Abstract: An electrically powered driveline assembly includes a first electric motor and a second electric motor that drive corresponding input shafts to drive an output shaft. The first and second electric motors are selectively coupled to facilitate constant torque and speed output of the output shaft during shifting and also in the event of failure of one of the electric motors.

Abstract: An arrangement for orienting a device angularly is provided with a back element on which the device to be oriented is installed. A ball and a spherical gear are arranged concentrically. A base portion has a socket that engages with the ball. Also, a motor having a rotatory shaft is installed on the base portion, and a worm drive element is coupled to the rotatory shaft and arranged to engage the spherical gear when the ball and socket are engaged, whereby the spherical gear is urged along the longitudinal axis of the tapered worm drive element and the tapered worm drive element slides along the gear teeth of the spherical gear. The motor enhances the rigidity of the base portion. The worm drive element and the spherical gear disengage in response to the application of a force through the first spherical gear.

Abstract: A transmission system comprising two degrees-of-freedom compound planetary gear train with two conjoined planetary gear trains and four torque-transfer devices. The different combinations of states of various torque-transfer devices yield multiple modes of operation. The planetary gear train allows the addition of power of two prime-movers to drive the load. Additionally, the transmission system can split the power from one prime-mover into requirements of the energy storage system while catering to the output needs. This limits the re-circulating power to a fraction of the input power. Other advantage of the transmission is that it provides a high overdrive ratio, which permits regeneration even at moderate speeds. The transmission obviates the need for a torque converter. The transmission can operate as multi-speed, fully automatic.

Abstract: A dual clutch transmission comprising a first partial transmission and a second partial transmission is described. A first group of forward gears is allocated to the first partial transmission, a second group of forward gears is allocated to the second partial transmission, each one of the forward gears comprises a particular transmission ratio, two adjacent forward gears comprise adjacent transmission ratios with no transmission ratio of any other forward gear in between, and at least two adjacent forward gears are allocated to the second partial transmission. The invention comprises further a control method for controlling the dual clutch transmission such that a torque transmitting gap is closed when gear shifting between the aforementioned two adjacent gears.

Abstract: An element comprises a rotary input member (15), a motion output member (19), an electrical machine (14) including a stator (27) and a rotor (26), a first connecting clutch (89A) between the input member (15) and an intermediate member (83) rotating about a first axis (X-X?). The intermediate member (83) is connected in rotation to the rotor (26), and a second connecting clutch (89B) is positioned between the intermediate member (83) and the output member (19). The element also comprises a casing (21) defining a housing (69) wherein are coaxially and concentrically mounted the first and second connecting clutches (89A, 89B). The axis of rotation (Y-Y?) of the rotor (26) is separate from the first axis (X-X?) and a transmission (121, 123, 135) connects in rotation the rotor (26) and the intermediate member (83). The invention is applicable to motor vehicle engine-transmission units.

Abstract: An electromechanical power transfer system for a vehicle, comprises: an electrical power source; a system controller; at least two dynamoelectric machines; an electrically engageable clutch for each machine; an input shaft coupled to the jack shaft; an output shaft coupled to a load presented by the vehicle; and at least two electrically engageable transmission gear sets for coupling the input shaft to the output shaft; wherein the system controller selectively engages each machine clutch and each transmission gear set.

Abstract: A power transmission implementing continuously variable transmission using a succession of gear sets. A first constant ratio gear-set receives torque and rotation from a motor and a second constant ratio gear set provides torque and rotation to a driven device. These two gear-sets each employ three gear elements such that the first gear-set receives power in one shaft and provides power in two shafts. The second gear set receives power in two different shafts and provides power in one shaft. Two drive chains transmit rotation and torque from the first gear-set to the second gear-set, in between the two gear sets the rotation is reversed in one drive chain. A control over the total gearing ratio of the transmission is provided by transient application of power to modify the rotation rate of one branch. In one embodiment fluid couplings are employed for transmission of power in each drive chain.

Abstract: A curved surface actuating mechanism suitable for controlling motions of eyelids for a doll is provided, which includes a main shaft, a first drive unit, a second drive unit, a third drive unit, a sleeve, and a curved surface. The main shaft is a fixed shaft. A first drive wheel of the first drive unit is fitted on the main shaft and driven to rotate by a first driving member. A second drive wheel of the second drive unit is fitted on the main shaft and driven to rotate by a second driving member. The sleeve is fitted on the main shaft and has a vertical split shaft. A third drive wheel of the third drive unit is fitted on the vertical split shaft, and meanwhile engaged with the first and the second drive wheels. The curved surface has a link lever fixed to the third drive wheel.

Abstract: The present invention relates to a method of mixing and dispensing viscous materials, comprising the steps of: inserting a cartridge containing one or more viscous materials in a chamber; activating a first motor (1) to move a plunger from a first position to a second position within the cartridge and activating a second motor (2) to move the plunger from the second position further within the cartridge to dispense the material.

Abstract: A hydraulic power transmission device in a work vehicle transmits motive power from two hydraulic motors disposed in parallel to each other. The hydraulic power transmission device includes: a case; a first motor shaft and a second motor shaft respectively disposed in a right-side area and in a left-side area inside the case, each linked to one of the two hydraulic motors; a counter shaft disposed in an area ranging between the first motor shaft and the second motor shaft in the case; an output shaft; a first transmission mechanism that transmits motive power from the first motor shaft to the output shaft via the counter shaft; a second transmission mechanism that transmits motive power from the second motor shaft to the output shaft; and a hydraulic clutch device disposed at the counter shaft, that transmits the motive power from the first motor shaft to the output shaft or cuts off transmission of the motive power.

Abstract: When the shift stage of a transmission is not being changed, a change gear ratio Gr of a transmission is calculated by setting an inputted rotation speed Nm2 as a control rotation speed Nm2*, and when the shift stage of the transmission is being changed, the change gear ratio Gr is calculated by setting the rotation speed that is obtained by adding a value obtained by multiplying a difference ?Nm2, which corresponds to the time differential component of the rotation speed Nm2, by a gain km to the rotation speed Nm2 (S130 to S160). By using these, torque commands Tm1* and Tm2* of motors MG1 and MG2 are set so that the engine is operated at an operation point represented by a target rotation speed Ne* and a target torque Te*, by which the engine and the motors MG1 and MG2 are controlled.

Abstract: A change-speed gearbox, in particular for motor vehicles such as hybrid passenger cars and small trucks, comprising input and output shafts, clutches, and gear wheel pairs with fixed and loose wheels. The gearbox provides at least one forward gear by means of the gear wheel pairs, has a gear box unit for a second forward gear, and has in addition an auxiliary drive.

Abstract: The object of the invention is to provide a less expensive active transmission control system for an automobile, capable of disconnecting an engine, without increasing the number of dog clutches. In an active shift transmission, a second intermediate shaft is provided between a transmission input shaft connected with an engine and a transmission output shaft, and the transmission ratio is determined by the product of gear ratios of two sets of transmission gears. Further, a differential gear box is connected between both intermediate shafts and a motor is connected to the third shat of this differential gear box, so that the engine torque is borne by the motor on a temporary basis, whereby active transmission is performed. When the transmission gear of the input shaft is released, the engine rotation loss at the time of regenerative braking can be eliminated by disconnecting the engine.

Abstract: A control method for coupling a first engine to a second engine in a vehicle includes determining a current position of a throttle body that regulates power output from the first and second engines. Determining a set speed for the first and second engines that corresponds to a desired power output from the first and second engines. Determining a compensation position for the throttle body and moving the throttle body to the compensation position. Actuating a clutch to a closed position such that the first engine is coupled to the second engine. Determining whether the first engine and the second engine are in phase. Actuating the clutch to slip if the first engine is not in phase with the second engine and actuating the clutch to the closed position when the first engine and the second engine are in phase.

Abstract: A drive system includes an output shaft of an engine connected to a sun gear of a planetary gear assembly. An electric motor is connected, via gears, to a carrier rotatably supporting a planetary pinion gear that rotates around the outer circumference of the sun gear while rotating on its axis in engagement with the sun gear. An input shaft of a STEPTRONIC™ transmission is connected to a ring gear that rotates in engagement with the planetary pinion gear. The drive system further includes an engine clutch directly coupling the output shaft of the engine to the ring gear, a ring gear brake that regulates the rotation of the ring gear, and a torque converter clutch and a torque converter for transmitting the driving force of the electric motor to an output shaft of the STEPTRONIC™ transmission.

Abstract: An improved transmission system is provided for an automotive vehicle having multiple engines for reason of fuel economy, including primary and secondary internal combustion engines separately supplied with fuel and having crankshafts in parallel orientation and terminating in co-directionally rotating flywheels. The improved transmission system includes a clutch mechanism associated with the flywheels for controllably transferring rotary force axially to input shafts in spaced apart parallel relationship and coupled by a power transfer mechanism. A sprag clutch is interactive between the secondary input shaft and the power transfer mechanism. A main gear, driven by the power transfer mechanism, is located within a gear box having speed change gears.

Abstract: This invention is concerned with packaged food products which contain specific combinations of functional additives aimed at addressing specific health indicators, in particular flatulence, gastro-intestinal health, stress and immune system responsiveness, in pet animals. There is provided a commercially packaged mammal pet food product that includes a manufactured, shelf-life stable food substrate and a combination of functional additives. The functional additives include at least one non-palatable plant-based remedy and/or dietary fiber source that are present to strengthen and/or maintain a specified health indicator of a mammal pet animal. The food product is portioned and packaged with the functional additives being present in predetermined concentrations and amounts sufficient to be effective in achieving said indications on regular feeding of the pet animal with said food product.

Abstract: A double clutch transmission is described that ideally changes torque received from an engine and a motor by providing an optimal layout in power transmission scheme and motor location. Such a double clutch transmission is optimally adapted to a hybrid electric vehicle, and an optimal operation method for such a double clutch transmission is also provided, overcoming inefficiency in application of a conventional CVT to an HEV.

Abstract: The object of the invention is to provide a less expensive active transmission control system for an automobile, capable of disconnecting an engine, without increasing the number of dog clutches. In an active shift transmission, a second intermediate shaft is provided between a transmission input shaft connected with an engine and a transmission output shaft, and the transmission ratio is determined by the product of gear ratios of two sets of transmission gears. Further, a differential gear box is connected between both intermediate shafts and a motor is connected to the third shaft of this differential gear box, so that the engine torque is borne by the motor on a temporary basis, whereby active transmission is performed. When the transmission gear of the input shaft is released, the engine rotation loss at the time of regenerative braking can be eliminated by disconnecting the engine.

Abstract: In a system in which a large motor, to be energized from a power grid, is connected to drive a main fluid drive through a main impeller shaft that has a main impeller shaft gear mounted on it, a relatively small start-up motor is provided, driving a start-up fluid drive. A start-up gear is connected to be driven by the start-up fluid drive and selectively to drive the main impeller shaft gear, and to be disengaged from the main impeller shaft gear. In operation, the small motor is first started, with the start-up gear engaging the main impeller shaft gear, and brought up to a speed at which the large motor begins to rotate at close to synchronous speed with the electrical frequency of the grid, at which point the large motor is connected to the grid.

Abstract: A device for compensating a torque produced on a movable axle in a machine tool or production machine by a gyrostatic effect includes a rotating useful machine system attached to the movable axle and producing a useful angular momentum, and a rotating machine counter-system attached to the axle and producing a counter angular momentum. The magnitude of the counter angular momentum is substantially identical to the magnitude of the useful angular momentum. The useful torque produced by a movement of the rotating useful machine system through a temporal change of the useful angular momentum is at least partially compensated by a counter-torque produced by a temporal change of the counter angular momentum. This arrangement represents a simple device for compensating a torque produced by the gyrostatic effect on a movable axle of machine tolls and production machines.

Abstract: In a control unit for an automobile power transmission apparatus which includes a gear-type transmission and several of the motors are controlled so as to suppress thrust or push-up on the torque of the output shaft of the transmission due to inertia torque or to suppress draw or pull-in on the output shaft.

Abstract: A hybrid drive system has an engine (11); a motor-generator (16); a transmission (12) for converting drive force inputted from at least one of the engine (11) and the motor-generator (16) and transmitting the converted drive force to a drive wheel (15); a first rotating shaft (41), a second rotating shaft (42) and a third rotating shaft (43) disposed mutually in parallel.

Abstract: A hybrid electric vehicle runs by torque of an internal combustion engine (11, 111) and torque of an electric motor (13, 116) that are output through a transmission. The transmission comprises a first shaft (21, A113) that is connectable to the internal combustion engine (11, 111), a second rotation shaft (22, A114) that is connectable to the electric motor (13, 116), and a third rotation shaft (23, A112) that is connected to drive wheels (14, 115). A plurality of combinations of gears that are selectively applied are provided between the first rotation shaft (21, A113) and the third rotation shaft (23, A112), and between the second rotation shaft (22, A114) and the third rotation shaft (23, A112). A variety of power transmissions to the drive wheels (14, 115) are made possible by further providing a clutch (64, 151) that connects the first rotation shaft (21, A113) and the second rotation shaft (22, A114).

Abstract: In a counter shaft type transmission equipped with a pair of transmission gear trains, the input shaft of the first gear train is connected with the engine and the second gear train is connected with the engine via a motor. The torque of the first gear train is briefly shifted onto the second gear train while a gear change in the first gear train is accomplished. By setting the gear ratio of the second gear train to a half-position of gear ratio of the first gear train, motor capacity and battery capacity can be reduced, reducing transmission cost. Further, with the motor, torque transfer becomes possible for both up-shift and down-shift and, since continuous ratios can be achieved, drivability of an automobile improves.

Abstract: An axle assembly includes a first and a second electric motor which drive a gearbox assembly substantially therebetween. The electric motors drive the gearbox assembly which drives the vehicle wheels through a first and second axle shaft located along a first axis. The electric motors are located along axes which are substantially transverse to the first axis. The electric motors drive the gearbox assembly which includes a first stage gear reduction, a second stage gear reduction and a third stage gear reduction. A relatively lightweight and compact axle assembly is thereby provided which will benefit from an electric motor of reduced size.

Abstract: An internal spur gear drive has a mounting base including one or more sets of motor mounting lugs extending therefrom, for attaching a corresponding number of drive motors thereto. A drive shaft housing containing a rotary drive shaft extends from the mounting base. A drive bell is affixed to the drive shaft distal end, and rotates therewith. The opposite end of the drive bell has an internally toothed ring gear extending therefrom. Each motor drives a pinion gear which engages the internal teeth of the drive bell ring gear to rotate the drive bell and thus rotate the drive shaft as well. The motor mounting lugs are slotted, allowing the motors to be adjusted radially relative to the drive shaft and drive bell ring gear. This provides adjustment for gear lash, as well as permitting different sizes of pinion gears to be installed on the motors for different gear ratios.

Abstract: A mobile, self-sufficient operating assembly for providing electrical energy which includes two internal-combustion engines (21, 23) as well as two generators (22, 24). The internal-combustion engines (21, 23) and the generators (22, 24) being mutually connected by way of a transmission gearing (20) having several shifting clutches (4, 4?, 5, 5?). Electrical control devices control the shifting clutches (4, 4?, 5, 5?) of the transmission gearing (20) whereby optionally each of the two internal-combustion engines (21, 23) or both internal-combustion engines (21, 23) together can drive each of the two generators (22, 24) or both generators (22, 24) together.

Abstract: An electro-mechanical actuator including a plurality of motors for driving an output shaft. The actuator may be incorporated into a window lift mechanism, such as a mechanism including a dual rack and pinion assembly. According to another aspect of the invention there is provided a variety of anti-back-drive mechanisms, e.g. clutches. A clutch according to one embodiment includes locking pawls that resist back-drive. In another embodiment, locking cams rotate relative to a carrier to resist back-drive. An actuator consistent with the invention may incorporate an impact mechanism including a flexible carrier. The carrier flexes to prevent impact forces at an output gear train from coupling to an input gear train.

Abstract: A transmission with an automatic clutch is arranged to execute a shift operation by disconnecting a transmission input shaft from an output shaft of a power source and operating one of coupling sleeves so as to establish a desired transmission ratio. The transmission is comprised of a bypass driveline. During this shift operation, the bypass driveline becomes operative and transmits a power of the power source to a transmission input shaft while bypassing the automatic clutch.

Abstract: A dual engine crankshaft coupling arrangement is provided. The coupling arrangement includes a starter clutch portion for frictionally engaging a crankshaft of a primary engine with a crankshaft of a secondary engine for starting the second engine. A phase clutch is also provided for engaging the first and second crankshafts in an angular specific relative orientation for proper timing relationships coupling of the engine crankshafts.

Abstract: The power transmission of the car comprises an engine, a gearbox, a rotary electric unit which transmits power through the gearbox, and a clutch which is provided between the input shaft and the output shaft of said gearbox to control the torque between the input shaft and the output shaft.

Abstract: A parallel manual transmission for a four-wheel drive is provided and includes two input shafts, each of which can be non-rotatably coupled via its own clutch to a shaft that is powered by a drive engine.

Abstract: Disclosed is a power transmission apparatus of motor vehicles which has an engine and an electric rotary machine. The power transmission apparatus has an engine, a gear change apparatus, an electric rotary machine to which a power is transmitted via the gear change apparatus, and a clutch provided between an input shaft and an output shaft of the gear change apparatus and adjusting a transmission torque between the input shaft and the output shaft, whereby a speed change shock can be mechanically reduced.

Abstract: A VVA apparatus includes a control shaft arranged rotatable in accordance with the engine operating conditions, an alteration mechanism for changing a lift amount and an operating angle of an engine valve in accordance with rotation of the control shaft, and a drive mechanism for rotating the control shaft and including an electric motor and a reduction mechanism. The reduction mechanism has a reduction ratio set to be larger when the valve is under small lift-amount and operating-angle control than when the valve is under large lift-amount and operating-angle control.

Abstract: A series of electric valve drive units is provided, which can set up rotational efficiency and anti-counter-rotating function of a valve body in accordance with a use application, with realizing miniaturization and reduction in space of the unit. In a series of electric valve drive units which can drive a valve body via reduction gears, at least one gear mechanism of the reduction gears is provided with an eccentric wobbling inscribed gear type of a planetary gear mechanism which has an input shaft, an external gear eccentrically and wobbly rotating about the input shaft, an internal gear engaged with the external gear, and a carrier absorbing a wobbling ingredient of the external gear, wherein one of the internal gear and the carrier is secured, and the other is coupled to a valve body side. Eccentric wobbling rotational resistance of the external gear is different from each drive unit.

Abstract: In a transmission, a transmission stage is formed by a mating pair of a first driving gear rotationally fixed to an input shaft and a first driven gear mounted on an output shaft in a rotatable manner and releasably connectable rotationally to the output shaft by a first clutch, and another transmission stage is formed by another mating pair of a second driving gear rotationally fixed to a supplemental shaft and a second driven gear mounted on the output shaft in a rotatable manner and releasably connectable rotationally to the output shaft by a second clutch while the supplemental shaft is rotationally driven by the input shaft by a supplemental gear rotationally fixed to the supplemental shaft and mating with the first driven gear.

Abstract: A double clutch transmission in connection with an electric unit, as well as a method for operating the transmission.

Abstract: A power plant for propeller aircraft has two propulsion devices, each having a propeller, an engine for powering the propeller, and a gear transmission interposed between the engine and the propeller. The transmission has a power input shaft connected directly to the engine, and a power output shaft supporting the propeller and rotated with respect to the input shaft about a hinge axis perpendicular to the output shaft. The gear transmission also has a single gear fitted to the output shaft and having two opposed sets of teeth meshing with a pair of pinions. One of the pinions extends coaxially with the hinge axis, and is connected to the input shaft by a single pair of gears.

Abstract: An automatic motor-output-redirection system includes an automatic motor-output-redirection mechanism and a motor control unit for controlling the automatic motor-output-redirection mechanism which includes a turntable base arranged to be driven to rotate by a motor assembly. A primary output shaft is coupled with the motor assembly in rotatable movable manner. A second idle gear is rotatably supported on the turntable base to couple with the primary output shaft. A plurality of the planetary output shafts are coaxially supported by the casing at positions around the turntable assembly, wherein the primary output shaft is arranged to drive the second idle gear to move between an engagement position that one of the planetary output shafts is driven to rotate and a disengagement position that each of the planetary output shafts is in an idle manner.

Abstract: A variable valve actuator assembly includes a main actuator, a secondary actuator and an actuator shaft. The actuator shaft is coupled to each of the main actuator and the secondary actuator. The main actuator and the secondary actuator are each separately and independently selectable for driving the actuator shaft to rotate.

Abstract: In a power transmission apparatus for use in an automobile, including a gear-type transmission and plural numbers of motors, the gear-type transmission 100 comprises: a first input shaft 23, onto which the motive power is transmitted from an engine 1 through a first friction clutch 25; a second input shaft 24, onto which the motive power is transmitted from an engine 1 through a second friction clutch 26; and plural numbers of gear trains between the first input shaft 23 and an output shaft 27, and between the second input shaft 24 and the output shaft 27. Onto the first input shaft 23 and the second input shaft 24 are connected a first motor 29 and a second motor 30, so that the motive power is transmitted from the above two (2) motors through the plural numbers of gear trains up to the output shaft 27. Therefore, it is possible to make the maximum torque of the motors small, which is required when changing claw clutches provided on the gear trains.

Abstract: The invention relates to a drive assembly, in particular for motor vehicles. Said assembly comprises a first drive source, in particular, an internal combustion engine and a second drive source, in particular, an electric motor. Said drive sources operate on a variable transmission as speed converters, whereby the first drive source is connected via a clutch to the transmission and the second drive source is connected directly to said transmission. In order to achieve an optimal construction in terms of form and function, the first drive source impinges upon a first conversion element of the variable transmission, the second drive source impinges upon the second conversion element and a separate drive shaft is provided which can be selectively coupled to the first or second conversion element.

Abstract: A shifter motor is provided as an actuator for shifting between a gear for reversing a vehicle by a starter motor and a mode for starting an engine with the starter motor. A switch panel is provided adjacent to a handle grip, and a starter/reverse switch for controlling the starter motor and a reverse shift switch for controlling a shifter motor are disposed adjacent to each other on an operation surface of the switch panel. By the positions of the switches, the rider can perform operations for reversing the vehicle with one hand.

Abstract: A hybrid drive apparatus formed from an engine, a generator, a differential gear mechanism linking the engine and the generator, an electric motor, and a differential apparatus. The power transmission system on the side of the engine that links the differential apparatus with the output element of the differential gear mechanism and the power transmission system on the side of the electric motor that links the differential apparatus with the electric motor are each formed from separate power transmission elements and are each linked to the differential apparatus at the most downstream point of the power transmission system of each. As a result, it is possible to easily alter the setting of the total gear ratio on the engine side by altering the meshing diameter of the power transmission elements without altering the mutual positions between the axes of the engine, electric motor, and differential apparatus.

Abstract: In a clutch for coupling two shaft sections (2a, 2b) of a drive shaft, in which the shaft sections (2a, b) support an inner clutch ring (8) and an outer clutch ring (9) coplanar thereto and in which the clutch rings (8, 9) are provided with notches (19) which complement one another to bores (20) into which the hydraulically movable clutch bolts (22), fastened to a common servopiston (23), can be inserted. High operational safety and high user friendliness are achieved in that on the side of the clutch rings (8, 9) opposite the clutch bolts (22) a support ring (26) bridging their spacing (21) is arranged from which tie rods (27), supporting a locking ring (28) correlated with the clutch bolts (22), project that are arranged offset relative to the clutch bolts (22) and can be extended by a second servopiston (33). The two servopistons (23, 33) are arranged in a housing (11) connected to one shaft section (2a) and engaged from behind by the locking ring (28).

Abstract: A shifter motor is provided as an actuator for shifting between a gear for reversing a vehicle by a starter motor and a mode for starting an engine with the starter motor. A switch panel is provided adjacent to a handle grip, and a starter/reverse switch for controlling the starter motor and a reverse shift switch for controlling a shifter motor are disposed adjacent to each other on an operation surface of the switch panel. By the positions of the switches, the rider can perform operations for reversing the vehicle with one hand.

Abstract: In an engine-motor hybrid vehicle, vehicle drive regions are divided into a plurality of groups specified by a plurality of operation state variables. A learning variable set for each drive region is updated according to an amount of a power state of an engine, when the vehicle is in a steady state running. The learning variable indicates a change in the power state amount with age. When an engine power demand value is determined, it is corrected by using the learning variable of a selected drive region to calculate a corrected engine power demand value compensating a change in the engine with age. In this manner, the engine power is controlled.

Abstract: A power transfer system for a vehicle having a power source and a driveline, the power transfer system including a power-interrupt auto-manual transmission, a hydraulic actuator and a source of stored fluid pressure into a conventional power-interrupt auto-manual transmission to provide the driveline with a secondary drive torque during a segment of the shifting cycle. Electronic throttle controls are preferably employed to regulate engine speed during the shifting cycle so as to eliminate the need for fuel interrupt schemes and to maintain a constant engine speed.

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.