Abstract: A belt type continuously variable transmission includes a primary shaft and a secondary shaft, wherein the primary shaft is supported on a case via a first rolling element bearing, and the secondary shaft is supported on the case via a second rolling element bearing, the case is formed with a bolt hole at each of an even number of locations in a region separate from a shaft center plane, which is a plane that passes through a shaft center of the primary shaft and a shaft center of the secondary shaft, and first and second stopper plates that each hold down outer races of the first and second rolling element bearings are fixed to the case by bolts mounted in the bolt holes.

Abstract: An automatic transmission includes four planetary gear sets, a plurality of friction and synchronizing clutches and two drive assemblies. Input torque is provided to four clutches which selectively provide torque to various elements of the first and second planetary gear assemblies. Similarly, various elements of the first and second planetary gear assemblies provide power to the two drive assemblies which may either be chain drive or gear assemblies. The outputs of the drive assemblies drive sun gears of the third and fourth planetary gear assemblies. The transmission output is connected to and driven by the planet carriers of the third and fourth planetary assemblies. Sequenced operation of the friction and synchronizing clutches provides eight, nine or ten forward speeds or gear ratios.

Abstract: The present invention provides an accessory drive system for a vehicle. The accessory drive system includes a planetary gear set having a first, second, and third planetary member. A torque transfer device operatively connects an engine with the first planetary member. A motor/generator is operatively connected to the second planetary member, and a plurality of accessories are operatively connected to the third planetary member. Engine output is transferable through the planetary gear set to drive the accessories, and the speed at which the accessories are driven is selectable by controlling the speed of the motor/generator.

Abstract: A forward-reverse switching device for a vehicle includes a planetary gear set and a one-way clutch coupled to any two rotating elements among first, second and third rotating elements, each corresponding to any one of a ring gear, a carrier and a sun gear, of the planetary gear set. The first rotating element is coupled to a driving force source. The third rotating element is coupled to a drive wheel. Rotation of the second rotating element is prohibited to rotate the third rotating element in a direction opposite to the rotational direction of the first rotating element. The first to third rotating elements are integrally rotated to rotate the third rotating element in the same direction as the first rotating element. The one-way clutch is engaged when the rotational speed of the third rotating element exceeds the rotational speed of the first rotating element.

Abstract: A power train for a vehicle comprising an engine with an output shaft; a transmission disposed on a centerline having a drive input disposed laterally on a first side of the centerline and a drive output disposed laterally on a second side of the centerline opposite of such first side; a first differential having an input shaft aligned with and connected to the drive output of the transmission, a first output shaft projecting through an opening in the transmission and a second output shaft; a first transversely disposed axle having a second differential; a second transversely disposed axle having a third differential; a first drive train interconnecting the engine output shaft and the transmission drive input; a second drive train interconnecting the first output shaft of the first differential and the second differential; and a third drive train interconnecting the second output shaft of the first differential and the third differential.

Abstract: A continuously variable transmission device comprising a variator and a secondary power splitting. For power splitting, a planetary gear set has a first shaft coupled to the transmission input, a second shaft of the gear set coupled a first shaft of the variator, and a third shaft of the gear set couples a second shaft of the variator. First and second shift elements are provided to switch between first and second gear ratio ranges. Via the variator, the gear ratio is continuously variable within the gear ratio range and the two gear ratio ranges overlap. To implement the first gear ratio range, the second shaft of the gear set is connected, via the first shift element, to the transmission output, and to implement the second gear ratio range, the third shaft of the planetary gear set is connected, via the second shift element, to the transmission output.

Abstract: An automatic transmission includes a continuously variable transmission mechanism, a planetary gear mechanism, a clutch causing an input shaft and a first rotation element to be engaged, a coupling member which transmits rotation of the input shaft to the first rotation element, and a brake which locks rotation of a third rotation element. The input shaft is coupled to an input unit. An output shaft is coupled to a second rotation element An output unit is coupled to a fourth rotation element. The constant speed ratio of the coupling member is so set that a rotation direction of the output shaft relative to the fourth rotation element changes from a forward direction to a reverse direction according to a change in a speed ratio of the continuously variable transmission mechanism when the clutch is engaged and the brake is released.

Abstract: A modular assembly of a transmission is provided in which a continuously variable transmission module is separable from a planetary transmission module. When connected, the two modules function as a single transmission. The two modules are connectable in multiple orientations relative to each other. A single fluid source can be provided for operation of the two modules.

Abstract: A multi-speed power transmission device includes an input shaft, first and second output shafts and a planetary gearset. An axially moveable sleeve fixes the first output shaft and the input shaft for rotation when in a first position and the sleeve fixes the sun gear and the input shaft for rotation when in a second position. A hub is axially moveable and free to rotate relative to the first output shaft when in the first position. The hub is fixed for rotation with the first output shaft when in the second position. A cam plate is continuously fixed for rotation with the carrier and urges the hub toward its second position when in a second axial position. The input shaft drives the first output shaft at a reduced speed via the planetary gearset when the sleeve, hub and cam plate are at their second positions.

Abstract: Continuously variable transmission is discloses as comprising a continuously variable speed device such that the speed of the final outlet shaft (8) may be varied in any rotation direction and to zero using a combination of different diameters of a first pulley.

Abstract: The present invention provides a nine forward speed automatic transmission for a motor vehicle which includes four planetary gear sets, a plurality of friction and synchronizer clutches and two chain drive assemblies. The transmission is arranged along two parallel axes of rotation: a first axis defined by the input shaft and a second axis defined by the output shaft. The chain drive assemblies transfer power between sprockets disposed on the two axes. Various combinations of clutches may be engaged to provide nine forward speed ratios and five reverse speed ratios.

Abstract: A lorry 1 comprises a combustion engine 3 which is connected via the transmission module 5 to the input shaft 7 of an automatic transmission 9 with switchable gear settings. The output shaft 11 of the transmission 9 is connected to the wheels 15 of the lorry via a differential 13. The transmission module 5 comprises a clutch 17 which has two clutch parts 17A and 17B that can be coupled to each other. The transmission module 5 further comprises a part module 19 which has an input 21 and an output 23. The part module 19 comprises a bypass transmission 25 with three rotational members 27, 29, 31 of which the third rotational member 31 can be coupled to the firm world 35 via a brake 33.

Abstract: An automatic transmission includes four planetary gear sets, a plurality of friction and synchronizing clutches and two chain drive assemblies. Input torque is provided to four clutches which selectively provide torque to one element of a compound assembly comprising first and second planetary assemblies. The second planetary assembly includes only a sun gear and a planet carrier including elongate, stepped pinion gears which extend into the planet carrier of the adjacent first planetary assembly. The sun and ring gears of the first planetary assembly drive respective chain drive sprockets. A pair of chains transfer torque to respective driven chain sprockets. The chain driven by the first planetary assembly sun gear drives a third planetary assembly sun gear. The chain driven by the first planetary assembly ring gear drives a fourth planetary assembly sun gear. The transmission output is connected to the planet carriers of the third and fourth planetary assemblies.

Abstract: A continuously variable transmission may include a shift belt apparatus and a forward/reverse control apparatus. The forward/reverse control apparatus may include a planetary gear set consisting of first and second planetary gear sets, first clutch, and first and second brakes. The planetary gear set may include a first rotation element directly connected to an input shaft so as to be always operated as an input element, a second rotation element selectively connected to the input shaft through the first clutch so as to be operated as a selective input element and selectively connected to a transmission housing through the second brake so as to be operated as a selective fixed element, a third rotation element directly connected to an output shaft so as to be always operated as an output element, and a fourth rotation element selectively connected to the transmission housing through the first brake so as to be operated as a selective fixed element.

Abstract: A power unit for a motorcycle having a continuously variable transmission, which is housed in a transmission chamber inside a engine body and which accomplishes stepless changes in the transmission of power from a drive pulley shaft to a driven pulley shaft by changing the effective diameter with which a belt actually wraps around each of the drive and the driven pulleys. An input clutch is set between a crankshaft and a drive pulley and is provided on the drive pulley shaft. A starter clutch is set between a driven pulley shaft and a rear wheel and is provided on the driven pulley shaft. The switching between the engagement and disengagement of one of the input clutch and the starter clutch is hydraulically controlled. Meanwhile, the switching between the engagement and disengagement of the other one of the input clutch and the starter clutch is mechanically controlled.

Abstract: The present invention provides a nine forward speed automatic transmission for a motor vehicle which includes four planetary gear sets, a plurality of friction and synchronizer clutches and two chain drive assemblies. The transmission is arranged along two parallel axes of rotation: a first axis defined by the input shaft and a second axis defined by the output shaft. The chain drive assemblies transfer power between sprockets disposed on the two axes. Various combinations of clutches may be engaged to provide nine forward speed ratios and five reverse speed ratios.

Abstract: An automatic transmission includes four planetary gear sets, a plurality of friction and synchronizing clutches and two chain drive assemblies. Input torque is provided to four clutches which selectively provide torque to one element of a compound assembly comprising first and second planetary assemblies. The second planetary assembly includes only a sun gear and a planet carrier including elongate, stepped pinion gears which extend into the planet carrier of the adjacent first planetary assembly. The sun and ring gears of the first planetary assembly drive respective chain drive sprockets. A pair of chains transfer torque to respective driven chain sprockets. The chain driven by the first planetary assembly sun gear drives a third planetary assembly sun gear. The chain driven by the first planetary assembly ring gear drives a fourth planetary assembly sun gear. The transmission output is connected to the planet carriers of the third and fourth planetary assemblies.

Abstract: A vehicle drive control device includes a continuously variable transmission mechanism (hereinafter referred to as CVT (6) of a torque control type capable of continuously varying a transmission gear ratio, and a controller (34) which controls operations of the CVT (6) and an engine (2). The controller (34) includes a first control section (43; 43A) which controls a torque of the CVT (6) based on a target transmission input torque (TTRN,T), and a second control section (44) which controls a torque of the engine (2) based on a target engine rotation speed (?e,T).

Abstract: In one example, a moon gear assembly is provided that includes a moon arm assembly having a driving moon gear. A pivot pin is connected to the moon arm assembly, and an adjustment arm is connected to the moon arm assembly.

Abstract: A hydraulic control system of a vehicle power train having a belt-type continuously variable transmission, and a hydraulic lock-up clutch, includes: a line pressure control valve; first and second control valves; first, second and third electromagnetic valves; and a fail-safe valve. The fail-safe valve is switched to a fail position in which a line pressure is supplied to one of a drive pulley and a driven pulley when a rapid deceleration state is likely to occur in the belt-type continuously variable transmission, the fail-safe valve is switched to a normal position in which a hydraulic pressure output from the first control valve is supplied to the one of the drive pulley and the driven pulley during times other than the above, and the fail-safe valve is switched by a combination of a hydraulic pressure controlled by the second electromagnetic valve and a hydraulic pressure controlled by the third electromagnetic valve.

Abstract: Power train for a motor vehicle, having an engine with a driven shaft which has a crankshaft axle which is located longitudinally to the direction of travel and which is connected to a starting unit, a preliminary gear stage with an input shaft and an output shaft, the input shaft of the preliminary gear stage being connected to the starting unit and the output shaft of the preliminary gear stage having a lateral offset to the crankshaft axle, a variator which is preferably made as a disk variator with two adjustable disk sets for the continuous transmission of torque, and for which the input-side disk set is connected to the output shaft of the preliminary gear stage, while the output-side disk set is located laterally offset, a subsequent gear stage which has an input shaft and an output shaft and which is located on the same side of the variator as the preliminary gear stage, the input shaft of the subsequent gear stage being connected to the output-side disk set of the variator, and a first differential w

Abstract: A transmission unit, especially a multirange transmission, includes two superposition gears that are embodied as triple-shaft planetary gears, a continuously variable transmission in the form of a traction gear, and a way for controlling the transmission ratio on the traction gear. The individual superposition gears and the continuously variable transmission are coupled to each other via one respective connecting gear. The second shaft of the first superposition gear and a shaft of the second superposition gear can be alternatively joined to the gear output via a shiftable clutch. The second shaft of the first superposition gear can be connected in a torsion-proof manner to the third shaft of the second superposition gear. The first shaft of the second superposition gear is joined to a shaft of the first superposition gear via another shifting clutch.

Abstract: A snowmobile is disclosed having improved drive train including a continuously variable transmission (CVT) having a drive belt looped around a driving pulley and a driven pulley, and a transversely arranged jackshaft wherein the driven pulley is connected directly onto the outer surface of one end of the jackshaft. The transverse jackshaft is preferably made from a thin-walled hollow tube and the driven pulley is preferably press fitted thereon. A method of assembling a snowmobile drive train is also disclosed.

Abstract: In a V-belt continuously variable transmission (CVT) of an ATV, a movable sheave half of a primary sheave is disposed on the outer side in the vehicle width direction with respect to a fixed sheave half, and a sheave drive mechanism for controlling the respective groove widths of the primary sheave and a secondary sheave through a driving force by an electric motor is located on the outer side in the vehicle width direction with respect to the movable sheave half of the primary sheave. A footboard of the ATV is located on the outer side of the V-belt CVT in the vehicle width direction and below a primary sheave shaft and a secondary sheave shaft. A portion of the electric motor is located above and in front of the primary sheave shaft as viewed in the sheave shaft direction. A straddle-type vehicle having the compact, yet durable V-belt continuously variable transmission achieves a speed change operation highly responsive to the vehicle running condition.

Abstract: An infinitely variable transmission device (4) for a vehicle drivetrain (1) which includes a variator (8) and a gearshift transmission device (9), which produce gear ratios in a plurality of ratio ranges with continuous variation. The device has a planetary transmission device (7) in active connection with a transmission input (12), in an area of a first shaft (11), with the gearshift transmission device (9), in an area of a second shaft (14), and with the variator (8), in an area of a third shaft (16). The torque to be transmitted by the transmission device (4) passes, via at least two power paths, between the transmission input (12) and a transmission output (10). The variator (8) is arranged in one of the two power paths and the gearshift transmission device (9) is arranged between the variator (8) and the transmission output (10).

Abstract: A continuously-variable transmission for a vehicle includes a belt-type continuously-variable transmitting mechanism connected to a drive source and configured to continuously vary a speed ratio of the belt-type continuously-variable transmitting mechanism; an auxiliary transmitting mechanism provided in series with the belt-type continuously-variable transmitting mechanism and configured to attain a plurality of shift steps for a forward running of the vehicle; and a speed-increasing gear mechanism provided upstream from the auxiliary transmitting mechanism and configured to increase an input rotational speed of the auxiliary transmitting mechanism.

Abstract: A variable speed fan drive (10) particularly suitable for a vehicle having an internal combustion engine is provided. The fan drive comprises an input shaft (11) driven by the output of an engine. The input drives a carrier (12) for planetary gears (13) which each orbit a sun gear (14) in an epicyclic gear arrangement. A fan (16) is coupled to the sun gear. A further gear arrangement (18,19,21), driven by the input shaft, delivers a variable output to input ratio, the output of which is coupled to a housing (17) of the epicyclic gear arrangement which is meshed with the planetary gears. The provision of the epicyclic gear arrangement in combination with the variable ratio allows the fan blade to operate in reverse. Advantageously, this can be exploited to provide a means to clean a radiator grille.

Abstract: A forward-reverse switching device for a vehicle includes a planetary gear set and a one-way clutch coupled to any two rotating elements among first, second and third rotating elements, each corresponding to any one of a ring gear, a carrier and a sun gear, of the planetary gear set. The first rotating element is coupled to a driving force source. The third rotating element is coupled to a drive wheel. Rotation of the second rotating element is prohibited to rotate the third rotating element in a direction opposite to the rotational direction of the first rotating element. The first to third rotating elements are integrally rotated to rotate the third rotating element in the same direction as the first rotating element. The one-way clutch is engaged when the rotational speed of the third rotating element exceeds the rotational speed of the first rotating element.

Abstract: A power-branched, continuously variable vehicle transmission includes a CVT variable speed drive that is connected to an input shaft through a planetary gear train and to an output shaft through a multistage gearbox. In an alternative embodiment, one variable speed drive shaft of the variable speed drive is connected to an input shaft, and the variable speed drive shafts are connected to an output shaft through a planetary gear train module. The power-branched transmission is compactly constructed, but permits a high start-up torque and enables a wide transmission ratio spread.

Abstract: Structures of automatic vehicle transmissions are described which have a planetary gear train connected to an input shaft. The planetary gear train is connected through a CVT variable speed drive that includes two variable speed drive shafts and through at least one gear pairing to an output shaft. Rotationally fixed connections corresponding to different gear ranges are producible between shafts of the transmission through gear pairings and or shaft connections provided with clutches.

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. When an actual through speed ratio passes a predetermined mode switch speed ratio, a transmission controller performs a coordinated shift in which a gear position of the subtransmission mechanism is changed and a speed ratio of the variator is varied in an opposite direction to a speed ratio variation direction of the subtransmission mechanism. When the rapid deceleration is determined to be underway, the transmission controller decreases a speed ratio variation amount of the variator in the direction of a High side accompanied by a downshift of the subtransmission mechanism compared with the coordinated shift.

Abstract: The invention concerns a continuously variable transmission having a transmission input (60) and a transmission output (114). The transmission has a variator (56). This is a device which transmits drive at steplessly variable ratio. It further comprises an epicyclic gear arrangement (58) incorporating a clutch arrangement (152). The epicyclic gear arrangement has three rotary members. One of these is coupled to a planet carrier (86) having at least one planet gear (94). Another of the rotary members is coupled to a main gear (90) meshing with the planet gear. The clutching arrangement serves to couple the remaining rotary member to either of first and second alternative gears (96, 98), both of which mesh with the planet gear and which rotate at different speeds. One of the aforesaid rotary members is coupled to the transmission input at a fixed drive ratio. One of them is coupled to the variator output. The last of the rotary members is coupled to the transmission output.

Abstract: A two speed transmission and belt drive system utilizing the transmission. The two speed transmission comprises a planetary gear train comprising an input pulley connected to an input carrier, and a sun gear and a ring gear. The input carrier also comprises a plurality of planetary gears disposed between the sun gear and the ring gear. The sun gear is engaged with an electromagnetic brake member. The ring gear is engaged with an output pulley. A one-way clutch is disposed between the input carrier and the output shaft. The brake member is engaged at engine idle and is disengaged at engine speeds above idle. When the brake member is engaged the sun gear does not rotate, thereby driving the ring gear and output pulley at a greater speed than the input pulley. An accessory pulley operates with the transmission output pulley resulting in an accessory speed that is proportional to an engine speed at idle.

Abstract: A bicycle transmission assembly that is mountable to a bottom bracket shell of a bicycle frame. The bicycle transmission generally includes an input crank assembly, an output chainring, a planetary gear mechanism, a control system and a mounting system. The output chainring engages a bicycle drive chain that includes a plurality of chain links. The planetary gear mechanism includes a ring gear and provides a plurality of transmission paths. The planetary gear mechanism is mounted coaxially about the shell axis. The control system is operatively connected to the planetary gear mechanism for selecting one of the plurality of transmission paths. The mounting system mounts the planetary gear mechanism and the control system to the bottom bracket shell. At least one chain link overlaps the ring gear as viewed along the shell axis. The at least one chain link engages the output chainring.

Abstract: The invention relates to a device for supplying a hydraulic medium to a rotatably mounted drive element in a transmission case, the hydraulic medium being routed to a channel in the drive element by way of at least one channel in a coaxially adjacent element which corresponds to the drive element. Structurally favorable and reliable supply with hydraulic medium is achieved in that the drive element is nonrotatably connected to the other element and that the contact connection is at least one unthreaded conduit which is inserted tightly into the two channels and which extends directly from the element to the drive element.

Abstract: A transmission unit, especially a multirange transmission, includes two superposition gears that are embodied as triple-shaft planetary gears, a continuously variable transmission in the form of a traction gear, and a way for controlling the transmission ratio on the traction gear. The individual superposition gears and the continuously variable transmission are coupled to each other via one respective connecting gear. The second shaft of the first superposition gear and a shaft of the second superposition gear can be alternatively joined to the gear output via a shiftable clutch. The second shaft of the first superposition gear can be connected in a torsion-proof manner to the third shaft of the second superposition gear. The first shaft of the second superposition gear is joined to a shaft of the first superposition gear via another shifting clutch.

Abstract: A power transmission system having an input member (6) and an output member (2) for transmitting power, and an oil pump (7) for discharging oil by a relative rotation between a first (8, 70) and a second rotary members (9, 87, 88) which is driven by the power transmitted between the input member (6) and the output member (2), characterized in that: the input member (6) and the first rotary member (8, 70) are connected with each other in a power transmittable manner, and the output member (2) and the second rotary member (9, 87, 88) are connected with each other in a power transmittable manner; and characterized by comprising: a transmission member (11, 13, 76, 77) for connecting the first and the second rotary members in a power transmittable manner; and a control valve (9, 87, 88) for controlling a power transmission state between the first and the second rotary members, by controlling a discharge condition of the oil pump (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: A front wheel drive transmission is provided having a transmission input member, a transmission output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes a sun gear member, a planet carrier member, and a ring gear member. The torque transmitting devices include clutches and a brake arranged within a transmission housing.

Abstract: A front wheel drive transmission is provided having a transmission input member, a transmission output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes a sun gear member, a planet carrier member, and a ring gear member. The torque transmitting devices include clutches and a brake arranged within a transmission housing.

Abstract: A front wheel drive transmission is provided having an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes a sun gear member, a planet carrier member, and a ring gear member. The torque transmitting devices include clutches and a brake arranged within a transmission housing.

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.

Abstract: A reversing gearset of a continuously variable transmission, in particular a continuously variable belt transmission has a drive input shaft (6), a primary shaft (10), a simple planetary gearset with a sun gear (2), a web (3) for the planetary gears (4) and an annular gear (5) and two shift elements (7, 8) for shifting to the forward or the reverse directions. The transmission ratio of the reversing gearset (1), in the reverse direction, is greater than one (i.e., it is a speed-drop ratio), such that in the forward direction, the transmission ratio of the reversing gearset (1) is equal to one.

Abstract: The invention relates to a drive device for motor vehicles with at least one longitudinal output or transverse output differential gear, with an input shaft, and with a means for controlled torque distribution to the two output shafts. A quick-response, structurally advantageous drive device is thus achieved in that the differential gear is a self-locking differential gear and in that a speed-regulation drive, which changes the differential-side speed of 1:1 in the plus or minus direction based on dynamic performance parameters, is integrated into one of the output shafts, or in that speed-regulation drives, which alternately change the differential-side speed of 1:1 in the plus direction or in the negative direction based on dynamic performance parameters, are integrated into two output shafts.

Abstract: A transmission TM comprises a metal V-belt mechanism 20, which is provided between an engine ENG and driving wheels DRW and transmits a rotational driving force from the engine ENG toward the driving wheels DRW with a speed change, and a forward/reverse switching mechanism 30, which includes a planetary gear train and switches the rotational direction between for a forward drive and for a reverse drive and transmits the rotational driving force received from the engine ENG to the metal V-belt mechanism 20. An engine control unit 60 for the transmission TM, while the rotational direction is set for a reverse drive, changes the ratio of the metal V-belt mechanism 20 in the direction where the vehicle speed increases by a predetermined ratio and controls the torque input from the engine ENG such that the torque being transmitted to the driving wheels DRW achieves approximately the same magnitude as that achieved while the rotational direction is set for a forward drive.

Abstract: An assembly of an engine and a transmission is disclosed. An output shaft of the engine and an input shaft of the transmission extends in parallel to protrude from the assembly. The assembly typically comprises a first fitting portion that is formed in a crankcase of the engine and is configured to surround the output shaft, a second fitting portion that is formed in a housing of the transmission and is configured to surround the input shaft, and a coupling element having a first opening fitted to the first fitting portion and a second opening fitted to the second fitting portion. A center distance between the output shaft and the input shaft is fixed with the coupling element fitted to the first and second fitting portions.

Abstract: Two input-shaft-side fixed sheaves of respective first and second pulley-type continuously variable transmission mechanisms are integrally connected and secured to each other while their back sides abut against each other. One of output-shaft-side movable sheaves and the other of output-shaft-side fixed sheaves are provided between one of the output-shaft-side fixed sheaves and the other of the output-shaft-side movable sheaves while their back sides abut against each other, so as to be rotatable relative to each other and so as to be movable together on a sun-gear input shaft. The one of the output-shaft-side movable sheaves is formed consecutively with an input shaft of a planetary carrier of a planetary gear mechanism. The other of the output-shaft-side fixed pulleys is formed consecutively with an input shaft of a sun gear of the planetary gear mechanism.

Abstract: A first embodiment of a vehicle transmission with continuously variable transmission ratio contains a CVT variator with two variator shafts, an input shaft that can optionally be brought into rotational engagement with one or the other of the variator shafts, and an output shaft that can optionally be brought into rotational engagement with one or the other of the variator shafts, such that two forward driving ranges with opposite torque transmission directions of the CVT variator are present, whose transmission ratio ranges are constantly contiguous with each other.

Abstract: A transfer case includes an input shaft and first and second output shafts. An overdrive unit is driven at an increased speed relative to the input shaft. A clutch is operable in a first position to establish a drive connection between the input shaft and the first output shaft. The clutch is further operable in a second position to establish a drive connection between the overdrive unit and the first output shaft. An actuator is driven by a motor for moving the clutch between its first and second positions. The actuator includes an axially movable fixed disk fixed for rotation with an output member of the overdrive unit. The shift engages an axially movable sleeve of the clutch.

Abstract: A transmission unit, especially a multirange transmission, includes two superposition gears that are embodied as triple-shaft planetary gears, a continuously variable transmission in the form of a traction gear, and a way for controlling the transmission ratio on the traction gear. The individual superposition gears and the continuously variable transmission are coupled to each other via one respective connecting gear. The second shaft of the first superposition gear and a shaft of the second superposition gear can be alternatively joined to the gear output via a shiftable clutch. The second shaft of the first superposition gear can be connected in a torsion-proof manner to the third shaft of the second superposition gear. The first shaft of the second superposition gear is joined to a shaft of the first superposition gear via another shifting clutch.