Abstract: The present disclosure provides a reducer for an electric vehicle, the reducer including an input shaft connected to a motor, a differential disposed coaxially with the input shaft and relatively rotatable, a planetary gear train configured to decelerate power of the input shaft and transmit the power to a differential casing of the differential, and a drive shaft configured to penetrate the input shaft and coupled to one side gear of the differential.

Abstract: Provided is a gearbox for vehicle seats that can inhibit rattling of its shaft while inhibiting an increase in sliding resistance at a shaft end. The gearbox is used in a movable mechanism of a vehicle seat, and including a housing, a thrust bearing, and a cap. The housing accommodates a shaft, a gear, and a rotary bearing therein, and includes a female screw portion. The thrust bearing includes a force applied portion to be in contact with an end of the shaft, a male screw portion threadedly engaged with the female screw portion, and an engaged portion arranged to interpose the male screw portion between the engaged portion and the force applied portion in an axial direction of the shaft. The cap includes an engaging portion in engagement with the engaged portion of the thrust bearing, and a removal stopper restricting removal of the thrust bearing from the housing.

Abstract: Methods and systems are provided for a multi-speed transmission. The multi-speed transmission includes a housing, an electric motor with a stator and a rotor positioned within the housing, and a planetary assembly positioned on a first axial side of the electric motor. The transmission further includes a first and second clutch unit spaced away from one another, each including a synchronizer, and designed to selectively rotationally couple to the rotor and to rotationally couple the rotor to different gears in the planetary assembly and where the electric motor and planetary assembly are coaxially arranged.

Abstract: The disclosure describes a clutch assembly that includes a first clutch element coupled to an input shaft and including a first clutch element friction surface; a second clutch element coupled to an output shaft, and a brake clutch coupled to a stationary component. The second clutch element includes a first friction surface configured to engage the first clutch element friction surface and a second friction surface opposite the first friction surface. The second clutch element is configured to move relative to the first clutch element to engage and disengage the first friction surface and the first clutch element friction surface. The brake clutch includes a brake clutch friction surface configured to engage the second friction surface of the second clutch element when the first clutch element and the second clutch element are disengaged.

Abstract: A power train for an electric vehicle may include a planetary gear set including three rotation elements having a first rotation element, a second rotation element and a third rotation element, wherein the first rotation element is connected to a first shaft, the second rotation element is connected to a second shaft, and the third rotation element is connected to a third shaft; a first motor mounted to selectively supply power to the first shaft in two or more gear ratios; and a second motor mounted to selectively supply power to the first shaft in two or more gear ratios. The third shaft is configured to be fixed to a transmission housing, and any two of the first shaft, the second shaft, and the third shaft are configured to be coupled to each other.

Abstract: A power shift transmission for an agricultural machine includes a transmission housing, an input shaft unit and an output shaft. The input shaft unit and the output shaft extend at least partially inside the housing. The transmission includes an auxiliary shaft arranged offset but parallel between the input shaft unit and the output shaft inside the housing. The input shaft unit and the auxiliary shaft are connected together via an upstream group, and the auxiliary shaft and the output shaft are connected together via a downstream group. Each of the upstream and downstream shift groups includes gearwheel pairs which may be individually selectively coupled. The input shaft unit includes an outer shaft and an inner shaft which is arranged coaxially in the outer shaft and which is rotatable relative to the outer shaft. The inner shaft and the outer shaft are connected together via a layshaft.

Abstract: A gear mechanism includes at least a first and a second shaft, and at least a first and a second switching group arranged between the first and the second shafts. Each of the switching groups includes at least two transmission units which are individually switched and have a different transmission ratio. The first switching group is movable into active connection with the first shaft by a planetary stage which is constructed such that a mechanical power which is introduced via the first shaft is transmitted to the second shaft via a first or a second power path. At least one transmission unit of the first switching group is associated with each power path and in at least one switching state of the first switching group, the power flow extends over at least one transmission unit of the first and the second power path.

Abstract: A power train apparatus for an electric vehicle may include a planetary gear set including three rotation elements having a first rotation element, a second rotation element and a third rotation element, wherein the first rotation element is fixedly connected to a first shaft and the second rotation element is fixedly connected to a second shaft; a motor; a first transmission device mounted to selectively transfer power of the motor to the first shaft in a plurality of gear ratios; and a second transmission device provided to selectively transfer the power of the motor to the first shaft or the second shaft.

Abstract: A power transmission apparatus for a hybrid electric vehicle may include first and second input shafts coaxially mounted and selectively receiving an engine torque, a compound planetary gear set mounted on the second input shaft, receiving a motor torque, and formed by combining two planetary gear sets sharing a sun gear and a planet carrier, an idle shaft mounted in parallel with the first input shaft, a first output shaft mounted in parallel to the first input shaft, receiving a torque from at least the first input shaft, and outputting a torque through the first output gear, a connection element selectively transmitting the engine torque to the compound planetary gear set or the first input shaft, an engagement element selectively connecting the compound planetary gear set to a transmission housing, and a plurality of gear sets mounted on the first and second input shafts and idle shaft and the first output shaft.

Abstract: A self-locking apparatus for a gear set permits forward-driving an input in clockwise or counterclockwise directions and substantially prevents an output from being driven in either or both of those directions. The device includes a gear set with planet gears arranged within a planet carrier within a fixed ring gear. Each of the planet gears is engaged with the planet carrier via a differentiating connector retained in an elongated slot in the planet carrier where it moves to the clockwise position when being forward driven in the clockwise direction and, when the planet carrier is back driven in the clockwise direction, the connector moves to the counter-clockwise position in the slot. This arrangement allows the gear set to be forward driven but not back driven. This differentiated action can engage/disengage with any form of unidirectional engage/disengage mechanism. The apparatus is useful in industrial applications requiring self-locking gear sets.

Abstract: A powertrain for a vehicle includes a housing, a motor generator unit, a torque converter, a first and second shafts, a first and second gear sets, and a torque transmitting mechanism. The motor generator unit includes an output member. The torque converter includes a pump and a turbine. The pump is connected for common rotation with the output member of the motor generator unit. The first shaft rotatably is supported by the powertrain housing and is connected for common rotation with the turbine of the torque converter. The second shaft is rotatably supported by the powertrain housing and disposed parallel to the first shaft. An output gear is connected for common rotation to the second shaft.

Abstract: An electric vehicle includes a disc fixed to a housing. The electric vehicle also includes a first shaft connected to a motor and rotatable by the motor, and a second shaft connected to a wheel and spaced apart from the first shaft. Further, the electric vehicle includes a hub press-fitted to an outer circumference of the second shaft, and a sleeve spline-coupled with an outer circumference of the hub. The sleeve is slidable between the first shaft and the disc. The electric vehicle operates in any one of a driving mode, a neutral mode, and a parking mode according to a position of the sleeve.

Abstract: Provided are a variator and a transmission controller in an engine-driven vehicle. The transmission controller has an instantaneous interruption recovery control portion configured to, upon a power reset from an instantaneous interruption during running, set a target through transmission ratio and a desired through transmission ratio to a lowest transmission ratio value by initialization and perform recovery control to recover an actual through transmission ratio of the variator to a transmission ratio value for shifting to normal control. The instantaneous interruption recovery control portion is further configured to, upon the power reset from the instantaneous interruption during the running, set a change speed of the target through transmission ratio from the lowest transmission ratio value to the desired through transmission ratio, to be higher than that under the normal control, before a time at which the desired through transmission ratio value deviates from the lowest transmission ratio value.

Abstract: A gearing arrangement that offers a new way to operate an electric motor at a favorable operating point is provided. To this end there is proposed a gearing arrangement (1) for an electric motor (6) of a vehicle (2), including an input interface (5) for coupling to the electric motor (6) and including an output interface (7), such that a drive torque path runs between the input interface (5) and the output interface (7); including a first transmission gearing stage (10) with a first transmission ratio (i1), such that the drive torque path in a first operating state of the gear arrangement (1) runs via the first transmission gearing stage (10); and including a second transmission gearing stage (11), such that the drive torque path in a second operating state of the gear arrangement (1) runs via the second transmission gearing stage (11), the second transmission gearing stage (11) having a continuously variable transmission ratio (i1 . . . i2).

Abstract: A control system for a transmission reverser, which includes an output shaft, an output gear, a reverse gear, a forward clutch, an input power clutch, a first reverse disconnect device, and a second reverse disconnect device, has one or more controllers with processing and memory architecture configured to execute control logic to control the transmission reverser in a start-up mode, a forward mode and a reverse mode. In the start-up mode, the one or more controllers command the input power clutch and the first reverse disconnect device to simultaneously engage momentarily to apply an engagement torque to the second reverse disconnect device.

Abstract: A stepless transmission capable of operating continuously having a supportive rotating element; a plurality of transmission spheres disposed on the supportive rotating element; a plurality of driving rods rotatably connected to the transmission spheres; a power input clamping rotating element; a power output clamping rotating element, wherein the transmission spheres are disposed between the power input clamping rotating element, power output clamping rotating element and supportive rotating element; an accelerating planet gear train; a first decelerating planet gear train; a transmission shaft; a first one-way transmission rotating element connected between the transmission shaft and a carrier of the planet gear train; a second one-way transmission rotating element connected between the carrier of the planet gear train and a first carrier of the first decelerating planet gear train. Therefore, the stepless transmission capable of operating continuously to transmit power instantly and steadily.

Abstract: An automatic transmission comprises a double-contrate-tooth combined fluted disc (120) and a two stage transmission ordinary gear train. The gear shifting mechanism of the transmission is the double-contrate-tooth combined fluted disc (120), which has double contrate teeth, namely, left contrate teeth and right contrate teeth. By the axial moving of the double-contrate-tooth combined fluted disc (120) on the transmission output shaft, its left contrate teeth and right contrate teeth respectively engage with the contrate teeth of the first gear and the second gear reduction gears, to realize the second shift position and the first shift position, and when it engages with neither of them, the transmission is in the neutral shift position. The left contrate teeth and the right contrate teeth are individually independent or integrally assembled structures.

Abstract: A method is provided to control a hybrid powertrain, comprising a combustion engine; a gearbox with an input shaft connected to the combustion engine and an output shaft; a first planetary gear connected to the input shaft a second planetary gear connected to the first planetary gear; first and second electrical machines respectively connected to the first and second planetary gears; first gear pair connected with the first planetary gear and the output shaft; and second gear pair connected with the second planetary gear and the output shaft. The method comprises: a) engaging gears corresponding to the first gear pair and to the second gear pair; and b) connecting a second sun wheel, arranged in the second planetary gear and a second planetary wheel carrier with each other, with the use of a second coupling device.

Abstract: A power transmission apparatus for a vehicle is disclosed. The power transmission apparatus includes three concentric input shafts, input shaft fixedly connected to an engine output shaft, a transmitting shaft disposed on the outer circumference of the first input shaft without rotation interference, a central shaft parallel to a first one of the input shafts and spaced apart from the first input shaft by a predetermined interval, a fixed transmission selectively shifting an input torque depending on the respective gear ratios of four change gear trains disposed between first and second input shafts, the transmitting shaft, and the central shaft and each having drive gears and driven gears externally connected to each other and outputting the shifted torque through the central shaft and the transmitting shaft, and composite transmission including a planetary gear set having a sun gear fixedly connected to one side of the transmitting shaft.

Abstract: A CVT transmission having an input drive, a continuously variable variator, a sub-transmission to achieve at least two operating ranges (low and high) each with continuously variable gear ratios, and having a direct-shift stage for switching between a first operating range (low) and a second operating range (high) with continuously variable gear ratios. For the first operating range (low) the sub-transmission includes a non-positive clutch, such as a friction clutch, and for the second operating range (high) it includes a positive clutch, such s a jaw clutch.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, an input shaft mounted with the first and second planetary gear sets at an external circumference of the input shaft, an output shaft disposed in parallel with the input shaft and mounted with the third and fourth planetary gear sets on an external circumference of the output shaft, a first shaft, a second shaft, a third shaft directly connected with the input shaft, a fourth shaft, a fifth shaft, a sixth shaft gear-meshed with the fourth shaft, a seventh shaft engaged with the third shaft selectively, an eighth shaft directly connected with the output shaft, a ninth shaft, and transfer gears each gear-meshed with at least one of the shafts.

Abstract: A multi-speed transmission may include a first input shaft rotatable, a second input shaft rotatable coaxially with respect to the first input shaft, first clutch and second clutch respectively transmitting power from a driving source to the first and second input shafts, first output shaft and second output shaft parallel to the first and second input shafts, a plurality of odd-numbered gear-change gear trains provided between the first input shaft and the first output shaft and between the first input shaft and the second output shaft, a plurality of even-numbered gear-change gear trains provided between the second input shaft and the first output shaft and between the second input shaft and the second output shaft, and a reverse gear device installed in at least any one of the first and second output shafts, wherein the reverse gear device is configured as a planetary gear set.

Abstract: An automatically-shiftable transaxle includes an input member configured to receive an external power-source torque and rotate about a first axis. The transaxle also includes torque transmitting device(s) and a gear-train, each operatively connected to the input member for selecting transaxle speed ratios, and a first transfer gear operatively connected to the gear-train and rotatable about the first axis. The transaxle also includes an intermediate shaft rotatable about a second axis, and a second transfer gear rotatably fixed to the intermediate shaft and meshed with the first transfer gear. The transaxle additionally includes an electric motor arranged on a third axis for providing a torque input to the second transfer gear. Furthermore, the transaxle includes a differential assembly operatively connected to the intermediate shaft and rotatable about a fourth axis to thereby transmit a transaxle output torque to drive the load. All four transaxle rotational axes are arranged in parallel.

Abstract: A power transmission apparatus for a vehicle may include a first input shaft, a second input shaft, a third input shaft, an intermediate shaft disposed parallel to the first, second, and third input shafts, a transfer gear fixedly disposed on the intermediate shaft and outputting torque thereof, an first shifting member changing torque of an engine into first and second preliminarily shifted torques, and outputting the first and second preliminarily shifted torques, an second shifting member changing the torque of the engine into third and fourth preliminarily shifted torques, and outputting the third and fourth preliminarily shifted torques, and a third shifting member changing the torque of the engine transmitted from the first input shaft and the first preliminarily shifted torque to the fourth preliminarily shifted torque selectively transmitted from the first shifting member or the second shifting member into eight forward speed stages and one reverse speed stage.

Abstract: A brake device of a transmission is provided. The brake device includes a friction plate set including fixed friction plates and rotatable friction plates alternately disposed with each other, an engaging piston, and a clearance adjusting piston. A clearance adjusting hydraulic chamber is formed on a side of the clearance adjusting piston opposite to the friction plate set, and a concave portion is formed in a surface of the clearance adjusting piston on a friction plate set side. A base part of the engaging piston on a side opposite to the friction plate set is slidably fitted into the concave portion of the clearance adjusting piston and an engaging hydraulic chamber is formed by the base part and the concave part.

Abstract: A power transmission apparatus for a vehicle includes a first input shaft directly connected to an engine, a second input shaft enclosing the first input shaft and rotating independently from the first input shaft and selectively receiving torque of the engine through a first clutch, a third input shaft enclosing the second input shaft and rotating independently from with the second input shaft and selectively receiving the torque of the engine through a second clutch, an intermediate shaft disposed in parallel with the first, second and third input shafts, a transfer gear fixedly disposed on the intermediate shaft and outputting torque of the intermediate shaft, a first shifting member, a second shifting member, and a third shifting member for changing the torque of the engine.

Abstract: A transmission includes a housing, an input shaft, an output shaft, a first gearset, a second gearset, a variable-ratio unit, a first torque transmitting mechanism, and a bypass torque transmitting mechanism. The first gearset is arranged between the input shaft and the output shaft, and the second gearset is coupled to the first gearset between the input shaft and the output shaft. The variable-ratio unit is configured to transmit power between (i) a first member coupled to the input shaft and the first gearset and (ii) a second member coupled to the first gearset. The first torque transmitting mechanism is selectively engageable to couple the second gearset to the housing. The bypass torque transmitting mechanism is selectively engageable to couple the first member to the second member to bypass the variable-ratio unit.

Abstract: A transmission includes an input shaft, an output shaft, a variable-ratio unit, and a plurality of torque transmitting mechanisms. The plurality of torque transmitting mechanisms include a first clutch, a second clutch, a third clutch, and a fourth clutch. The transmission is operable to (i) engage the first clutch and the second clutch in a first operating mode and (ii) engage the first clutch and the third clutch in a second operating mode. The transmission is further operable to (i) engage the fourth clutch and disengage the second clutch during a first period of time and (ii) engage the third clutch and disengage the fourth clutch during a second period of time following the first period of time to transition from the first operating mode to the second operating mode.

Abstract: A multi-speed transmission in planetary design with a housing is proposed. A first shaft (1) is provided as a drive (AN) and a second shaft (2) is provided as an output (Ab) arranged axially parallel to the drive. Three planetary gear sets (RS1, RS2, RS3) and additional shafts (3-9) along with six shifting elements (K1, K2, K3, K4, B1, B2) are provided for the actuation of several gears. Machine elements (ST1, ST2) are provided for the transfer of torque between the drive (AN) and the output (Ab). The first shaft (1) is connectable or connected, as a drive, to a sun gear (SR1) of the first planetary gear set (RS1), to the sun gear (SR3) of the third planetary gear set (RS3), and to the planetary gear carrier (PT2) of the second planetary gear set (RS2). The second shaft (2), as an output shaft (Ab), is connectable or connected to the first machine element (ST1) and to the second machine element (ST2).

Abstract: A transmission includes an input shaft to receive a rotation of an engine, drive gears respectively attached to the input shaft to freely rotate individually, an output shaft disposed parallel to the input shaft in order to output rotation following a gear shift, driven gears respectively attached to the output shaft to freely rotate individually and to mesh with the drive gears, an engagement mechanism to fix a gear to be used in a gear shift individually, from among the drive gears, to the input shaft to be incapable of relative rotation, and a selector mechanism to fix, during the gear shift, the driven gear of a corresponding gear position individually, which meshes with the drive gear fixed to the input shaft by the engagement mechanism, to the output shaft to be incapable of relative rotation, and a hub that is fixed to the input shaft.

Abstract: A power transmission device of a hybrid vehicle includes: a transmission including a planetary mechanism including a plurality of transmission rotational elements, one of the transmission rotational elements being connected to a rotary shaft of an engine; a differential device including a plurality of differential rotational elements including one connected to one of the transmission rotational elements of the transmission, one connected to a rotary shaft of a first rotary machine, and one connected to a rotary shaft of a second rotary machine and a driven wheel; a transmission control device configured to control the transmission; and a control device configured to control the first rotary machine such that pinion differential rotation of the transmission or the differential device is set to be not higher than a predetermined value at a time unique motor EV driving is performed only by power of the second rotary machine.

Abstract: A group transmission of a motor vehicle having a main transmission and a downstream range group. The range group has two gear steps for different speed ranges and a reversing step for reverse driving. The range group has two planetary gearsets, each with a planet carrier, a sun and ring gears. To engage a driving range for lower speeds, the sun gear of the second gearset and the ring gear of the first gearset are locked to the housing by a first clutch. To engage a driving range for higher speeds, two respective elements of the two gearsets can be connected to one another, in a rotationally fixed manner, by a second clutch. To engage a reversing driving range, the planet carrier of the first gearset and the ring gear of the second gearset are locked relative to the housing by a third clutch.

Abstract: A dual clutch type transmission has first and second sections which respectively include first and second clutches. The clutches may be operated to allow torque transfer from an input to an output by way of the first section or the second section. One or more additional gear ratios is provided by a torque transfer pathway connecting the first and second sections such that torque is delivered from the input to the output by way of one or more stages of the first section and one or more stages of the second section. The additional gear ratios may comprise extra low gear ratios. Some embodiments provide transmissions suitable for driving pumps for use in hydraulic fracturing of geological formations.

Abstract: A dual clutch transmission includes a first and second concentric input shafts, a dual clutch assembly, a mainshaft coaxial with the first input shaft, a first countershaft, a second countershaft, and planetary range gearing with high and low ratios. The dual clutch transmission has six forward gear meshes and the high and low range ratios of the range gearing to provide ten forward gear ratios for the transmission. The transmission is powershiftable between consecutive gear ratios of the ten forward gear ratios such that no torque interrupt occurs during sequential shifts.

Abstract: This control device is applied to a hybrid vehicle that is provided with a motor lock mechanism that changes over the state of a power distribution mechanism between a differentiating state in which a differentially rotating state between an engine and a first motor-generator is permitted, and a non-differentiating state in which the rotation of the first motor-generator is prohibited. The control device stops combustion by the engine and changes over to an EV mode when predetermined conditions become valid during implementation by the power distribution mechanism of a differentiating mode of the differentiating state or of a non-differentiating mode of the non-differentiating state. The condition is set to be more severe while the non-differentiating mode is being implemented, as compared with the case while the differentiating mode is being implemented.

Abstract: A transmission assembly for an agricultural vehicle comprises a first transmission unit, a second transmission unit coupled to the first and a third transmission unit coupled to the second. The second transmission unit comprises an input shaft, an output shaft and two countershafts, the input shaft drives the countershafts and the countershafts drive the output shaft. The third transmission unit comprises an input shaft, which is drivingly coupled to an output shaft located in parallel thereto. The first transmission unit comprising a planetary drive and a sun gear of the first transmission unit, the input shaft and the output shaft of the second transmission unit, and the input shaft of the third transmission unit are located coaxial to each other, wherein an output of the first transmission unit is connected to the input shaft of the second transmission unit and the output shaft of the second transmission unit is connected to the input shaft of the third transmission unit.

Abstract: A transmission includes an input shaft, an output shaft, a variator, a plurality of clutches including a first clutch, a second clutch, a third clutch, a fourth clutch, and a variator bypass clutch, and a plurality of gearsets including a first gearset, a second gearset, a third gearset, and a fourth gearset. The transmission is operable in a plurality of operating modes, including at least mode in which the variator is utilized to provide a transmission ratio varying within a defined range and at least one mode in which the variator is bypassed to provide a fixed transmission ratio.

Abstract: A drive axle system for a vehicle drive train having a clutching device is provided. The drive axle system includes a first shaft, a first axle assembly, a second axle assembly, a first clutching device, and a second clutching device. The first axle assembly is drivingly engaged with the first shaft through a first pinion gear. The first clutching device divides one of a pair of output axles into first and second portions. The second clutching device selectively engages a driving gear of the second axle assembly with a second pinion gear of the first axle assembly through a propeller shaft.

Abstract: The driving force from a drive source is transmitted from a main input shaft to a continuously variable transmission mechanism through an input switching mechanism and a first input path in which a first speed-reducing gear is disposed, and is further transmitted to a first output path in which a second speed-reducing gear is disposed, thus establishing a LOW mode. And the driving force is transmitted from the main input shaft to the continuously variable transmission mechanism through the input switching mechanism and a second input path in which a speed-increasing gear, and is further transmitted to a second output path in which a third speed-reducing gear, thus establishing a HI mode. The_first speed-reducing gear on the input side, the speed-increasing gear on the input side and the second and third speed-reducing gears on the output side are independent from each other.

Abstract: The invention concerns a method for operating a transmission, in particular a dual-clutch transmission for a motor vehicle, which comprises at least two partial transmissions each of the partial transmissions having at least one input shaft on a drive input side of the transmission, which are arranged on an input shaft axis, an output shaft as the drive output shaft of the at least two partial transmissions on a drive output side of the transmission, wherein the drive output shaft is arranged on the input shaft axis or on at least one countershaft axis, in particular one that is parallel to the input shaft axis, an intermediate gear system on the at least one countershaft axis with at least one countershaft, wherein at least one of the input shafts can be connected by way of at least one gear plane and/or at least one shifting element to the drive output shaft, wherein at least four gear planes are arranged for obtaining forward gears and at least six shifting elements are provided and wherein on the at least

Abstract: A double clutch transmission of a vehicle is disclosed. The double clutch transmission may selectively transmit power of a power source to two input shafts through two clutches and may output changed power through two output shafts after the power selectively transmitted to the two input shafts is changed. The two input shafts may respectively have a plurality of input gears fixed thereon, the two output shafts may respectively have a plurality of speed gears rotatable on the output shafts and a plurality of synchronizers operably connecting each speed gear to any one of the output shafts, and each input gear may be engaged with at least one speed gear.

Abstract: There is disclosed a continuously variable ratio transmission assembly (“variator”) comprising a roller which transmits drive between a pair of races, the roller being movable in accordance with changes in variator ratio, a hydraulic actuator which applies a biasing force to the roller, at least one valve connected to the actuator through a hydraulic line to control pressure applied to the actuator and so to control the biasing force, and an electronic control which determines the required biasing force and sets the valve accordingly, wherein the valve setting is additionally dependent upon a rate of flow in the hydraulic line.

Abstract: A family of transmission gearing arrangements provides a plurality of forward speed ratios and one or more reverse speed ratios by selective engagement of shift elements in various combinations. An input and an output are provided. Three planetary gear sets are located at an offset position relative to the input axis and the output axis. Axis transfer gears are provided to transfer rotational energy from the input to one of the planetary gear sets, and from one of the planetary gear sets to the output.

Abstract: A method of operating a drive-train which comprises an automated shift transmission having an unsynchronized main transmission and a synchronized downstream group that is drivingly coupled downstream from the main transmission. An input shaft of the automated transmission is connected, via a clutch, to a drive aggregate and an output shaft of the automated transmission is connected to a drive axle. When the vehicle is driven and the main transmission is in a neutral position, if the drive aggregate malfunctions, to engage a gear, the downstream group is adjusted to stop transmitting power and thereby coast to a stop. A shifting impulse is applied to a shifting cylinder of the main transmission so that shifting elements, of the main transmission, ratchet over one another and eventually mesh thus engaging the main transmission, and once the main transmission is engaged, the downstream group is brought to a power-flow-transmitting position.

Abstract: A transmission, preferably for driving a motor vehicle, includes a multi-gear main transmission and a range group, that is connected downstream from the main transmission and comprises an input shaft and an epicyclic gear system. The epicyclic gear system comprises elements in the form at least of a central gearwheel and a planetary carrier. Furthermore, the transmission comprises a first connection for driving one of the elements of the epicyclic gear system by way of the input shaft of the range group and a variator, as well as a second connection that can be engaged with the first connection for driving a further element of the elements of the epicyclic gear system. When the second connection is engaged, the input shaft of the range group drives the variator and a drive output of the variator drives the further element of the epicyclic gear system.

Abstract: A transmission assembly includes a reverse drive assembly including a reverse drive shaft, a reverse drive input gear in constant mesh with a main shaft gear, a planetary gear system, and a reverse drive output gear. The reverse drive assembly is driven by the main shaft gear in forward and reverse. The reverse drive output gear is configured to drive a counter shaft through a corresponding multi-gear half shaft when in reverse. The half shaft is supported on the main shaft and can be selectively unlocked from the main shaft to provide a reverse gear ratio, thereby establishing a reverse power transmission path from the main shaft, through the reverse drive assembly, through the half shaft in the un-locked condition to the counter shaft, and to an output drive supported on the main shaft.

Abstract: A variable transmission includes an input shaft, a planetary gear set drivingly engaged with a variator comprising, a variator carrier assembly, a first ring assembly, and a second ring assembly; and the output shaft, arranged to produce transmissions with continuously variable or infinitely variable output ratios.

Abstract: A gear transmission comprises a crankshaft that eccentrically rotates one of an internal gear and an external gear. A first gear is attached to one end of the crankshaft. A ring gear having internal teeth meshes with the first gear. An intermediate gear meshes with external teeth of the ring gear. A second gear is attached to one end of an output shaft of a motor and meshes with the intermediate gear. The motor and the crankshaft are positioned, relative to the intermediate gear, on the same side in the axial direction of the gear transmission.

Abstract: A multi-ratio transmission system is provided, including multiple planet gear sub-systems, at least two coupling assemblies, a setting element, a setting element controller, an annular gear, a cylindrical casing, a sprocket, and a central axle. The planet gear sub-systems are disposed coaxially in series along a first axis. Each of the planet gear sub-system includes a sun gear and at least one planet gear. Each coupling assembly transmits the rotation between every two adjacent planet gear sub-systems. The setting element optionally engages with the sun gear. The annular gear is installed onto a one-way clutch. The cylindrical casing encloses the planet gear sub-systems. The sprocket is installed onto the planet gear sub-systems through the one-way clutch. The central axle enables the hollowed tube of the setting element controller to rotate around the central axle.

Abstract: A power output apparatus 1 to 1D including an engine 6, a motor 7, and a transmission 20 to 20D having two transmission shafts connected to the engine 6 is provided. The transmission includes a power combination mechanism 30 adapted so as to be able to rotate first to third elements differentially from each other. The first element is connected to any one of the two transmission shafts, the second element is connected to a driving shaft 9 or 9, and the third element is connected to the motor 7. The second element combines the power transmitted from the first element and the power transmitted from the third element, and transmits the combined power to the driving shaft 9 and 9. The other transmission shaft of the two transmission shafts transmits power to the driving shaft 9 or 9 without going via the power combination mechanism 30.