Abstract: This disclosure describes powersplit hybrid transaxles for hybrid vehicles. An exemplary hybrid transaxle may include a dual sprocket assembly at least partially disposed between an engine and a first electric machine (e.g., a generator). A power transfer unit, such as a planetary gear set, may be nested within the dual sprocket assembly. Chains may operatively connect the power transfer unit to driven sprockets of a second electric machine (e.g., a traction motor) and a differential to provide torque to vehicle drive wheels. The proposed hybrid transaxles provide improved efficiency and compact packaging configurations.

Abstract: Technologies relating to two channel transmissions are disclosed. A two channel transmission may comprise a differential or epicyclic gear train disposed inside a case, with input/output shafts extending out of case. A speed variator may link inputs and outputs of the differential or epicyclic gear train. The speed variator may comprise, inter alia, a continuously variable transmission (CVT) and a speed range gear. The CVT may link to an input/output shaft outside the case, and the speed range gear may link to an input/output shaft or carrier gear inside the case. In high-stability embodiments, the speed variator may be replaced by a belt or a set of gears.

Abstract: A pedal cycle drivetrain (1) comprising: an epicyclic gear train (3) comprising: a sun gear (11) rotatable around a main axis; a planet carrier (13) rotatable around the main axis and carrying one or more planet gears (15) meshed with the sun gear (11); and an annulus (17) rotatable around the main axis and meshed with the one or more planet gears (15). The sun gear (11), the planet carrier (13), and the annulus (17) are each exclusively in direct drive with one of: an input (5) including one or more pedals; an output (7) including a wheel hub (8) rotatable around the main axis; and a first electric motor (19). Varying angular velocity of the first electric motor (19) corresponds to a varying effective transmission ratio between the input (5) and the output (7). An example application for the pedal cycle drivetrain (1) is use as a transmission in a human powered vehicle (100, 200, 400) such as a unicycle, a recumbent bicycle, or a tricycle.

Abstract: A powertrain may include an input shaft; a drive pulley and a driven pulley engaged to each other by a belt; a forward/backward switching mechanism provided to selectively switch a direction of power from the input shaft to the drive pulley by a plurality of friction members and transmit the power; a gear train provided to transmit the power of the input shaft to a rotation shaft of the driven pulley without passing through the drive pulley; and another friction member provided to interrupt a power transmission path of the gear train.

Abstract: A hybrid driving apparatus includes a forward-reverse switching mechanism, a transmission, an input path disposed on an output side of the forward-reverse switching mechanism, and a motor connected to the input path.

Abstract: A control apparatus for a vehicle that includes a drive-force transmitting apparatus and a hydraulic control unit. The drive-force transmitting apparatus defines a first transmitting path that is to be established by engagements of a first engagement device and a dog clutch, and a second transmitting path that is to be established by engagement of a second engagement device. When a rate of supply of a working fluid to the hydraulic control unit will be insufficient if at least two of a first engaging operation for engaging the first friction engagement device; a second engaging operation for engaging the second friction engagement device; a third engaging operation for engaging the dog clutch; and a shifting operation for executing a shifting action in a transmission mechanism of the drive-force transmitting apparatus are executed in an overlapped manner, the control apparatus executes these operations in accordance with an order of priority.

Abstract: A motor vehicle drivetrain features an input shaft, an output shaft, a continuously variable transmission for coupling the input shaft to the output shaft with a variable transmission ratio between the input shaft and the output shaft, and a bypass transmission with at least one bypass gearing, which has a fixed transmission ratio, in order to couple the input shaft to the output shaft. A value of a transmission ratio of the bypass gearing is less than or equal to half the sum of a value of the maximum forward motion and a value of the minimum forward motion of the variable transmission ratio between the input shaft and the output shaft driven of the continuously variable transmission and/or less than or equal to 1.0. The bypass transmission is configured for driving the motor vehicle with a driving speed of at least 50 km/h or 31 mph.

Abstract: A transmission includes a continuously variable unit (CVU) (20) arranged in parallel with an expansion gearset (120). The CVU (20) includes a first pulley (22) that is rotatably coupled to a second pulley (24) and an input member (12). The expansion gearset (120) includes a planetary gearset (130) that is arranged in series with a coplanar second gearset (140), and the second gearset (140) includes a first gear (142) engaged with a layshaft gear (144). The second pulley (24) is rotatably couplable to the first gear (142) of the second gearset (140). The layshaft gear (144) is engaged with a ring gear (136) and a carrier member (134) which is rotatably couplable to an output member (14). The first pulley (22) is rotatably couplable to the sun gear (132) via a first clutch (115). The transmission operates in a continuously variable mode when the first clutch (115) is deactivated, and operates in a power split mode when the first clutch (115) is activated.

Abstract: A geared continuously variable transmission (GCVT) is provided. The GCVT includes a first set of solar gears having a first solar gear and first plurality of connection components. Power enters the GCVT through the first set of solar gears. The GCVT includes a second set of solar gears having a second solar gear and second plurality of connection components. Power exits the GCVT through the second set of solar gears. Power is transmitted from the first set of solar gears to the second set of solar gears via the first plurality of connection components and the second plurality of connection components. The GCVT includes a hydraulic pump and a hydraulic motor connecting first component from the first plurality of connection components to second component from the second plurality of connection components and providing constant rotation ratio between the first component and the second component.

Abstract: A control apparatus for a continuously variable transmission (1) that includes a belt-type continuously variable transmission mechanism (40) and friction engagement elements (32), (33) is disclosed. The control apparatus includes: an operation position detection section (65) configured to detect an operation position of a selection lever (50); a selection control section (60b) configured to execute a selection control for engaging the friction engagement elements (32), (33) from a time point at which a switching from a non-travel range to a travel range is detected; a determination section (60) configured to determine engagement states of the friction engagement elements (32, 33); and a pulley pressure control section (60c) configured to control a pulley pressure supplied to two pulleys (41), (42). A belt slippage during an engagement of clutches is suppressed while a load on an oil pump is reduced.

Abstract: In a vehicle in which a continuously variable transmission and a gear mechanism are provided in parallel on a power transmission pathway between an input shaft and an output shaft, (i) an electronic control unit performs CVT shifting, in view of shift characteristics of C to C shifting in which the speed ratio is changed in stages, or (ii) then electronic control unit performs C to C shifting, in view of shift characteristics of CVT shifting in which the speed ratio is steplessly changed.

Abstract: A work vehicle includes a travelling state determination unit capable of determining a travelling state of a travelling body, and a control unit that restricts, if it has been determined by the travelling state determination unit that the travelling body is in a reverse travelling state, an upper limit value of a target rotational speed of an engine that is based on an operation on an accelerator operation tool to be a lower value than in a case where it has been determined by the travelling state determination unit that the travelling body is in a forward travelling state.

Abstract: A family of transmission gearing arrangements utilize one or two ball variators to establish a continuous range of speed ratios between an input and an output. In each case, the range of speed ratios includes an infinite ratio in which the output is stationary as the input rotates. In some embodiments having two ball variators, the outputs of the variators are combining using a planetary gear set. In other embodiments having two variators, the outputs of the variators are combined using clutches, which may be switchable one-way clutches.

Abstract: A continuously variable transmission for a vehicle may include an input shaft receiving torque of an engine, a first power delivery shaft disposed in parallel with and apart from the input shaft, a variable shift apparatus configured to change rotation speed of the input shaft and transmit the changed rotation speed to the first power delivery shaft, a second power delivery shaft selectively receiving torque of the first power delivery shaft, a third power delivery shaft disposed apart from the second power delivery shaft, a planetary gear set including first, second, and third rotation elements, and an idle gear set operably connecting the input shaft with the first rotation element of the planetary gear set in which the second rotation element is directly connected to the third power delivery shaft and the third rotation element is directly connected to the second power delivery shaft.

Abstract: A controller for a vehicle transmission is disclosed. The controller may include an electronic control unit configured to carry out a change shift for changing a path of the transmission of power between a first transmission path and a second transmission path by engaging a predetermined clutch mechanism. The electronic control unit may also be configured to set a change speed ratio region that defines a range of a speed ratio of the first transmission mechanism such that a rotation speed difference between engagement members of the clutch mechanism, which are engaged with each other in carrying out the change shift, is smaller than or equal to a predetermined value. When a speed ratio outside the change speed ratio region is set in the first transmission mechanism, the change shift is not carried out.

Abstract: A transmission system includes an input that is operable to receive torque, and a multi-speed gear train including a final output for transferring torque to a final drive. A clutch interconnects the input and the multi-speed gear train. When disposed in an engaged position, the clutch connects the input and the final output in torque communication therebetween. When disposed in a disengaged position, the clutch disconnects torque communication between the input and the final output. A dual planetary torque transfer device, which includes a pair of planetary gear trains coupled together, and interconnects the input and the final output. The dual planetary torque transfer device is disposed in a parallel relationship with the clutch, between the input and the final output. The dual planetary torque transfer device transfers torque between the input and the final output when the clutch is disposed in the disengaged position.

Abstract: A hybrid power transmission integrated system includes a first planetary gear train, a second planetary gear train, a first transmission-connecting set and a second transmission-connecting set. A control method includes: arranging the first transmission-connecting set to provide a first power input end; arranging the second transmission-connecting set to provide a second power input end, a first power output end and a free transmission end; connecting the first and second transmission-connecting sets to the first and second planetary gear trains; controlling the free transmission end performed as a second power output end or a third power input end such that powers are converted via the second power output end and are stored; supplying the stored power to the hybrid power transmission integrated system via the second or third power input end.

Abstract: A continuous and reversible mechanical transmission system with a power branch, with an input shaft (17) and an output shaft (16), formed by a continuously variable transmission (1) connected to the shaft of the motor and by at least one planetary gear train (2) linked to the shaft of the motor (17) and to the continuously variable transmission. The continuously variable transmission includes a first pair of gears (3 and 4) linked by means of a transmission (5). The gear train (2) comprises a second pair of gears (6-7) linked by a transmission (8) and at least a first and second transmission step (9-10), each one of which comprises an epicyclic gear carrier (9-13) and a pair of epicyclic gears (12-14).

Abstract: A continuously variable transmission includes a first gear shift mechanism for changing continuously a speed ratio of drive power input from a prime mover, a second gear shift mechanism for changing continuously a speed ratio of drive power input from the prime mover, and a planetary gear mechanism to which drive power output from the first gear shift mechanism and that output from the second gear shift mechanism are input and from which combined drive power is output to an output shaft. The planetary gear mechanism includes a sun gear, a planetary carrier and a ring gear. An output from the first gear shift mechanism and that from the second gear shift mechanism are respectively input to any two of the sun gear, the planetary carrier and the ring gear and the remaining one is coupled to the output shaft.

Abstract: A transmission includes a first drive secured to an input, producing a fixed drive ratio; a second drive secured to an input, producing a variable drive ratio; a planetary gearset including a member connected to the second drive, and a second member; a brake releasably holding the second member rotatably fixed; a first clutch releasably connecting the first member and an output; and a second clutch releasably connecting the second member and the first drive.

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 power transmission device includes a planetary gear set and a first and a second connecting mechanism. The planetary gear set receives power from a power source and outputs it to a power-driven member. The first connecting mechanism connects a first and a second rotor of the planetary gear set through a separate path. The second connecting mechanism connects the second rotor and a third rotor of the planetary gear set through a separate path. The controller is operable selectively in a first operation mode in which the second connecting mechanism is engaged, while the first connecting mechanism is disengaged and a second operation mode in which the second connecting mechanism is engaged, while the first connecting mechanism is disengaged. This ensures suitable mechanical connections among the power source, the power-driven member, and the power split mechanism which match with an operating condition of the power transmission device.

Abstract: The present invention is through an epicyclic gear set and a controllable brake device to structure the clutch function, so as to replace the conventional friction type electromagnetic clutch device, and combined with two or more than two of one or more rotary kinetic power device to constitute a hybrid power train having epicyclic type clutch device.

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 multispeed automatic transmission is provided having 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 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 invention relates to a transmission unit having a continuously variable transmission part (3) and a mechanical transmission part (4) comprising a four-shaft planetary gear (5), the part comprising a first planetary gear set (8) and a second planetary gear set (1) and being connected selectively to the output (A) via a first clutch device (K1) or a second shiftable clutch device (K2). The invention is characterized in that the first planetary gear set (8) and the second planetary gear set (10) of the planetary gear (5) each comprise a first shaft (11, 12) and a second shaft (13, 15), wherein the first shafts (11, 12) are rotationally fixed to each other and connected at least indirectly to the transmission input (E), and the second shaft of the first planetary gear set (8) is connected to the continuously variable transmission part (3) and the second shaft (15) of the second planetary gear set (9) is connected to an input part (16) of the first clutch device (K1).

Abstract: A vehicle drive system includes a first power path wherein an engine drives an accessory and a starter-alternator at relatively low speed, a second power path wherein the engine drives the accessory and a starter-alternator at relatively high speed, a third power path wherein the starter-alternator drives the accessory while the engine is off, and a fourth power path wherein the starter-alternator cranks the engine before an engine restart.

Abstract: The invention relates to a transmission unit (1), particularly multi-range transmission (2), comprising an input (E) and an output (A) and arranged between them a continuously variable transmission part (3) and a mechanical transmission part (4), comprising two three-shaft planetary gear sets (5, 6), each having a first (5.1, 6.1), second (5.2, 6.2) and third shaft (5.3, 6.3), wherein the first shafts of both planetary gear sets can be connected to the input and at least one second or third shaft of the respective planetary gear set can be non-rotatable connected to the output (A). The invention is characterized in that the planetary gear sets can be connected via two shiftable coupling units (K1, K2), which can be selectively and alternately actuated, to form a four-shaft planetary gear set and that the first coupling unit (K1) is arranged between the first shaft (6.

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 hybrid vehicle includes the engine capable of outputting power to the drive gear; the motors MG1 and MG2; the CVT; the planetary gear mechanism having the sun gear connected to the secondary shaft of the CVT, the ring gear capable of rotating in the direction opposite to the rotational direction of drive gear in conjunction with the drive gear, and the carrier connected the carrier shaft as the drive shaft; the clutch C1 that performs a connection and releases the connection between the primary shaft of the CVT and the motor MG1; the clutch C2 that performs a connection and releases the connection between the motor MG1 and the drive gear; and the brake B1 capable of non-rotatably fixing the 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: 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 power transmission apparatus for a vehicle is provided which is equipped with a power split device and a speed variator. The power transmission device is designed to set a speed ratio of speed of rotation of an output of a power source to speed of rotation of a driven wheel in a power circulation mode of a power split device to lie within one of a positive range in which a sign of the speed ratio is positive and a negative range in which a sign of the speed ratio is negative. This results in a decrease in degree of torque acting on the speed variator such as a continuously variable transmission, thus permitting a required degree of durability of the speed variator to be reduced.

Abstract: A multi-speed countershaft transmission for a vehicle is provided. The transmission includes a main shaft and countershaft gears that receive input directly from an input member. A plurality of torque transmitting mechanisms may be selectively applied to synchronize a range gear to a countershaft. The countershaft transfers torque to an output gear set, which may transfer torque to a planetary gear set. The available range gears include a plurality of forward speed ratios and at least one reverse speed ratio. One or more power take-off sections may also be provided.

Abstract: A drive consists of a drive source and a connected transmission module that is built up of a bypass transmission with connected supporting devices for the support of torque, a transmission, a torque converter, and several clutches and reductions. The bypass transmission has three rotation bodies and is made as a planetary gear. The third rotation body can be connected via a clutch to the supporting devices, which are formed by a flywheel. The first rotation body is connected via the torque converter to the drive source, and via a drive clutch to an ingoing shaft of the transmission. The second rotation body a finally is connected via a first and third reduction to an outgoing shaft of the transmission and the outgoing shaft can be connected via the first and second reduction to the driven wheels of a vehicle, which are depicted schematically by a rectangle. Each reduction is formed by two interlocking gear wheels, in which the first and third reduction possess a joint gear wheel.

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

Abstract: 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 hybrid vehicle includes: an engine that can output power to a drive gear; a CVT that can steplessly change the speed of power inputted to a primary shaft and output the power to a secondary shaft; a planetary gear mechanism including a sun gear connected to the secondary shaft, a ring gear that can rotate in a direction opposite to a rotational direction of the drive gear in conjunction with the drive gear, and a carrier connected to a carrier shaft; a clutch that connects and disconnects the drive gear to and from the primary shaft; a motor that can input and output power to the primary shaft; and a battery that can supply and receive electric power to and from the motor.

Abstract: A power-branched transmission having a plurality of transmission ratio ranges and having a continuously variable transmission ratio. The transmission includes at least one drive shaft operatively connected to an engine with a rotationally fixed connection, a power divider, a variable speed drive, and an output shaft. The power divider is a planetary gear train and the drive shaft is directly coupled with the internal ring gear of the planetary gear train. Also disclosed is a shift system for such a transmission and a variable speed drive unit clutch arrangement.

Abstract: The invention relates to a transmission unit having a continuously variable transmission part (3) and a mechanical transmission part (4) comprising a four-shaft planetary gear (5), the part comprising a first planetary gear set (8) and a second planetary gear set (1) and being connected selectively to the output (A) via a first clutch device (K1) or a second shiftable clutch device (K2). The invention is characterized in that the first planetary gear set (8) and the second planetary gear set (10) of the planetary gear (5) each comprise a first shaft (11, 12) and a second shaft (13, 15), wherein the first shafts (11, 12) are rotationally fixed to each other and connected at least indirectly to the transmission input (E), and the second shaft of the first planetary gear set (8) is connected to the continuously valiable transmission part (3) and the second shaft (15) of the second planetary gear set (9) is connected to an input part (16) of the first clutch device (K1).

Abstract: In a revolving transmission having at least two revolving transmission elements which may transmit a torque frictionally, at least one gap, which is preferably only filled with a liquid, is provided between the transmission elements at least during operation.

Abstract: An auxiliary transmission assembly includes a variable ratio gear assembly that is connected between an engine and the primary transmission of a motor vehicle, and an external input device to form a continuously variable transmission for the vehicle. The external input device is operably engaged with the output of the variable ratio gear assembly and can alter the speed of the output independently of the input to the gear assembly from the engine. The amount of variance provided by the external input device is determined by a controller that senses the change in load on the vehicle engine and operates the external input device to maintain the speed of the vehicle in accordance with a user input for the desired speed.

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: The invention relates to a transmission which is continually variable from an input shaft (E) to an output shaft (S), in which the input power is divided and transmitted along two parallel paths, namely a fixed ratio path and a variable ratio path, the respective speeds thereof being combined at an epicyclic output gear (7). The variable ratio path is formed by an epicyclic gear (5), a pulley variator (1, 2, 3) and an epicyclic gear (6) having two different ratios with which the brake (6.3) or coupling (6.5) is actuated. Two speed ranges (L and H) are provided at the output shaft (S). The L range passes from negative speeds to positive speeds, through a neutral point, when the variator ratio is reduced. The H range provides increasing positive speeds when the course of the variator is reversed. The passage between ranges L and H is synchronised at the point at which the speed of the intermediate shaft (5.3-6.5) is cancelled.

Abstract: A power transmission system coupling (100) configured to provide a responsive and controllable clutch (110) using a torque split arrangement including a planetary gear set (106) for torque modulation, together with a locking device (134) to maximize torque transfer capability when modulation is not required.

Abstract: A continuously variable transmission comprises a drive shaft which has first and second drive shafts and is provided with rotational power, a planetary gear unit which is meshed with the first drive gear of the drive shaft and has a sun gear secured to an output shaft, and a transmission which receives a portion of driving force to provide additional output. Interruption of power transmission when shifting is prevented. Also, since the construction of the continuously variable transmission is simplified to minimize the load generated due to a shifting operation, power loss resulting from shifting is reduced, and the manufacturing cost is decreased. In particular, since vibration and noise generated upon shifting are decreased, the continuously variable transmission can be widely applied, from a small power device such as a bicycle or a motorcycle to a large power transmission apparatus such as an industrial machine.

Abstract: A drive axle assembly includes first and second axleshafts and a drive mechanism coupling a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshafts, a transfer clutch and first and second brakes. The first brake is operable with the transfer clutch and the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second brake is operable with the transfer clutch and the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both brakes and the transfer clutch.

Abstract: A transmission mechanism utilizing a source of power which includes a main input shaft that turns upon receipt of power from said source. An auxiliary shaft is turned by the main input shaft through a link that turns the auxiliary shaft at a variable rate relative to the main shaft. A ring gear rotating with the main shaft includes a spur gear in meshing engagement with the same. A gear wheel rotating with the auxiliary shaft connects to the spur gear, via a bearing, for rotation along the ring gear. An output shaft is linked to the spur gear such that the output shaft turns according to the relative turning between the ring gear and the spur gear.