Abstract: Electric drive for a vehicle includes a housing that is stationary in relation to a vehicle chassis or frame. A motor housing is arranged in the housing. A stator and a rotor are arranged in the motor housing. The rotor and the stator are rotatably mounted. The motor housing and the rotor are capable of rotating in opposite directions. A first drive train is connected to one of the rotor and the motor housing. A first transmission device connects one of the rotor and the motor housing to the first drive train whereby the first drive train produces a first output rotation. A second drive train connects to another of the rotor and motor housing. A second transmission device connects another of the rotor and the motor housing to the second drive train whereby the second drive train produces a second output rotation. Each of the first and second transmission devices includes a planetary gear.

Abstract: An automotive vehicle has wheels on primary and secondary axles to which power from a motor and transmission is delivered through a transfer case. The transfer case apportions the torque between the primary and secondary axles to best suit the conditions under which the vehicle operates. The torque for the primary axle passes through the transfer case without experiencing slippage. The torque for the secondary axle is extracted at a torque bias coupling which includes a magnetic particle clutch and planetary gear set organized such that two paths exist through the coupling - one a clutch path in which slippage occurs and the other a mechanical path in which no slippage occurs. Most of the extracted torque passes through the mechanical path, but the magnetic particle clutch controls the amount of the torque extracted by the coupling.

Abstract: An automotive vehicle has wheels on primary and secondary axles to which power from a motor and transmission is delivered through a transfer case. The transfer case apportions the torque between the primary and secondary axles to best suit the conditions under which the vehicle operates. The torque for the primary axle passes through the transfer case without experiencing slippage. The torque for the secondary axle is extracted at a torque bias coupling which includes a magnetic particle clutch and planetary gear set organized such that two paths exist through the coupling—one a clutch path in which slippage occurs and the other a mechanical path in which no slippage occurs. Most of the extracted torque passes through the mechanical path, but the magnetic particle clutch controls the amount of the torque extracted by the coupling.

Abstract: In a transmission system for an automotive vehicle, a planetary gear (3) comprises a ring gear (33) fixed to a housing, the planetary gear being interposed between a drive axle (1) in which a torque is transmitted from a power source (EG) of the vehicle and an output axle (2) via which the transmitted torque is outputted, a first clutch (A-C/L) is interposed between a carrier (32) of the planetary gear and the drive axle (1), a second clutch (B-C/L) is interposed between the carrier (32) of the planetary gear and the output axle (2), and a third clutch (C-C/L) is interposed between a sun gear (31) of the planetary gear and the drive axle (1).

Abstract: A continuously variable transmission has two planetary units organized about a common axis, with each unit including a sun member, a ring member, planet elements located between the sun and ring members, and carrier members providing axes about which the planet elements rotate. The two units are connected mechanically and through two variators, each of which preferably takes the form of a motor-generator. The arrangement creates two paths for transferring power from an input shaft to an output shaft—one path being a planetary path and the other a variator path. When power transfers through the variator path, one variator functions as a generator and the other as a motor. Between the two variators is a control unit which controls the amount of power transferred through the variator path.

Abstract: A controllable, multi-mode, bi-directional overrunning clutch assembly and a shift system adapted for use in a transfer case for transferring drive torque from a primary output shaft to a secondary output shaft so as to establish a four-wheel drive mode. The clutch assembly includes a first ring journalled on a first rotary member, a second ring fixed to a second rotary member, and a plurality of rollers disposed in opposed cam tracks formed between the first and second rings. The first ring is split to define an actuation channel between its end segments. A cam rod is moveable between positions engaged with and released from one or both end segments of the split first ring. The shift system includes a mode fork which controls movement of the cam rod for establishing four distinct operational modes.

Abstract: A hybrid drive system for a four-wheel drive system arranged to supply motive power to a transfer case from an internal combustion engine and/or an electric motor/generator. The transfer case is comprised of a planetary gearset having a first input driven by the motor/generator, a second input driven by the engine, and an output directing drive torque to the front and rear drivelines. The output of the planetary gearset drives a rear output shaft connected to the rear driveline and further drives a front output shaft connected to the front driveline. The transfer case further includes a second planetary gearset having an input driven by the motor/generator and an output driving the first input of the first planetary gearset. This hybrid drive arrangement permits use of a modified transfer case in place of a conventional transfer case in a traditional four-wheel drive driveline.

Abstract: An infinite speed ratio continuously variable transmission comprises a power recirculation mode clutch (9) and direct mode clutch (10). At least one of the power recirculation mode clutch (9) and direct mode clutch (10) comprises an electromagnetic two-way clutch. The electromagnetic two-way clutch maintains the engaged state during excitation and can transmit drive force from both the drive side and non-drive side. On the other hand, when there is a change-over from the energized state to the non-energized state, a one-way clutch state is obtained wherein drive force is permitted only in the transmission direction of drive force in the instant of the change-over to non-excitation. When a drive force is input in the reverse direction to the drive force transmitted in the one-way clutch state, the one-way clutch state is disengaged, and the disengaged state of the clutch is maintained until subsequent re-excitation.

Abstract: The invention relates to a planetary gear transmission with a steplessly adjustable transmission ratio. The gear transmission comprises a first and second sun gear (11, 12) arranged on a first and second operating shaft (7; 8), and first (1) and second planetary gears (2) connectable thereto, each of which sun gears is rigidly attached by a shaft (6) to the first planetary gears (1), so that the first and second planetary gears form planetary gear pairs (B1). The gear transmission includes only one planetary carrier (5). By means of coupling means (50), the whole rotary force or part thereof is taken out of the planetary gear and/or fed therein, either via said first or second operating shaft (7; 8), or via an alternative planetary carrier.

Abstract: A hybrid four-axis drive apparatus has an engine and a generator on a first axis, a motor on a second axis, a counter gear mechanism on a third axis, and a differential device on a fourth axis. The engine and the generator are connected to the countershaft through a differential gear device. The differential gear device and the countershaft are connected by a first pair of gears. The motor and the countershaft are directly connected by a second pair of gears. The countershaft and the differential device are directly connected by a third pair of gears. Therefore, it becomes possible to change the gear ratio of the pair of gears without changing the positions of the four axes relative to one another. At least one embodiment of the invention has the motor disposed on the first axis, thus, reducing the number of axes to three.

Abstract: Hybrid drive system for a motor vehicle, including (a) an engine operated by combustion of a fuel, (b) a planetary gear mechanism having a sun gear and a carrier one of which is connected to the engine, and a ring gear connected to an output member, (c) a motor/generator connected to the output member, and (d) a differential gear device including output shafts and an input member rotated by a drive force received from the output member, and wherein the motor/generator, the planetary gear mechanism and the output member are arranged coaxially with each other along a first axis, and the output shafts of the differential gear device are disposed along a second axis parallel to the first axis. The planetary gear mechanism is disposed in a radially inner space provided radially inwardly of a stator coil of the motor/generator, and the input member includes a radially outer portion which overlaps a radially outer portion of the motor/generator in the radial direction of the motor/generator.

Abstract: A hybrid vehicle is powered by a drive system including an internal combustion engine (11), a generator (16) and an electric motor (25). A differential gear unit (13) is arranged between the engine and the generator, which includes at least three gear elements, the first (S) being connected to the generator, the second (R) being connected to a torque output shaft (14) and the third (CR) being connected to the engine. A controller (51) is operated to control an engine speed based on an output rotation speed of the second gear element or torque output shaft detected by a sensor (53), so that rotation of the generator is restricted even if some accident happens to the generator.

Abstract: An electro-mechanical transmission includes an electrical section and a mechanical transmission to provide an infinitely adjustable power flow through the transmission. The mechanical transmission includes a planetary gearing mechanism having four planetary gear sets and six members which interact with the electrical section and a gear change mechanism to infinitely adjust output speed.

Abstract: A drive axle has a drive motor and two reduction gearsets located on the ends of the axle to drive respective wheels. The input stages of the reduction gearsets are formed as common single-stage planetary gear train. The planetary gear train is connected to the final stages of the reduction gearsets by respective output shafts. The planetary gear train has a rotatable sun wheel, a rotatable planet carrier and a rotatable ring gear. In one embodiment, the sun wheel of the planetary gear train is in a drive connection with an input shaft, and the planet carrier is connected to a first output shaft, and the ring gear of the planetary gear train is connected to a second output shaft. The output shafts are each formed as a sun wheel of the reduction gearsets. The output of the first reduction gearset is via the planet carrier and the ring gear of the first reduction gearset is stationary relative to the axle housing.

Abstract: A transmission which allows for relative rotation between an input shaft in an output shaft while lowering fuel consumption. An electric motor/generator has one element fixed to a reaction-force element of a planetary gear unit in low gear. Consequently, when the vehicle is halted, the relative rotation between the input shaft and the output shaft in the transmission can be utilized as a reaction-force to drive the motor/generator as a generator. Since electric power is generated by means of the motor/generator, the generated energy is collected and fuel consumption by the engine is reduced. In other gear stages, the motor/generator is adapted to receive the energy produced when the vehicle is decelerated by means of regenerative braking.

Abstract: A regenerative transmission that utilizes three prime mover input modes. The transmission has at least one planetary gear set, and each planetary gear set has an inner gear member, an outer gear member and a plurality of planet gear members meshingly engaging the inner and outer gear members. The planet gear members are operatively mounted on a carrier in each planetary gear set. The outer gear member in each planetary gear set is grounded, and the inner gear member in each planetary gear set is connected to a respective motor/generator. An output shaft is provided and means are provided selectively to connect the carrier in each planetary gear set to the output shaft. A plurality of torque transfer devices selectively connect the prime mover input modes to the output shaft.

Abstract: A torque distributing mechanism includes a first and a second planetary gear mechanism. Among pairs of planetary carriers, ring gears and sun gears in these planetary gear mechanisms, one of the pairs are coupled to two output elements of a differential; another pair are relatively non-rotatably connected to each other, and one of the components of the remaining pair is fixed, while the other is connected to a driving source. Thus, it is possible to reduce the diametrical dimension and weight of the torque distributing mechanism and to improve the degree of freedom in design.

Abstract: A dual-motor electric drive system is particularly suited for driving track-laying vehicles. The propulsion motors of the drive system are each individually selected to provide the speed and torque for selected portions of the operational requirements of the vehicle. The electric drive system utilizes a primary motor to provide the maximum speed requirements and a secondary motor to provide the high torque requirements for low speed operation. The primary and secondary propulsion motors are interconnected by a predetermined drive ratio so that the secondary motor provides torque until it attains a maximum predetermined speed whereupon it is disconnected from the primary motor.

Abstract: A torque distributing mechanism includes a first and a second planetary gear mechanism. Among pairs of planetary carriers, ring gears and sun gears in these planetary gear mechanisms, one of the pairs are coupled to two output elements of a differential; another pair are relatively non-rotatably connected to each other, and one of the components of the remaining pair is fixed, while the other is connected to a driving source. Thus, it is possible to reduce the diametrical dimension and weight of the torque distributing mechanism and to improve the degree of freedom in design.

Abstract: A differential pinion shaft is coupled to the input shaft. A crown is coupled to the output shaft. The mechanical resistance of a compensated sub-assembly, multiplied by a gear, is transmitted to a planet wheel. The speed of rotation of the planet stabilizes and, as a result, the transmission ratio between the input shaft and the output shaft stabilizes when the two forces acting on the periphery of the pinion are equal, although they then correspond to a torque much larger on the output shaft than on the planet wheel, the couple on the planet wheel being greater than that on the shaft of the compensator sub-assembly. The sub-assembly comprises an inertial load and a consuming load the joint behavior of which, depending on the speed of rotation and on the acceleration, resembles, on a smaller scale, that of the vehicle.

Abstract: This invention is concerned with vehicle transmission systems of the kind which include at least one transmission drive shaft, at least one motor generator and at least one planetary gear means comprising a planet gear, sun gear and an outer ring. The motor generator engages the sun gear through the intermediary of a gear transmission assembly and the relative speed between the outer ring and the drive shaft is controlled by supplying energy to and taking energy from the motor generator. The sun gear is rotatably journaled on the drive shaft, and the drive shaft is connected rigidly to the journalling points of the planet gears. The primary force is transmitted from the motor generator to the outer ring of the planetary gear means through the intermediary of a force transmission gear.

Abstract: In shifting speed stages of an automatic transmission by selective engagement and disengagement of friction engaging means, first and second patterns of combination of engagement and disengagement of the friction engaging means are prepared for a certain one speed stage so that a certain one of the friction engaging means bears a first magnitude of torque under the first pattern and a second magnitude of torque greater than the first magnitude of torque under the second pattern, and speed stage shifting to or from the first pattern is carried out through the second pattern.

Abstract: In a ships drive transmission, contra rotating propeller shafts are driven by powered means comprising concentric contra rotating drive elements, one of the shafts being connected thereto via epicyclic gearing. The propeller shafts are also coupled to each other through a part of the epicyclic gearing, to ensure equal loading.

Abstract: This device, comprising a main motor (1), a transmission mechanism with an epicylic gear train comprising an input member (3) driven by the main motor, an output member (5), and a reaction member (7) locked in rotation when the main motor is operating,is characterised in that it furthermore comprises an auxiliary motor (10), a speed-reduction mechanism (11) with at least one stage, comprising an input member (13) driven by the auxiliary motor, and an output member (19) adapted in order to drive in rotation the reaction member (7) of the epicylic gear train, means (21, 22) being provided in order to release the reaction member and in order to lock in rotation the input member of the epicyclic gear train when the main motor is at a standstill and when the auxiliary motor must operate.

Abstract: A variable speed transmission assembly comprises a variator (3) connected between main power input and output shafts (1 and 4), a power split differential gear assembly (2) splits power from the input between the output and the variator and the variator output is connected to a ratio spread differential (5), one output of which is connected to the main power output shaft, the other output also feeding the variator input, so that the variator handles less than one half of the total power and, the variator input runs at a speed which is inversely proportional to the output speed. In this way, the variator is better able to handle its power throughput.

Abstract: A stepless transmission is provided with an input shaft having gear structure. A variator shaft also has gear structure. A variator is connected between the input shaft and the variator shaft. The variator alters the relative speeds of rotation between the input shaft and the variator shaft. An output shaft has gear structure that is operatively connected to the input shaft gear structure and the variator shaft gear structure. The speed and direction of rotation of the output shaft is related to the difference between the tangential velocities of the input shaft gear structure and the variator shaft gear structure acting on the output shaft gear structure. Structure for increasing the rotational speed delivered from the input shaft to the variator can be provided. Reduction structure for gearing down the rotational speed of the variator shaft gear structure can also be provided. Controls for the transmissions are also disclosed.

Abstract: A segregated fluid management system and method is provided for a SDG or IDG system. There is a full case hydraulics (24), a gear case section (19) and a generator section (25). The full case hydraulics section (24) operates completely full of oil. A charge pump (34) draws from the full case (33) inside this section (24) and discharges oil from the case (33) to the pump and motor (26), the servo valve (29), the control piston (30) and the charge relief valve (31). The gear case section (19) is operated as a dry sump by a scavenge pump (17) which keeps the gear case cavity from accumulating an appreciable amount of oil. The scavenge pump (17) removes oil from the gear case section (19) and routes it through a filter (35) to the full case hydaulics section (24). The generator section (25) is conduction cooled and has a pitot pump (40) arranged in an air gap (39 ) between the generator rotor (37) and the stator (38).