Abstract: An engine includes first and second power inputs, and a power output. A transmission includes an epicyclic gear train engaged with the first power input and selectively engageable with the power output. The gear train has a sun gear centrally disposed and defining a center axis of the gear train, a ring gear, and planet gears mounted to a carrier. The planet gears are rotatable about respective planet gear axes. The planet gears are disposed in meshed engagement with the sun gear and the ring gear. A brake engageable in a first position with one of the sun gear, the carrier, and the ring gear slows a rotation thereof to transfer power from the first power input to the power output. The brake in a second position is disengageable from the sun gear, the carrier or the ring gear to decouple the first power input from the power output.

Abstract: A power train for a pedal vehicle includes a main output chainring and a secondary output chainring coupled to the crankset shaft by a first freewheel. The crankset shaft is coupled to the main output chainring via a deformable transmission element and an epicyclic gear.

Abstract: A control device includes an electronic controller configured to control a transmission device of a human-powered vehicle in accordance with a shifting condition. The electronic controller is configured to monitor a torque applied to the human-powered vehicle upon determining the human-powered vehicle is ridden and driven. The electronic controller is configured to permit a shifting operation of the transmission device in accordance with a peak value of the torque upon determining the shifting condition is satisfied.

Abstract: A planetary carrier includes a first cheek, a second cheek, at least one pin, and at least one bushing. A first axial end of the pin is fixed in the first cheek, and a first axial end of the bushing is fixed in the second cheek. At least a portion of the pin protrudes into the bushing, and a second axial end of the pin is fixed in the bushing. A second axial end of the bushing is free-floating, and the bushing forms at least a first cavity and a second cavity. The portion of the pin that protrudes into the bushing protrudes into the first cavity. The bushing forms a wall that separates the first cavity and the second cavity from each other and at least one stiffening rib extends through the second cavity.

Abstract: In this vehicle control device (10), which controls operation of a vehicle provided with a transmission including a direct gear and an overdrive gear, which is a gear with a lower gear ratio than that of the direct gear, a travel segment determination unit (15) determines a next travel segment which, forward in the travel direction of the vehicle, has a road slope different from that of the current travel segment where the vehicle is currently traveling. A next gear stage selection unit (16) determines a next gear stage, which will be the gear stage of a transmission in the next travel segment, on the basis of the speed of the vehicle, an equal fuel consumption map of the engine of the vehicle, and the travel resistance of the vehicle in the next travel segment estimated on the basis of the road slope in the next travel segment.

Abstract: A powertrain has an engine, a continuously variable power source (CVP), an output shaft and a transmission configured to provide selection between a plurality of transmission modes. The transmission includes a variator, with first and second output members, that is operably connected to the engine and the CVP and forward, reverse, first speed and second speed transmission components, each having an engaged position and a disengaged position. The transmission configured to provide at least first and second forward transmission modes and a reverse transmission mode in each of which combined power from the engine and the CVP rotates the output shaft. The forward, first speed and second speed transmission components are substantially coaxial with the output members of the variator.

Abstract: A controller of a driving force control apparatus starts shift-change-timing restrain control to limit operation driving force at a timing when a starting condition including a condition that a shift position has changed when an accelerator pedal is in an operating state becomes satisfied, and performs reverse-timing restrain control to limit the operation driving force when a performing condition including a condition that the accelerator pedal is in the operating state as well as the shift position is in a reverse position is satisfied. When a specific operation is performed during the shift-change-timing restrain control being performed, the controller moderates a degree of the limitation to the operation driving force in the shift-change-timing restrain control or stops this control. When the specific operation is performed during the reverse-timing restrain control being performed, the controller maintains a degree of the limitation to the operation driving force in the reverse-timing restrain control.

Abstract: An actuator for aviation may include an electromechanical drive unit connected with an output drive via a gearbox. The drive unit may have at least two partial drives that can be operated independently from one another. The gearbox may be located at least partially between the at least two partial drives such that the at least two partial drives are spaced apart from one another.

Abstract: An epicyclic gear assembly includes a carrier that includes a first plate axially spaced from a second plate by a connector. A first epicyclic gear set is supported adjacent the first plate and includes a first set of circumferentially offset intermediate gears meshing with a first sun gear and a first ring gear. A second epicyclic gear set is axially spaced from the first epicyclic gear set and supported adjacent the second plate and includes a second set of circumferentially offset intermediate gears meshing with a second sun gear and a second ring gear. The first epicyclic gear is set and the second epicyclic gear set maintain relative intermeshing alignment during flexure-induced deformation of the carrier. The first ring gear includes a first set of teeth that extends from a first flexible flange and the second ring gear includes a second set of teeth that extends from a second flexible flange.

Abstract: A control system for preventing engine stall due to slippage of a wheel during propulsion in a fixed mode in which an engine and the wheel are rotated at a fixed ratio. When a wheel slips in a first mode in which an engine and the wheel are rotated at a predetermined ratio, an operating mode is shifted to a second mode in which a torque transmission between the engine and the wheel is interrupted and the vehicle is propelled by torque of driving machine connected to the wheel, or to a third mode in which the vehicle is propelled by delivering torque of the engine to the wheel while establishing a reaction torque by a predetermined rotary member.

Abstract: An actuation assembly includes a drive mechanism that has an array of magnetic members moveable along an axis, and a gear train that has an input and an output. The drive mechanism causes the input to move in response to generating an electromagnetic field that interacts with at least one of the array of magnetic members.

Abstract: A work vehicle includes an engine controller for driving an engine, a power supply line, a power supply control line, and a display signal line. When a check switch switchable into a safe position corresponding to safe drive of the engine and a non-safe position is switched to the safe position, the power supply control line renders a power supply relay ON. The display signal line transmits a signal indicative of the switched state of the check switch to a display.

Abstract: An implement drive system is provided for an implement towed by a prime mover vehicle in a work vehicle train. The system includes an axle arrangement and an auxiliary power unit. The auxiliary power unit includes an electric motor; a planetary gear set receiving rotational input from the electric motor and providing a rotational output with a decreased rotational speed and an increased torque relative to the rotational input; and a disconnect device having an output configured to be coupled to the axle arrangement. The disconnect device is movable to a first position in which the disconnect device transfers the rotational output from the planetary gear set to the axle arrangement such the rotational input drives the wheels of the implement. The disconnect device is movable to a second position in which the disconnect device decouples the axle arrangement from the rotational input of the electric motor.

Abstract: An annular first thrust bearing (30) includes a first race (30a) which is in contact with a sun gear (Sb), a second race (30b) which is in contact with a ring gear side member (20a), and a rolling body (30c) disposed therebetween, and the second race has a flange portion protruding radially outward. A second connection member (21) is disposed on a radially outer side of the first thrust bearing (30) to face the second race (30b), and a restricting portion (21a) is disposed at a position facing the first race (30a) or the rolling body (30c) on the rolling element (30c) side of the second race (30b). A distal end of the restricting portion (21a) is located radially inward of a distal end of the flange portion (30d).

Abstract: A method of optimizing a planetary gear system for continued operation after failure of a planet gear includes providing a planetary gear system and reducing a backup ratio of a planet gear of the planetary gear system by reducing a rim thickness of the planet gear.

Abstract: A drive control device for a vehicle is configured: to determine whether or not a sound pressure level inside a vehicle cabin becomes a predetermined value or less, under a state where it is predicted that a meshing-type engagement mechanism is changed from a disengaged state to an engaged state; and to prohibit the meshing-type engagement mechanism from entering the disengaged state, when it is determined that the sound pressure level becomes the predetermined value or less. In the disengaged state, transmission of a power output from a driving force source to driving wheels as drive energy is interrupted.

Abstract: A continuously variable transmission (CVT) may include differential and range modules that include planetary gear arrangements, a plurality of selectively engageable clutch assemblies, and a drop box module with a final output member. First and second power source paths may provide power to a same end of the differential module. The clutch assemblies may be selectively engageable to provide variable rotational power from the differential module to the range module, and from the range module to the drop box module in a plurality of directional ranges. The drop box module may adapt the variable rotational power provided in the selected range for connection in a given application.

Abstract: A thickened robot joint transmission structure comprises a shell, dual gear rings and a planet carrier, wherein the planet carrier is fixed to the shell through a crossed roller bearing. Planet gears are dual thickened planet gears free of a sun gear. The input ends are a pair of gears or spiral bevel gears with a variable velocity ratio and are fixed to the shell through deep groove ball bearings. The dual thickened planet gears serve as a hollow for a cable, a related shaft or a line object to pass through after the sun gear is removed.

Abstract: An automatic transmission having three planetary rows, which includes an input element and an output element. The input element is fixedly connected to the second sun gear, the output element is fixedly connected to the third planetary carrier, the second planetary carrier is fixedly connected to the third gear ring, the first gear ring is fixedly connected to the third planetary carrier. When the brake is engaged, the elements connected with the brake are braked accordingly. The first rear sun gear is connected to the input element, the second planetary carrier is connected to the third gear ring, and the second clutch is selectively engaged to connect with any two of the second sun gear, the second gear ring and the second planetary carrier, so as to make the second planetary row rotate overall.

Abstract: In a control device of a vehicle including a first power transmission path transmitting a power through a belt-type continuously variable transmission and a second power transmission path transmitting a power through a reduction gear mechanism in parallel between an input shaft and an output shaft and including a dog clutch in series with the reduction gear mechanism in the second power transmission path, when the dog clutch is in an engagement transition state and a rotational speed change of the output shaft is equal to or greater than a predetermined value, the engagement transition state of the dog clutch is canceled to release the dog clutch.