Abstract: To provide a hybrid drive speed change device in which a rotation sensor can be disposed appropriately from the viewpoint of reducing the axial dimension of the device. A rotary electric machine MG is disposed coaxially with an input shaft M, and includes a stator St and a rotor Ro provided radially inwardly of the stator St. An oil pump 18 includes a pump case 90, 91 in which a pump chamber 18a is formed, and a pump rotor 18b rotatably housed in the pump chamber 18a. The pump rotor 18b is disposed coaxially with the input shaft M. A rotation sensor 19 is disposed radially outwardly of the pump chamber 18a and radially inwardly of the stator St of the rotary electric machine MG, and disposed to overlap the oil pump 18 as seen from the radial direction of the input shaft M.

Abstract: A vehicle reversing apparatus includes a reverse drive gear, a reverse gear, a shifter gear, a shifter gear slide mechanism, and lost motion mechanism. The reverse drive gear is configured to rotate by a starter motor or an internal combustion engine, and the reverse gear is configured to reverse the vehicle. The shifter gear is configured to be mounted circumferentially rotatably relative to a reverse shaft and to transmit rotation of the reverse drive gear to the reverse gear. The shifter gear slide mechanism is configured to slide the shifter gear through rotation of a shifter motor to enable the shifter gear to engage the reverse drive gear and the reverse gear. The lost motion mechanism is configured to coaxially connect a rotation shaft of the shifter motor and the reverse shaft to each other.

Abstract: A vehicle drive including a transmission-engine arrangement with two drive units that are operatable independently of each other and include drive shafts arranged in the longitudinal direction of the vehicle, and with two transmission units, a respective one of the drive units forming a partial drive train with one of the transmission units, and a respective clutch device being arranged between the drive units and the transmission units within the partial drive trains. The clutch devices of the two partial drive trains are arranged to be offset relative to each other in the longitudinal direction of the vehicle to be capable of being arranged with an overlap as viewed in the transversal direction of the vehicle.

Abstract: First and second rotational shafts and an output shaft are provided in a casing. A drive gear on the second rotational shaft and a driven gear of the output shaft mesh with each other. A clutch device, which transmits rotation, obtained by synthesizing rotations of the first and second rotational shafts, or rotation of the second rotational shaft to the output shaft is provided. A counter gear meshes with an intermediate gear and a bearing device is provided between the first rotational shaft and the counter gear. The bearing device is configured by combining four angular contact ball bearings and is arranged at a position corresponding to a meshed portion between the counter gear and the intermediate gear in the axial direction of the first rotational shaft.

Abstract: A transmission includes a first primary shaft carrying driving gearwheels for odd gears and reverse, a coaxial second primary shaft carrying driving gearwheels for the even gears, and a secondary shaft carrying idle driven gearwheels meshing with the driving gearwheels. The gearbox has a gear shift device having sliding engagement sleeves each arranged to connect a driven gearwheel corresponding to a given gear for rotation with a secondary shaft. Corresponding sliding shift forks cause an engagement sleeve to slide between a neutral and shift positions. A rotary drum has grooves on its cylindrical surface in which a stud slides, and is connected for translation with a respective shift fork in its sliding direction. An actuation unit rotates the drum stepwise among angular positions corresponding to engagement sleeves' predetermined positions. In a first angular position the engagement sleeves simultaneously engage gear reverse.

Abstract: A transmission (20) with three or more parallel power paths (21, 22, 23) transferring torque from the input shaft (40) to the output shaft (60). Each of said power paths consists of a summation gearbox (100, 200, 300), an electric machine (400, 500, 600) and a sub transmission (700, 800, 900). Each of said sub transmissions has one or more independently selectable gear ratios. The outputs (702, 802, 902) of said sub transmissions drive together said output shaft. Controlling toque and speed of said electric machines allows controlling torque and speed at the inputs (701, 801, 901) of said sub transmissions and allows said power paths to have different total gear ratios from said input shaft to said output shaft engaged at the same time. With this arrangement an infinitely variable transmission with hybrid functionalities and a very compact mechanical design and reduced weight can be implemented.

Abstract: The invention relates to a driveline for a motor vehicle comprising drive shaft (20) suspended by means of a pendulum suspension (30), the pendulum suspension (30) comprising a fastening configuration (32, 34) fixedly connected to the vehicle and a drive shaft fastening (106) connected to the drive shaft (20) and pivotably journalled in bearings relative to the fastening configuration (32, 34), wherein the transmission configuration (50) comprises a driven input shaft (52), wherein an electric motor (60) is arranged for driving of the drive shaft (20), wherein the rotor of the electric motor (60) is connected to the input shaft (52) and a non-rotating portion of the electric motor (60) comprising the stator (66) of the electric motor (60) is fixedly connected to said drive shaft fastening (106). The invention also relates to a motor vehicle.

Abstract: A hybrid drivetrain for a motor vehicle has an internal combustion engine, an electric machine, and a transmission arrangement for setting at least two different gears. The internal combustion engine and the electric machine are coupled to an input element of the transmission arrangement. A differential is coupled to an output of the transmission arrangement and is adapted to distribute motive power to two drive shafts. The electric machine and the internal combustion engine are coupled to a transmission input shaft of the transmission arrangement by way of a spur gear train.

Abstract: A driveline product including first and second inputs having input rotational axes, first and second outputs having output rotational axes, a transfer coupling between at least one of the input rotational axes and at least one of the output rotational axes, and at least two selective couplings operatively coupled between the inputs and the outputs for operation selective between at least two drives powered by at least one of two prime movers.

Abstract: A hybrid drive system includes an input member, a rotating electric machine, a power distributing apparatus that distributes and transmits torque that is transmitted to the input member to the rotating electric machine and an output member, an output gear capable of outputting torque transmitted to the output member, and an output bearing that is rotatably supports the output member from the radially inner side. The entire apparatus is arranged overlapping with the output member at a position in an axial direction on the radially inner side of the output member, and a ring gear of the apparatus is integrally provided with the output member, on an inner peripheral surface of the output member. The output gear is integrally provided with the output member, on an outer peripheral surface of the output member. The output bearing and the output gear are arranged overlapping at a position in the axial direction.

Abstract: A reverse gear set 28, which is adapted to be connected to a second input shaft 16 and to be connected selectively to a first input shaft 11 via a third switching unit 53, is provided in a transmission 20 of a vehicle driving system 1, whereby a reverse driving can be implemented by rotating the first input shaft 11 in a reverse direction to a direction in which the first input shaft 11 rotates for a forward driving by means of power of at least one of an engine 6 and a motor 7, and plural gear of an odd-numbered gear train can be selected by first switching units 51, 61.

Abstract: A driving device for a grinder comprises a toothed ring, and at least two driving assemblies for the toothed ring. Each driving assembly comprises an electric motor and a reduction gear unit. The driving device comprises safety means suitable for preventing the starting of all the driving assemblies when at least one driving assembly is unavailable.

Abstract: A hybrid engine and coupling system for use with a vehicle or other load which employs a motor/generator unit connected through controllable couplers to a kinetic energy storage device and to one or more internal combustion engine modules in a programmed manner. Several embodiments provide varying configurations to satisfy various power and packaging design requirements.

Abstract: A drive unit for a hybrid vehicle includes an engine mounted on a front portion of a vehicle, a motor mounted on the front portion of the vehicle, a transmission mounted on a rear portion of the vehicle, an auxiliary transmission connected to an output shaft of the engine and to an output shaft of the motor, and a connecting shaft connecting an output shaft of the auxiliary transmission to the transmission, wherein the motor is arranged to be closer to a rear portion of the auxiliary transmission than to a front portion of the auxiliary transmission in a front/rear direction of the vehicle and to be below the connecting shaft.

Abstract: A transmission system comprises two transmission modules which are arranged in series, an output shaft of the first transmission module being connected via a mount point to an input shaft of the second transmission module. The transmission system further includes an electromotor which is connected to the mount point. The first transmission module is formed by a two-step reduction mechanism and comprises a planetary gear set with at least three rotational members one of which is connected to a brake. The first transmission module further includes a short-circuit clutch which is positioned between the other two rotational members. The brake may be used for launching the vehicle.

Abstract: A control system and strategy for starting power systems having a plurality of power modules. For example, a multi-engine generator set switcher locomotive has three power modules each of which have an engine associated therewith. Upon receiving a command from the locomotive indicating to the engine control module to start at least one power module, i.e., engine, the control strategy determines whether to start the engine with an air or electric start. The control strategy starts only a single engine at a time, thereby avoiding overloading the airflow capacity of the compressed air source or the electric power capacity of the electric source. The control strategy also implements a command to start every engine with an air starter, if possible, to preserve the electric starter motor and the electric power capacity of the electric source.

Abstract: A bracket of a rotation device of the present invention has a guide mechanism that is configured to guide a first motor and a second motor so as to rotate the same about an axis of a cylindrical rotating body relative to each other. A first gear and a second gear can respectively be meshed with rotating body side gears corresponding thereto while the first motor or the second motor is deviated around the axis of the cylindrical rotating body from a normal attachment position with respect to the bracket. Further, the first motor or the second motor can be guided to the normal attachment position by the guide mechanism in the condition.

Abstract: A hybrid powertrain for a vehicle having a disconnect clutch located between an internal combustion engine, or other power source, and a hybrid transmission. When deactivated, the disconnect clutch decouples the engine from the hybrid transmission, which enables the hybrid transmission input shaft to rotate independently of the internal combustion engine. This enables enhanced electric drive performance for the hybrid transmission. The disconnect clutch provides for internal combustion engine starting, including internal combustion starting at high vehicle speeds.

Abstract: A power transmission device includes a transmission mechanism configured to transmit power generated by an electric motor to an output shaft, to which power generated by an internal combustion engine is transmitted, via engaging sections of a plurality of rotating members, and the transmission mechanism has a play to the engaging sections along a rotating direction, the play being larger than a relative displacement amount between the rotating member on the internal combustion engine side and the rotating member on the electric motor side when a rotation variation phase difference between the internal combustion engine and the electric motor is maximum. Therefore, there can be provided the power transmission device capable of suppressing an occurrence of noise.

Abstract: A drive train of a motor vehicle, having a hybrid drive comprising an internal combustion engine and an electric machine, and an automatic group transmission connected between the hybrid drive and an axle drive. The group transmission has at least a main gearing in a countershaft design, having a main shaft and at least one countershaft, a front-mounted group, particularly implemented as a splitter group, upstream in terms of drive technology of the main gearing, and/or a rear-mounted group, particularly implemented as a range group, downstream in terms of drive technology of the main gearing. An input shaft of the group transmission is connected, via a controllable startup clutch, to the internal combustion engine, and an output shaft of the group transmission is connected to the axle drive, and the electric machine of the hybrid drive is connected to the at least one countershaft.

Abstract: In a twin-clutch type transmission in which an electric motor is connected to one of transmission shafts, when downshifting is executed during EV running, a braking force is ensured by controlling in a cooperative fashion a regenerative brake and wheel brakes B1 to B4 so as to compensate for the loss of braking force during downshifting by the wheel brakes B1 to B4 or a braking force is ensured by making use of engine braking effects.

Abstract: A device for reducing the drop in tractive force during the gear shifting phase of an automatic transmission comprising an automatically actuated drive clutch. The device comprises a rotary storage device that can be coupled, if necessary via two transmission ratio steps (4, 5) that are each assigned a friction clutch (6, 7), to the output shaft of the transmission or, if the transmission has a downstream range group, to the output shaft of the main friction transmission. Only one of the two friction clutches (6, 7) can be activated at any time, and a step up ratio can be achieved and the rotary storage device can be loaded with one of the transmission ratio steps (5). A step down ratio can be achieved and energy can be released from the rotary storage device to the output shaft using the other transmission ratio step (4).

Abstract: A power switcher mechanism (3) according to the present invention is characterized in that it includes an input shaft (41), a first output shaft (42), a second output shaft (43), a first gear set (5) and a second gear set (6), and in that one of first-input-shaft gears for change-speed stages of the first gear set (5), that is, the first-input-shaft gear (412), is positioned between two second-input-shaft gears (413, 414) of the second gear set (6) in the axial direction of the input shaft (41).

Abstract: A transmission for a Series/Parallel Hybrid Vehicles (SPHV) enabling the vehicle to switch between series and parallel modes while the vehicle is in motion and while both the traction motor and the prime mover are operating at efficient levels is described herein. The traction motor and the prime mover are connected to an intermediate shaft via different ratio gear assemblies. A clutch is provided between the prime mover gear assembly and the intermediate shaft to allow the switch between the series mode and the parallel mode.

Abstract: A drive-train of a vehicle having an internal combustion engine and a continuously variable transmission for driving under internal combustion engine power and having at least one electric machine for driving under electric power. The electric machine can be coupled, on the drive output side, in such manner that electric driving can take place decoupled from the continuously variable transmission.

Abstract: A system of electric power management for a hybrid vehicle includes an engine, a first inverter, a first electric machine coupled to the engine and the first inverter, and a first transmission coupled between the engine and the first electric machine. The first transmission has a transmission speed ratio operable such that the first electric machine operating speed operates independent of an engine operating speed. A second electric machine is coupled to the second inverter and a wheel axle of the vehicle. A high voltage battery is coupled to both the first inverter and the second inverter. A switch box is disposed between the first electric machine and the second electric machine. The switch box includes switches adapted to switch open and closed to allow direct electrical connection from the first electric machine to the second electric machine.

Abstract: A vehicle includes an internal combustion engine configured to power a hydraulic pump to pressurize hydraulic fluid, which is used to power the vehicle directly or is stored in an accumulator. A drive module, including a hydraulic pump/motor and a multi-speed mechanical transmission, is operatively coupled to drive wheels of the vehicle to provide motive power to the vehicle. The drive module can also include a second hydraulic motor (or multiple hydraulic motors) configured to provide motive power. The transmission is configured to progress through its gears at ratio shifts of no less than 2:1 between adjacent gear positions. The transmission is configured to place the hydraulic motor in neutral during some portions of vehicle operation, and to engage the motor during other portions of vehicle operation.

Abstract: A mechanical drive uses two rotational clutches mounted in spaced apart positions on a common axle. Two sun gears are engaged respectively with the rotational clutches. A set of planet gears is engaged, with at least one of the planet gears meshed with each one of the sun gears. An internal tooth ring gear is meshed with at least two of the planet gears, wherein one of the planet gears is directed to each one of the sun gears. The planet gears are configured so that motion of the ring gear is transmitted to the two sun gears in opposing rotational senses and the rotational clutches are oriented for locking when under opposite rotational motions, whereby, reciprocating cyclic motion of the ring gear is transmitted to the common axle as continuous rotation in a singe rotational sense.

Abstract: A motor drive system configuration for a hybrid vehicle includes a first motor, a second motor, a differential mounted between the first motor and the second motor, a differential gear, a reduction gear, and a rotatable shaft. The reduction gear includes first end in meshed engagement with the differential gear and a second end. The rotatable shaft includes a first end rotatably coupled to the first motor and a second end rotatably coupled to the second motor. The second end of the rotatable shaft includes a gear in meshed engagement with the second end of the reduction gear. The rotatable shaft has a ninety degree input into the differential and the first and second motors are mounted in-line with the rotatable shaft.

Abstract: A motor vehicle transmission having an input shaft, which can be coupled to a drive aggregate, an output shaft, which can be coupled to an output, and several shift elements. At least two shift elements, designed as clutches, are each coupled via an outer clutch plate carrier with the input shaft in such a way that an outer clutch plate carrier of a first radially outer clutch encloses an outer clutch plate carrier of a second radially inner clutch at least sectionally and radially outside. A drive gear is coupled to the input shaft through which a power take-off can be coupled to withdraw power from the input shaft or through which an auxiliary drive aggregate can supply power to the input shaft. The drive gear is linked through the outer clutch plate carrier of the radially inner clutch to the input shaft.

Abstract: While driving is performed by transmitting the power of an engine 6 through a gear of a second gear group, pre-shifting is performed to a gear of a first gear group, the gear being on a higher speed side than the gear of the second gear group, so that the rotation speed of a motor 7 does not exceed a predetermined rotation speed.

Abstract: An apparatus comprises a changeover mechanism which is able to change a connection state to any one of three states, i.e., “an IN-Connection State” in which a power transmission path is provided between a transmission input shaft and the electric motor output shaft, “an OUT-Connection State” in which a power transmission path is provided between a transmission output shaft and the electric motor output shaft, and “a neutral connection state” in which no transmission path therebetween is provided. At a timing (time t1) at which a both-neutral-state is required during the vehicle is running, both “an operation for a changeover of the state-of-connecting of the clutch mechanism (C/T 30) from a connection-state to a shut-off-state” and “an operation for a changeover of said connection state of the changeover mechanism 50 from either one of the IN-Connection State and the OUT-Connection State to the non-connection state” are simultaneously started.

Abstract: A hybrid drive system includes an input shaft of an automatic transmission, a clutch, an intermediate shaft, and a first gear disposed on a first shaft coaxial with an engine output shaft. An electric motor and a second gear provided on an output shaft of the electric motor are disposed on a second shaft. A rotation of the engine output shaft is transmitted to the input shaft through the clutch and the intermediate shaft, and a rotation of the electric motor is transmitted to the input shaft through the second gear and the first gear. The intermediate shaft is supported by a first support wall through a bearing. The clutch is disposed between the intermediate shaft and the engine output shaft, and a front side of the input shaft is rotatably supported by a second support wall, and connected to a rear side of the intermediate shaft through a spline.

Abstract: A torque damper motor connected to the output side of a mechanical gear system. The damper motor, along with its associated control system, mitigates backlash problems, reduced torsional resonance, and provides improved output torque control. In the preferred embodiment, the damper motor is powered by a power electronics-based variable speed drive. The damper motor can be significantly less powerful than the overall rating of the gear system (typically 5-10% of the overall rating) while still providing the enhanced performance.

Abstract: To provide a hybrid drive speed change device in which a rotation sensor can be disposed appropriately from the viewpoint of reducing the axial dimension of the device. A rotary electric machine MG is disposed coaxially with an input shaft M, and includes a stator St and a rotor Ro provided radially inwardly of the stator St. An oil pump 18 includes a pump case 90, 91 in which a pump chamber 18a is formed, and a pump rotor 18b rotatably housed in the pump chamber 18a. The pump rotor 18b is disposed coaxially with the input shaft M. A rotation sensor 19 is disposed radially outwardly of the pump chamber 18a and radially inwardly of the stator St of the rotary electric machine MG, and disposed to overlap the oil pump 18 as seen from the radial direction of the input shaft M.

Abstract: In a hybrid drive train with torsional vibration dampers of a hybrid motor vehicle, including an internal combustion engine, an electric machine, a clutch and a transmission, a first spring damping system is arranged between the internal combustion engine and the electric machine and a second spring damping system is arranged between the electric machine and the transmission, each damping system being provided with an arrangement of springs and a centrifugal pendulum for reducing humming noises in a hybrid drive train in the low speed driving range of the hybrid motor vehicle.

Abstract: A power transmitting device having a main input shaft selectively connected to an output shaft of an engine by a main clutch CM; first and second sub input shafts disposed coaxially and selectively connected to the main input shaft by clutches C1 and C2, respectively; an output shaft connected to the first and second sub input shafts via a pair of gears, respectively, and outputting motive power to driving wheels via a counter shaft; and a deceleration mechanism configured to be capable of differentially rotating a sun gear, which is connected to the main input shaft and an electric motor, a ring gear, and a carrier, which is connected to the first sub input shaft, with respect to one another and transmitting the motive power to the output shaft via the carrier. A brake B capable of locking the ring gear is connected to the ring gear.

Abstract: In a hybrid vehicle provided with a power dividing mechanism comprising a clutch mechanism, an ECU performs speed-change control. In the control, the ECU performs an engage preparing process if it is necessary to engage clutch plates of the clutch mechanism with each other. In the process, the ECU switches a reference value which is referred in a feedback control for performing a rotation synchronization and a position synchronization for the clutch plates from a calculated value which is calculated from a pulse signal of first rotational sensor mounted the clutch plate to an estimated value which is estimated from a pulse signal of each of second and third rotational sensors for detecting rotational speed of each motor generators if clutch rotational speed as rotational speed corresponding to the clutch plate as an engagement element decreases to less than a criterion value.

Abstract: An automatic dual clutch transmission includes an input clutch which selectively connects a prime mover to an electric motor. The electric motor, in turn, is connected to the inputs of a pair of coaxial friction clutches. Each of the coaxial outputs of the friction clutches drives an input gear with meshes with a pair of gears, one of which is associated with each of a respective pair of layshafts or countershafts. On each countershaft, between the pair of gears driven by the outputs of the two clutches, are a pair of synchronizer clutches which selectively synchronize and connect one of the two gears to the associated countershaft. A similar arrangement of a second pair of gears separated by synchronizer clutches connects the countershafts through a selected gear to a pair of output gears coupled to and driving a differential cage or spool.

Abstract: A hybrid propulsion system includes a combustion engine, a gearbox, and an electric machine kinematically connected to the gearbox by a first drive transmission mechanism having a pinion carried by an output shaft of the electric machine, one of the gears of the gearbox and an intermediate gear. The gearbox has a gear control device and first and second shafts on which are mounted idle gears and slidable engagement sleeves, each associated with one or two idle gears to connect them for rotation with the respective first or second shaft. The gear control device has a first drum control device associated with the first shaft, a second drum, control device associated with the second shaft, and an actuation unit which is arranged to bring about rotation of the first and second drum control devices in a synchronized manner.

Abstract: A hybrid drive system with first drive means 11—especially a combustion engine—and second drive means 12—especially an electric machine—for driving a transmission output shaft 20 of a transmission 10 for a vehicle is provided. The transmission 10 can include a first shiftable partial transmission 15 with a first main shaft 17, which is connectable by means of a first group of shiftable gear pairs 41/51, 45/52, 43/53, 44/54 to an intermediate shaft 28, wherein the first drive means 11 are connectable to the first main shaft 17 of the first shiftable partial transmission 15. In addition, a second shiftable partial transmission 16 with a second main shaft 18, which is connectable by means of a second group of shiftable gear pairs 45/51, 46/52, 47/53, 48/54 to the intermediate shaft 28, can be included.

Abstract: A drive train for a motor vehicle including a main engine, an auxiliary engine, and a parallel shaft transmission. The transmission includes: at least one input shaft connected to the main engine by a clutch device, at least one output shaft including a drive pinion that engages with a differential ring gear, a countershaft that is not coaxial with the input and output shafts, and a plurality of synchronizers configured to connect the input shaft to the output shaft selectively in rotation. The countershaft is fitted with a drive wheel connected to the auxiliary engine and that is permanently rotatably linked to the input shaft.

Abstract: A coupling device for a hybrid power plant operates in at least two electrical/internal-combustion-electrical modes designed for a vehicle, whereby the coupling device includes a first drive shaft that is coupled to an electric motor and a second drive shaft that is coupled to an internal combustion engine. The coupling device includes at least one primary shaft that can be coupled by first or second transmission element to the first or the second drive shaft under the action of selection element that can assume a first position and a second position in such a way that: In the first position of the selection element, the primary shaft is coupled to the first or to the second drive shaft by the first or the second transmission element; and In the second position of the selection element, the primary shaft is coupled to the first drive shaft by the first transmission element.

Abstract: [Subject] In a hybrid drive power apparatus, distortional oscillation of power transfer shafts caused by fluctuation in output torque of an engine is restrained to prevent the occurrence of unpleasant noises such as hitting noise of gear teeth, harsh noise in the vehicle body and the like.

Abstract: Transmission for a road vehicle with hybrid propulsion; the transmission having: a gearbox provided with one primary shaft, one secondary shaft and at least one pump actuated by an activating shaft; at least one clutch connected to the primary shaft and having a part which is normally conductive and can be connected to a drive shaft of a thermal engine; a reversible electric machine having a shaft mechanically connectable to the primary shaft; a first mechanical transmission which transmits the motion from the normally conductive part of the clutch to the activating shaft; and a second mechanical transmission which transmits the motion from the shaft of the electric machine to the activating shaft.

Abstract: In a hybrid power system, when a change-speed stage selected in one of gear-shift mechanisms for first and second drive trains is switched over to another change-speed stage in the other gear-shift mechanism, deceleration in rotation speed of an engine detected by a rotation speed sensor is compared with a preset upper limit. When the deceleration in rotation speed of the engine exceeds the upper limit, the motor-generator in drive connection with an input shaft of the second drive train is activated as an electric motor to cause load torque canceling or offsetting input torque applied to the input shaft of the other gear-shift mechanism from the engine, and engagement of the change-speed stage in the other gear-shift mechanism is released after the occurrence of the load torque.

Abstract: An output shaft of a rotating electrical machine and a drive device input shaft are disposed at different shaft center positions. A first gear meshing with a second gear provided on the output shaft of the rotating electrical machine for reducing rotation and transmitting the reduced rotation to a transmission input shaft is provided coaxially with the drive device input shaft, and at least a part of the clutch is disposed at an inner-diameter-side position so as to overlap a gear portion of the first gear in an axial direction.

Abstract: An automatic dual clutch transmission includes an input clutch which selectively connects a prime mover to an electric motor. The electric motor output, in turn, drives a pair of gears, one of which is in constant mesh with a first gear on a first quill and a second gear on a second quill, the other being in constant mesh with a third gear on the first quill and a fourth gear on the second quill. On each quill, between each pair of gears driven by the input is a pair of dog clutches which connect one of the two gears to the associated quill. Each of the quills drives an input of a respective pair of friction clutches which drive a respective pair of layshafts or countershafts. A similar arrangement of a second pair of gears flanked by dog clutches connects each layshaft or countershaft through one of a pair of gears which are in constant mesh with a pair of output gears coupled to and driving a differential cage.

Abstract: The present invention relates to a method of mixing and dispensing viscous materials, comprising the steps of: inserting a cartridge containing one or more viscous materials in a chamber; activating a first motor (1) to move a plunger from a first position to a second position within the cartridge and activating a second motor (2) to move the plunger from the second position further within the cartridge to dispense the material.

Abstract: A kinetic energy storage device includes first and second counter-rotating variable flywheels coupled to a differential. A control mechanism coupled to both flywheels allows the moment of inertia of each flywheel to be adjusted so that the flywheels, differentia, and control mechanism operate as a true infinitely variable transmission. The differential includes an output to allow kinetic energy to be extracted from and added to the device. The counter-rotating flywheels provide stability and controllability making the device suitable for use with short duty-cycle vehicle motivation. Also disclosed is a vehicle drive train configured to be driven by said kinetic energy storage device and a fixture for providing initial kinetic energy to the device.