Provided is a vehicle in which an electric motor is disposed such that a rotational axis of a rotor of the electric motor is located to one side, from the center of the front-back direction, relative to: a second power transmission member that is disposed on a power transmission path between a first rotating element and one wheel LWf; a third power transmission member that is arranged on a power transmission path between a third rotating element and the other wheel; or a differential mechanism.

Provided is a vehicle in which an electric motor is disposed such that a rotational axis of a rotor of the electric motor is located to one side, from the center of the front-back direction, relative to: a second power transmission member that is disposed on a power transmission path between a first rotating element and one wheel LWf; a third power transmission member that is arranged on a power transmission path between a third rotating element and the other wheel; or a differential mechanism.

Drive device for a motor vehicle, includes a differential for distributing a torque that can be supplied via a drive shaft to two output shafts and a superimposition gear coupled with the differential one of the output shafts and an additional motor for superimposing torques supplied from the output shaft, from the differential and from the additional motor, wherein the differential is coupled via a torque reducing transmission ratio device with the superimposition gear, wherein the superimposition gear includes a switching device that can be controlled with a control device, wherein the superimposition gear superimposes in a first switching mode torques supplied to the switching device from the output shaft.

The present disclosure discloses a power drive system and a vehicle, the power drive system including: an engine; a transmission having a transmission power output portion; a first electric generator, the engine and the first electric generator being connected through the transmission by means of power coupling; and a differential having a differential power input portion and two differential power output portions, the differential power input portion being linked with the transmission power output portion, each of the differential power output portions being connected with a wheel on the same side, and a power engagement device being provided between one of the differential power output portions and the wheel on the same side.

A transaxle device (1) for a hybrid vehicle including an engine (2), a first rotating electric machine (3), and a second rotating electric machine (4) individually transmits power of the engine (2) and power of the first rotating electric machine (3) to an output shaft (12) on a drive wheel side and also transmits the power of the engine (2) to the second rotating electric machine (4). Further, the transaxle device (1) includes a differential gear (18) which is interposed in the output shaft (12) and a switching mechanism (20) which is interposed on a power transmission path from the engine (2) to the output shaft (12) and switches a high gear stage (11H, 15H) and a low gear stage (11L, 15L). The high gear stage (11H, 15H) is disposed on the opposite side to the differential gear (18) with respect to the low gear stage (11L, 15L) inside a casing (1C) of the transaxle device (1).

A traction system for vehicles comprises a first power source of the non-reversible type, a second power source of the reversible type and a transmission which is connected to the power sources and which includes a first differential device. The transmission further comprises a speed variator which is interposed between the first source and the first differential device and which comprises a continuous speed variation device, and a second differential device. The continuous speed variation device is of the toroidal friction wheel type and comprises a lateral motion input disc, a lateral motion output disc and at least two idle oscillating friction roller members. The lateral motion input and output discs have a friction surface of toroidal shape and the idle oscillating roller members have a friction surface shaped in the form of a spherical dome.

A hybrid transaxle permits location of a traction motor in a more favorable location, decreasing the risk of occupant injury in a vehicle collision. Axis transfer gearing moves the generator off the engine axis. This permits placing the traction motor further forward without interference with the generator.

An engine starting system for hybrid vehicle is provided. The engine starting system is applied to a hybrid vehicle in which a friction clutch is disposed between an engine and a power distribution device. In order to reduce gear noise and vibrations, a second motor establishes a cancel torque to cancel a reaction torque acting on an axle when starting the engine. The engine starting system is configured to increase the torque of the second motor in a direction of a drive torque rotating the axle, when starting the engine while bringing the friction clutch into engagement in a slipping manner.

A drive unit for a hybrid vehicle an axial length thereof is shortened is provided. A power distribution device is disposed in an inner circumferential side of a cylindrical output gear, and at least a portion of a second clutch is also disposed in the inner circumferential side of the output gear while being adjacent to the power distribution device in an axial direction.

An electrified vehicle including a battery for drive, a charger, an electric motor, a transfer device, and a power control circuit is provided. A drive device including the electric motor, the transfer device, and a differential device and the power control circuit are housed in the same case as an integrated electromechanical unit. When mounted on the vehicle, rotational axes of components of the drive device are positioned such that the transfer device, the differential device, and the electric motor are arranged in this order in the forward-rearward travel direction. When mounted on the vehicle, a vertically lower portion of the power control circuit is disposed at a position overlapping a vertically upper portion of the electric motor as seen in the forward-rearward travel direction. A space is created vertically above the integrated electromechanical unit. When mounted on the vehicle, the charger is disposed vertically above the integrated electromechanical unit.