Abstract: An impact energy absorbing propeller shaft may include a collet integrally and rotatably inserted between a spline portion formed on an outer circumferential surface of a front shaft and a spline portion formed on an inner circumferential surface of a rear shaft, and an O-ring fitted with an outer circumferential surface of a rear end portion of the collet, fixedly holding a rear end portion of the front shaft, and fixedly supporting the collet inside the rear shaft.

Abstract: A CV joint for a BHA includes an inner driven rod, an outer drive coupling, and a thrust plate. The inner driven rod includes at least one lobe extending radially therefrom. The outer drive coupling includes a keyway formed therein corresponding to and adapted to receive each lobe. A thrust plate is positioned between at least one side of each lobe and the corresponding keyway. The thrust plate may allow for the reduction of point or line stress loading on the lobe and keyway.

Abstract: Clutch for a motor vehicle, preferably for engaging and disengaging a drivetrain for all-wheel drive vehicles, comprising a first shaft, a second shaft coaxially arranged with the first shaft, a clutch sleeve, which is displaceable in an axial direction relative to the first shaft and the second shaft and which brings about a positive coupling or decoupling of the first shaft and the second shaft, together with a coil to which current can be applied, wherein the clutch sleeve is arranged, torsionally fixed to the first shaft, and wherein the coil to which current can be applied is arranged coaxially with the axial direction, wherein the clutch sleeve to which current can be applied can be displaced in an axial direction through the application of current to the coil.

Abstract: A friction clutch for coupling a drive shaft of a motor vehicle motor to a transmission input shaft has an input part coupled to the drive shaft to introduce a torque of the drive shaft, an output part coupled to the transmission input shaft to extract a torque, a pressing part movable axially relative to the input part and to the output part to press the output part together frictionally with the input part, and a return spring in the form of a leaf spring to position the pressing part in a defined output position relative to the input part, at least a part of the torque transferred by the input part being transferable through the return spring, where the return spring runs between a torque introduction point and a torque extraction point in an essentially tangential direction and runs at an oblique angle of incidence relative to a radial plane of the friction clutch.

Abstract: A clutch device having at least one counter-pressure plate, a contact plate that is movable relative to the counter-pressure plate to a limited extent in an axial direction of the clutch device to frictionally clamp a clutch plate between the counter-pressure plate and the contact plate, and a wear adjustment device to compensate for wearing of the clutch plate, where the wear adjustment device has at least one drive ring which is rotatable and is clampable in the axial direction and at least one ramp ring which is rotatable and is clampable in the axial direction, which is connected to the drive ring by means of a torque-transferring link which permits limited relative travel in the circumferential direction of the clutch device, where the rigidity of the connection in the circumferential direction is dependent on the direction, is provided.

Abstract: A selectable one-way clutch includes a first plate, a second plate, a claw, a selector plate and an interposition member. The claw is provided in the first plate. The claw projects from the first plate toward the second plate. The claw meshes with a recessed portion disposed in the second plate when the second plate rotates in a predetermined rotation direction and the claw projects from the first plate. The selector plate is placed so as to be adjacent to the first plate. The selector plate rotates relative to the first plate between a locked position at which the claw is projectable and a released position at which the claw is maintained. The interposition member is placed between the selector plate and the second plate. Rotation of the interposition member relative to the selector plate is restricted.

Abstract: A selectable one-way clutch adapted to prevent an undesirable engagement is provided. The selectable one-way clutch comprises first spline teeth formed on a connecting portion of a notch plate connected to a rotary member; second spline teeth formed on the rotary member to be meshed with the first spline teeth; a first flank formed individually on the first spline teeth; and a second flank formed individually on the second spline teeth to be brought into contact to the first flank. The first flank and the second flank are individually set at a predetermined angle to establish a component of torque of the rotary member rotating the notch plate to isolate the notch plate away from the selector plate.

Abstract: A controllable or selectable coupling assembly includes a plurality of forward locking elements, at least one reverse locking element and first and second coupling members supported for relative rotation about a common rotational axis. The coupling members include a first, second and third coupling faces. The first coupling face has a set of forward pockets angularly spaced about the axis. The second coupling face has a set of reverse locking formations adapted for abutting engagement with the at least one reverse locking element. The third coupling face opposes the first coupling face and has a set of forward locking formations. Either forward backlash is a non-zero integer multiple of reverse backlash or the reverse backlash is a non-zero integer multiple of the forward backlash to prevent the coupling assembly from inadvertently binding in both directions (i.e. a “lock-lock” condition) about the axis.

Abstract: A vehicle control device for controlling a vehicle with a frictional engagement element provided between a drive source and drive wheels includes a first determination unit configured to determine whether or not a signal of an inhibitor switch indicates a traveling position, a second determination unit configured to determine whether or not an oil path communicating with the frictional engagement element is in a drain state, a temperature estimation unit configured to estimate temperature of the frictional engagement element, and a temperature estimation prohibition unit configured to prohibit temperature estimation of the frictional engagement element by the temperature estimation unit when the signal of the inhibitor switch indicates the traveling position and the oil path is in the drain state.

Abstract: A motor vehicle drum brake (10) includes: two braking segments (18A, 18B); an anchoring element (28) including two bearing surfaces (32A, 32B) of two second ends (24) of the braking segments (18A, 18B); a wheel cylinder (34) which, in a first “simplex” operating mode, is suitable for transversally separating the adjacent first ends (22) of the segments (18A, 18B); the anchoring element (28) including: a fixed body (42) wherein two sliding pistons (50A, 50B) each carry a bearing surface (32A, 32B); and elements (44) for separating the pistons (50A, 50B) between an anchoring position wherein they abut against the body (42), and a sliding position wherein the pistons (32A, 32B) are separated to allow the sliding thereof during operation in so-called “servo-dual” mode.

Abstract: A motor vehicle disc brake including a cover (12) including two tiered bores of parallel axes, each whereof includes at least one first section (28, 30), a caliper (10) slidably mounted axially with respect to the cover by two pins (16, 18) of parallel axes (A, B) rigidly connected to the caliper and each including at least one guiding section (24, 26) which is slidably mounted, with a radial clearance, in the tiered bore (29, 31) of the cover (12), brake wherein a cylindrical outer guiding surface of the sliding guiding section of each pin (16, 18) includes at least two opposed axial portions (64), extending angularly about the axis (A, B) of each pin (16, 18) according to an angle less than 90° , a median axial plane (M) of these two portions (64) being parallel with a plane (P) passing through the axes of the two pins .

Abstract: A secondary brake for commercial vehicles using Magnetorheological (MR) fluid may include a rotor coupled to a transmission output shaft to be rotated together, a stator configured to be disposed between the rotor and a body of a transmission and having a cavity into which the MR fluid is filled and a portion of the rotor is received, and a stator coil provided in a portion of the stator and applying a magnetic field to the MR fluid so that braking torque is generated due to a shear resistance characteristic of the MR fluid.

Abstract: A control system for reducing rattle noise of a brake caliper may include a wheel speed sensor configured to detect a wheel speed of each wheel to which a caliper device is mounted, a controller configured to determine a vibration level value according to a road surface state by processing and analyzing a wheel speed signal received from the wheel speed sensor, and, when the road surface state of the road is determined as one in which unevenness exists, output a control signal for applying oil pressure for preventing rattle noise to a wheel cylinder of a brake device, a braking driver configured to generate and supply the oil pressure for preventing rattle noise according to the control signal output from the controller, and the wheel cylinder of the brake device, to which the oil pressure for preventing rattle noise, which is supplied by the braking driver, is applied.

Abstract: The present invention relates to a method of making a brake disc comprising the following operating steps: a) providing a disc brake, comprising a braking band 2 made of grey cast iron or steel and provided with two opposite braking surfaces 2a, 2b, each of which defines at least partially one of the two main sides of the disc; b) depositing a material in particle form on the disc using a HVOF (High Velocity Oxygen Fuel) technique, or HVAF (High Velocity Air Fuel) technique or KM technique (Kinetic Metallization) to form a protective coating 3 which covers at least one of the two braking surfaces of the braking band, The material in particle form is composed of 70 to 95% in weight of tungsten carbide, 5% to 15% in weight of cobalt and 1% to 10% in weight of chromium.

Abstract: The present teachings relate to a brake assembly, and more particularly to a differential for a brake assembly that is unlocked or open in one configuration and locked or closed in another configuration. The brake assembly comprises a differential and one or more output shafts. During rotation of at least one of the one or more output shafts a brake apply is created or released. During creation of the brake apply, the differential distributes a rotational force to each of the one or more output shafts until at least one of the one or more output shafts experiences higher resistance and then the differential re-distributes the rotational force to at least one of the one or more output shafts with lower resistance. During release of the brake apply, the differential distributes an opposing rotational force equally to each of the one or more output shafts.

Abstract: A method for operating a brake system of a vehicle, in particular a motor vehicle, including at least one wheel brake having a displaceable brake piston and an electric motor first actuator of a parking brake and a hydraulic second actuator of an operating brake for displacing the brake piston in each case. For operating the parking brake, the electric motor first actuator is activated in order to set a specifiable target clamping force of the wheel brake. If the maximum clamping force that is achievable by the electric motor first actuator is lower than the target clamping force, then the hydraulic second actuator is activated to provide an additional clamping force.

Abstract: A clutch assembly for coupling an internal combustion engine to a drive train of a motor vehicle, having a frictional clutch for coupling a drive shaft of the internal combustion engine to an output shaft, an actuating device for opening and/or closing the frictional clutch, an eddy current brake for introducing an actuating force into the actuating apparatus, and a control apparatus for applying a defined, predetermined current to the eddy current brake, wherein the control apparatus is configured, in an acceleration phase of a torsional vibration of the drive shaft, to specify a current for opening, in particular for adjusting a slip operation, of the frictional clutch and, in a deceleration phase of the torsional vibration of the drive shaft, to specify a current for closing, in particular for rotationally-fixed, frictional coupling, of the frictional clutch for the eddy current brake.

Abstract: A leaf spring (100) comprises at least two spring arms (120, 130) and an inner fixing hole (110). The at least two spring arms (120, 130) are evenly distributed around a center of the inner fixing hole (110); each spring arm is of the same structure, and an outer fixing hole (122) is disposed at an outermost end of each spring arm. Further provided are a leaf spring group and a compressor. The leaf spring group comprises multiple leaf springs, and the compressor comprises the leaf spring group. The provided leaf spring has a structure of multiple concentric circular arms or a structure of concentric vortex arms, and the leaf spring has smaller equivalent mass, so that the rigidity and inherent frequency requirements can be met without the need of increasing the mass of the components, thereby reducing the product mass and saving the cost.

Abstract: A device configured for insertion between two parts of a rotary wing aircraft that are likely to undergo a repeated relative movement. The device includes at least two frame elements intended to be mounted on at least one of the two parts of the aircraft, and at least one layer of elastomer positioned between the two frame elements, the at least one layer defined by a first surface belonging to the inner volume of the device, a second surface also belonging to the inner volume of the device, and an outer surface not belonging to the inner volume of the device. The inner volume of the device includes at least two independent pouches each positioned at a predetermined distance from the outer surface, each pouch being filled with a product capable of flowing outside its pouch when a crack has spread from said outer surface toward the pouch in question.

Abstract: A damping bearing (34, 36) provides relative rotations between first and second subassemblies about a point (40). The first subassembly includes a fluid containment vessel (26, 26C, 26D) containing a fluid (32). The second subassembly includes a plunger (42) with a fluid deformation element (46, 46B) immersed in the fluid. The relative rotations are damped by viscosity of the fluid resisting motions of the fluid deformation element. Damping is especially effective in multiple planes containing a given line (23 or 43) through the point (40). The plunger may have rotational symmetry, and may be cylindrical about the given line. Lateral fluid bounding surfaces (50, 52, 52D) of the containment vessel may be spherical about the point, or may be shaped to provide clearance to the deformation element that varies with angular displacement between the first and second subassemblies to provide a predetermined damping profile.

Abstract: A hydraulic circuit comprising an actuator having an extension chamber and a retraction chamber, a bypass passage provided in the hydraulic circuit between defined between the extension chamber and the retraction chamber, and a damping device.

Abstract: A method and apparatus for a damper. The damper comprises a fluid chamber having a piston dividing the chamber into a compression and rebound sides, a reservoir in fluid communication with the compression side of the chamber, and an isolator disposed between the compression side and the reservoir, whereby the isolator obstructs fluid flow between the compression side and the reservoir. In one embodiment, a bypass provides a fluid path between the compression side and the isolator.

Abstract: A shock absorber has a valve controlling the flow rate of fluid between a first chamber and a second chamber. The shock absorber may include a blocker that has a variable profile. The blocker may be rotatable using an external adjuster to position the blocker to variably occlude an aperture and vary the damping of the suspension. A bias may also be positioned adjacent the blocker to allow force from the fluid to move the blocker and expose the aperture, thereby allowing fluid to flow through the entirety of the aperture.

Abstract: A pair of fluid chambers in which incompressible fluid is sealed and a pair of orifice-forming members that allows one fluid chamber to communicate with the other fluid chamber are arranged between an inner cylinder and an outer cylinder. The orifice-forming member has a longitudinal groove that communicates with respective fluid chambers, an orifice channel, and a liquid storage section that allows the longitudinal groove to communicate with the orifice channel. The liquid storage section is formed wider and deeper than the orifice channel.

Abstract: A torsional vibration damper having enhanced vibration damping performance is provided. The torsional vibration damper comprises: a vacant area existing between an outer circumference of the sun gear and an inner circumference of the ring gear outside of a revolving range of the planetary gears revolved as a result of relative rotation between the sun and the ring gear; and a mass increasing portion that is formed on the rotary member other than an input element and an output element within the vacant area in such a manner as to protrude from the rotary member.

Abstract: A variable frequency damper for a drive shaft of a vehicle may include a mass body made of a metallic material and having mass, a damper body disposed on the drive shaft and to which the mass body is coupled, a banding member which fixes the damper body to the drive shaft, and a rigidity tuning member which is disposed on the banding member to press the damper body, and changes rigidity of the damper body depending on a degree to which the damper body is pressed.

Abstract: An end fitting for a drive shaft includes a shaft weld side having a face configured for fluid communication with an interior of a shaft with the shaft weld side welded to a shaft. The end fitting also includes a coupling side shaped to be operatively connected to a component for transferring rotational motion from the end fitting to the component. The end fitting further includes a pressure relief bore defined in the end fitting between the face of the shaft weld side and the coupling side such that fluid can flow between the shaft weld side and the coupling side through the pressure relief bore.

Abstract: A metal ring of a transmission belt in a belt-type continuously variable transmission. A first nitrided layer formed in a main surface of the metal ring, and a second nitrided layer formed in an end surface of the metal ring are included. A thickness of the second nitrided layer is smaller than a thickness of the first nitrided layer, and surface hardness of the end surface is higher than surface hardness of the main surface. Even though the second nitrided layer in the end part is thin, the surface hardness of the end surface is high. Therefore, it is possible to restrain fatigue fracture starting from an end part, and it is also possible to restrain deterioration of abrasion resistance of the end surface.

Abstract: Links constituting a device for guiding a long object are each provided with a pair of link portions, a first coupling portion for coupling the pair of link portions to each other, and a second coupling portion for coupling the pair of link portions at a position opposite to the first coupling portion. A long object is accommodated in an accommodation space defined by the link portions, the first coupling portions, and the second coupling portions. The first coupling portion constitutes a mounting member detachably attached to mounting portions of the pair of link portions. The first coupling portion has a hinge shaft at a first end and a hook portion at a second end. The mounting portion of each link portion has a bearing portion that supports the hinge shaft to be freely rotational while restricting movement thereof, and an engaging hole that is engaged with the hook.

Abstract: A drive device, which is incorporated in an image forming apparatus, includes a drive motor and a plurality of gears driven by the drive motor. The plurality of gears include at least two gears disposed coaxially with each other and have a plurality of meshing portions. Each meshing portion is formed between a pair of gears of the plurality of gears. A difference between respective gear mesh frequencies of the plurality of meshing portions is set equal to or smaller than 100 Hz.

Abstract: A compound planetary gear train includes a sun gear, a stationary annulus gear, a first set of planet gears meshing with the stationary annulus gear, a moving annulus gear and a second set of planet gears meshing with the sun gear and the moving annulus gear. The planet gears are biased into contact with the annulus gears.

Abstract: A synchronizer-mechanism-equipped transmission capable of moving tips of sleeve teeth and ring teeth away from butting each other by moving a synchronizer sleeve with biasing means even if the tips of the sleeve teeth and ring teeth are in contact when actuator driving stops. When sleeve teeth of a synchronizer sleeve that moves during gear shifting are located at a first synchronization position where the sleeve teeth begin to come into contact with ring teeth, a pressing member of a detent mechanism is in contact with a pre-gear-shifting detent recessed portion of a star cam.

Abstract: A speed change apparatus includes a transmission, a change mechanism configured to move a gear or gears so as to change gear position, a force accumulation mechanism which includes a shift spindle and a force accumulation spring. The shift spindle is provided, in a rotatable manner, with a master arm configured to operate the change mechanism. A return spring is configured to bias the master arm toward a neutral position. A sub return spring, separate from the return spring and which directly biases the shift spindle toward the neutral position, is provided between the shift spindle and a case member.

Abstract: A jump shift of an automatic transmission with multiple shift speeds such as, e.g., ten forward speeds involves operation of many engagement elements. The shifting operation for the jump shift is therefore complicated, making it difficult for the automatic transmission to respond quickly. After shifting to the seventh speed as a direct coupling speed is completed by engaging three clutches C1, C3, C4, the remaining other clutch C2 is also engaged at the seventh speed. In the case of a jump shift, e.g., a shift from the seventh speed to the fifth speed, shifting to the fifth speed is completed by disengaging the clutch C1 and performing control to disengage the clutch C3 and to engage a brake B1 with the remaining other clutch C2 kept in the engaged state. This facilitates the shifting operation from the direct coupling speed and allows the automatic transmission to respond quickly.

Abstract: An automatic transmission (1) includes a first planetary gear set (PL1) of a double pinion type, second to fourth planetary gear sets (PL2-PL4) of a single pinion type, first to third clutches (CL1-CL3), and first and second brakes (B1 and B2). A third carrier (C3) and a fourth sun gear (S4) are always coupled to an input (i.e., an input shaft (3)). An output (i.e., an output gear (7)) is always coupled to a fourth ring gear (R4). A first carrier (C1) is always coupled to a third sun gear (S3). A second sun gear (S2) is always coupled to a third ring gear (R3). A first ring gear (R1) is always coupled to a second ring gear (R2).

Abstract: A transmission includes an input shaft, an output shaft, and a transmission device, the transmission device including a ring gear, an input member, a gear shifting slider, and an output gear.

Abstract: A tensioning rail (2) for tensioning an endlessly circulating tensioner (4) is provided, wherein the tensioning rail (2) for tensioning the ternsioner (4) is curved in a longitudinal direction (L), the tensioning rail (2) has a base wall (6) and two jaws (8) protruding from the base wall (6), and the tensioning rail (2) has at least one U-shaped profiled segment (10) and a T-shaped profiled segment (12), which are each formed by the base wall (6) and the jaws (8), wherein the tensioning rail (2) includes a guiding element (14) for a rotary bearing (16) in the U-shaped profiled segment (10) and a guiding element (18) for a contact bearing (20) in the T-shaped profiled segment (12).

Abstract: To provide a chain tensioner and a relief valve unit that enable a reduction in the number of parts to be machined and the number of assembling steps, reduce the amount of oil flowing out to the outside, and prevent damage on a check valve, without having to increase the size of the chain tensioner. The chain tensioner includes a check valve unit that suppresses reverse flow of oil flowing into an oil pressure chamber, and a relief valve unit that releases the oil when the pressure inside the oil pressure chamber reaches or exceeds a predetermined high pressure. The check valve unit is disposed as a valve element of the relief valve unit, and the relief valve unit and the check valve unit are formed integral with each other.

Abstract: A tensioner includes a base, a tension arrangement rotatable at the base, a damping member being rotated in a loading direction by the tension arrangement, and an elastic member biasing against the damping member. The position of the damping member depends by the layout geometry of the specific application and is directly in opposition to the hub load. The reaction force of the cylindrical surface of the base on the damping member is very near to the plan of the external forces represented by the hub load to minimize the deflection of the shaft. The tension arrangement is rotated to push the damping member for generating a first positive tension between the damping member and the base, and to expand the elastic member radially for generating a second positive tension between the elastic member and the damping member, so as to enhance a damping force of the tensioner.

Abstract: A chain guide is provided, which can readily achieve, with a simple structure, both favorable attachability and tightness of a guide shoe relative to a base member, even though the base member has side wall ribs on both left and right side edges. A base member of a chain guide includes an upstream engagement portion and downstream engagement-portions, while a guide shoe includes an upstream hook and downstream hooks. Downstream engagement portions include restricting portions. The downstream hooks are hooked to the downstream engagement portions from an outer side in a guide width direction by twisting and elastically deforming the guide shoe in a state where the upstream hook is engaged with the upstream engagement portion.

Abstract: A V-belt type infinitely variable transmission is provided which is made up of a smaller number of parts and which can be easily assembled and disassembled. By rotating an eccentric cam, an arm member is moved in the axial direction of a primary shaft. When the arm member is moved in this direction, a movable pulley member of a driving pulley is moved relative to a fixed pulley member of the driving pulley. Thus, it is possible to adjust the groove width of the driving pulley.

Abstract: A balanced split sun assembly with an integrated differential mechanism allows power to be transferred from a sun assembly to a plurality of ball planets, or allows power to be transferred from a plurality of ball planets to a sun assembly, while minimizing sliding, spin, axial pull, or other unwanted effects on the sun assembly. A differential mechanism, including offset mechanisms, allows torque to be divided between multiple split sun rolling elements. Variations in design of a split sun assembly allow for ease of manufacture, ease of assembly, and ease of adjustment.

Abstract: A crank assembly, comprising: a connecting rod; first gear; second gear; geared rotational guide; and crank journal. The connecting rod may have a gear end, which may be substantially oblong in shape. The oblong gear end of the connecting rod may comprise a geared interior surface, which may be configured to matingly engage with the first gear. The geared interior surface may comprise a long side length and a short side length, which is greater than a diameter of the first gear. The crank journal may be within the first gear, which may be configured to be in moveable but continuous contact with the geared interior surface. The first gear is connected to the second gear, such that when the first gear is rotated the second gear is also rotated. The second gear may matingly engage with and rotationally move within the geared interior surface of the geared rotational guide.

Abstract: An oscillating power tool includes a drive motor (M) producing rotary motion and an oscillating mechanism (30) for converting the motor rotary motion to an oscillatory side-to-side movement. The oscillating mechanism (30) includes a link (32) driven by an eccentric shaft (16) of the motor (M), a drive arm (40) that drives the hub (45) of the working tool (B) in oscillating motion, and a bearing arrangement (37) between the drive arm (40) and the link (32) that isolates relative rotation and translation between the components while still imparting an oscillatory motion to the drive arm (40).

Abstract: This invention is related to a mechanical force generator (MFG) (11), the cost, the maintenance costs and the energy consumption of which have been minimized, as much as possible, since the reaction forces, the reaction moments and the frictional forces at the joints that connect the mechanism to the ground have been minimized as much as possible; which does not possess any actuators; and which can generate any desired force variation. MFG (11) may be obtained by using 3 novel kinematic chains. By using these kinematic chains, it is also possible to obtain general purpose mechanisms, which have advantages similar to the MFG (11); which may include an actuator; which may generate relative translational motion at a joint as any desired function of relative translational motion at another joint; which may be used in many different fields such as hydraulic and pneumatic machines, internal combustion engines and compressors.

Abstract: A spindle drive unit, in particular for an actuator having a planetary screw drive (PWG) for actuating a clutch of a motor vehicle by an actuating element is provided, where the drive unit has an e-motor with a rotor and a stator and where a spindle provided with a pitch is connected non-rotatingly to the rotor and is drivable by the rotor around an axis of rotation. The spindle is designed as a threaded rod and a rotor carrier that holds the rotor is screwed onto the threaded rod, and the rotor carrier is rotationally secured and axially fixed on the spindle by a lock nut.

Abstract: There are provided a ball screw that more efficiently prevents accumulation and scattering of extra grease in a nut and a seal used in the ball screw. In order to do that, a grease reservoir portion is provided on an inner peripheral surface of a seal provided at an end of a nut on rear side of a moving direction of a ball screw so as to form a space with respect to a screw shaft. The grease reservoir portion is open to an outer peripheral surface of the seal and communicates with slits formed on the outer peripheral surface of the seal.

Abstract: A CVT drive train including an input drive, a continuously variable variator, a differential, and a planetary transmission. The drive train achieves at least two operating ranges each with continuously variable transmission ratios. The planetary transmission is a simple planetary gear set with two switching stages.

Abstract: A variable transmission includes various powerpath layouts consisting in either; a single mode with approximately symmetrical reverse and forward speeds and includes an input shaft, one or two planetary gear sets, or a planetary gear set and a compound gear set when the RTS (ring-to-sun) ratio of the planetary gear set is not physically possible; or a dual mode with each mode being selected by closing a clutch/brake and releasing the other. A first up-speed planetary gear set on the input side of a variator, and a second planetary gear set on the output side of the variator, both configured to split the torque when drivingly engaged with a variator comprising, a first ring assembly, and a second ring assembly. Various up-speed ratio arrangements are shown that tend to increase the speeds and decrease the torque acting on the CVP, allowing a decrease in the variator size.

Abstract: A power-split, continuously variable transmission device (1) with a summing planetary transmission (9), with at least one additional planetary gear set (10) and with one variator (8), which are in operative connection with each other in the area of shafts (11, 12, 13, 14) and can be coupled to each other by means of shift elements (S1 bis S3) for the presentation of at least three transmission ratio ranges in the area of additional shafts (15, 16, 11, 18, 14), is described. A transmission ratio is continuously variable within the transmission ratio ranges by means of the variator (8). The variator (8) is formed as a mechanical friction wheel variator with at least three shafts (11, 15, 17). The summing planetary transmission (9), the at least one additional planetary gear (10) and the variator (8) are arranged in a manner coaxial to each other.