Abstract: A drivetrain unit for a motor vehicle comprises a hybrid module, which includes an electric machine having a stator and a rotor, with at least two clutches having clutch parts that are respectively connectable to one another. A rotor carrier is provided, to which the rotor is attached and to which in each case one clutch part of the at least two clutches is connected for conjoint rotation therewith. A transmission device interacts with the hybrid module by a first transmission input shaft and the rotor carrier is mounted on the first transmission input shaft so as to be rotatable relative thereto.

Abstract: A power transmission apparatus for hybrid electric vehicle includes: input shaft coaxially disposed with an engine output shaft receiving engine torque; first and second output shafts coaxially disposed forward and rearward sides on the input shaft; third output shaft coaxial with the first output shaft; a shared drum connected to the input shaft and formed with a motor gear gear-meshed with a motor; an engine clutch sharing the shared drum and selectively transmitting torque between the engine output shaft and the input shaft; first and third clutches disposed in rows within the shared drum and selectively transmitting torque from the input shaft to the first and third output shafts; a planetary gear set disposed on the second output shaft and connected to the second output shaft; and a second clutch external to the planetary gear set and selectively connecting the input shaft and the planetary gear set.

Abstract: A power transmission system of a vehicle may include a first input shaft selectively connected to an engine, a second input shaft as a hollow shaft, enclosing the first input shaft without rotational interference with the first input shaft, and selectively connected to the engine, a speed change portion including first and second planetary gear sets, each planetary gear set including three rotation elements, and four rotation shafts directly connected to at least one rotation element among the rotation elements of the first and second planetary gear sets, a motor/generator, an output shaft, and control elements including two clutches disposed at positions where the first and second input shafts are selectively connected to an output shaft of the engine, and two brakes disposed at positions where two rotation shafts among the four rotation shafts are selectively connected to a transmission housing.

Abstract: An automatic transmission includes an input shaft or member, an output shaft or member and three simple and one compound planetary gear assemblies each including a sun gear, a planet gear carrier with a plurality of planet gears and a ring gear. The input shaft or member is coupled to the sun gear of the second planetary gear assembly and the output shaft is coupled to the planet gear carrier of the fourth planetary gear assembly. An electric motor is coupled to and drives the sun gear of the fourth planetary gear assembly. The transmission also includes six torque transmitting devices: four friction brakes and two friction clutches.

Abstract: A power transmission system may include: an input shaft receiving engine torque; a first planetary gear set disposed on the input shaft and including a first sun gear selectively connected to a transmission housing, a first ring gear directly connected to the input shaft, and a first planet carrier; a second planetary gear set disposed on the input shaft and including a second sun gear, a second ring gear selectively connected to the first ring gear and selectively connected to the transmission housing, and a second planet carrier directly connected to the first planet carrier and directly connected to an output gear; a first motor/generator directly connected to the first sun gear; and a second motor/generator directly connected to the second sun gear.

Abstract: An electric vehicle driving device 10 includes a first motor 11, a second motor 12, a first planetary gear mechanism 20, a second planetary gear mechanism 30, a clutch device 40, and a wheel bearing 50. The first planetary gear mechanism 20 is a planetary gear device of single pinion type. The second planetary gear mechanism 30 is a planetary gear device of double pinion type. The first motor 11 is connected to a first sun gear 21 and a second sun gear 31. The second motor 12 is connected to a first ring gear 24. The clutch device 40 is connected to a first carrier 23. A second carrier 33 is connected to the first ring gear 24. A second ring gear 34 is connected to the wheel bearing 50.

Abstract: A transmission for transferring torque from a prime mover includes a first input shaft adapted to be driven by the prime mover, a second input shaft, an output shaft and an epicyclic gearset. The gearset includes a ring gear being driven by the first input shaft, pinion gears being driven by the ring gear, a sun gear driven by the second input shaft and driving the pinion gears, and a carrier driving the output shaft. A reaction motor drives the second input shaft. A controller controls the reaction motor to vary the speed of the second input shaft and define a gear ratio between the first input shaft and the output shaft based on the second input shaft speed.

Abstract: In a hybrid vehicle driving apparatus having an input shaft connected to an engine, an output shaft connected to wheels, a first planetary gear mechanism whose sun gear is connected to the input shaft, a second planetary gear mechanism whose carrier is connected to the input shaft, a mechanism reducing rotation speed of the input shaft and transmit to the first planetary gear mechanism carrier, a clutch connecting/disconnecting the first planetary gear mechanism carrier and the second planetary gear mechanism sun gear, and a clutch connecting/disconnecting ring gears of the first and second planetary gear mechanisms, the second planetary gear mechanism ring gear is connected to the output shaft and an electric rotating machine is connected to the first planetary gear mechanism carrier, thereby enabling a vehicle to run only with the engine, while improving the operation efficiency on the high ratio side.

Abstract: A speed changer assembly for changing the rotational speed of an engine's (or other prime mover's) output to that required by the input of a process machine. In operation, a first gear is in meshing engagement with an idler gear, which in turn, is in meshing engagement with a second gear. When operation of the speed changer assembly is halted, the idler gear is pivotable about one of the first and second gears. A center distance between the idler gear and the gear about which the idler gear is pivoted remains constant while the center distance between the idler gear and the other gear is varied. The idler gear is taken out of meshing engagement with the other gear, permitting replacement of said other gear. The idler gear is then pivoted to establish meshing engagement with the replacement gear and the speed changer is configured with a new speed ratio.

Abstract: A transmission for transferring torque from a prime mover includes a first input shaft adapted to be driven by the prime mover, a second input shaft and an output shaft. A compound planetary gearset includes a sun gear driven by the first input shaft, first pinion gears being driven by the sun gear, a ring gear fixed for rotation with the second input shaft and being meshed with second pinion gears, and a carrier driving the output shaft. A reaction motor drives the second input shaft. A controller controls the reaction motor to vary the speed of the second input shaft and define a gear ratio between the first input shaft and the output shaft based on the second input shaft speed.

Abstract: The transmission ratio between a first motor and an output shaft is varied by changing the speed of a second motor. The first and second motors are coupled to the output shaft with a planetary gear set. The first and second motors may both add power to the drive system.

Abstract: A hybrid transmission is configured to transfer mechanical power to an output member and includes an input member, an output member, and a transmission case circumscribing first and second differential gear sets, each differential gear set including a plurality of meshingly engaged rotatable elements. The first differential gear set is configured with four nodes for transferring mechanical power, and the second differential gear set is configured with three nodes for transferring mechanical power. Two of the four nodes of the first differential gear set are continuously interconnected to two of the three nodes of the second differential gear set. A first torque transfer clutch is configured to selectively connect the input member to an internal combustion engine. First and second brake devices are configured to selectively interconnect elements of the first and second differential gear sets, the transmission case, the input member, and the output member.

Abstract: A hybrid transmission is operative to transfer torque between an input member and torque machines and an output member in one of a plurality of fixed gear and continuously variable operating range states through selective application of torque transfer clutches. The torque machines are operative to transfer power from an energy storage device. A method for controlling the hybrid transmission includes operating the hybrid transmission in one of the operating range states, determining a first set of internal system constraints on output torque transferred to the output member, determining a second set of internal system constraints on the output torque transferred to the output member, and determining an allowable output torque range that is achievable within the first set of internal system constraints and the second set of internal system constraints on the output torque transferred to the output member.

Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.

Abstract: An electrically-variable transmission is provided with input member and output member, first and second motor/generators, a first planetary gear set and a final drive gearset. Two or three torque-transmitting mechanisms that are selectively engagable alone or in different combinations to establish at least one forward electric-only operating mode including a series mode, an output split mode, and at least one neutral mode including a purely neutral mode and a neutral battery charge mode. The transmission optionally includes a one-way clutch selected from the group of friction clutch and dog clutch, or is a lockable one-way clutch, for enabling low loss forward operation, regenerative braking functionality, and/or reverse vehicle operation.

Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.

Abstract: An electrically variable transmission having a single motor/generator provides electrically variable power flow along dual power paths and provides an electrically variable reverse operating mode. The transmission includes a compound differential gear set having at least four gear elements operatively interconnected with one another. A transmission input member and the single motor/generator selectively provide power to a transmission output member via the differential gear set. The transmission includes a plurality of intermeshing gears, including a reversing gear and gears connected for rotation with the output member, for operatively connecting the differential gear set with the output member. Torque-transmitting mechanisms are selectively engagable to provide power flow between the input member and the output member in multiple operating modes, including a parallel hybrid electrically variable reverse operating mode utilizing the reversing gear.

Abstract: A hybrid driving unit in which a first electric motor (20), a second electric motor (23), a transmission (22) and a power splitting planetary gear (21) are disposed in order from the front side (the side of an internal combustion engine) on an axis within a casing member (14). Since the first electric motor (20) and the second electric motor (23) are disposed adjacently to each other, partial cases for storing these first and second electric motors (20) and (23) may be combined, thus facilitating the accommodation for producing the unit in series.

Abstract: A vehicle transmission includes a differential gear set having five coaxial gear elements and an output member. Two of the gear elements are controllable via torque transmitting mechanisms such as electric motors to establish a plurality of speed ratios between the input shaft and the output shaft. Two of the other gear elements are selectively operatively connectable to an output shaft via a gear arrangement that allows for a plurality of speed ratios between the gear elements and the output shaft. Additional torque transmitting mechanisms such as clutches are selectively engageable to provide continuously variable speed ranges between the input shaft and the output shaft, fixed gear ratios and an electric drive mode. The various speed ratios enable a plurality of compound split operating modes as well as an input split mode.

Abstract: A hybrid driving unit (7) in which a second electric motor (23) is disposed on the side closer to the front of a vehicle (the side closer to an internal combustion engine (5)) than a first electric motor (20). A casing member (14) is formed such that an inner diameter of a part thereof, in which a stator (28) of the second electric motor (23) is fixed, is larger than that of a part in which a stator of the first electric motor (20) is fixed. This allows the second electric motor (23) to be constructed so as to have a large radial dimension and, to that extent, allows the length thereof in the longitudinal direction to be suppressed. Accordingly, this allows the length of the whole hybrid driving unit (7) to be shortened.

Abstract: The present invention concerns a drive arrangement for the drive of attached implements for a vehicle, particularly an agricultural or industrial utility vehicle, with a combination gearbox, an electrical machine and a power take-off shaft, where a gearbox interface of the combination gearbox can be driven by an internal combustion engine and where the electrical machine is connected with a second gearbox interface of the combination gearbox. In order to make available a variable power take-off shaft rotational speed that is independent of the rotational speed of the internal combustion engine, the drive arrangement according to the invention is characterized by the fact that the power take-off shaft is connected with a third gearbox interface of the combination gearbox. Furthermore the present invention concerns a vehicle with such a drive arrangement.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first and second differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, and up to five selectable torque-transfer devices, and a dog clutch. The selectable torque transfer devices are engaged singly or in combinations of two to yield an EVT with a continuously variable range of speeds (including reverse) and up to four mechanically fixed forward speed ratios. The torque transfer devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first and second differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, and at least four selectable torque-transfer devices. The selectable torque transfer devices are engaged singly or in pairs to yield an EVT with a continuously variable range of speeds (including reverse) and at least three mechanically fixed forward speed ratios. The torque transfer devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first, second and third differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, five selectable torque-transfer devices (two clutches and three brakes), and possibly a dog clutch. The selectable torque transfer devices are engaged singly or in combinations of two, three or four to yield an EVT with a continuously variable range of speeds (including reverse) and up to four mechanically fixed forward speed ratios. The torque transfer devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode.

Abstract: In a hybrid transmission and its assembling method, a differential unit is constituted by a single pinion planetary gear set and a double pinion planetary gear set holding a carrier in common to the single planetary gear set and having five rotary members from among which, when revolution states of two rotary members are determined, those of the other rotary members are determined, an input end from a prime mover is coupled to a ring gear of the double pinion planetary gear set, an output end to a drive system that is coupled to the common carrier, a first motor/generator that is coupled to a sun gear of the double pinion planetary gear set, a second motor/generator that is coupled to a sun gear of the single pinion planetary gear set, and a brake enabled to brake a ring gear of the single pinion planetary gear set.

Abstract: A vehicle transmission includes a differential gearset having five coaxial gear elements and two output members. Two of the gear elements are controllable via torque-transmitting devices such as friction brakes or electric motors to establish a plurality of speed ratios between the input shaft and the two output members. The two output members are selectively operatively connectable to an output shaft via a gear arrangement that allows for a plurality of speed ratios between the output members and the output shaft. If the torque-transmitting devices are electric motors or hydraulic pumps, then a continuously variable speed ratio between the input shaft and the output shaft is achievable. The plurality of speed ratios between the two output members and the output shaft enable a plurality of compound split operating modes, facilitating smaller and less powerful motors or pumps compared to the prior art.

Abstract: A multi-phase centrifugal supercharging system (10) configured for supplying compressed induction fluid to an engine (E) is disclosed. The air induction system (10) broadly includes a drive assembly (12) powered by the engine (E), a supercharging assembly (14) driven by the drive assembly (12) to compress induction fluid, and an induction fluid flow control assembly (16) in communication with the supercharging assembly (14) to control operation of the supercharging assembly (14) and cooperating therewith to deliver the compressed induction fluid to the intake manifold (IM) of the engine (E). The supercharging assembly (14) includes a pair of centrifugal superchargers (28 and 30) that are phased by the control assembly (16) between multiple operating phases, including a series phase (172) and a parallel phase (176). An alternative air system (306) is also disclosed, in use with a pneumatic conveyor (300), that phases between normal series operation and parallel, clog-displacing operation.

Abstract: A multi-phase centrifugal supercharging system (10) configured for supplying compressed induction fluid to an engine (E) is disclosed. The air induction system (10) broadly includes a drive assembly (12) powered by the engine (E), a supercharging assembly (14) driven by the drive assembly (12) to compress induction fluid, and an induction fluid flow control assembly (16) in communication with the supercharging assembly (14) to control operation of the supercharging assembly (14) and cooperating therewith to deliver the compressed induction fluid to the intake manifold (IM) of the engine (E). The supercharging assembly (14) includes a pair of centrifugal superchargers (28 and 30) that are phased by the control assembly (16) between multiple operating phases, including a series phase (172) and a parallel phase (176), to supply constant target boost to the intake (IM) over the entire rev range of the engine (E).

Abstract: An automatic transmission for motor vehicles (1) comprising a drive shaft (2) that can be linked with an internal combustion engine and an output shaft (3) that can be linked with at least one motor vehicle axle. Furthermore, it suggests a manual shiftable transmission (4) that comprises a first and a second planetary gear set (5, 6), several shift elements (7, 8, 9, 10, 11, 19) as well as an electric engine (14), which is provided as a starter/generator and/or for the continuous adjustment of the shiftable transmission (4) and/or for the at least partially electric driving operation of a motor vehicle. Pursuant to the invention the electric engine (14) can be connected to a first and/or a second shaft of the first planetary gear set (5) by means of two additional shift elements (12, 13).

Abstract: In a hybrid transmission and its assembling method, a differential unit is constituted by a single pinion planetary gear set and a double pinion planetary gear set holding a carrier in common to the single planetary gear set and having five rotary members from among which, when revolution states of two rotary members are determined, those of the other rotary members are determined, an input end from a prime mover is coupled to a ring gear of the double pinion planetary gear set, an output end to a drive system that is coupled to the common carrier, a first motor/generator that is coupled to a sun gear of the double pinion planetary gear set, a second motor/generator that is coupled to a sun gear of the single pinion planetary gear set, and a brake enabled to brake a ring gear of the single pinion planetary gear set.

Abstract: A hybrid transmission for a hybrid vehicle is comprised of a two-degree-of-freedom differential mechanism and a brake. The differential mechanism includes at least five rotating members wherein four of the rotating members are connected to an input from a main power source, an output to a driveline, first and second mover/generators, respectively. The brake is connected to one of the rotating members and is capable of being put in an engaged state to brake the one of the rotating members. The hybrid transmission is set so that an absolute value of a revolution speed of the rotating member connected to the output is greater than an absolute value of a revolution speed of the rotating member connected to the input when the brake is put in the engaged state.

Abstract: A four-element, two-freedom-degree planetary gear mechanism is constructed by arraying four input/output elements of a sun gear S1, a ring gear R, a carrier C and a sun gear S2 in a alignment chart. One of the two elements R and C arrayed on the inner side is assigned to the input In from an engine whereas the other is assigned to the output Out to the drive shaft, and the two outer elements S1 and S2 are connected to motor-generators MGi and MGo, respectively. As a result, the torque for the motor-generators to bear can be made lower than the engine output, and the energy to pass through the motor-generators is made lower to improve the transmission efficiency of the drivetrain.

Abstract: An automatic transmission includes an input first rotating member, an output second rotating member coaxial with the first rotating member, a third rotating member coaxial with the first rotating member, and a rotation transmitting element mounted on the third rotating member to transmit rotation of the first rotating member to the second rotating member so that the second rotating member is rotated at a predetermined reduction ratio exceeding 1 in a direction of rotation of the first rotating member in a stopped state of the third rotating member. The reduction ratio is increased as a difference between numbers of revolution of the first and third rotating members is rendered larger. The third rotating member is bidirectionally rotatable.

Abstract: A motive power assembly for a vehicle with hybrid motorization functioning in a plurality of modes. The assembly includes a first planetary gear train having a first annulus, a first planet wheel, a first planet carrier and at least one first planet, linked in rotation to an output shaft of an electric motor, an output shaft of an internal combustion engine, a shaft of a rotor of an alternator and a power output to transmit motive power to wheels of the vehicle via a bridge. Also included is an electronic module for controlling an amount of charge of a battery package delivered to the electric motor and the alternator. A second planetary gear train is also provided and includes a second annulus, a second planet wheel, a second planet carrier and at least one second planet, one of which is linked in rotation to the output shaft of the electric motor and the others of which are linked to the power output of the first planetary gear train and to the bridge.

Abstract: Electrically variable transmissions embodying the concepts of the present invention utilize two planetary gear subsets, two motor/generators and two clutches in the nature of torque transfer devices to effect input split, compound split, neutral and reverse modes of operation. Both planetary gear subsets may be simple, or one may be individually compounded. An electrical control member regulates power flow among an energy storage device and the two motor/generators. In either of two preferred embodiments the neutral mode of operation may be effected by releasing the two torque transfer devices, and the reverse mode of operation may be effected by reversing the magnetic polarity of one motor/generator. In addition, the two preferred embodiments allow a geared neutral as well as reverse to be effected by means of the differential gearing arrangement of the planetary gear subsets and other members of the transmission.

Abstract: A first clutch (2) is connected to an engine (1) of a hybrid vehicle. A motor/generator (6) is connected to an output shaft (4) of the first clutch (2) through a planetary gear set (3). A second clutch (10) is provided which connects an input shaft (5) of an automatic transmission (7) to the output shaft (4) so as to move the vehicle forward, and which connects the input shaft (5) to the motor/generator (6) so as to move the vehicle rearward. The second clutch (10) preferably comprises a dog clutch. When the vehicle commences forward motion, the torque of the motor/generator which is input to the automatic transmission (7) can be increased since the planetary gear set (3) decreases the rotation speed of the motor/generator (6) and transmits it to the output shaft (4).

Abstract: A hybrid vehicle comprises: a first driving force source; a transmission for transmitting the torque of the first driving force source therethrough to wheels; a second driving force source; and a torque transmitting route interposed between the driving force source and the wheels for inputting the torque of the second driving force source. The hybrid vehicle further comprises a torque adding route for synthesizing the torque outputted from the transmission and the torque transmitted from the second driving force source, to output the synthesized torque to an output member.

Abstract: A reconfigurable power spindle accommodates different power requirement in an efficient design that conserves time, equipment resources, and physical space. Two or more power sources provide the inputs which can be distributed equally or unequally, as desired, by means of an inventive epicyclic-type gear train (the component gear train). When two or more such component gear trains are arranged in series so that the output of one is connected to the input of the next, the result is a gear train system with as many inputs as the number of the component gear trains plus one. In alternate embodiments, the component gear trains may be arranged in parallel or in a combination of in series and in parallel to create a compound gear train system with a plurality of inputs and one output, and which is still capable of achieving equal contribution power among all the inputs.

Abstract: A first clutch (2) is connected to an engine (1) of a hybrid vehicle. A motor/generator (6) is connected to an output shaft (4) of the first clutch (2) through a planetary gear set (3). A second clutch (10) is provided which connects an input shaft (5) of an automatic transmission (7) to the output shaft (4) so as to move the vehicle forward, and which connects the input shaft (5) to the motor/generator (6) so as to move the vehicle rearward. The second clutch (10) preferably comprises a dog clutch. When the vehicle commences forward motion, the torque of the motor/generator which is input to the automatic transmission (7) can be increased since the planetary gear set (3) decreases the rotation speed of the motor/generator (6) and transmits it to the output shaft (4).

Abstract: An automatic transmission (10) comprising a housing (12); a planetary gear train (14) mounted within the housing; an input drive shaft (16) connectable to main drive means (38) to provide input drive to the planetary gear train; an output drive shaft (18) from the planetary gear train; and an auxiliary drive means (E) for providing a variable auxiliary drive input (34) to the planetary gear train; wherein the planetary gear train includes a first planetary gear set (40) and a second planetary gear set (42); the first planetary gear set including a sun gear (44) having a drive input (26) connectable to the input drive shaft and a reaction input (28) connectable to the housing, a pinion gear (46) interengaging with the sun gear, and a pinion carrier (48) on which the pinion gear is rotatably mounted, the pinion carrier having a drive input (24) connectable to the input drive shaft and a reaction input (30,32) connectable to the housing, and being connected with the auxiliary drive input; the second planetary ge

Abstract: A method and apparatus is presented for harnessing power or force in a gear box or engine utilizing the power unit from the fulcrum of a lever in rotary motion. In accordance with the fulcrum gear assembly of the present invention, a first input gear is rotated in one direction and a second input gear is rotated in the other direction. The forces generated by the first and second gears are combined by third and fourth gears. The combined rotary forces are transferred to an output gear providing an output available on an output shaft. The output shaft being defined as a fulcrum results in a net gain in the rotary forces. Accordingly, the output of the fulcrum gear assembly is greater than the sum of its inputs.

Abstract: A friction roller type continuously variable transmission comprises an input shaft, a first transmission mechanism, a second transmission mechanism, a thrust cam device and a hydraulically operated control device. The thrust cam device biases respective input discs of the first and second transmission mechanisms toward respective output discs of the same in accordance with a torque possessed by the input shaft. The biasing for the second input disc is indirectly made through the input shaft. The control device varies the speed change ratio of each transmission mechanism. A feedback control mechanism is employed, which is incorporated with the second transmission mechanism for feeding back the existing condition of the second transmission mechanism to the control device.

Abstract: Planetary gear system including one set of gearwheels 11, in particular for devices for coating substrates 3, 3', . . . in a high-vacuum coating chamber where a drive shaft 9 supported and guided in a stationary bearing 1A is provided with a radially extending carrier plate 10 for planets and where the main axis of the stationary sun gear 8 coincides with the rotating axis of the drive shaft 9 and engages the set of gearwheels, wherein the bearing cage, which includes a top plate 27 and a bottom plate 28, via an axis 23 extending parallel to the rotating axis, engages an opening 16, the latter being provided in an area which is located radially inside the carrier plate 10 and wherein the drive shaft 26 of the set of gearwheels 11 is supported and guided in a slot 17 which is in area radially on the outside of the carrier plate 10 and emerges out of the carrier plate 10 parallel tot he rotating axis.

Abstract: A high performance drive system for a mineral mining installation employs separate main and auxiliary drives with wheels around with a chain is entrained. Each drive is composed of an asynchronous motor and spur gearing. An additional over-ride planetary gearing unit is incorporated in at least one of the drives to distribute loading as evenly as possible. The planetary gearing is operable to provide a transmission ratio which can be varied in accordance with load or rotational speed of the drive(s). The planetary gearing unit has two sets of planet wheels on a common carrier. One set of planet wheels mesh with an input sun wheel and the other set of wheels mesh with an output sun wheel. The sets of planet wheels are disposed so that one wheel of one set meshes with an adjacent wheel of the other set. A further control motor drives a pinon which meshes with the carrier and this further motor is operated in accordance with e.g. the load or rotational speed of the drive(s).