Abstract: A power transmission apparatus of a hybrid electric vehicle may include, a first shaft fixedly connected to an engine, a second shaft selectively connectable to the first shaft and fixedly connected to a motor-generator, a third shaft disposed on a same axis with the first shaft and selectively connectable to the second shaft, a fourth shaft disposed coaxially with the third shaft without rotational interference therebetween, a fifth shaft disposed in parallel with the third shaft and the fourth shaft and externally gear-meshed with the third shaft and the fourth shaft, a sixth shaft disposed in parallel with the third shaft and the fourth shaft and externally gear-meshed with the third shaft and the fourth shaft, a planetary gear set having three elements, one element being fixedly connected to the second shaft, another element being selectively connectable to a transmission housing, and a remaining element being fixedly connected to the fourth shaft, and four gear sets forming external gear engagements betw

Abstract: A range-shift transmission has a range input shaft, on which gear wheels of gear pairs of at least two range groups are arranged coaxially. The range input shaft is drivingly connected to a range output shaft via a gearwheel pair of a range group. The range-shift transmission has a second input shaft arranged coaxially and rotatably relative to the range input shaft.

Abstract: A transmission having a main transmission and a splitter group, and including at least four spur gear planes formed with a countershaft and at least five shifting elements for engaging at least six gears between the transmission input and output shafts. When shifting between gears with the highest and the second-highest gear ratios, a shift occurs in the shifting elements associated with the splitter group but not in the shifting elements associated with the main transmission, whereas when shifting between gears with the lowest and second-lowest gear ratios, a shift occurs in the shifting elements associated with the main transmission but not in the shifting elements associated with the splitter group. An electric machine can be connected by a gearset, and depending on its shift position, the gearset acts as a pre-transmission ratio for the electric machine or as a superimposition transmission.

Abstract: A continuously variable power-split transmission having a planetary gear mechanism arrangement. The planetary gear mechanism arrangement has three planetary gear sets, an input shaft and three output shafts. Furthermore, the transmission has a change-speed gearbox connected to the output shafts, a reverse gear mechanism and a variator. Each of the three planetary gear sets is assigned a respective output shaft. The input shaft is operatively connected in each of the three planetary gear sets via a respective gearwheel pairing to a respective output shaft. The transmission can be shifted by the change-speed gearbox and the reverse gear mechanism into at least eight driving ranges. The variator varies a transmission ratio of the transmission within the driving ranges in a continuously variable manner. The variator is continuously operatively connected to a single one of the three planetary gear sets.

Abstract: A power transmission apparatus for an electric vehicle having a motor as a power source may include: first and second input shafts coaxially disposed with a motor shaft of the motor and selectively connected to the motor shaft; an output shaft disposed in parallel with the first and second input shafts; and a planetary gear set disposed on the output shaft and including: a rotation element fixedly connected to the output shaft, and two rotation elements receiving torques from the first and second input shafts through respective external gear sets.

Abstract: A transmission includes a countershaft, a splitter section having an input shaft and a clutch that couples the input shaft to the countershaft, a main transmission assembly having a main shaft and a main transmission clutch, the main shaft coupled to the countershaft via the main transmission clutch, a range gear assembly having a an annulus gear, a sun gear, a planet gear, and center shaft that provides output from the transmission, and a spline joint that couples the main shaft to the center shaft and in operation transfers torque through and reduces eccentric loads between the main shaft and the center shaft that occur due to axial misalignment.

Abstract: A hybrid vehicle transmission includes input and output shafts, first and second motor/generators, a first planetary gear train in which one rotary element of three rotary elements is connected to the input shaft and another thereof is connected to the first motor/generator, a second planetary gear train in which one of three rotary elements is connected to the output shaft and another thereof is connected to the second motor/generator, a first external gear pair consisting of a first gear, connected to a remaining rotary element of the first planetary gear train, and a second gear, connected to a remaining rotary element of the second planetary gear train, and a second external gear pair consisting of a third gear, connected to the input shaft, and a fourth gear directly connected to one rotary element of the second planetary gear train.

Abstract: A transmission may include a compound planetary gear set; a first clutch provided to transmit power of an input shaft to a second rotation element of the compound planetary gear set; a third clutch provided to transmit the power of the input shaft to a third rotation element of the compound planetary gear set; an overdrive provided to increase the power of the input shaft; a second clutch provided to transmit the power through the overdrive from the input shaft to the second rotation element of the compound planetary gear set; a fourth clutch provided to transmit the power through the overdrive from the input shaft to a fourth rotation element of the compound planetary gear set; a first brake provided to selectively stop rotation of the third rotation element of the compound planetary gear set; and a second brake provided to selectively stop rotation of the fourth rotation element of the compound planetary gear set.

Abstract: A motor vehicle transmission includes: a transmission input shaft and a transmission output shaft having a transmission housing; three planetary gear sets, each of which includes the transmission elements of a sun pinion, ring gear and planet carrier for rotatably receiving at least one planet gear and which are provided with a plurality of torque transmission devices for changing a transmission ratio between the transmission input shaft and the transmission output shaft; and two spur gear stages, each having a first spur gear, which is arranged concentrically with respect to the transmission input shaft and a second spur gear, which is arranged concentrically with respect to the transmission output shaft. The second and third planetary gear sets are connected to each other by a first coupling and a second coupling. For the first coupling, one of the transmission elements of the second planetary gear set is connected to the same transmission element of the third planetary gear set.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include: an input shaft; an output shaft disposed in parallel with the input shaft; a first planetary gear set having first, second, and third rotation elements; a second planetary gear set having fourth, fifth, and sixth rotation elements; a first shaft fixedly connected to the first rotation element and selectively connected to the input shaft and a transmission housing; a second shaft fixedly connected to the second rotation element; a third shaft fixedly connected to the third rotation element; a fourth shaft selectively connected to the input shaft; a fifth shaft fixedly connected to the fourth rotation element and fixedly connected to the output shaft; a sixth shaft fixedly connected to the fifth rotation element; and a seventh shaft fixedly connected to the sixth rotation element, selectively connected to the fifth shaft.

Abstract: A power transmission apparatus for a vehicle may include a first input shaft selectively connectable to an engine output shaft, a second input shaft coaxial and selectively connectable to the first input shaft, a torque mediating shaft coaxial with the first input shaft, a first intermediate shaft in parallel with the first input shaft, a compound shifting section including a first planetary gear set having a sun gear fixed to the torque mediating shaft, a planet carrier fixed to the second input shaft, and a ring gear and a second planetary gear set having a sun gear fixedly to the first intermediate shaft, a ring gear selectively connectable to a transmission housing, and a planet carrier for outputting a torque, and a fixed shifting section receiving a torque from the compound shifting section and outputting a modified torque to the second sun gear of the compound shifting section.

Abstract: A transmission for an electric vehicle may include an input shaft connect with a motor; a planetary gear set having a first rotation element directly connected to the input shaft, a second rotation element and a third rotation element; an output shaft having an output gear; a first drive gear provided in the third rotation element of the planetary gear set; a first driven gear disposed at the output shaft to be rotatable to engage with the first drive gear; a second drive gear connected to or disconnected from the input shaft; a second driven gear engaged with the second drive gear and directly connected to the first driven gear; a third drive gear directly connected to the second rotation element of the planetary gear set; and a third driven gear engaged with the third drive gear and directly connected to the output shaft.

Abstract: A method for controlling engagement of a power take-off (PTO) clutch may include transmitting a PTO control command for initiating engagement of the PTO clutch, determining that an output speed for the PTO clutch has not increased within a predetermined time period following the transmission of the PTO control command, and determining an average engine pre-load for the work vehicle over a time period occurring prior to transmission of the PTO control command. Moreover, in response to determining that the output speed for the PTO clutch has not increased within the predetermined time period, the method may include transmitting a speed control command associated with increasing a requested engine speed for the work vehicle, determining an adaptive torque command for controlling the engagement of the PTO clutch as a function of the average engine-pre-load, and controlling the engagement of the PTO clutch based on the adaptive torque command.

Abstract: A planetary gear train of an automatic transmission includes: first to fourth planetary gear sets respectively having first to third, fourth to sixth, seventh to ninth, and tenth to twelfth rotational elements; first and second external gear sets respectively having thirteenth and fourteenth rotational elements and fifteenth and sixteenth rotational elements; an input shaft coaxially arranged with the first, second, and third planetary gear sets and the thirteenth and fifteenth rotational elements; and an output shaft arranged in parallel with the input shaft and coaxial with the fourth planetary gear set and the fourteenth and sixteenth rotational elements. In particular, the second and eleventh rotational elements are fixedly connected with the input shaft and the output shaft respectively, and the seventh and fifth rotational elements are externally gear-meshed with the tenth and twelfth rotational elements through the first and second external gear sets respectively.

Abstract: A method includes receiving a first shaft speed, measuring a parameter indicative of a PTO shaft speed, determining a PTO shaft acceleration by monitoring the parameter indicative of the PTO shaft speed over time, determining, via a plurality of estimators, a plurality of normalized PTO clutch gear ratios, wherein each of the plurality of estimators determines one of the plurality of normalized PTO clutch gear ratios based, at least in part, on the first shaft speed, the PTO shaft speed, and one of a plurality of known PTO transmission gear ratio options, and selecting one of the plurality of estimators, when the PTO shaft acceleration drops below a threshold value, wherein the normalized PTO clutch gear ratio determined by the selected estimator is about 1.

Abstract: A method is provided to control a hybrid powertrain, comprising a combustion engine; a gearbox with input and output shafts, which combustion engine is connected to the input shaft; a first planetary gear connected to the input shaft; a second planetary gear connected to the first planetary gear; first and second electrical machines respectfully connected to the first and second planetary gears; first gear pair connected with the first planetary gear and output shaft; and second gear pair connected with the second planetary gear and output shaft. The method comprises: a) engaging gears in the first and second gear pairs; and b) connecting two rotatable components in the second planetary gear with a second coupling device.

Abstract: A power transmission system of a hybrid electric vehicle uses an engine and a motor/generator as power sources, and includes: a torque converter including a planetary gear set having first, second, and third rotating elements, the first rotating element being selectively connected to a transmission housing, the second rotating element being connected to an engine output shaft of the engine, and the third rotating element being connected to a motor output shaft of the motor/generator; an input device including a first input shaft selectively connected to the motor output shaft through one clutch and a second input shaft that is disposed on a same shaft line as the first input shaft to be selectively connected to the motor output shaft through another clutch; and a shift output device shifting and outputting rotation power of the input device.

Abstract: A method is provided to control an engine braking operation of a vehicle provided with a dual clutch transmission. The dual clutch transmission is adapted to be set into different gear-combinations, each including an active gear selection through which torque can be transmitted, and a passive gear selection through which no torque can be transmitted. In a pre-set number of gear-combinations, the first input shaft and the main shaft have a synchronised rotation. When an engine braking operation is performed when the transmission is set in one of the pre-set number of gear-combinations modifying said engine braking operation such that a damaging load upon said spigot bearing is reduced.

Abstract: A continuously variable transmission includes a first asymmetrical differential, having a transmission input shaft and a first output shaft, aligned along a transmission axis, a second asymmetrical differential, having a transmission output shaft and a first input shaft, aligned along the transmission axis, and a reduction gear unit, coupled between the first output shaft of the first asymmetrical differential and the first input shaft of the second asymmetrical differential. Rotation of the input shaft at a first input speed and torque is converted into rotation of the transmission output shaft at a second output speed and torque that varies independently of the first input speed and torque in response to a rotational resistance on the transmission output shaft.

Abstract: A gearbox comprising: a first shaft (2) and a second shaft (1), one of the first and second shafts being an input shaft (1) for receiving a drive torque and the other being an output shaft (2) for providing a drive torque; two intermediate shafts (6, 7) by means of which the first and second shafts (2, 1) can be coupled together, each intermediate shaft being arranged so that: (a) it can be coupled to the first shaft (2) via a respective first torque path at any of a plurality of gear ratios (1st-8th), or the respective first torque path can be disengaged; and (b) it can be coupled to the second shaft (1) via a respective second torque path, or the respective second torque path can be disengaged; and a differential torque device (50) coupled between the intermediate shafts (6, 7), the differential torque device (50) being capable of transmitting a differential torque between the intermediate shafts (6, 7).

Abstract: A planetary gear train may include an input shaft, an output shaft, first and second planetary gear sets each having three rotation elements, a first rotation shaft directly connected to one rotation element of the second planetary gear set and selectively connected to the input shaft, a second rotation shaft directly connected to one rotation element of the first planetary gear set and another rotation element of the second planetary gear set, and directly connected to the output shaft, a third rotation shaft directly connected to another rotation element of the first planetary gear set and the remaining rotation element of the second planetary gear set, and selectively connected to the input shaft and/or selectively connected to a transmission housing, and a fourth rotation shaft directly connected to the remaining rotation element of the first planetary gear set, and selectively connected to the input shaft through two paths and/or selectively connected to the transmission housing.

Abstract: A vehicle differential assembly is provided. The differential assembly including a differential case rotationally coupled to a differential housing. A differential gear set is rotationally coupled to the differential case. A ring gear rotationally coupled to the differential case. A disconnect member operably coupled between the ring gear and the differential case. The disconnect member having a torque transmitting member movable between a coupled and an uncoupled position, wherein the ring gear is rotationally coupled to the differential case when the torque transmitting member is in the coupled position.

Abstract: A multi-stage, space-saving transmission comprises a drive shaft and an output shaft arranged parallel to each other, at least eight other rotating shafts, three planetary gear sets, three spur gear stages, and six elements, comprising two brakes and four clutches. Selective meshing of the six elements brings about nine forward gears and one reverse gear. The first planetary gear set is coaxial to a first axis, defined by the drive shaft, and the second and third planetary gear sets are coaxial to a second axis, defined by the output shaft.

Abstract: A hybrid vehicle includes an engine drivingly connected to a first pair of drive wheels by a transmission. A first motor generator is coupled to the engine to provide drive torque to the transmission for driving the first pair of drive wheels. A second motor generator is drivingly connected to a flywheel by a planetary gear system. The planetary gear system is connected to a second pair of drive wheels.

Abstract: A hybrid transmission of a vehicle may include a first input shaft receiving power from an engine through a first clutch, a second input shaft disposed substantially in parallel with the first input shaft and receiving power from the engine through a path different from the first input shaft, an output shaft disposed substantially in parallel with the first input shaft and the second input shaft, a common shift module including a plurality of shift gears and a plurality of synchronous apparatuses, a motor connected to the first input shaft, and first and second planetary gear apparatuses.

Abstract: A transmission is disclosed having a planetary gear set with three input torque-transmitting mechanisms, such as friction clutches, to achieve torque flow through the planetary gear set to a countershaft gearing arrangement. The transmission includes an input member, an output member, a planetary gear set, an input clutch assembly having three input clutches and a countershaft gearing arrangement. The countershaft gearing arrangement is operatively connected with the planetary gear set and includes: at least three co-planar intermeshing gears, first and second countershafts, a first intermediate shaft and a second intermediate shaft concentric with the first intermediate shaft.

Abstract: In a hybrid drive arrangement having a power output, a primary drive machine with a primary drive shaft connecting the primary drive machine to a gear change set for establishing a form-fit connection between the primary drive machine and the power output, a secondary drive machine with a secondary drive shaft for permanently connecting the secondary drive machine to a planetary gear set which is coupled to the primary drive shaft and the secondary drive shaft, the planetary gear set is disposed in parallel to the gear change set in the power flow in at least one operating mode.

Abstract: A power-split transmission for a vehicle comprises a forward-reverse transmission module, an epicyclic module and a secondary power branch. The forward-reverse power shuttle module (12) comprises an input shaft (22) coupled to a primary motor (20) and an output shaft (38). Also included, first and second clutches (30,48) are alternatively engageable to close respective forward and reverse drive paths between the input shaft and output shaft. Engagement of the first clutch couples the input shaft directly to the output shaft. Engagement of the second clutch couples the input shaft to the output shaft via first and second gear sets (32, 34, 36, 42, 44) which each comprise a plurality of meshed gears. One of the gear sets (32, 34, 36) comprises an odd number of gears and the other gear set (42, 44) comprises an even number of gears.

Abstract: An automatic transmission planetary gear train for a vehicle may include a first shaft receiving a torque of an engine, a second shaft disposed substantially in parallel with the first shaft, a first planetary gear set disposed on the first shaft and including a first sun gear, a first planet carrier, and a first ring gear as rotation elements, a second planetary gear set disposed on the second shaft and including a second sun gear, a second planet carrier, and a second ring gear as rotation elements, a third planetary gear set disposed on the second shaft and including a third sun gear, a third planet carrier, and a third ring gear as rotation elements, three transfer gears forming the externally-meshed gears, and frictional elements selectively interconnecting the rotation elements of the first, second, and third planetary gear sets or selectively connecting a rotation element to a transmission housing.

Abstract: A hybrid powertrain has an electrically-variable transmission with a compound planetary gear set that may be only two planetary gear sets. Two members of the first planetary gear set are connected for common rotation with two members of the second planetary gear set. A first motor/generator is connected for common rotation with a member of the first planetary gear set and a member of the second planetary gear set. An input member is connected to another member of the first planetary gear set. A first set of intermeshing gears includes a first gear connected for common rotation with one of the gears of the second planetary gear set and a second gear driven by a second motor/generator. A second set of intermeshing gears includes another gear driving the output member. A first clutch is engageable to establish an input-split mode. A second clutch is engageable to establish a compound-split mode.

Abstract: A power transmission apparatus which includes a planetary gear set with a planetary carrier of which one side extending to form gear teeth, wherein rotating speed input from a driving power source is reduced and then input to one actuating means, rotating speed of a gear-shifting power source is input to another actuating means to achieve a plurality of gear shifts, generating power is obtained from an output shaft to store electricity to a storage battery, the stored electric energy is utilized as controlling energy for gear-shifting power so that a transmission input shaft can be easily controlled.

Abstract: An automated manual transmission for a vehicle includes an input shaft and an output shaft disposed parallel to each other, a controller and a plurality of external gear trains, planetary gear devices and friction elements. Each external gear train comprises two external gears coaxially and respectively provided on the input and output shafts, and selectively engaged with each other to form a series of gear stages. Each planetary gear device selectively connects one of the two external gears in a corresponding external gear train such that a state of transmitting rotating force to a shaft, on which the selected external gear is provided, can be changed. Each friction element controls rotation of a rotational element of a corresponding planetary gear device. The controller controls the friction elements in accordance with driving conditions of the vehicle, thereby shifting the gear stages.

Abstract: A continuously variable transmission includes a gearbox with two forward modes and a reverse mode. The gearbox includes a plurality of gear members and further includes at least three torque transmitting devices such as, clutches and brakes that are selectively employed to engage various combinations of the gear members such that a particular combination is associated with one of the two forward modes and the reverse mode.

Abstract: A power output apparatus 1 to 1D including an engine 6, a motor 7, and a transmission 20 to 20D having two transmission shafts connected to the engine 6 is provided. The transmission includes a power combination mechanism 30 adapted so as to be able to rotate first to third elements differentially from each other. The first element is connected to any one of the two transmission shafts, the second element is connected to a driving shaft 9 or 9, and the third element is connected to the motor 7. The second element combines the power transmitted from the first element and the power transmitted from the third element, and transmits the combined power to the driving shaft 9 and 9. The other transmission shaft of the two transmission shafts transmits power to the driving shaft 9 or 9 without going via the power combination mechanism 30.

Abstract: A transmission includes a first drive secured to an input, producing a fixed drive ratio; a second drive secured to an input, producing a variable drive ratio; a planetary gearset including a member connected to the second drive, and a second member; a brake releasably holding the second member rotatably fixed; a first clutch releasably connecting the first member and an output; and a second clutch releasably connecting the second member and the first drive.

Abstract: A multi-speed countershaft transmission for a vehicle is provided. The transmission includes a main shaft and countershaft gears that receive input directly from an input member. A plurality of torque transmitting mechanisms may be selectively applied to synchronize a range gear to a countershaft. The countershaft transfers torque to an output gear set, which may transfer torque to a planetary gear set. The available range gears include a plurality of forward speed ratios and at least one reverse speed ratio. One or more power take-off sections may also be provided. One or more other torque transmitting mechanisms may be selectively applied to bypass the countershaft and/or to couple the planet carrier of the planetary gear set to another component of the planetary gear set.

Abstract: A transmission system has an input connected to a drive source, and an output connected to a load. The transmission system further has a transmission that includes two input shafts and an output shaft, as well as a clutch module comprising a clutch and a planetary gear set which comprises three rotational members of which a first rotational member is connected to the input, a second rotational member is coupled to the output and a third rotational member is connected to a brake. Between the input shafts and the output shaft are located three speed transforming gears and three gear clutches, and between the two input shafts is located a further clutch.

Abstract: A power split transmission (LG) of vehicle a traction drive (F) includes a continuously variable transmission (G) and a summing transmission (SG). The continuously variable transmission (G) has a primary unit (P) and a secondary unit (S) driven by the primary unit (P). The primary unit (P) has a driveshaft (TW1) connected, directly and without the interposition of a clutch device, with the sun gear (SR) of the summing transmission (SG). The secondary unit (S) has a driveshaft (TW2) connected, without the interposition of a clutch device, with a ring gear (HR) or a planetary carrier (PT) of the summing transmission (SG). The planetary carrier (PT) or the ring gear (HR) of the summing transmission (SG) form an output element of the summing transmission (SG), which is in a driving connection with the wheel drive.

Abstract: A transmission is disclosed having a planetary gear set with three input torque-transmitting mechanisms, such as friction clutches, to achieve torque flow through the planetary gear set to a countershaft gearing arrangement. The transmission includes an input member, an output member, a planetary gear set, an input clutch assembly having three input clutches and a countershaft gearing arrangement. The countershaft gearing arrangement is operatively connected with the planetary gear set and includes: a pair of co-planar intermeshing gears, first and second countershafts, a first intermediate shaft and a second intermediate shaft concentric with the first intermediate shaft.

Abstract: A continuously variable transmission having a variator (5) comprising input discs (2) coupled to an input shaft (12) and an output disc (3) providing a rotary variator output. The input and output discs are mounted for rotation about a common axis and at last one roller (4) is arranged between the discs to transfer drive from one to the other at a continuously variable variator drive ratio. The roller is mounted in a carrier (30) in a manner which permits it to spin about its own axis and to tilt relative to the disks to vary the variator drive ratio. A hydraulic actuator (22) is arranged to apply to the carrier (30) a reaction force determined by a hydraulic pressure difference acting on the actuator. The reaction force opposes a traction force applied to the roller (4) by the action of the discs (2, 3).

Abstract: A transmission has a directional mechanism, a planetary gear mechanism, a stepped transmission and a continuously variable ratio device. The directional mechanism has at least one direction clutch. The planetary gear mechanism is connected to the direction mechanism and has at first planetary gear set and a second planetary gear set. The stepped transmission is connected to the planetary gear mechanism and has at least one speed clutch. The planetary gear mechanism is connected to a hydrostatic motor of the continuously variable ratio device. The motor is connected to a variable displacement pump of the continuously variable ratio device.

Abstract: A transmission comprises an input shaft and an output shaft and two power paths between the input shaft and a main gear set. The transmission also comprises a first, second, third and fourth shafts, wherein at least one electric machine can be connected to one of the shafts of the main gear set, the first shaft can be connected via a first shifting element to a first power path and via a second shifting element to a second power path, the second shaft can be connected via a third shifting element to the first power path and via a fourth shifting element to the second power path, the third shaft is continuously connected to the output shaft, the fourth shaft can be fixed via a sixth shifting element and can be connected via a fifth shifting element to the first power path.

Abstract: A double clutch transmission for a vehicle comprising partial transmissions with an input shaft positioned on an input axis and an output shaft is positioned on the input axis or is at least positioned parallel to a counter shaft axis. A planetary transmission is connected with the output shaft and at least one of the input shafts can be connected with the output shaft via the planetary transmission. M wheel planes and N shifters are positioned, M and N are each natural numbers which are both greater than or equal to 2, and whereby at least N?1 shifter are positioned on the input shaft axis. At least a shift element of one of the N?1 shifter is connected with a shift element of additional N?1 shifters, and in each case a transmission element of two wheel planes is or can be connected with the shaft.

Abstract: A power transmission unit including: a first prime mover; speed change gear pairs; output members; a differential mechanism, which has a first rotary element connected with the first prime mover, a second rotary element, and a third rotary element selectively outputting the power to the output member, and adapted to perform a differential action among those three rotary elements; and a second prime mover connected with the second rotary element. The speed change gear pair includes at least one pair of first speed change gear pair, arranged between the first rotary element and the output member and allowed to transmit the torque selectively, and at least one pair of second speed change gear pair arranged between the third rotary element and the output member and allowed to transmit the torque selectively. A locking mechanism locks the second prime mover selectively to halt a rotation of the second prime mover.

Abstract: A transmission device having power splitting. In the first driving range, the mechanical power branch transmits torque from the ring gear to the additional fixed gear by the fixed gear. In this case, power branches from the ring gear. The hydrostatic power branch branches from the second sun gear. The hydrostatic branch transmits power from the first to the second hydraulic unit. The first and second hydraulic units act respectively as a pump and a motor. On one of the hydrostatic shafts, the mechanical and hydrostatic powers are added and transmitted to the output. In the second driving range, power from the planet carrier partially branches to the ring gear and passes to the hydrostatic shaft for the second hydraulic unit. An auxiliary shaft can be coupled by a gear to a fixed gear operatively connected to a shaft of the power splitting device.

Abstract: A gearbox includes a planetary gear assembly, a first gear assembly, and a second gear assembly. The first gear assembly is engaged to provide a first rotational input to the planetary gear assembly when an input shaft is rotating in a first direction and is disengaged when the input shaft is rotating in a second direction. The second gear assembly provides a second rotational input to the planetary gear assembly when the input shaft is rotating in the first direction and provides a third rotational input to the planetary gear assembly when the input shaft is rotating in the second direction.

Abstract: An independently controllable transmission mechanism includes a first planetary gear train and a second planetary gear train. The first planetary gear train and the second planetary gear train are mechanically connected in parallel to form a parallel type. The controllable transmission mechanism has a first power output end, a transmission control end, a first power input end and a free-transmission end. The first power output end is provided on the first planetary gear train and the transmission control end is provided on the second planetary gear train. When the first power input end is provided on the first planetary gear train or the second planetary gear train, the free-transmission end is provided on the second planetary gear train or the first planetary gear train. The transmission control end controls the free-transmission end to be functioned as a second power input end or a second power output end.

Abstract: An independently controllable transmission mechanism includes a first planetary gear set, a second planetary gear set, a first transmission-connecting set and a second transmission-connecting set. The first planetary gear set includes a first power output end, the second planetary gear set includes a transmission control end, the first transmission-connecting set includes a first power input end and the second transmission-connecting set includes a free transmission end. The transmission control end controls the free transmission end to function as a second power input end or a second power output end.

Abstract: An independently controllable transmission mechanism includes a first planetary gear train, a second planetary gear train, a first transmission-connecting set and a second transmission-connecting set. The first planetary gear train and the second planetary gear train are serially connected to form a series type. The independently controllable transmission mechanism has a first power output end, a transmission control end, a first power input end and a free-transmission end. The first power output end is provided on the first planetary gear train and the transmission control end is provided on the second planetary gear train. The first power input end is provided on the first transmission-connecting set and the free-transmission end is provided on the second transmission-connecting set. The transmission control end controls the free-transmission end to be functioned as a second power input end or a second power output end.

Abstract: An independently controllable transmission mechanism with an identity-ratio series type includes a first planetary gear train and a second planetary gear train mechanically connected therewith. The transmission mechanism has a power output end, a transmission control end, a power input end and a free transmission end. The power output end and the transmission control end are provided on the first planetary gear train and the second planetary gear train, respectively. The power input end is provided on the first planetary gear train or the second planetary gear train while the free transmission end is provided on the second planetary gear train or the first planetary gear train. The transmission control end is operated to freely shift the free transmission end as a power input end or a power output end.