A key pulley segment in a synchronized, segmentally interchanging pulley transmission system is either first or last in a pulley segment set to engage an endless member. The first or last key segment teeth to engage or disengage, respectively, are shortened or completely trimmed, and the adjacent pulley segment to the key segment is elongated such that the inward portion of the tooth profile extends toward the key segment. Shortened tooth or teeth and an elongated adjacent segment together allow for many pulley segments to be designed as key segments. Completely trimmed teeth may be engineered to create a supporting surface for the endless member on the key segment. The elongated adjacent segment may have an extending portion which slidably mates with the supporting surface of the key segment, thereby receiving radial support therefrom. Multiple pulley segments from different pulley segment sets may be connected or constructed to move together in a unified stack, and may be staggered such that any one segment may be in an engaging position with the endless member when the unified stack is moved along the axis of rotation. Unified stacks may have guiding rails on both inner and outer radial surfaces, and the pulley assembly may have mating features that receive such guiding rails. Any number of the pulley segments in a unified stack may be key pulley segments. Pulley segments of a stack may be vertically separated into one or more unified stacks. Unified stacks may be moved by way of a cam or roller cam system, where each unified stack has a slidably or ratably attached roller and roller-arm. Chassis-mounted cams engage the rollers outside of the contact zone, rollers and roller-arms are moved into and out of engagement with the cams, and individual segments of a unified stack are moved into or out of engagement. Rollers may be actuated into and out of engagement by electromagnets, fixable mounted in an array. Rollers may discretely engage with multiple cams, by way of several electromagnet-arrays, and thereby complete several stack axial motions. Electromagnets in an array may be selectively energized to move selected rollers to an active position in order to effect key pulley segment engagement, stack axial movement and transition.

The present invention has a mechanical rotation drive mechanism (50) that drives rotation of at least one rotation pinion sprocket (22; 23) on its axis from among a plurality of pinion sprockets (20). The mechanical rotation drive mechanism (50) drives the rotation of at least one rotation pinion sprocket (22; 23) on its axis in concert with a sprocket movement mechanism (40A) so as to eliminate a phase shift, associated with a radial direction movement of the plurality of pinion sprockets (20) by the sprocket movement mechanism (40A), of the plurality of pinion sprockets (20) with respect to a chain (6).

A hybrid power system includes a CVT, an internal combustion engine, an electric motor, a clutch, and a synchronization apparatus. The CVT has a CVT input shaft and a CVT output shaft. The internal combustion engine has an internal combustion engine output shaft and the electric motor has an electric motor shaft. The clutch is provided between the internal combustion engine and the CVT. The synchronization apparatus is provided between the internal combustion engine and the electric motor. The clutch and the synchronization apparatus can be adjusted to connect the internal combustion engine output shaft to the electric motor shaft via the CVT, and connect the internal combustion engine output shaft to the electric motor shaft without the CVT. In an example embodiment, the synchronization apparatus includes a first synchronizer between the internal combustion engine and the CVT, and a second synchronizer between the CVT and the electric motor.

A toothed CVT using a Cone with One Torque Transmitting Member that is coupled by a Transmission Belt to another Cone with One Torque Transmitting Member for which teeth re-engagement between the Torque Transmitting Members and their Transmission Belt is improved. Said CVT uses a slack-side Tensioning Pulley in order to maintain the tension in the slack-side of the Transmission Belt almost constant so as to ensure smooth re-engagement of the Driven Cone; and a Transmission Diameter Compensating Mechanism, which increases the Transmission Diameter of the Driving Cone when the torque being pulled by the Driving Cone is increased, in order to compensate for an increase in “Transmission Belt Teeth Compression” and an increase in “stretching of the tense-side of the Transmission Belt”, due to an increase in tension in the tense-side of the Transmission Belt when an increased torque is transmitted; to ensure smooth re-engagement of the Driving Cone.

A vehicle powertrain includes a first power-source configured to generate a first power-source torque and a multiple speed-ratio transmission configured to transmit the first power-source torque to power the vehicle. The powertrain also includes a fluid coupling having a fluid pump shaft operatively connected to the first power-source and a turbine shaft operatively connected to the multi-speed transmission. The fluid coupling is configured to multiply the first power-source torque, and transfer the multiplied first power-source torque to the multiple speed-ratio transmission. The powertrain additionally includes a second power-source configured to generate a second power-source torque and a first torque transfer system configured to connect the second power-source to the first power-source. The powertrain further includes a second torque transfer system configured to connect the second power-source to the multi-speed transmission. A motor vehicle having such a powertrain is also envisioned.

A vehicle powertrain includes a first power-source configured to generate a first power-source torque and a multiple speed-ratio transmission configured to transmit the first power-source torque to power the vehicle. The powertrain also includes a fluid coupling having a fluid pump shaft operatively connected to the first power-source and a turbine shaft operatively connected to the multi-speed transmission. The fluid coupling is configured to multiply the first power-source torque, and transfer the multiplied first power-source torque to the multiple speed-ratio transmission. The powertrain additionally includes a second power-source configured to generate a second power-source torque and a first torque transfer system configured to connect the second power-source to the first power-source. The powertrain further includes a second torque transfer system configured to connect the second power-source to the multi-speed transmission. A motor vehicle having such a powertrain is also envisioned.

A transmission for use with an architectural-structure covering for moving a covering of the architectural-structure covering between an extended position and a retracted position is disclosed. The transmission may include a drive shaft, a driven shaft including a tapered shaft portion, a transmission cord operatively coupled to the drive shaft and the driven shaft for transferring rotation between the drive shaft and the driven shaft, and a geared assembly. The geared assembly may include an intermediate member, first and second gears coupled to the intermediate member, a first shaft, and an end cover coupled to the intermediate member and the housing.

A vehicle powertrain includes a first power-source configured to generate a first power-source torque and a multiple speed-ratio transmission configured to transmit the first power-source torque to power the vehicle. The powertrain also includes a fluid coupling having a fluid pump shaft operatively connected to the first power-source and a turbine shaft operatively connected to the multi-speed transmission. The fluid coupling is configured to multiply the first power-source torque, and transfer the multiplied first power-source torque to the multiple speed-ratio transmission. The powertrain additionally includes a second power-source configured to generate a second power-source torque and a first torque transfer system configured to connect the second power-source to the first power-source. The powertrain further includes a second torque transfer system configured to connect the second power-source to the multi-speed transmission. A motor vehicle having such a powertrain is also envisioned.

A vehicle powertrain includes a first power-source configured to generate a first power-source torque and a multiple speed-ratio transmission configured to transmit the first power-source torque to power the vehicle. The powertrain also includes a fluid coupling having a fluid pump shaft operatively connected to the first power-source and a turbine shaft operatively connected to the multi-speed transmission. The fluid coupling is configured to multiply the first power-source torque, and transfer the multiplied first power-source torque to the multiple speed-ratio transmission. The powertrain additionally includes a second power-source configured to generate a second power-source torque and a first torque transfer system configured to connect the second power-source to the first power-source. The powertrain further includes a second torque transfer system configured to connect the second power-source to the multi-speed transmission. A motor vehicle having such a powertrain is also envisioned.

A transmission for use with an architectural-structure covering for moving a covering of the architectural-structure covering between an extended position and a retracted position is disclosed. The transmission may include a drive shaft, a driven shaft including a tapered shaft portion, a transmission cord operatively coupled to the drive shaft and the driven shaft for transferring rotation between the drive shaft and the driven shaft, and a geared assembly. The geared assembly may include an intermediate member, first and second gears coupled to the intermediate member, a first shaft, and an end cover coupled to the intermediate member and the housing.