Abstract: Described is a power system having an engine, a generator, a belt-driven component, a first pulley, a second pulley, a third pulley, and a fourth pulley. The engine outputs a rotational force at a first rotational speed to rotate the first pulley. The generator converts mechanical power driving the generator shaft to electric power. The second pulley is drivingly coupled to the first pulley via a first belt and configured to rotate the generator shaft at a second rotational speed based on the first rotational speed. The fourth pulley coupled to the generator shaft having a first diameter that is greater than a second diameter of the second pulley.

Abstract: Multi-speed gearbox systems and methods. A multi-speed gearbox, in one example, includes a planetary assembly with a first gear set rotationally coupled to a second gear set. The multi-speed gearbox further includes a first clutch configured to selectively couple a first sun gear of the first gear set to an input shaft configured to rotationally couple to an electric machine and a second clutch configured to selectively couple a first sun gear of the second gear set to an output shaft.

Abstract: Disclosed is a transportation unit comprising: a plurality of roadway wheels including wheel, a plurality of continuously variable transmissions (CVTs) including a first CVT and a second CVT, the plurality of CVTs receiving rotational input from the wheel, and a generator that is rotationally driven by rotational output from the plurality of CVTs, and wherein each of the plurality of CVTs is engaged over one of a corresponding plurality of discrete wheel rotational speeds.

Abstract: A robot manipulator includes: an arm body; a wrist effector, connected to the arm body; a multi-degree-of-freedom (DOF) connecting device, rotatably connected to the wrist effector; and a grabber, connected to the multi-DOF connecting device, wherein the multi-DOF connecting device is configured to receive a power output by the wrist effector and drive the grabber to rotate.

Abstract: A vehicle control apparatus includes a learning control portion configured to execute a learning control operation, and to limit a learning value obtained through the learning control operation, by a guard value, and an update control portion configured to obtain a new guard value from an external device, and to update the guard value to the new guard value. The update control portion limits the learning value by the new guard value, prior to execution of the learning control operation, such that the learning value is rewritten, by the update control portion, to a value within a new guard-value range defined by the new guard value in a case in which the learning value is deviated from the new guard-value range, and such that the learning value is kept unchanged by the update control portion in a case in which the learning value is within the new guard-value range.

Abstract: A CVT drive train includes a gearbox input shaft, a secondary drive, a differential, and a continuously adjustable variator. The gearbox input shaft is arranged on a motor side. The secondary drive has a starting device and an electric motor, both arranged coaxially to the gearbox input shaft. The electric motor has a stator, and a rotor arranged radially inside of the stator. The differential has a differential output gear. The continuously adjustable variator has a drive-side disc set, and an output-side disc set coupled to the differential and arranged directly adjacent to the differential output gear in a plan view. The drive-side disc set has a drive-side adjustable disc, and a drive-side fixed disc facing away from the motor side. The output-side disc set has an output-side fixed disc, and an output-side adjustable disc facing away from the motor side.

Abstract: In a vehicular power transmitting system, a fixing portion of a brake retaining portion receives a reaction force from a reverse drive brake and is located in a portion of a circumference of the brake retaining portion, which is outside a predetermined circumferential portion close to the shifting shaft support portion and is defined by a pair of lines tangent to a circumference of the shifting shaft and parallel to a straight line connecting first and second axes and located on opposite sides of the straight line, as seen in a plane normal to the first axis, where a forward/reverse switching device including the reverse drive brake is disposed on the first axis, and a gear type transmission is disposed on the first axis and the second axis and an outer housing wall and a partition wall radially inwardly extending from the outer housing wall are provided.

Abstract: A planetary gear train includes: first to fourth planetary gear sets respectively having first to third, fourth to sixth, seventh to ninth, and tenth to twelfth rotational elements; an input shaft axial to the first to third planetary gear sets; and an output shaft axial to the fourth planetary gear set. In particular, the first and fourth rotational elements, the second rotational element and the input shaft, the fifth and eighth rotational elements, and the eleventh rotational element and the output shaft are fixedly interconnected by first, second, fourth, and ninth shafts respectively. Moreover, the third, sixth, seventh, and ninth rotational elements are fixedly connected with third, fifth, sixth, and seventh shafts respectively, an eighth shaft is fixedly connected with the tenth rotational element and externally gear-meshed with the sixth shaft, and a tenth shaft fixedly connected with the twelfth rotational element and externally gear-meshed with the fourth shaft.

Abstract: Methods and systems are provided for restarting an engine when a high pressure fuel pump is degraded. In response to an indication of high pressure fuel pump degradation, fuel may be injected during an intake stroke, rather than a compression stroke, for a selected number of combustion events since the engine restart. By shifting to an intake stroke injection, the engine may be started even when sufficient fuel rail pressures are not available.

Abstract: A transmission includes a variator configured to transmit power from a first shaft to a second shaft. The transmission further includes a first gearing arrangement configured to selectively transmit power from the second shaft to a third shaft. The first gearing arrangement transmits power at a positive speed ratio when a first clutch is engaged and at a negative speed ratio when a second clutch is engaged. The transmission also includes a second gearing arrangement configured to selectively transmit power from the first shaft to the third shaft.

Abstract: A planetary gear train of an automatic transmission provides at least eight forward speeds and one reverse speed by combination of: first to fourth planetary gear sets respectively having first to third rotational elements, fourth to sixth rotational elements, seventh to ninth rotational elements or tenth to twelfth rotational elements; two transfer gears and five control elements selectively connecting one shaft to another shaft selected from first to tenth shafts or to a transmission housing. In particular, an input shaft is mounted with the first, second and third planetary gear sets, an output shaft is mounted with the fourth planetary gear set, the eighth shaft is fixedly connected with the tenth rotational element and externally engaged with the sixth shaft via one of the two transfer gears; the tenth shaft is fixedly connected with the twelfth rotational element and externally engaged with the fourth shaft via the other transfer gear.

Abstract: An example agricultural harvesting machine includes a header and a feed system configured to feed material from the header through a threshing section along a conveyance path. The feed system includes a conveyance mechanism that conveys the material from the header to a rotating feed mechanism. The feed system also includes a drive system configured to rotationally drive the feed mechanism during a first state to convey the material along the conveyance path, and to reverse rotation of the feed mechanism during a second state. In one example, a drive system includes first and second drive mechanisms and a coupling mechanism configured to selectively couple one of the first or second drive mechanisms to an output mechanism, such as, but not limited to, a rotating feed mechanism in an agricultural harvesting machine.

Abstract: A control system for a hybrid vehicle configured to promptly shift a drive mode. In the single-motor mode, the vehicle is powered by a second motor while bringing an engagement device into disengagement and stopping the engine. In the dual-motor mode, the vehicle is powered by both a first motor and the second motor while bringing the engagement device into engagement and stopping a rotation of the output shaft of the engine by a stopper device. When shifting the drive mode from the single-motor mode to the dual-motor mode, the control system controls the first motor in a manner such that a speed difference between an input speed and an output speed of the engagement device is reduced while increasing a torque transmitting capacity of the engagement device.

Abstract: A control system and a control method for a vehicle, the vehicle includes an engine, an input shaft, an output shaft, a continuously variable transmission section, a stepped transmission section and a clutch mechanism, and a control device. The continuously variable transmission section and the stepped transmission section are provided between the input shaft and the output shaft. The clutch mechanism is provided in a torque transmission path between the stepped transmission section and drive wheels. The control device is configured to disengage the clutch mechanism in a case where a vehicle speed is at least equal to a specified value and the engine is stopped.

Abstract: A one mode, front wheel drive continuously variable transmission includes a transmission input member interconnected to an engine of the motor vehicle, a transmission output member, a continuously variable unit having a first pulley pair, a second pulley pair, and a chain wrapped around the first pulley pair and the second pulley pair. A planetary gear set includes a first member, a second member, and a third member. The first member is connected to the first pulley pair and the third member is connected to the transmission input member. A clutch is selectively engageable to connect the first member of the planetary gear set with the transmission input member. A band brake selectively engageable to connect the second member with a stationary member. The transmission output member is interconnected to a differential supported by sets of ball bearings.

Abstract: A transmission for a vehicle may include a first input shaft selectively connected to an engine through a first clutch, a second hollow input shaft disposed in a front side portion of the first input shaft and selectively connected to the engine through a second clutch, a continuously variable transmission mechanism (CV) that continuously shifts and outputs rotation power transferred from the first input shaft, a shift output mechanism that receives rotation power transferred from driving gears on the second input shaft and the CV through driven gears connected to an external gear and selectively shifts and outputs the rotation power, a reverse idle mechanism that transfers the rotation power of the first input shaft to the shift output mechanism in a reverse direction, and a final reduction mechanism that reduces the rotation power output from the shift output mechanism.

Abstract: A transmission includes a first drive secured to an input, producing a fixed drive ratio; a second drive secured to an input, producing a variable drive ratio; a planetary gearset including a member connected to the second drive, and a second member; a brake releasably holding the second member rotatably fixed; a first clutch releasably connecting the first member and an output; and a second clutch releasably connecting the second member and the first drive.

Abstract: There is a vehicle power transmission device in which a continuously variable transmission and a gear train are provided between an input shaft and an output shaft so as to be able to transmit torque between the input shaft and the output shaft, the gear train has at least one speed ratio that cannot be set by the continuously variable transmission. In the vehicle power transmission device, a forward-reverse switching mechanism is arranged along the same axis as an axis of the input shaft, a first clutch mechanism and a brake mechanism are provided, a second clutch mechanism is provided in a first torque transmission path that is routed from the input shaft to the output shaft via the continuously variable transmission, a third clutch mechanism is provided in a second torque transmission path that is routed from the output element to the output shaft via the gear train.

Abstract: A drive unit (1) including an electric motor (2) and a first planetary drive (7) with a first shifting clutch (3) for selecting a first connection between the electric motor (2) and a driven element (6) of the drive unit, and with a second shifting clutch (4) for selecting a second connection between the electric motor (2) and the driven element (6). A transmission connection is formed between the electric motor (2) and the first shifting clutch (3) by the first planetary drive (7).

Abstract: The driving force from a drive source is transmitted from a main input shaft to a continuously variable transmission mechanism through an input switching mechanism and a first input path in which a first speed-reducing gear is disposed, and is further transmitted to a first output path in which a second speed-reducing gear is disposed, thus establishing a LOW mode. And the driving force is transmitted from the main input shaft to the continuously variable transmission mechanism through the input switching mechanism and a second input path in which a speed-increasing gear, and is further transmitted to a second output path in which a third speed-reducing gear, thus establishing a HI mode. The_first speed-reducing gear on the input side, the speed-increasing gear on the input side and the second and third speed-reducing gears on the output side are independent from each other.

Abstract: A control system for electronically controlling engine speed and PTO clutch mechanism engagement of a grounds maintenance vehicle such as a lawn mower. In one embodiment, an electronic controller (electronic control unit or ECU) may receive operator inputs from a speed setting switch and an on/off PTO clutch engagement switch. The ECU may take these inputs and make intelligent decisions as to when to engage/disengage the clutch mechanism and may change engine speed automatically prior to, during, and/or after clutch mechanism engagement/disengagement. In one or more of these speed setting switch positions, the switch may set a speed of the engine to a first speed when the clutch mechanism is disengaged, and a second speed (different than the first speed) when the clutch mechanism is engaged.

Abstract: A two mode CVT is provided for a motor vehicle. The CVT includes a speed change device connected to a pulley and belt assembly. The pulley and belt assembly is connected to a planetary gear set arrangement. The planetary gear set arrangement generally includes two planetary gear sets, one brake and two clutches. The planetary gear set arrangement is connected to a final drive unit.

Abstract: There is disclosed a continuously variable ratio transmission assembly (“variator”) comprising a roller which transmits drive between a pair of races, the roller being movable in accordance with changes in variator ratio, a hydraulic actuator which applies a biasing force to the roller, at least one valve connected to the actuator through a hydraulic line to control pressure applied to the actuator and so to control the biasing force, and an electronic control which determines the required biasing force and sets the valve accordingly, wherein the valve setting is additionally dependent upon a rate of flow in the hydraulic line.

Abstract: A multi-mode continuously variable transmission (CVT) for a motor vehicle includes a transfer gear set connected upstream in a powerflow to a pulley and belt assembly. The pulley and belt assembly is connected upstream in the powerflow to a planetary gear set arrangement. The planetary gear set arrangement generally includes two planetary gear sets, two brakes, and one clutch. The planetary gear set arrangement is connected to a final drive unit.

Abstract: A continuously variable transmission for a motor vehicle includes an input member, an output member, a first planetary gear set having first, second, and third members, wherein the first member is interconnected with the input member, a brake connected to the second member of the first planetary gear set, a clutch interconnected between one of the first member, second member, and third member of the first planetary gear set and another one of the first member, second member, and third member of the first planetary gear set, a belt and pulley assembly connected to the third member of the first planetary gear set and the output member, a chain drive interconnected to the output member, and a final drive unit interconnected to the chain drive.

Abstract: The present invention utilizes the rotary kinetic power of a rotary kinetic power source to directly drive the epicyclic gear set, or to drive the epicyclic gear set through a transmission device, then a continuous variable transmission (CVT) is individually installed between two output shafts of the epicyclic gear set and the load driven thereby, so the wheel set of the driven load is enabled to randomly perform variation of the driving speed ratio and the driving torque, so as to drive the combined common load; between the output ends of the mentioned two continuous variable transmissions, a limited slip differential or a stabilize device composed of a dual shaft connecting device having slip coupling torque can be further installed according to actual needs.

Abstract: A transmission, preferably for driving a motor vehicle, includes a multi-gear main transmission and a range group, that is connected downstream from the main transmission and comprises an input shaft and an epicyclic gear system. The epicyclic gear system comprises elements in the form at least of a central gearwheel and a planetary carrier. Furthermore, the transmission comprises a first connection for driving one of the elements of the epicyclic gear system by way of the input shaft of the range group and a variator, as well as a second connection that can be engaged with the first connection for driving a further element of the elements of the epicyclic gear system. When the second connection is engaged, the input shaft of the range group drives the variator and a drive output of the variator drives the further element of the epicyclic gear system.

Abstract: Disclosed is an apparatus for equalizing tensions among elevator wire ropes, which immediately eliminates imbalance and equalizes the tensions among elevator wire ropes in the event of differences in the lengths of elevator wire ropes, thereby improving safety, durability and reliability. The apparatus automatically corrects imbalance caused by changes in the lengths of a plurality of elevator wire ropes (700) to maintain a balance in the tensions of elevator wire ropes.

Abstract: An input pulley, an output pulley, a belt wound across the pulleys, a hydraulic cylinder provided to the input pulley, and a hydraulic servo mechanism that controls an operation of the hydraulic cylinder are provided. The hydraulic servo mechanism includes: a valve chest facing an input side movable sheave; a servo spool slidably inserted in the valve chest, and switches an oil passage in communication with a hydraulic chamber of the hydraulic cylinder; and a feedback spool disposed in such a manner that one end comes into contact with the input side movable sheave a bearing disposed in between, and configured to switch the oil passage to maintain a slid position of the input side movable sheave at a position corresponding to a slid position of the servo spool.

Abstract: A power transmission apparatus for a vehicle is provided which is equipped with a power split device and a speed variator. The power transmission device is designed to set a speed ratio of speed of rotation of an output of a power source to speed of rotation of a driven wheel in a power circulation mode of a power split device to lie within one of a positive range in which a sign of the speed ratio is positive and a negative range in which a sign of the speed ratio is negative. This results in a decrease in degree of torque acting on the speed variator such as a continuously variable transmission, thus permitting a required degree of durability of the speed variator to be reduced.

Abstract: Disclosed is an improved hypocycloidal crank apparatus employing as a stator an internally toothed, continuous, synchronous belt. The apparatus is quiet, easily repaired, and does not require lubrication. It is useful for driving air pumps and the like.

Abstract: A lorry 1 comprises a combustion engine 3 which is connected via the transmission module 5 to the input shaft 7 of an automatic transmission 9 with switchable gear settings. The output shaft 11 of the transmission 9 is connected to the wheels 15 of the lorry via a differential 13. The transmission module 5 comprises a clutch 17 which has two clutch parts 17A and 17B that can be coupled to each other. The transmission module 5 further comprises a part module 19 which has an input 21 and an output 23. The part module 19 comprises a bypass transmission 25 with three rotational members 27, 29, 31 of which the third rotational member 31 can be coupled to the firm world 35 via a brake 33.

Abstract: A planetary gear retrieval system for pulling a sled at a constant velocity along an interior of a pipe. The system includes a network of gears, one of the gears powered by a gear motor, which is in operable communication with a variable speed microcontroller. A chain is threaded through the network of gears and an end of the chain is connected to the sled.

Abstract: Assembly having a belt-pulley drive, having a pulley wheel which can be driven by a belt and is configured for transmitting a torque to a drive shaft of the assembly. The assembly has a switchable gear mechanism which makes a transmission ratio possible between the rotational speed of the pulley wheel and the rotational speed of the drive shaft.

Abstract: There is provided a drive device for a vehicle. A forward clutch that is engaged during forward driving is provided in a power transmission path between an engine and a drive wheel. A spring is incorporated in an engagement oil chamber of the forward clutch, thereby causing the forward clutch to be held in a slipping state or an engaged state through the spring force even during an idling stop that suffers from reduced control oil pressure. This arrangement can prevent the forward clutch from producing an engagement shock during an engine restart. In addition, an input clutch driven by an electric actuator is provided in the power transmission path. With this arrangement, neutral control can be performed by disengaging the input clutch even if the forward clutch which is to be held in a slipping state or an engaged state is provided.

Abstract: A continuously variable transmission may include a shift belt apparatus and a forward/reverse control apparatus. The forward/reverse control apparatus may include a planetary gear set consisting of first and second planetary gear sets, first clutch, and first and second brakes. The planetary gear set may include a first rotation element directly connected to an input shaft so as to be always operated as an input element, a second rotation element selectively connected to the input shaft through the first clutch so as to be operated as a selective input element and selectively connected to a transmission housing through the second brake so as to be operated as a selective fixed element, a third rotation element directly connected to an output shaft so as to be always operated as an output element, and a fourth rotation element selectively connected to the transmission housing through the first brake so as to be operated as a selective fixed element.

Abstract: The invention relates to a drive device for motor vehicles with at least one longitudinal output or transverse output differential gear, with an input shaft, and with a means for controlled torque distribution to the two output shafts. A quick-response, structurally advantageous drive device is thus achieved in that the differential gear is a self-locking differential gear and in that a speed-regulation drive, which changes the differential-side speed of 1:1 in the plus or minus direction based on dynamic performance parameters, is integrated into one of the output shafts, or in that speed-regulation drives, which alternately change the differential-side speed of 1:1 in the plus direction or in the negative direction based on dynamic performance parameters, are integrated into two output shafts.

Abstract: An infinitely variable transmission device (4) for a vehicle drivetrain (1) which includes a variator (8) and a gearshift transmission device (9), which produce gear ratios in a plurality of ratio ranges with continuous variation. The device has a planetary transmission device (7) in active connection with a transmission input (12), in an area of a first shaft (11), with the gearshift transmission device (9), in an area of a second shaft (14), and with the variator (8), in an area of a third shaft (16). The torque to be transmitted by the transmission device (4) passes, via at least two power paths, between the transmission input (12) and a transmission output (10). The variator (8) is arranged in one of the two power paths and the gearshift transmission device (9) is arranged between the variator (8) and the transmission output (10).

Abstract: A rotary power source directly drives an epicyclic gear set, or drives the epicyclic gear set through a transmission device, and a respective controllable multiple speed-ratio device is individually installed between two output shafts of the epicyclic gear set and the loads driven thereby, to enable the wheel sets of the driven loads to be differentially driven with a different driving speed ratio and driving torque while propelling a combined common load. A limited slip differential or stabilizer device may be connected between the output ends of the two controllable multiple speed-ratio devices, the limited slip differential or stabilizer providing a slip coupling torque to stabilize driving of the respective individual loads, as necessary.

Abstract: A straddle-type vehicle is disclosed. The straddle-type vehicle has a planetary gear mechanism having a ring gear rotatable with a crankshaft, a sun gear, and at least two planetary gears. The straddle-type vehicle also has a planetary carrier, a rotary shaft rotating with the sun gear, an output shaft rotating with the planetary carrier, and a CVT having a primary shaft rotatable with the rotary shaft. The straddle-type vehicle further has a primary pulley, a secondary shaft rotatable with the crankshaft, a secondary pulley, and a belt. The straddle-type vehicle additionally has an actuator configured to change a transmission gear ratio of the CVT. The crankshaft, the planetary gear mechanism, the rotary shaft, and the belt-type continuously variable transmission form a cyclic power transmission passage. A centrifugal clutch is disposed within the passage.

Abstract: A power transmission device includes a planetary gear set and a first and a second connecting mechanism. The planetary gear set receives power from a power source and outputs it to a power-driven member. The first connecting mechanism connects a first and a second rotor of the planetary gear set through a separate path. The second connecting mechanism connects the second rotor and a third rotor of the planetary gear set through a separate path. The controller is operable selectively in a first operation mode in which the second connecting mechanism is engaged, while the first connecting mechanism is disengaged and a second operation mode in which the second connecting mechanism is engaged, while the first connecting mechanism is disengaged. This ensures suitable mechanical connections among the power source, the power-driven member, and the power split mechanism which match with an operating condition of the power transmission device.

Abstract: A power transmission apparatus for a vehicle which includes a first and a second planetary gear set to transmit power to a driven wheel. A ring gear of the first planetary gear set is coupled to the driven wheel. A carrier of the first planetary gear set is coupled to a ring gear of the second planetary gear set. A carrier and a sun gear of the second planetary gear set are so linked as to have signs of power which are opposite each other. A sign of speed of the ring gear of the second planetary gear set is reversed under the condition that the a sign of speed of a motor-generator is fixed, thereby reversing the sign of speed of the carrier of the first planetary gear set, which eliminate the circulation of power between the sun gear and the carrier of the first planetary gear set.

Abstract: The “Forced Way” method is a unique method of generating variable ratio outputs from a given input of constant rotational speed by forcing one end of a drive shaft to follow a continuous path (way) around a given circle at a constant speed that can then be deformed into curves of varying radiuses that would range from the radius of the given circle to that of the various radiuses (arcs) of various ovals to a final shape of an oblong. Forcing the end of the drive shaft to follow these shapes would result in the drive shaft rotating at different rotational speeds as it transverses the shape. By sampling only the rotational output while moving over the desired portion of the shape one can control the output's rotational speed which will be some ratio of the input. The “Forced Way” method is the only method of continuously varying an output that is robust enough to be used in any vehicle with NO possibility of slipping.

Abstract: A dual torque limiter on a utility vehicle having a gear train connected to a main shaft through a first slip clutch assembly that releases the gear train from the main shaft if torque exceeds a predetermined limit. The main shaft is connected to a rear drive train. The front drive train is connected to the main shaft through a second slip clutch assembly that releases the front drive train from the main shaft if torque exceeds a predetermined limit.

Abstract: A device is provided that attaches to a hub of a drive mechanism that utilizes a flat plate, shuttle enabled, engagement/disengagement mechanism to sequentially disengage a forward drive power and then engage a reverse drive power assembly which results in a reverse output of power to the drive mechanism. In a particular application, a device is provided that attaches to the hub of a motorcycle wheel that enables the normal forward drive mechanism to provide reverse power without changing the actual direction of the drive sprocket. An important aspect of the device of the present invention is that the reverse gear package when not in use is completely idle and has absolutely no effect on the forward drive components when not in use.

Abstract: The present invention utilizes the rotary kinetic power of a rotary kinetic power source to directly drive the epicyclic gear set, or to drive the epicyclic gear set through a transmission device, then a controllable multiple speed-ratio device is individually installed between two output shafts of the epicyclic gear set and the load driven thereby, so the wheel set of the driven load is enabled to perform variation of the driving speed ratio and the driving torque, so as to drive the combined common load; between the output ends of the two controllable multiple speed-ratio devices, a limited slip differential or a stabilize device composed of a dual shaft connecting device having slip coupling torque can be further installed according to actual needs.

Abstract: An automatic transmission includes four planetary gear sets, a plurality of friction and synchronizing clutches and two chain drive assemblies. Input torque is provided to four clutches which selectively provide torque to one element of a compound assembly comprising first and second planetary assemblies. The second planetary assembly includes only a sun gear and a planet carrier including elongate, stepped pinion gears which extend into the planet carrier of the adjacent first planetary assembly. The sun and ring gears of the first planetary assembly drive respective chain drive sprockets. A pair of chains transfer torque to respective driven chain sprockets. The chain driven by the first planetary assembly sun gear drives a third planetary assembly sun gear. The chain driven by the first planetary assembly ring gear drives a fourth planetary assembly sun gear. The transmission output is connected to the planet carriers of the third and fourth planetary assemblies.

Abstract: A vehicle drive system includes a first power path wherein an engine drives an accessory and a starter-alternator at relatively low speed, a second power path wherein the engine drives the accessory and a starter-alternator at relatively high speed, a third power path wherein the starter-alternator drives the accessory while the engine is off, and a fourth power path wherein the starter-alternator cranks the engine before an engine restart.

Abstract: A drive system includes a pulley, an engine, a variator including an input and an output, for varying a ratio of output speed and input speed, and a gearset drivably interconnecting the input, the output, the engine and pulley.

Abstract: A continuously variable transmission includes a first gear shift mechanism for changing continuously a speed ratio of drive power input from a prime mover, a second gear shift mechanism for changing continuously a speed ratio of drive power input from the prime mover, and a planetary gear mechanism to which drive power output from the first gear shift mechanism and that output from the second gear shift mechanism are input and from which combined drive power is output to an output shaft. The planetary gear mechanism includes a sun gear, a planetary carrier and a ring gear. An output from the first gear shift mechanism and that from the second gear shift mechanism are respectively input to any two of the sun gear, the planetary carrier and the ring gear and the remaining one is coupled to the output shaft.