Abstract: A hydro-mechanical series and parallel transmission device and a control method thereof are provided. The device includes an input shaft assembly, a hydraulic transmission assembly, a planetary gear transmission assembly, an intermediate gear transmission assembly, and an output shaft assembly. Switching among a hydraulic transmission mode, a mechanical transmission mode, and a hydro-mechanical composite transmission mode is implemented through combination and engagement/disengagement of clutches and brakes. The hydro-mechanical series transmission is used to expand the speed regulation range of the hydraulic transmission and is combined with the hydraulic transmission to meet the requirements on precision and the speed regulation range. The requirements of low-power and high-power operations are met through combination of the hydro-mechanical series and parallel transmissions. Multiple transmission modes are formed to adapt to the working conditions of startup, operation, and transfer.

Abstract: A transmission includes a first shaft, and a second shaft, and a shifting group arranged between the first and second shafts. The shifting group is configured such that a mechanical power transmitted via the first shaft is transmitted to the second shaft via a first power path or a second power path which is coupled-in or coupled-out. The first power path is designed as a forward gear and the second power path is designed as a reverse gear. The forward gear includes a different transmission ratio in magnitude from the reverse gear. The shifting group includes a summation planetary stage, where the mechanical power of the power paths is transmitted thereby to the second shaft.

Abstract: Apparatus and associated methods relate to a motor-less cartridge ring gear engagement module (CRGEM) for a turret-rotating system that includes a main drive gear configured to rotate in a rotation plane, a manual input shaft that extends substantially orthogonal relative to the rotation plane, and a drive shaft that extends substantially orthogonal relative to the rotation plane, where the drive shaft and the manual input shaft extend substantially parallel to one another. In an illustrative example, both the main drive gear and a hand crank may be located on a top surface of the CRGEM. In some embodiments, a manual drive cap may be hingedly coupled to the gearbox and configured to rotate in a vertical plane that is substantially orthogonal to the rotation plane. At least some examples may provide for a hand-operated, manual traverse unit that advantageously does not require electrical power to operate.

Abstract: A hybrid electric drive train for a motor vehicle comprises an engine with a drive shaft, an electric motor operable of motoring and generating, a differential transmission, and a multi-stage transmission with two input shafts and at least one output shaft. The differential transmission includes a planetary gear set, a clutch and a brake. The planetary gearset has a first element connected to the motor and the second input shaft of the transmission, a second element connected to the engine shaft, and a third element connected to the first input shaft of the transmission. The clutch is located between any two elements of the planetary gear set, and the brake is connected to the engine shaft. The transmission has a plurality of gearsets, and the driving gears of odd-numbered gearsets are mounted on the first input shaft while the driving gears of even-numbered gearsets are mounted on the second input shaft. The engine shaft can achieve every gear ratio of the gearsets.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include: an input shaft receiving torque of an engine; an output shaft outputting torque; a direction changer disposed on an input shaft side and transmitting the torque of the engine to the input shaft with or without change of rotation direction, or disposed on an output shaft side and outputting the torque of the output shaft with or without change of rotation direction; a first planetary gear set including first, second and third rotation elements; a compound planetary gear set including fourth, fifth, sixth, and seventh rotation elements by combining second and third planetary gear sets; a fourth planetary gear set including eighth, ninth, and tenth rotation elements.

Abstract: The present invention relates to a device for a gearbox which comprises a main shaft, a counter shaft, a plurality of gearwheel pairs each comprises a primary gearwheel arranged on the counter shaft and a secondary gearwheel arranged on the main shaft and a PTO shaft. The device comprises a switch mechanism movably arranged to a first position in which the PTO shaft is disconnected from the counter shaft in a non-rotatable state, to a second position in which the PTO shaft is rotationally fixedly connected to the counter shaft, and to a neutral position in which the PTO shaft is in a rotatable state and disconnected from the counter shaft. The device comprises further a clutch mechanism able to provide a clutching connection between the counter shaft and the PTO shaft when the switch mechanism is in the first position and in the neutral position.

Abstract: A CVT drive train having an input drive, a start-up element, a continuously variable variator, and a differential. A direct shifting stage bridges the variator and is connected directly to the input drive. The direct connection of the direct shifting stage to the input drive enables the direct shifting stage to be used advantageously independently of the start-up element and can be connected, for example, to a gear that is used in conventional CVT drive trains to drive a hydraulic pump.

Abstract: An engine control device for a vehicle including a power train where a continuously variable transmission is coupled to an engine, includes engine torque control means configured to control the engine so as to obtain an basic engine torque corresponding to an operating state of the vehicle, and command means configured to command engine torque control means to increase an engine torque from the basic engine torque during a gear shifting from a first speed stage to a second speed stage.

Abstract: A continuously variable transmission includes a first shaft driveably connected to a power-plant and having a first pair of sheave disks, and a second shaft having a second pair of sheave disks. A tension member is connected to the first and second pairs of disks such that power is transmittable between the first and second shafts. A third shaft is selectively driveably connected to the second shaft via a clutch. The clutch includes an inner race fixed to one of the second and third shafts, and an outer race fixed to a gear and having an inner surface circumscribing the inner race. At least one pawl is biased to couple the races in a fixed relationship for common rotation. The clutch further includes an electric coil and an armature configured to engage the pawl to decouple the races in response to current being supplied to the electric coil.

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 with various combinations of brakes and clutches to produce transmissions with continuously variable or infinitely variable torque output ratios.

Abstract: A transmission for vehicle includes: a transmission mechanism including a first engagement device configured to block/allow power transmission between an engine and a first input shaft of a first gear stage group, and a second engagement device configured to block/allow power transmission between the engine and a second input shaft of a second gear stage group; a differential mechanism; and a control device. The first gear stage group includes a starting stage used at a time the vehicle starts traveling, and the control device performs travel starting control to start traveling of the vehicle by: putting the second engagement device into an engaged state while the engine is operating before the vehicle starts traveling; and putting the second engagement device into a disengaged state, thereafter controlling rotation of a rotational machine and putting the first engagement device into an engaged state at the time the vehicle starts traveling.

Abstract: A device for selection and engagement of the gears of a gearbox for motor vehicles has a control shaft mounted rotatable and axially movable with respect to the casing. Mounted on the shaft is a hub having an engagement finger for controlling gear engagement devices, which is configured to oscillate in the space between two fingers of a selection mask, which is mounted on the shaft axially movable therewith and is guided with respect to the casing so as not to follow rotation of the shaft and the hub when a gear is engaged. During displacement of the engagement finger towards an extreme position preliminary to the engagement of the reverse gear, the selection mask is forced to move temporarily into a rotated position, wherein it actuates one or more of the selector devices of the forward gears to enable silent engagement of the reverse gear.

Abstract: A transfer case includes first and second output shafts selectively driven by an input shaft. A first gearset is driven by the input shaft providing first and second gear ratios to the first output shaft. A range actuator includes an axially moveable member operable to shift the first gearset between the first and second gear ratios. An actuation shaft is coupled to the axially moveable member such that rotation of the actuation shaft translates the axially moveable member. A second gearset is driven by the input shaft and drives the actuation shaft. The second gearset includes a control gear moveable into and out of meshed engagement with a first gear and an idler gear. The actuation shaft is rotated in a first direction when the control gear is meshed with the first gear and rotated in an opposite direction when meshed with the idler gear.

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 with various combinations of brakes and clutches to produce transmissions with continuously variable or infinitely variable torque output ratios.

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 arrangement for transmitting power from a power source to an electrical generator. The transmission arrangement comprises a continuously variable transmission (CVT) and an alternative transmission that is more efficient at transmitting power than the CVT. The transmission arrangement further comprises a power mixing mechanism for combining power from the CVT and the alternative transmission into a combined power output to be provided to the electrical generator. The percentage of CVT power within the combined power output decreases as the power supplied by the power source increases.

Abstract: A multistage transmission with eight forward and one reverse gear, including input and output shafts, planetary gearsets, gear stages, shift elements and shafts. Input shaft couples the carrier of gearset (P1) and, via clutch (15), can couple shaft (5) that couples the sun gear of gearset (P3) and, via clutch (58), can couple shaft (8) connected to the ring gear of gearset (P2). The ring gear of gearset (P1) couples shaft (6) connected to the sun gear of gearset (P2). Shaft (3) couples the sun and ring gears of respective gearsets (P1, P3) and can couple, via brake (03), housing (G). The carrier of gearset (P2) couples shaft (4) which couples gear stage (S1) and can couple the output shaft. The carrier of gearset (P3) couples shaft (7) which can couple, via gear stage (S2) and clutch (27), the output shaft. Clutch (56) can couple shafts (5 and 6).

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 method of controlling a shift of an automated group gearbox having a multi-step main transmission and a trailing two-step range group. An input shaft of the main transmission is driven by a drive device. The main transmission and a range group have synchronization devices with shift clutches. Each synchronization device, for the main transmission, has two shift positions for respective gear ratio steps and a neutral position and the range group synchronization device has only two shift positions to shift between two gear ratios steps. To accelerate range shifts, when synchronizing the range group, the main transmission input shaft is synchronized by controlling external synchronization aids to a target rotational speed at which either after the synchronization and shifting of the gear ratio step of the range group or independently from the current synchronization condition of the range group, the target gear ratio is engaged in the main transmission.

Abstract: A power switching device for vehicle has at least first and second power switching mechanisms, a shared operating mechanism, and a housing accommodating the power switching mechanisms and the shard operating mechanism, the housing being integrally formed with a boss portion having a waiting mechanism, wherein the waiting mechanism includes drive and driven cylindrical shafts, and a coil spring connecting between the cylindrical shafts, both of the cylindrical shafts and the coil spring are arranged in a same axis, and are supported on an inner peripheral surface of the boss portion through drive and driven side needle roller bearings respectively, the coil spring is arranged inside the cylindrical shafts.

Abstract: A transmission comprises an input shaft and an output shaft and two power paths between the input shaft and a main gear set. The transmission also comprises a first, second, third and fourth shafts, wherein at least one electric machine can be connected to one of the shafts of the main gear set, the first shaft can be connected via a first shifting element to a first power path and via a second shifting element to a second power path, the second shaft can be connected via a third shifting element to the first power path and via a fourth shifting element to the second power path, the third shaft is continuously connected to the output shaft, the fourth shaft can be fixed via a sixth shifting element and can be connected via a fifth shifting element to the first power path.

Abstract: Embodiments of the present invention provide a vehicle (100) comprising: prime mover means (111); a first group (112, 113) of one or more wheels; a second group (114, 115) of two or more wheels; and a driveline (105) to connect the prime mover means (111) to the first (112, 113) and second (114, 115) groups of wheels such that the first group (112, 113) of one or more wheels may be driven by the prime mover means (111) when the driveline (105) is in a first mode of operation and the second group (114,115) of wheels may additionally be driven by the prime mover means (111) when the driveline (105) is in a second mode of operation, the driveline (105) including an auxiliary driveline (110) comprising an auxiliary driveshaft (123) and drive means (125) between the auxiliary driveshaft (123) and the second group (114,115) of wheels, the drive means (125) having: an input portion; a plurality of output portions each operable to drive a respective different wheel of the second group (114, 115) of wheels; a first re

Abstract: A rotary power source directly drives an epicyclic gear set, or drives the epicyclic gear set through a transmission device, and a respective controllable multiple speed-ratio device is individually installed between two output shafts of the epicyclic gear set and the loads driven thereby, to enable the wheel sets of the driven loads to be differentially driven with a different driving speed ratio and driving torque while propelling a combined common load. A limited slip differential or stabilizer device may be connected between the output ends of the two controllable multiple speed-ratio devices, the limited slip differential or stabilizer providing a slip coupling torque to stabilize driving of the respective individual loads, as necessary.

Abstract: An independently controllable transmission mechanism includes a first planetary gear set, a second planetary gear set, a first transmission-connecting set and a second transmission-connecting set. The first planetary gear set includes a first power output end, the second planetary gear set includes a transmission control end, the first transmission-connecting set includes a first power input end and the second transmission-connecting set includes a free transmission end. The transmission control end controls the free transmission end to function as a second power input end or a second power output end.

Abstract: An independently controllable transmission mechanism includes a first planetary gear train and a second planetary gear train. The first planetary gear train and the second planetary gear train are mechanically connected in parallel to form a parallel type. The controllable transmission mechanism has a first power output end, a transmission control end, a first power input end and a free-transmission end. The first power output end is provided on the first planetary gear train and the transmission control end is provided on the second planetary gear train. When the first power input end is provided on the first planetary gear train or the second planetary gear train, the free-transmission end is provided on the second planetary gear train or the first planetary gear train. The transmission control end controls the free-transmission end to be functioned as a second power input end or a second power output end.

Abstract: An independently controllable transmission mechanism includes a first planetary gear train, a second planetary gear train, a first transmission-connecting set and a second transmission-connecting set. The first planetary gear train and the second planetary gear train are serially connected to form a series type. The independently controllable transmission mechanism has a first power output end, a transmission control end, a first power input end and a free-transmission end. The first power output end is provided on the first planetary gear train and the transmission control end is provided on the second planetary gear train. The first power input end is provided on the first transmission-connecting set and the free-transmission end is provided on the second transmission-connecting set. The transmission control end controls the free-transmission end to be functioned as a second power input end or a second power output end.

Abstract: An independently controllable transmission mechanism with an identity-ratio series type includes a first planetary gear train and a second planetary gear train mechanically connected therewith. The transmission mechanism has a power output end, a transmission control end, a power input end and a free transmission end. The power output end and the transmission control end are provided on the first planetary gear train and the second planetary gear train, respectively. The power input end is provided on the first planetary gear train or the second planetary gear train while the free transmission end is provided on the second planetary gear train or the first planetary gear train. The transmission control end is operated to freely shift the free transmission end as a power input end or a power output end.

Abstract: The present invention utilizes the rotary kinetic power of a rotary kinetic power source to directly drive the epicyclic gear set, or to drive the epicyclic gear set through a transmission device, then a controllable multiple speed-ratio device is individually installed between two output shafts of the epicyclic gear set and the load driven thereby, so the wheel set of the driven load is enabled to perform variation of the driving speed ratio and the driving torque, so as to drive the combined common load; between the output ends of the two controllable multiple speed-ratio devices, a limited slip differential or a stabilize device composed of a dual shaft connecting device having slip coupling torque can be further installed according to actual needs.

Abstract: To provide a control system for carrying out a speed change operation of a geared transmission mechanism continuously by controlling a continuously variable transmission mechanism. A continuously variable transmission mechanism configured to increase and decrease speeds of a first and a second output discs simultaneously, and a geared transmission mechanism configured to change a speed change ratio stepwise are connected in series. The output discs are connected individually with intermediate shafts. The control system is adapted to synchronize a rotational speed of a switching mechanism and a rotational speed of a member to be engaged with the switching mechanism, by tilting a rolling member when carrying out a speed change in the geared transmission mechanism thereby increasing a rotational speed of one of the intermediate shaft while decreasing a rotational speed of the other intermediate shaft (at steps S3, S4 and S5).

Abstract: A gearbox arrangement including a dual-clutch gearbox and an adjoining range gearbox. The dual-clutch gearbox comprises an extra motion-transmitting connection adapted to transmit rotary motion from a primary gear to the output shaft without use of the range gearbox, so that the gearbox arrangement provides an extra gear of at least one primary gear. The extra gear is so dimensioned that it has a higher transmission ratio than the gear achieved by the primary gear with a low transmission ratio in the range gearbox, and a lower transmission ratio than the gear achieved by the primary gear with a high transmission ratio in the range gearbox.

Abstract: When a vehicle stops in a travel range, a transmission controller sets a subtransmission mechanism in a second speed interlocking condition in which a torque input into a continuously variable transmission is transmitted in a second gear position and both a frictional engagement element of a first gear position and a frictional engagement element of the second gear position are engaged, and when a predetermined condition is established while the vehicle is stationary, the transmission controller reduces an output shaft torque of the continuously variable transmission.

Abstract: A dual-clutch group transmission having splitter, main and range groups. The range group is a planetary transmission with a ring gear, a sun gear and planetary gears that are supported by a carrier. Inner and outer transmission input shafts are connected to a respective first and second clutch. A main transmission shaft and shifting elements for engaging gears or forming frictional connections. Power-gearshifts, involving a shift of the range group, are enabled because the inner input shaft can be directly connected, via a shift element, to the main shaft. A hollow shaft extends coaxially over the main shaft and supports a loose wheel of a forward gear of the main group. The wheel can be rotationally fixed, via a shift element, to the hollow shaft which can be connected to the main shaft and the carrier by respective shifting elements.

Abstract: A control device for a vehicle continuously variable transmission 4 comprises: inertia phase processing completing means for completing an instruction relating to inertia phase processing before an input rotation speed of the subtransmission mechanism 30 actually reaches an input rotation speed of the second gear position; and torque phase processing starting means for starting an instruction relating to torque phase processing, in which reception of an input torque of the subtransmission mechanism 30 is shifted from a disengagement side frictional engagement element to an engagement side frictional engagement element before the input rotation speed of the subtransmission mechanism 30 actually reaches the input rotation speed of the second gear position, after completing the instruction relating to the inertia phase processing.

Abstract: A continuously variable transmission includes a variator capable of varying a speed ratio continuously, and a subtransmission mechanism provided in series with the variator. On the basis of an operating condition of a vehicle, a transmission controller sets a destination through speed ratio, which is an overall speed ratio of the variator and the subtransmission mechanism to be realized in accordance with the operating condition, and controls the variator and the subtransmission mechanism on the basis thereof. When shifts are prohibited in the subtransmission mechanism, the destination through speed ratio is limited to a speed ratio range that can be realized only by a shift in the variator.

Abstract: The described system and method allow a controller to calibrate a transmission variator of a continuously variable transmission for torque control by obtaining static and dynamic qualities and parameters of the variator through an automated calibration procedure. The system and method employ a pair of transmission mode configurations and operational configurations in combination to obtain system-specific information. In this way, the system is able to calibrate out the system variations to provide effective feed forward torque control of the continuously variable transmission. In an embodiment, a first calibration operation is performed while the transmission is neutralized and a second calibration operation is performed while the transmission is engaged in a mode providing a fixed variator output speed.

Abstract: A method for controlling shifts in an automated group transmission that comprises a multi-stage main transmission, a multi-stage splitter group connected upstream from the main transmission and a multi-stage range-change group connected downstream from the main transmission. The method includes the steps of disengaging the separator clutch to relieve the load of the motor; shifting range-change group to neutral and bringing the speed of the motor to the synchronous speed of the target gear; braking the main transmission and the splitter or upstream group via a transmission brake; changing the transmission ratios in the main transmission and in the splitter group; synchronizing the range-change group by partially engaging the separator clutch; engaging the desired transmission ratio in the range-change group; and simultaneously increasing the load on the drive motor and fully engaging the separator clutch.

Abstract: The object is to simplify the construction of a speed change apparatus in which an engine drive force is speed-changed in a plurality of speed ranges and speed-changed steplessly in each speed range, with using a stepless speed change device (10), planetary transmission mechanisms (P1, P2, P3) and clutches (C1, C2). There is provided a main speed change device (B) configured to combine an output from the stepless speed change device (10) and the drive force from the engine trough the first, second and third planetary transmission mechanisms (P1, P2, P3) and then output the resultant combined force from an output shaft (41). There is provided an auxiliary speed change device (20) for effecting speed change on the drive force from the output shaft (41) of the main speed change device (B) and then outputting the speed-changed force.

Abstract: A hybrid gear train of a motor vehicle that has an internal combustion engine with a drive shaft, an electric motor with a rotor that operate as a motor and a generator, a transmission with two input shafts and an output shaft, as well as a differential transmission. At least one of the input shafts can be connected, via an assigned de-coupler, to the drive shaft, both of the input shafts can be connected by alternately assigned gearwheel sets of different ratios and in each case one assigned gear clutch to the output shaft. The differential transmission is designed as a simple planetary gearset that is coaxial with the first input shaft. The ring gear of this transmission is rotationally fixed to the one input shaft. The planet carrier is rotationally fixed to the second input shaft, and the sun gear is connected to and drives the rotor.

Abstract: A motor vehicle transmission having at least two transmission groups and a method for operation of the transmission in which a mechanism is provided for maintaining traction force during gearshifts. A first friction clutch is an intermediate-gear clutch connected to a driveshaft of the motor and to a main transmission shaft which is connected with a transmission output shaft, the second friction clutch is a change-under-load clutch connected to the driveshaft and to a loose wheel of a second gear constant of a splitter group, and the third friction clutch is a change-under-load clutch connected with the driveshaft and with a loose wheel of a first gear constant of the splitter group. A direct connection can be formed in the transmission between the driveshaft and the main transmission shaft by way of the intermediate-gear clutch and the gear constants of the splitter group can be shifted, under load, by the change-under-load clutches.

Abstract: A method for shifting an automated transmission situated in a drive train of a motor vehicle between an engine and a drive axle and having at least one multi-speed main transmission and a two-speed range change group rear-mounted thereon. The main transmission has at least one counter shaft with a transmission brake. A clutch engages the prime mover and the main transmission and the range change group is shifted via unsynchronized dog clutches which are combined in pairs in a common shift set and have two shift positions and one neutral position such that, during a range change gear shift both in the main transmission and the range change group a change between two ratio stages occurs. A range change up-shift includes synchronizing the input shaft and the target gear utilizing the transmission brake and passively synchronizing the dog shifted transmission parts by the edge beveling of the concerned dog clutches.

Abstract: A transmission is provided having an input member, an output member, a dual clutch assembly, two countershaft gearing arrangements, one planetary gear set, a plurality of interconnecting members, and a plurality of torque transmitting devices. Each of the countershaft gearing arrangements includes a plurality of co-planar gear sets. The torque transmitting devices include a combination of clutches, brakes, and synchronizers.

Abstract: The present invention relates to an automatic transmission for vehicles, whose weight, length, and manufacturing cost are reduced as a consequence of simplifying a structure thereof by removing a torque converter. An automatic transmission for vehicles according to an exemplary embodiment of the present invention may include a first shift portion outputting two intermediate rotational speeds of a reduced rotational speed and a same rotational speed by using torque received through a first variable input pathway selectively connected to a first input shaft and an input pathway fixedly connected to the first input shaft, and a second shift portion including first, second, third, and fourth gears and a reverse gear that respectively achieve first, second, third, and fourth gear ratios and a reverse gear ratio, changing each intermediate rotational speed received from the first shift portion into five final rotational speeds, and outputting the same.

Abstract: A vehicle comprises a drive source that drives the wheels via a transmission system. The transmission system has an epicyclic gearing with three rotational members a first rotational member connected to the drive source, a second rotational member connected to the wheels via a first reduction and a final reduction and a third rotational member connected to a brake. The brake constitutes reaction means for balancing torque. The transmission system also includes a transmission parallel to the epicyclic gearing and a transmission in series with the epicyclic gearing. Moreover, the transmission system has a lock-up clutch capable of connecting the first rotational member to the second rotational member. This transmission system enables shifting between various transmission ratios without torque interruption, using only one brake. The transmission in series with the epicyclic gearing can directly be connected to the load via the lock-up clutch or via the ‘braked ’ planetary set.

Abstract: In a transmission for a motor vehicle of a reduction gearing design with power branching including a main shaft and a counter shaft, a first component transmission and a planetary gear unit, power is branched to the countershaft by the first component transmission in certain gears and recombined via the planetary gear unit and a direct power transmission path is provided wherein the countershaft is decoupled selectively by means of a control device.

Abstract: The invention relates to a transmission, in particular between a drive shaft and a wheel driving shaft of an engine, in particular of an automotive engine, such as a riding mower engine, whereby this transmission is of the belt-controlled variable-speed drive unit type (2) combined with a clutch device (7).

Abstract: In a power transmission system for transmitting power of an engine to a load, a planetary gear mechanism provided in parallel to a speed variator combines torque conveyed from the engine with torque conveyed from a motor generator in a state such that their torque ratio equals a predetermined ratio, and transmits the combined torque to a driven wheel. When performing power transmission between the engine and the driven wheel via both the speed variator and the planetary gear mechanism, power distribution between the power conveyed to the speed variator and the power conveyed to the planetary gear mechanism can be actively controlled by adjusting the torque of the motor generator. As a result, the speed variator capacity can be reduced while enhancing power transmission efficiency.

Abstract: An oil pressure control circuit includes an oil pump for outputting an oil pressure from each of a first port and a second port, a lockup control valve for making a switchover between a state in which a secondary pressure is supplied to an engagement-side oil chamber of a torque converter and a state in which a secondary pressure is supplied to a release-side oil chamber of the torque converter, in accordance with an oil pressure supplied from a first solenoid valve, a garage shift control valve for maintaining a supply source of an oil pressure when an oil pressure is supplied from the first solenoid valve, and a port switchover valve for shutting off the first port of the oil pump from a line-pressure oil passage when an oil pressure is supplied from each of both the first solenoid valve and a second solenoid valve.

Abstract: The invention relates to a multi-group transmission of a motor vehicle with at least two transmission groups (2, 3) arranged in a drive train, in which the means for switching an intermediate gear are provided, in order to diminish or avoid interruptions in tractive force during gear changes. A planetary transmission (41) is arranged between a first transmission group (2) and a second transmission group (3), in order to enable gear changes without interruptions in tractive force with a variably selectable intermediate gear, as well as efficient operation that involves as little wear as possible, whereby a transmission input shaft (17) can be brought into a functional connection with a transmission main shaft (30) via the planetary transmission (41).

Abstract: A method is disclosed for controlling engine braking horsepower for a power transmission mechanism in a vehicle powertrain. The transmission mechanism has multiple-ratio gearing and a continuously variable transmission unit arranged in parallel disposition. A target engine speed during an engine braking mode is maintained by controlling the ratio of the continuously variable transmission unit.

Abstract: A clutch apply control valve switches between a first position and a second position based on a control pressure PDS1 and a control pressure PDS2. When both the control pressure PDS1 and the control pressure PDS2 are output, the clutch apply control valve switches from the first position to the second position and outputs the control pressure PDS2. As a result, a lockup control valve switches to an OFF position. Accordingly, a dedicated solenoid valve for controlling operation of the clutch apply control valve can be eliminated, thus reducing both size and cost while enabling a lockup clutch to be released even if there is an ON failure of a solenoid valve.