A powertrain may include an input shaft; a drive pulley and a driven pulley engaged to each other by a belt; a forward/backward switching mechanism provided to selectively switch a direction of power from the input shaft to the drive pulley by a plurality of friction members and transmit the power; a gear train provided to transmit the power of the input shaft to a rotation shaft of the driven pulley without passing through the drive pulley; and another friction member provided to interrupt a power transmission path of the gear train.

A hydraulic mechanical transmission includes a first hydraulic unit having a first shaft and a second hydraulic unit having a second shaft. The second hydraulic unit is connected in hydraulic fluid communication with the first hydraulic unit by high and low pressure lines. At least one of the first and second hydraulic units has variable displacement. A mechanical torque transfer arrangement transfers torque between the first shaft and the rotatable component of the second hydraulic unit. One of the first and second hydraulic units operates as a hydraulic pump and the other of the first and second hydraulic units operates as a hydraulic motor.

A control apparatus for a drive-force transmitting apparatus that includes a transmission having primary and secondary pulleys. The control apparatus calculates a target thrust applied to the secondary pulley such that the target thrust is larger during a vehicle driven state than during a vehicle driving state. The control apparatus sets a first determination threshold of a drive-force related value used to determine whether it is the vehicle driving state or vehicle driven state and a second determination threshold of the drive-force related value used to switch from determination of the driven state to determination of the driving state, such that a difference of the first and second determination thresholds is larger and a range of the drive-force related value in which the driven state is determined is wider, when an automatic running-speed control is executed, than when the automatic running-speed control is not executed.

A control apparatus for a vehicle drive-force transmitting apparatus which establishes selectively a first state in which a drive force is transmitted by a gear mechanism and a second state in which the drive force is transmitted by a continuously-variable transmission mechanism. The control apparatus executes a shift-up action requiring the first state to be switched to the second state, in (a) a case in which a state of the drive-force transmitting apparatus satisfies a first condition that a gear ratio of the continuously-variable transmission mechanism is not lower than a first gear ratio value and in (b) a case in which the state of the drive-force transmitting apparatus satisfies a second condition that a lap-down control is executed with the gear ratio of the continuously-variable transmission mechanism being not lower than a second gear ratio value that is lower than the first gear ratio value.

An infinitely variable transmission (IVT) provides a plurality of transmission modes. At least one mode is a serial mode and at least one other mode is a split-path mode. The IVT provides substantially seamless shifting between the plurality of transmission modes.

A driving device for an electric vehicle includes a pedal shaft, first and second electric motors, an output shaft, and a superposition transmission whose gear ratio is steplessly adjustable by way of the electric motors. The transmission also couples the pedal shaft and the output shaft to each other. A torque generated by the first electric motor and/or the second electric motor can be at least partially transmitted to the output shaft. The driving device further includes an electronic anti-theft device used to lock the bicycle. When locked, at least one of the electric motors is operable to generate a torque that counteracts a rotation of the pedal shaft in a forward direction of rotation to inhibit theft of the bicycle.

A lamination for use in an integrated drive generator is formed from a plurality of plates having a body including a pair of opposed cylindrical surfaces. Non-cylindrical ditches are defined circumferentially intermediate the pair of cylindrical surfaces. A plurality of passages are formed in an outer periphery of the cylindrical surfaces including relatively large holes extending through a slot to the outer periphery. Grooves are formed intermediate the relatively large holes.

A continuously variable power-branched transmission has a shaft (4) that can be coupled to a drive motor, where the drive motor is connected to at least one variator (1). In order to obtain forward and reverse driving operation, the drive motor is coupled by way of spur gear pairs that can be engaged by means of driving direction clutches (KV, KR) to a drive output (13). The driving direction clutches (KV, KR) are arranged a distance apart.

A transmission assembly includes a ring gear configured to receive an input torque from a power source, a carrier assembly coupled to the ring gear, the carrier assembly configured to rotate about a first axis and including a housing, and a spider gear rotatably coupled to the housing, a carrier outlet shaft including a carrier outlet gear in meshed engagement with the spider gear, wherein the carrier outlet shaft is configured to transmit an output torque to a driveshaft, a control shaft including a control gear in meshed engagement with the spider gear, and a load applicator coupled to the control shaft, wherein the load applicator is configured to provide a resistive torque to the control shaft to resist rotation of the control shaft and vary a gear ratio between the driveshaft and the input shaft.

A control apparatus for a vehicle drive-force transmitting apparatus that includes a gear mechanism and a continuously-variable transmission mechanism including a primary pulley, a secondary pulley, a transfer element that is looped over the primary and secondary pulleys, and an actuator configured to apply, to the primary pulley, a thrust, based on which the transfer element is to be clamped by the primary pulley. The vehicle drive-force transmitting apparatus defines a first drive-force transmitting path for transmitting a drive force through the gear mechanism and a second drive-force transmitting path for transmitting the drive force through the continuously-variable transmission mechanism. The control apparatus is configured, upon vehicle deceleration with the first drive-force transmitting path being established, to set a lower limit value of the above-described thrust, based on a gear ratio of the continuously-variable transmission mechanism and an amount of change of a rotational speed of the primary pulley.