Abstract: A torque transfer assembly including an input gear, a first output shaft, a second output shaft, a planetary differential and a torque control system. In one embodiment, the planetary differential includes first and second planetary gear set pairs each with inner and outer planetary gear sets. The torque control system includes first and second torque control mechanisms each having a control element rotating with one of the planetary gear set components as well as a controller communicating with the first and second control mechanisms and selectively controlling a resistance torque exerted by the first and second torque control mechanisms on the first and second control elements.

Abstract: A compound differential planetary gear assembly (50) includes a sun gear (52), a plurality of planet gears (53) engaging the sun gear, a plurality of first ring gears (54), and a plurality of second ring gears (55). Each of the second ring gears has a number of teeth that is different from the number of teeth of the first ring gears. The first and second ring gears are arranged alternately in an axial stack. Each planet gear has a constant gear-tooth cross-section along the length of the stack, with its gear teeth in meshing engagement with the teeth of the first and second ring gears. Loads transmitted between the first and second ring gears and the planets act in alternate directions along the length of the stack.

Abstract: A family of power transmissions wherein each family member includes three planetary gearsets each having three members and six selectively engageable torque-transmitting mechanisms. The planetary gearsets have members that are continuously interconnected by at least three interconnecting members. The torque-transmitting mechanisms are selectively engaged in combinations of two to establish at least seven forward speed ratios and one reverse speed ratio in the three planetary gearsets.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least six forward speed ratios and one reverse speed ratio. The transmission family members include four planetary gear sets, two input clutches, eight or nine torque transmitting mechanisms and three fixed interconnections. The invention provides a low content multi-speed dual clutch transmission mechanism wherein the two input clutches alternately connect the engine to realize odd and even number speed ratio ranges. The torque transmitting mechanisms provide connections between various gear members, the fixed interconnections, the input clutches, the output shaft, and the transmission housing, and are operated with the input clutches in combinations of three to establish at least six forward speed ratios and at least one reverse speed ratio.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least six forward speed ratios and one reverse speed ratio. The transmission family members include four planetary gear sets having two input clutches, eight torque transmitting mechanisms, two fixed interconnections, and one grounded planetary gear member. The invention provides a low content multi-speed dual clutch transmission mechanism wherein the two input clutches alternately connect the engine to realize odd and even speed ratio ranges. The eight torque transmitting mechanisms provide connections between various gear members, the fixed interconnections, the input clutches, the output shaft, and the transmission housing, and are operated along with the input clutches in combinations of three to establish at least six forward speed ratios and at least one reverse speed ratio.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least seven forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets having six torque-transmitting mechanisms and two fixed interconnections. The powertrain includes an engine and torque converter that is continuously connected to at least one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The six torque-transmitting mechanisms provide interconnections between various gear members, the fixed interconnections, the input shaft, the output shaft, and the transmission housing, and are operated in combinations of three to establish at least seven forward speed ratios and at least one reverse speed ratio.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide six forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets having five torque-transmitting mechanisms and two fixed interconnections. The powertrain includes an engine and torque converter that is continuously connected to at least one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The five torque-transmitting mechanisms provide interconnections between various gear members, the fixed interconnections, the input shaft, the output shaft, and the transmission housing, and are operated in combinations of three to establish six forward speed ratios and one reverse speed ratio.

Abstract: A family of transmissions having a plurality of family members each having three planetary gearsets and six torque-transmitting mechanisms. The planetary gearsets and the torque-transmitting mechanisms are interconnected such that at least seven forward speed ratios and one reverse speed ratio can be established within the three planetary gearsets and transmitted between an input shaft and an output shaft, by selectively engaging the torque transmitting mechanisms in combinations of four.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least seven forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets having six torque-transmitting mechanisms and two fixed interconnections between planetary gear members. Also, one of the fixed interconnections is continuously connected with the transmission housing. The powertrain includes an engine and torque converter that is continuously connected to a member of the third planetary gear set and an output member that is continuously connected with another member of the third planetary gear set. The six torque-transmitting mechanisms provide interconnections between various gear members, the fixed interconnections, the input shaft, the output shaft, and the transmission housing, and are operated in combinations of two to establish at least seven forward speed ratios and at least one reverse speed ratio.

Abstract: A family of transmissions is incorporated into powertrains to provide six forward speed ratios and one reverse speed ratio between an engine and a final drive mechanism. Each of the family members includes three planetary gearsets, one of which is an input planetary gearset and the other two are interconnected ratio planetary gearsets. Each transmission family member employs three rotating type torque-transmitting mechanisms (clutches) and two stationary type torque-transmitting mechanisms (brakes) to provide the six forward speed ratios and one reverse speed ratio. These torque-transmitting mechanisms are selectively engaged in combinations of two during the establishment of the speed ratios within the family member.

Abstract: A family of power transmissions wherein each family member includes first, second, and third planetary gearsets, six torque-transmitting mechanisms, and one continuous interconnecting member. The interconnecting member interconnects a member of the first planetary gearset, a member of the second planetary gearset, and a member of the third planetary gearset. The torque-transmitting mechanisms being selectively engageable in combinations of four to establish at least seven forward speed ratios and one reverse speed ratio within the planetary gearset.

Abstract: The four-wheel drive system for vehicles has a center differential mechanism that divides the rotational driving force from the engine E between the front and rear wheels, and a front wheel side axle differential mechanism that divides this divided rotational driving force between the left and right front wheels. The center differential mechanism is constructed from a single pinion type first planetary gear device which has a first carrier 13 that receives the rotational driving force from the engine E, a first sun gear 11, and a first ring gear 14 that is connected to the rear wheel side, and the axle differential mechanism is constructed from a double pinion type second planetary gear device which has a second ring gear 24 that is connected to the first sun gear 11, a second sun gear 21 that is connected to the right front wheel, and a second carrier 23 that is connected to the left front wheel. The first and second planetary gear devices are disposed adjacent to each other in a coaxial configuration.

Abstract: A six-forward-speed, one-reverse-speed automatic speed change apparatus comprises an input shaft 100, intermediate shaft 200 and output shaft 300 arranged in parallel, the input shaft 100 being coupled to the intermediate shaft 200 by counter gear sets 1, 2, 3 providing first, second and third drive paths, the input shaft 100 being provided with clutches C2, C3 for engaging or disengaging the second and third drive paths and with a brake B2, the intermediate shaft 200 being provided with a clutch C1, a brake B1 and a one-way clutch 232 for engaging or disengaging or braking the first or third drive path and with planetary gear sets 20, 30, the first drive path being coupled to a ring gear 23, the second drive path being coupled to sun gears 21, 31, the third drive path being coupled to a planetary carrier 34, a planetary carrier 24 and a ring gear 33 being connected to the intermediate shaft, the intermediate shaft being coupled to the output shaft by a fourth counter gear set.

Abstract: A family of transmission mechanisms having at least six forward speeds wherein each family member includes three planetary gearsets, five torque transmitting mechanisms, and three interconnecting members. The planetary gear sets each have three members (sun gear member, ring gear member, and planet carrier assembly member). The interconnecting members provide continuous interconnection between the members of the planetary gearsets. An output shaft is continuously interconnected with at least one member of one of the planetary gearsets. An input shaft is selectively interconnectable with members of the planetary gearsets through three of the torque transmitting mechanisms (clutches). The two other torque transmitting mechanisms (clutches or brakes) selectively interconnect members of the planetary gear sets or selectively interconnect a housing with at least one member of the planetary gearsets.

Abstract: A reduction gear and a series of reduction gears are provided, which have concentric input and output shafts, are capable of securing a large space at the center, and are highly efficient with the ability to fully cover a region with a reduction ratio of 1/5 (or 1/2) to 1/30 as needed. An output shaft is made hollow, and an input shaft and the output shaft are placed coaxially. A reduction mechanism portion of a high-side reduction gear group includes an input shaft, a high-side carrier, high-side first and second planetary gears, high-side first and second internal gears, and an output shaft. The high-side first and second planetary gears have a trochoid tooth profile as the tooth profile, whereas the first and second internal gears respectively engaged with the first and second planetary gears having the trochoid tooth profile have an arc tooth profile.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least five forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets, first and second interconnecting members, and four clutches. The powertrain includes an engine and torque converter that is continuously connected to at least one member of the third planetary gear set and an output member that is continuously connected with another member of the third planetary gear set. The second interconnecting member continuously connects members of the first and second planetary gear sets with the transmission housing. The four clutches provide interconnections between various gear members, the first interconnecting member, and with the input and the output shaft, and are operated in combinations of two to establish at least five forward speed ratios.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least seven forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets and six torque transmitting mechanisms. The powertrain includes an engine and torque converter that is continuously connected to at least one member of the planetary gear arrangement and an output member that is continuously connected with another of the planetary gear members. The six torque transmitting mechanisms provide interconnections between various gear members and with the transmission housing, the input or output shaft, in some instances, and are operated in combinations of two to establish at least seven forward speed ratios.

Abstract: The Internal Combustion Engine Efficiency Unit (“ICEEU”) is a device that improves the fuel efficiency of vehicles powered by internal combustion engines, producing low-emission vehicles. It accomplishes this by replacing a single larger engine with two smaller engines, connected together via the ICEEU to produce a single rotary output that powers the vehicle. Both engines are used together when power is needed, but one engine can be shut down when the vehicle is cruising and needs less power to simply maintain its forward momentum. The ICEEU effectively removes the second engine completely from the power train when it is unneeded, so that it does not produce any drag, and also allows the second engine to reenter the power train as needed at any RPM or torque. The ICEEU comprises an open differential and two planetary gear sets to provide the phase shifting ratio that allows for a pair of internal combustion engines to be integrated and separated smoothly throughout operation.

Abstract: A family of power transmissions have three planetary gearsets each of which have first, second, and third members. A pair of fixed interconnecting members establish continuous connections between a member of the first planetary gearset and a member of the second planetary gearset, and between another member of the second planetary gearset and a member of the third planetary gearset, respectively. Each of the transmission family members has an output shaft, which is continuously connected with at least one member of one of the planetary gearsets and an input shaft, which is selectively connectible with at least two members of the planetary gearsets through respective first and second torque-transmitting mechanisms. Four other torque-transmitting mechanisms are provided to establish various interconnections between members of the planetary gearsets and/or members of the planetary gearsets and the transmission housing.

Abstract: A multi-speed automatic transmission improves transmission efficiency by reducing drag loss due to high speed rotation of a freely rotating element of a planetary gear set. An automatic transmission for a vehicle includes: an input path T1 of a first speed ratio; an input path T2 which has a larger speed ratio than this input path T1; a planetary gear set of four elements, wherein the four elements are a first element, a second element, a third element, and a fourth element following an order of elements on a speed diagram; a clutch C-2 transmitting a rotation of the input path T2 to the first element S3; a clutch C-1 transmitting the rotation from the input path T2 to the fourth element S2; a clutch C-4 transmitting a rotation from the input path T1 to the first element; a clutch C-3 transmitting the rotation from the input path T1 to the second element C3; a brake B-1 engaging the fourth element; a brake B-2 engaging the second element; and an output member coupled with the third element R3.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least six forward speed ratios and one reverse speed ratio. The transmission family members each include three planetary gearsets and five torque-transmitting mechanisms. One of the torque-transmitting mechanisms is a stationary type torque-transmitting mechanism, or brake, and the remaining four of the torque-transmitting mechanisms are of the rotating type torque-transmitting mechanisms, or clutches. The powertrain includes an engine and torque converter that is continuously connected to at least one member of the planetary gear arrangement and an output member that is continuously connecting with another of the planetary gear members. At least one other planetary gear member is continuously connected with the transmission housing.

Abstract: A motor wheel for driving the driving wheel of an industrial vehicle and the like, comprising upstream of a two-stage rotary-ring reduction unit, a gearbox with fixed-ring epicyclic gear train, with at least two positions which respectively correspond to the high or travel speed and to the low or working speed. A parking brake is further provided downstream of the gearbox with respect to the motion input.

Abstract: Transmission for a wind-power plant with blades (3) distributed around a rotor (1) and with a generator (6) mounted by way of an azimuth bearing (7) on a mast (27). The transmission is a two-stage planetary transmission with an input stage and an output stage, and the input stage is directly connected to the rotor. The input stage (4) is provided with double-helical cogs and the output stage (5) with single-helically cogged planet wheels.

Abstract: A bi-power transmission mechanism. The transmission mechanism includes a first power unit, a second power unit, and a planetary gear train. The first power unit includes a motor, an input shaft, a worm, and a worm gear driven by the motor through the worm to rotate the input shaft. The planetary gear train includes a center gear synchronously rotated with the input shaft of the first power unit, a rack, planet gears equiangularly supported on the rack and meshed with the center gear, and an output shaft fixedly mounted on the rack for synchronous rotation with the rack and the input shaft of the first power unit. The second power unit is operated to rotate the planet gears through an internal gear via a worm and a worm gear so as to further rotate the output shaft of the planetary gear train when the first power unit fails to function well.

Abstract: A constant output transmission apparatus operable to transform a variable RPM input to an input shaft member through the use of double planetary gear set means and the use of a low range gear and clutch assembly and a high range gear and clutch assembly to transfer output through a ring gear and carrier assembly and an output ring gear assembly to an output shaft assembly to provide a constant RPM output to an output shaft member. The variable input to the input shaft member is constantly causing rotation of an input carrier plate assembly driving input planet gear members and, concurrently, driving an input drive gear assembly. The input gear drive assembly is operable to concurrently drive a low range gear and clutch assembly and a high range gear and clutch assembly. On activation of a respective low range clutch piston or a high range clutch piston, this operates to selectively operate and rotate a respective low range clutch assembly and a high range clutch assembly.

Abstract: A reduction in the weight and size of a speed-change mechanism is obtained by shortening a high-torque transmission system. The speed-change shock is attenuated by reducing an inertia torque in a muilti-stage vehicular automatic transmission. The vehicular automatic transmission is equipped with a planetary gear set that receives a decelerated rotation and a non-decelerated rotation as inputs and outputs a plurality of speed-change rotations, a reduction planetary gear, an input shaft that passes through an inner side of the planetary gear set, first and third clutches that couple the input shaft to two different speed-change elements of the planetary gear set respectively through the reduction planetary gear in an engageable and disengageable manner, and a second clutch that couples the input shaft to the other speed-change element of the planetary gear set in an engageable and disengageable manner.

Abstract: An automatic transmission includes a planetary gear set inputted a decelerated rotation and a non-decelerated rotation and outputting a plurality of shift rotations, a reduction planetary gear, an input shaft, first and third clutches which are able to engage/disengage for connecting the input shaft through the reduction planetary gear to two different decelerated rotation input elements of the planetary gear set individually, and a second clutch which is able to engage/disengage for connecting the input shaft to a non-decelerated rotation input element. The first clutch, the third clutch and the reduction planetary gear are arranged together, and the second clutch is arranged in the other side of the planetary gear set.

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 two-stage planetary gear unit with a fixed gear case contains a first stage planet carrier, and a second stage planet carrier. The first stage planet carrier has a first set of rotatably mounted planet wheels and a first pinion that meshes with the first planet wheels. The second stage planet carrier is formed as a one-piece component that is mounted in the gear case and supports the first stage planet carrier. Rotatably mounted within the second stage planet carrier is a second set of two planetary wheels. Furthermore, a second pinion is housed within the second stage planet carrier and meshes with the second set of planetary wheels. There are rolling contact bearings housed within fixed gear case to support the second stage planet carrier. A clamping ring is inserted into the fixed gear case and braces two of the roller contact bearings next to each other.

Abstract: A multiple input, dual output differential motor transmission device incorporates a sun gear device having first and second sun gears fixedly connected to each other whereby the first and second sun gears rotate together along a common axis of rotation; first and second ring gear devices having first and second ring gears, respectively; and first and second sets of planetary gears. The first set is inter-engaged between the first sun and ring gears, while the second set is inter-engaged between the second sun and ring gears. The first sun and ring gears are concentrically and independently rotatable relative to each other with the first set of planetary gears inter-engaged therebetween. The second sun and ring gears are concentrically and independently rotatable relative to each other with the second set of planetary gears inter-engaged therebetween.

Abstract: A transmission for transferring power from an input to an output, comprising a drive planetary gear assembly coupled to an input, and a driven planetary gear assembly coupled to an output and to the drive planetary gear assembly, whereby power from the input is transferred to the output along an infinitely variable torque and gearing range.

Abstract: A drive system has a pair of planetary gear sets located between an input shaft and an output shaft with an intermediate shaft located between the pair of planetary gear sets. A series of oil shear brakes and clutches allow the drive system to operate in neutral, high speed forward, high speed reverse, low speed forward and low speed reverse. These operating modes are selectable without having to stop and reverse the input shaft which is allowed to rotate constantly in the same direction during all of the above operational modes.

Abstract: A trans-planetary mechanical torque impeller utilizes at least two sets of input planetary pinion gears of differing sizes, which are supported by a planetary carrier. These input planetary pinion gears rotate with respect to primary and secondary annulus gears which, in turn, drive bevel gears which engage a differential pinion gear to drive an output shaft. The output shaft load causes the torque impeller to automatically vary its gear ratio to match the input shaft or motor power output capability to the output shaft load.

Abstract: A compact bicoupled contrarotating epicyclic gear is provided. The gear iudes a rotatable input shaft for providing an input-torque, a first-stage epicyclic gear, a second-stage epicyclic gear mutually drivably coupled to and in axial alignment with the first epicyclic gear, an outer-output shaft for conveying an outer-output-torque in response to the input-torque, and an inner-output shaft coaxial with the outer-output shaft for conveying an inner-output-torque in response to the input-torque. The bicoupled contrarotating epicyclic gear further includes at least one interstage torque carrier rotatably connecting the first and second epicyclic gears in series such that the first and second sun gears, the first and second planet carriers, and the first and second ring gears rotate and convey useful torque in response to the input-torque.

Abstract: An automatic transmission for a vehicle, as provided a plurality of planetary gear units in which the ratios of the tooth numbers of the sun gears to the tooth numbers of the ring gears are different from each other. In the two sets of planetary gear units in which the ratios of the tooth numbers of the sun gears to the tooth numbers of the ring gears are different from each other, the ring gears are identical to each other in the tooth number, the normal module, the normal pressure angle, the angle of torsion, the pitch radius, the base radius, the bottom diameter, the top diameter, the tooth height, the dedendum, the addendum, the lead, the coefficient of normal shift and the arcuate tooth thickness, and the pinions of those two sets of planetary gear units are identical to each other in at least the arcuate tooth thickness, the coefficient of normal shift, the dedendum, the addendum, the tooth height, the angle of torsion, the normal pressure angle and the normal module.

Abstract: A zero velocity gear mesh differential is disclosed. A power input shaft and a power output shaft are colinear and tend to rotate at the same speed. Power gears effect the transfer of power. In addition, there are speed control gears including a planetary system having a control carrier and a sun gear. A plurality of planet gears engage said sun gear and also engage an internal ring gear integral with an external worm gear and which is supported by the control carrier and planet gears. The external worm gear is engaged by a worm which is rotatable. A fixed gear on the control carrier engages a fixed gear on the main carrier.

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: The transmission apparatus comprises serially mounted two-speeds modules. Each module is responsive to speed and torque for shifting up when speed is relatively high and/or torque relatively low, and for shifting down in the contrary case. Speed sensitivity is provided by flyweights tending to engage a direct drive clutch. Torque sensitivity for shifting down is provided by the clutch having a limited torque capability, depending upon the force produced by the flyweights. Torque sensitivity for shifting up is provided by the helical gear teeth inducing an axial thrust which is able, or not, to oppose engagement of the clutch by the flyweights. Such a transmission apparatus can dispense with a centralized control.

Abstract: A centrifugal planetary friction transmission comprising an input shaft, an output shaft, at least one planetary friction pulley set which is formed by three coaxially linked cylindrical external friction pulleys, and three internal pulleys. The friction forces acting on the planetary friction pulley set are mostly cancelled out by each other. According to the invention, the external friction pulleys only contact with the internal friction pulleys, and the normal pressure for producing the friction force for transmitting the torque is created by the centrifugal force of the external friction pulley set only and the transmission is a positive characteristic planetary transmission.

Abstract: A stepless automatic variable transmission with gears in a state of constant meshing which is operational without the need for disengaging or changing the gears such that the rotational output power can be varied to effect a neutral, low speed, medium speed, high speed, overdrive or reverse rotation by selecting a stepless automatic speed change method or a manual speed change method, and which includes a speed change system, an overdrive system and a speed change controlling system.The assembly of speed change system, the overdrive system and the speed change controlling system can vary with each of the systems combined to result in numerous stepless automatic variable transmissions. To effect speed changes low speed, medium speed, overdrive, and reverse rotation brake devices are used. Also, either the manual speed change method or the automatic speed change method can be elected.

Abstract: The present invention employs a hydraulically operable piston and intermediate member to control two clutches in a first planetary gear set. The first planetary gear set includes a first sun gear, a first planet gear, a first planet carrier and an inner ring gear. The first planet carrier includes a gear which drives a second planetary gear set resulting in rotation of a wheel hub. With hydraulic pressure applied to the piston and the intermediate member a first clutch is engaged locking an inner ring gear to a stationary outer ring effecting a high ratio reduction. With no hydraulic pressure applied to the piston and intermediate member a second clutch engages the first sun gear and the first planet carrier locking them together such that the first sun gear, first planet gear, first planet carrier and inner ring gear rotate in unison effecting a low ration reduction. With no hydraulic pressure applied, the first clutch is not engaged.

Abstract: An automatic transmission having an input annulus and a first bevel gear integrally attached to an input shaft to thereby divide torque in the input shaft into two torque components. A sun gear is rotatably mounted about the input shaft, and a set of planetary gears are in simultaneous meshing engagement (i) about the sun gear and (ii) with interior teeth of the input annulus. The sun gear includes a second bevel gear fixedly attached to a side of said sun gear and in substantial co-axial orientation with the sun gear and the first bevel gear. At least one torque-varying gear member comprises a torque-combining bevel gear and a torque-delivering gear integrally intercoupled by a stub shaft. The torque-combining bevel gear is in simultaneous meshing engagement with the first and second bevel gears, and the torque-delivering gear is in meshing engagement with an output gear, said output gear being integrally attached to an output shaft.

Abstract: A stepless automatic variable transmission with gears in a state of constant meshing which is operational without the need for disengaging or changing the gears such that the rotational output power can be varied to effect a neutral, low speed, medium speed, high speed, overdrive or reverse rotation by selecting a stepless automatic speed change method or a manual speed change method, and which includes a speed change system, an overdrive system and a speed change controlling system.The assembly of speed change system (10, 110, 310, 410, 510, 610), the overdrive system (50, 360, 660, 760) and the speed change controlling system (80, 180, 380, 680, 780) can vary with each of the systems combined to result in numerous stepless automatic variable transmissions. To effect speed changes low speed, medium speed, overdrive, and reverse rotation brake means are used. Also, either the manual speed change method or the automatic speed change method can be selected.

Abstract: A transmission having an input shaft with an input sun gear and a reverse rotation control shaft with a reverse rotation sun gear rotatably secured to the input shaft. A first and a second carrier, terminating in an output shaft, are rotatably secured on the reverse rotation control shaft and input shaft, respectively. Locking pins interconnect the first and second carriers to enable simultaneous rotation of the carriers. Input planetary gears are in mechanical communication with the input sun gear. A reverse rotation planetary gear and an input planetary gear are interconnected and each such interconnected gear is rotatably mounted on a locking pin to enable simultaneous rotation of the interconnected gears about the locking pin. Each reverse rotation planetary gear is in mechanical communication with the reverse rotation sun gear. A low speed ring gear is rotatably secured on the second carrier.

Abstract: An automatic variable speed transmission with an input shaft, an input sun gear formed on the input shaft and a first and second carrier rotatably mounted on the input shaft with the second carrier terminating in an output shaft. First and second locking pins secure and interconnect the two carriers together to enable simultaneous rotation of the carriers. A low speed ring gear is rotatably mounted on the input shaft. A first differential gear is rotatably mounted on each first locking pin and each first differential gear is in mechanical communication with the input sun gear and the low speed ring gear. A reverse ring gear is rotatably mounted on the output shaft. A second differential gear is rotatably mounted on each second locking pin and each second differential gear is in mechanical communication with the reverse rotation ring gear and with a first differential gear.

Abstract: A transmission having an input shaft with a sun gear (12), a medium speed shaft with a sun gear (14) rotatably mounted on the input shaft, a low speed shaft with a sun gear (16) rotatable mounted on the medium speed shaft and a reverse rotation shaft with a sun gear (18) rotatable mounted on the low speed shaft. A first carrier and a second carrier terminating in an output shaft are rotatably mounted on the reverse shaft and input shaft, respectively. Locking pins interconnect first and second carriers. Reverse rotation gear is integrally formed with an input gear and rotatable mounted on a locking pin. Each reverse rotation gear meshes with the reverse sun gear (18) and each input gear meshes with sun gear (12). Low speed gears are integrally formed with a medium speed gear and rotatable mounted on a locking pin. Each low speed gear meshes with sun gear (16) and each medium speed gear meshes with the input gear and the sun gear (14).

Abstract: An automatic transmission has, between input and output shafts, a plurality of power transmitting paths composed of combinations of planetary gear trains, and a plurality of engaging units for selecting one of the power transmitting paths for establishing a desired gear position. An upshift is effected from a present gear position to a target gear position which is higher than the present gear position through disengagement of two engaging units and engagement of two other engaging units. A controlling intermediate gear position is selected which is higher than the target gear position and which can be shifted to from the present gear position and the target gear position only through disengagement of one of the engaging units and engagement of another of the engaging units. When an upshift command is issued, the transmission starts shifting from the present gear position to the controlling intermediate gear position.

Abstract: The invention provides a drive train for propelling a vehicle capable of being used for transporting ore, coal or broken rock in underground mining operations. The vehicle has front and rear wheelsets, each comprising a right and left side wheel. The drive train comprises drive apparatus such as an electrically driven motor for delivering torque to at least a front wheel and rear wheel on one side of the vehicle. A torque sharing apparatus in the form of an epicyclic gear arrangement is interposed between the motor and the wheels, and operable to share torque delivered by the motor between the front and rear wheels while permitting them to rotate at different speeds in relation to each other. Front and rear transfer apparatus comprising gear trains co-operating with the epicyclic gear arrangement are provided for transferring torque to the front and rear wheels respectively.

Abstract: In a load change-over gear with infinitely variable transmission, which includes a linkage gear (1) driven by a main drive shaft (5), a control gear (2) associated with the linkage gear (1), as well as a switching or change-over gear (4) series-connected after the linkage gear (1), linkage shafts (10 and 11) can be alternately coupled to the switching gear (4). To create a variable switching logic and to save structural components of the switching gear (4), a superposition gear (3) is series-connected after the linkage gear (1) whose input shaft (14) can be coupled alternately to linkage shafts (10 and 11). Superposition gear (3), in which the main drive shaft rpm can be superposed on the rpm of the input shaft (14), in turn includes a linkage shaft (21) that can be coupled directly to a main output shaft (24) or to the switching gear (4).

Abstract: A gear reducing device which includes a housing, an input drive system characterized by an input shaft having one end projecting from one end of the housing and the opposite end rotatably terminating in one end of an output shaft, a spur and pinion gear mounted on the input shaft, a pair of input spur gears seated in oppositely-disposed relationship on the spur and pinion gear and carrying corresponding auxiliary spur gears, a disc rotatably mounted on the output shaft and receiving the input spur gears and auxiliary spur gears, and an output shaft spur gear keyed to the output shaft and rotatably engaging each of the auxiliary spur gears. The input spur gears and auxiliary spur gears are rotatably seated in pairs on separate spur gear shafts which are press-fitted in spaced relationship along a first diameter of the disc.