributor and the rotation transmitting unit. A controller controls operation of the clutch assemblies and the motors depending on an operating state of the hybrid vehicle.

Abstract: In a driving system comprising an engine, a plurality of motor-generators and a plurality of coaxial differential mechanisms, rotating output axes of the plurality of motor-generators are disposed parallel to and opposite to a rotating output axis of the engine. The coaxial differential mechanisms are arranged between the engine and the motors. The coaxial differential mechanisms are disposed so that straight lines passing through rotating axes of at least two of the coaxial differential mechanisms are parallel to each other, and the output power of the engine is transmitted to the coaxial differential mechanisms through gears. It is possible to provide a small sized and high productive driving system.

Abstract: An electrically-variable transmission has three modes of operation. The power in each of the modes of operation is split by differential gearing into a mechanical path and an electrical path between the input shaft of the transmission and the output shaft of the transmission. This is accomplished with three planetary gearsets and four torque-transmitting mechanisms that are judiciously engaged to provide the three modes of operation, which are an input-split mode and two compound-split modes. The transmission can be part of a system with electrical storage devices, which will supplement the engine power during some periods of operation.

Abstract: A power transmission mechanism for a front and rear-wheel drive vehicle in which the power of an electric motor is transmitted to rear wheels includes an output shaft adapted to rotate together with the electric motor, a middle shaft which is parallel with the output shaft, a drive shaft which is parallel with the output shaft and is adapted to rotate together with the rear wheels, a first pair of reduction gears for reducing the speed of rotation of the middle shaft relative to the output shaft, a second pair of reduction gears for reducing the speed of rotation of the drive shaft relative to the middle shaft and a rear differential disposed closer to an electric motor side than the second pair of reduction gears and coupled to the reduction gear and the drive shaft.

Abstract: A unit housing of a transmission unit for a hybrid vehicle is constituted by a first housing (42), a second housing (42), and a third housing (49). The first housing is provided with a first partitioning wall (46) and a third partitioning wall (70). The second housing is provided with a second partitioning wall (45) and a fourth partitioning wall (71). A first seal flange surface (72) formed on an end surface of the third partitioning wall (70) is on the same plane as an end surface of the first housing. A second seal flange surface formed on the end surface of the fourth partitioning wall is on the same plane as an end surface of the second housing. The first housing (42) and the second housing (41) are joined together by the first and second seal flange surfaces. A seal characteristic of each dry chamber against wet chambers can be assured in the unit housing with a wide space assured.

Abstract: The system comprises control devices (CS) arranged to implement a stop-start function in which, during a stop stage, the internal combustion engine (1) is disconnected from the electric machine (4) and from the transmission system (2) and is switched off in first predetermined operating conditions of the vehicle (V) and then, in a subsequent start stage, is automatically restarted by an electric machine (4), operating as a motor, and is then reconnected to the transmission system (2).

Abstract: A motor vehicle has a combustion engine as a primary drive source, generating an engine torque (302) which is transmitted along a power train containing an input shaft (320), a main clutch (308), a gear-shifting transmission (310) with gears (316, 318, 324, 326), shift clutches (328, 330), and an output shaft (322). The power train includes a superimposed additional transmission (312) with a planetary gear device (314), and a secondary drive source in the form of an electric motor/generator with a rotor (342) attached to the ring gear (332) of the planetary gear device (314) and a stator (344) attached to a stationary part of the vehicle. The secondary drive source generates an additional torque (346) to supplement or replace the engine torque (302) as needed, e.g., to eliminate gaps in vehicle traction during gear shifts or to propel the vehicle electrically in stop-and-go traffic. The secondary drive source may also be used in a generator mode, e.g., to recycle energy from decelerating or coasting downhill.

Abstract: In one aspect of the invention, a method for shifting from a first gear ratio to a second gear ratio in a vehicle is provided. The method includes defining a variable shift schedule comprising at least two gear ratio change parameters. The gear ratio parameters are defined by a pair of engine variables relating to vehicle performance. The method also includes measuring the pair of engine variables to obtain values indicative of vehicle performance for the first gear ratio. The method further includes comparing the values to the two gear ratio change parameters to detect a variable shift condition known to require changing of the first gear ratio. The method also includes shifting from the first gear ratio to the second gear ratio when the variable shift condition is detected.

Abstract: A hybrid car, which can utilize the merits of both the series system hybrid car and the parallel system hybrid car and has high fuel consumption efficiency, is provided. Only one electric rotary machine is mounted in order to reduce the total weight of the car. By eliminating energy to be lost by friction of an internal combustion engine during regenerative braking, energy efficiency regenerated by the regenerative braking is improved. The internal combustion engine, a motor-generator, a clutch and a change gear are connected in the sequence and a unidirectional rotation transmitting means is provided between the internal combustion engine and the motor-generator.

Abstract: A method of diminishing shift shock in a stepped shift mode in a continuously variable transmission. A continuously variable transmission having an automatic shift mode and a stepped shift mode possesses a shift shock diminishing control function. In this control, when shift-down is made in the stepped shift mode (S.1), a timer is allowed to start counting (S.2) and the magnitude of deceleration G during change of the change gear ratio by a control motor is compared with a threshold value (S.4), and if the deceleration magnitude is larger than the threshold value, the supply of electric power to the control motor is stopped for only a very short time to decrease the deceleration G thereby diminishing the shift shock (S.5).

Abstract: A vehicle drive unit assembly includes a rear drive axle extending between a pair of vehicle wheels. An input shaft is operably connected to the drive axle to provide torque to the drive axle to drive the vehicle wheels. An electric motor is connected to the input shaft and is mounted above the drive axle. Preferably, the electric motor is mounted adjacent to the differential in the drive axle. A reduction gear box or chain drive assembly interconnects the electric motor to the input on the drive axle to reduce the input speed to the axle from the motor.

Abstract: A transmission structure of a gearbox of an electrically actuated car includes two front wheels, two rear wheels, and two gearboxes, wherein one gearbox is mounted between the two front wheels, and the other gearbox is mounted between the rear wheels. The transmission structure also includes a motor mounted between the two gearboxes. The motor has a power shaft having two distal ends each connected to a differential gear of each of the two gearboxes by means of a coupler, so as to form a four-wheel transmission mechanism.

Abstract: A driving system for an industrial truck having a driving device and at least one unit for working motions of the industrial truck, comprising: A combustion engine; an adjustable transmission coupled to the engine shaft; a gear assembly the first input shaft of which is directly coupled to the shaft of the combustion engine and the second input shaft of which is coupled to the driven shaft of the adjustable transmission; an electric motor the shaft of which is coupled to a third input shaft of the gear assembly; a change-over transmission between the driven shaft of the gear assembly (24) and the driving wheels of the industrial truck; a battery which is connected to the electric motor via an electronic power unit; a sensor system which measures at least the speeds of the combustion engine, the electric motor, and the output shafts of the change-over transmission and, if necessary, the charging state of the battery and generates appropriate output signals; a shaft coupled to the driving system for driving the

Abstract: An electric continuously variable transmission includes first and second planetary splitters each having a corresponding electric motor/generator. Both planetary splitters are integrally linked to an input shaft which transfers torque and rotational motion from a combustion engine. The electric motor/generators switch between driving its corresponding planetary splitter and being driven by its corresponding planetary splitter to generate various ranges, providing variable transmission speed ratios. A lock-up clutch may be selectively engaged producing an overdrive range for cruising speeds. The electric continuously variable transmission drives a first differential which further drives a pair of wheels. A controller and battery are also provided for respectively managing the various electric motor/generators and either storing or providing energy for the system.

Abstract: The invention relates to a multi-motor drive in which two electric motors which are assigned to a common output with a dual-stage gearbox are provided. An automatic controller controls, on the one hand, the load distribution between the motors and, on the other hand, the gearbox in order to ensure an optimum degree of efficiency of the drive. Asynchronous motors are preferably provided.

Abstract: A system for regulating the speed of a motorcycle, of the type powered by an electric motor and a battery, includes a command module that determines a desired speed of the motor, a speed sensor which determines an actual speed of the motor, and a controller which controls the electric motor based on the desired speed and the actual speed.

Abstract: A hybrid powered vehicle is capable of running forward and backward under various conditions (e.g., by a motor) and enables the regeneration of energy during the reduction of speed without increasing the full length, weight, cost and the like of a transmission. The hybrid powered vehicle has a planetary gear unit, which comprises the following three elements: a ring gear, a sun gear, and a carrier pivotally supporting a planetary pinion arranged between the carrier and the sun gear. The planetary gear unit is disposed between an engine and an electric motor. The hybrid powered vehicle also has a forward/backward rotation switching mechanism, which comprises a brake for braking a first element that is one of the above-mentioned three elements and a clutch for connecting and disconnecting two elements among the above-mentioned three elements.

Abstract: In a hybrid vehicle including an engine and a generator-motor as a drive source, a driving force transfer system is constituted by disposing a centrifugal clutch, a transmission and a one-way clutch in a driving force transfer path from the engine up to a driving force joining point where the driving force of the generator-motor and that of the engine join together. By switching the generator-motor into a motor, the vehicle can be moved forward by both the engine and the generator-motor. By switching the generator-motor into a generator, batteries can be charged while electric power is generated by the engine. The vehicle can be moved forward or backward by the generator-motor alone with the engine OFF. Thus, the vehicle can be moved backward using the generator-motor as a drive source, and batteries can be charged through the generator-motor using the engine as a drive source.

Abstract: A gearbox monitoring apparatus is disclosed for use in combination with a gearbox (4) which provides a connection between an input shaft (3) driven by a motor (1) and an output shaft (2), said gearbox monitoring apparatus comprising a first position sensing means (11) and a second position sensing means (12), said first and second position sensing means generating a respective first and second output signal, said first output signal being representative of the angular position of the input shaft and said second output signal being representative of the angular position of the output shaft, a torque signal generating means (6) which generates a third output signal representative of the torque carried by the gearbox (4), and signal processing means (15) adapted to receive said output signals and to process said output signals to produce one or more modified output signals representative of the wear in the gearbox.