Abstract: A drive train with a combustion engine, electric machine, and a transmission with first and second partial transmissions. The electric machine is coupled via a planetary transmission to input shafts of the first and second partial transmissions. The combustion engine can be coupled, via a separation clutch, to the input shaft of the second partial transmission and, when the separation clutch is engaged, the engine is also connected, via the planetary transmission, to the input shaft of the first partial transmission. A bridging shift element interacts with the planetary transmission such that, when the bridging shift element is engaged, the electric machine and the input shafts of the first and second partial transmissions are torsionally fixed so that they all rotate together. When the bridging shift element is disengaged, there is no torsionally fixed connection and those component rotate at different rotational speeds.

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 superposition transmission in several variants and embodiments has hydrostatic-mechanical or electric-mechanical power splitting for the use in vehicles and work machines such as municipal vehicles, handling devices such as telehandlers or forklifts, wheel loaders, tractors and comparable apparatuses, in which an infinitely variable adjustment of the gear ratio is desired independent of the speed of the drive engine. The input shaft (1) is connected with a variator which is in operative connection with two summing planetary gears (12) and (13) arranged parallel with respect to each other. The output occurs in all driving speeds and all driving ranges via the planet carrier arranged as carrier (18).

Abstract: A device (2) for a vehicle drivetrain (1) with a transmission unit (3) for changing various transmission ratios and with a hydraulic device (4) by which drive torque can be provided in the area of the drive output (5) of the vehicle drivetrain (1) and in whose area a drive output torque of the vehicle drivetrain (1) can be at least partially supported. A reversing gear system (6) is connected, upstream of the transmission unit (3), for reversing the rotation direction, and the hydraulic device (4) can be brought into active connection with the transmission unit (3), between the reversing gear system (6) and the transmission unit (3), in the area of the transmission input (15).

Abstract: A powertrain includes an engine and a continuously variable transmission including a planetary gear arrangement and a variator. An input drives the variator and the planetary gears. A first planetary output gear is connected to the first output of the planetary gear arrangement. A second planetary output gear is connected to the first output, and a third planetary output gear is connectable by a first clutch to a second output of the planetary gear arrangement. A first output member is connected to the third planetary output gear, a second clutch releasably connects the first output member with the first planetary output gear, a third clutch connects the first output member with the second planetary output gear, a fourth clutch connects the second output member with the first planetary output gear, and a fifth clutch connects the second output member with the second planetary output gear.

Abstract: A transmission includes an input member, an output member, a first and a second intermediate member, and a planetary gear set, all of which are coaxial and define a first axis of rotation. A first and a second layshaft are arranged to define a second axis of rotation and a third axis of rotation, respectively. Each of five sets of intermeshing gears transfer torque from a respective one of the intermediate members to a respective one of the layshafts via engagement of different respective ones of nine torque-transmitting mechanisms. A set of transfer gears transfers torque from the layshafts to the output member. One of the torque-transmitting mechanisms grounds a member of the planetary gear set to a stationary member. The nine torque-transmitting mechanisms are engagable in different combinations to establish up to eight forward speed ratios and at least one reverse speed ratio.

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

Abstract: Disclosed herein is a gear train of a multi-step transmission for a vehicle, which can shift gears among nine forward speeds and one reverse speed. The gear train realizes a desired level of multi-step change gear ratios and has a reduced number of sets of planetary gears to reduce the volume and length of the transmission, thus realizing a compact structure, thereby facilitating the installation of the transmission in the vehicle.

Abstract: A gear train apparatus in a multistage transmission may include input and output shafts, a complex planetary gear device concentrically mounted with regard to the output shaft and having four rotary components including one rotary component coupled to the output shaft, first to third pairs of external gears, first to third clutches, a train of external gears, a fourth clutch and first and second brakes.

Abstract: An automotive air blower includes an air pump (14) connected to the output shaft of a transmission system, whose input shaft is connected, in use, to the engine (16) of a motor vehicle. The input and output shafts are connected to the ring gear (10) and sun gear (13), respectively, of a three-branch epicyclic differential gearset. The planet carrier (12) of the gearset is connected to the rotor (2) of an electric motor/generator and the input shaft is connected to the rotor of an electrical machine (1), which constitutes at least a generator. The electrical connections of the stators of the two machines are connected together via a controller arranged to control the flow of electrical power between them. A selectively engageable mechanical connection (15) is provided between two of the branches of the gearset and arranged to connect the two branches together such that the gearset will rotate as a single unit.

Abstract: A transmission includes an input member, an output member, an intermediate shaft, and a simple planetary gear set, all of which are coaxial. A first and a second layshaft are arranged to define a second axis of rotation and a third axis of rotation, respectively. The transmission has five sets of intermeshing gears, some of which are arranged to transfer torque from the input member to the layshafts, and others of which are arranged to transfer torque from the layshafts to the intermediate member or the simple planetary gear set. The transmission has eight torque-transmitting mechanisms, including one torque-transmitting mechanism that is selectively engagable to connect the input member for common rotation with the intermediate member. The other seven torque-transmitting mechanisms are each selectively engagable to connect a different respective gear of the sets of intermeshing gears to a respective one of the layshafts or to a stationary member.

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: 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: A dual clutch transmission is provided which in a preferred embodiment includes a first and second input gears rotatable along a first axis and first and second clutches torsionally connected with the respective first and second input gears. First and second coaxial input shafts are provided having a plurality of selectively synchronized ratio defining gears rotatable along a second axis parallel with the first axis, the first and second input shafts are torsionally associated with the first and second input gears. An output shaft is provided that is rotatable along the first axis. The output shaft has gears meshing with the ratio defining gears of the first and second gear input shafts.

Abstract: A transmission includes an input, a variator including an output and a ball carrier secured to the input, producing a variable speed ratio between the ball carrier and the output, a gearset including a component connected to the output, and second and third components, a first clutch releaseably connecting the input and the second component, and a second clutch releaseably connecting the component and the third component.

Abstract: Disclosed herein is a gear train of a multi-step transmission for a vehicle, which can shift gears among nine forward speeds and one reverse speed. The gear train realizes a desired level of multi-step change gear ratios and has a reduced number of sets of planetary gears to reduce the volume and length of the transmission, thus realizing a compact structure, thereby facilitating the installation of the transmission in the vehicle.

Abstract: A transmission includes a coaxial input member, output member, intermediate member, and simple planetary gear set. A first and a second layshaft are arranged to define a second and a third axis of rotation, respectively. The transmission has five sets of intermeshing gears, some of which are arranged to transfer torque from the input member to the layshafts, and others of which are arranged to transfer torque from the layshafts to one of the intermediate member and the simple planetary gear set. The transmission has eight torque-transmitting mechanisms that are each selectively engagable to connect a different respective gear of the intermeshing sets of gears to a respective one of the layshafts or to a stationary member. The torque-transmitting mechanisms are engagable in different combinations to establish up to fourteen forward speed ratios and a reverse speed ratio between the input member and the output member.

Abstract: An control apparatus for an automatic transmission includes: a failure shift stage setting section configured to set, to the target shift stage, a shift stage which can be attained in a state in which the one of the solenoids judged that the failure is generated is not energized; and a failure neutral state through section configured to control the solenoids at a predetermined vehicle speed or over so that the automatic transmission is brought to a neutral state, when the target shift stage is a shift stage at which the vehicle speed is suddenly decreased when the solenoids are controlled so that the automatic transmission attains the target shift stage, and to control the solenoids below the predetermined vehicle speed so that the automatic transmission attains the target shift stage.

Abstract: A powershift transmission in a motor vehicle is arranged between a prime mover and driven wheels of the motor vehicle for transmission of propulsive power and selection of different gear speed ratios. The powershift transmission includes at least two factional clutches for alternatively engaging at least two input shafts, a main transmission, a range section and an output shaft. A countershaft in the powershift transmission is rotationally connectable to the output shaft in order to establish a by-pass torque path, passing by the range section, and in which propulsive power can be transferred when the range section is gear shifted between different range speed ratios.

Abstract: A power split transmission for a working machine, such as a wheel loader, having a continuously variable power branch and a mechanical power branch that are summed with one another via a summing gear (13). The summing gear (13) can be connected, via a clutch for forward drive (4) and a clutch for reverse drive (8), to an input drive. The power split transmission has shafts (2, 7; 32, 33) and only a single clutch is located on each shaft.

Abstract: A multi-speed transmission includes a first input shaft, a second input shaft, a first friction engagement mechanism, a second friction engagement mechanism, a first synchromesh mechanism, a second synchromesh mechanism, and a third friction engagement mechanism. A differential mechanism includes a first rotational element, a second rotational element, and a third rotational element. The first rotational element is coupled to a first countershaft. The second rotational element is coupled to a second countershaft. The third rotational element is coupled to an output member. A third synchromesh mechanism is capable of coupling a driving gear of a first gear train to the first input shaft or is capable of coupling a driven gear of the first gear train to the output member so as to enable power to be transferred between the first input shaft and the output member using the first gear train.

Abstract: A dual clutch transmission 17 for an automotive vehicle is provided, including a dual clutch assembly 216 for selective torsional connection with geared first and second shafts 214, 218 rotatable about a first axis. A third geared shaft 230 having at least one gear 226 for meshed engagement with at least one gear 210 of said first and second geared shafts. A plurality of synchronizers 228, 232 for selectively determining torsional transfer between at least one of said first and second geared shafts 214, 218 and said third shaft 230. At least one synchronized gear 226 can be acted upon by a first synchronizer 228 for direct connection to one of said shafts 230 and said one synchronized gear 226 can be connected to one of said shafts 230 by a planetary gear set 234, 236, 237 to provide a second gear ratio for said transmission 17.

Abstract: A transmission includes an input member, an output member, an intermediate member, and a planetary gear set, all of which are coaxial. A first and a second layshaft are arranged to define a second axis of rotation and a third axis of rotation, respectively. At least three sets of intermeshing gears are provided, some of which are arranged to transfer torque from the input member to the layshafts, and another of which is arranged to transfer torque from the layshafts to the intermediate member via engagement of different respective ones of seven torque-transmitting mechanisms. The seven torque-transmitting mechanisms are engagable in different combinations to establish up to eight forward speed ratios and a reverse speed ratio between the input member and the output member.

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: The invention concerns an automated motor vehicle shift transmission (1) with an input shaft, an output shaft and several selectively engaged gears, the input shaft (W1) being connected to a drive motor (M) via an engine clutch (K) that can be engaged and disengaged. To avoid an interruption of the traction force during a shift process, a controllable friction clutch is provided as a change-under-load clutch (K5) to connect the input shaft (W1) directly to the output shaft (W3, W4) when necessary. The invention also concerns a method for controlling the gearshifts of an automated motor vehicle shift transmission comprising an input shaft, an output shaft and several selectively engaged gears, and in which the input shaft is connected to a drive motor via an engine clutch that can be engaged or disengaged, such that in a shift process between a loaded gear that is engaged and a target gear to be engaged, the engine clutch remains closed during the gear change.

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. One or more other torque transmitting mechanisms may be selectively applied to bypass the countershaft and/or to couple the planet carrier of the planetary gear set to another component of the planetary gear set.

Abstract: A transmission is provided having an input member, an output member, three planetary gear sets, four external gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. Each of the external gear sets includes first and second gears. The torque transmitting devices may include clutches and brakes.

Abstract: A transaxle transfers torque to first and second axle shafts. The transaxle includes a main shaft, a planetary gearset, a first clutch transferring torque between the main shaft and a first member of the planetary gearset and a second clutch transferring torque between the main shaft and a second member of the planetary gearset. An input shaft is fixed for rotation with the first member of the planetary gearset. A countershaft is selectively driven by first, second, third and fourth speed gearsets associated with the input shaft. A final drive unit provides multiplied torque to a differential assembly adapted to drive the first and second axle shafts. Actuation of the first and second clutches selectively provides first through eighth discrete forward drive ratios such that each of the first, second, third and fourth speed gearsets transfers torque during provision of two of the first through eighth forward drive 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: 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 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 multi-group transmission of a vehicle is arranged in a drivetrain and includes traction force support during gearshift operations. A clutch mechanism, including a frictional clutch and two shifting clutches is arranged between a drive motor with a driveshaft and a transmission input shaft, such that the driveshaft can be connected to the transmission input shaft by one shifting clutch in a first shift position in combination with the frictional clutch or in a second shift position with bridging of the frictional clutch, such that the driveshaft can be directly connected to a main transmission shaft by the other shifting clutch in a shift position in active combination with the frictional clutch. In a method for operating the transmission, the frictional clutch is controlled and operated in combination with the first shifting clutch as a starting clutch and with the second shifting clutch as an intermediate-gear clutch.

Abstract: 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. The automatic transmission for vehicles may include a first shift portion outputting three intermediate rotational speeds of a same rotational speed as an input rotational speed, an increased rotational speed, and a reverse rotational speed by using torque received through first and second variable input pathways, and a second shift portion including first, second, third, and fourth gears that respectively achieve first, second, third, and fourth gear ratios, changing each intermediate rotational speed received from the first shift portion into four final rotational speeds, and outputting the same.

Abstract: A transmission is provided having an input member, an output member, three planetary gear sets, four external co-planar gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. Each of the external gear sets includes first and second gears. The torque transmitting devices may include clutches and brakes.

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: A transmission for a vehicle includes an input shaft, a carrier sun shaft, and an output shaft. A planetary gear set includes a sun gear coupled with the carrier sun shaft, a ring gear coupled with the output shaft, and a plurality of planetary gears enmeshed between the sun gear and the ring gear. A plurality of shift elements each include a first gear coupled with the input shaft, and a second gear coupled with the carrier sun shaft and enmeshed with the first gear. A plurality of shift clutches are each selectively coupled between a corresponding shift element and the input shaft or carrier sun shaft. A low range clutch is selectively coupled between the input shaft and the plurality of planetary gears. A high range clutch is selectively coupled between the carrier sun shaft and the output shaft. A reverse range clutch is selectively coupled between an immovable feature and the plurality of planetary gears.

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: A transmission is provided having an input member, an output member, three planetary gear sets, four external gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. Each of the external gear sets includes first and second members. The torque transmitting devices may include clutches and brakes.

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: A vehicle powertrain comprising dual torque input clutches and a multiple speed transmission with ratio range gearing is disclosed. The range gearing provides increased gear ratio coverage. A transition between a low speed ratio range and a high speed ratio range is achieved with no torque interruption. A shift from one gear ratio to an adjacent gear ratio in a speed ratio range during a shift sequence is preceded by preselecting the adjacent gear ratio.

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: A drive assembly for an operating unit (9) of an agricultural implement or an agricultural machine has a clutch (4) with an input (34). The input (34) is mechanically and drivingly connected to a drive engine (1). A summarizing gear unit (8) has a first input (20), a second input (24) and an output (26). The first input (20) is mechanically and drivingly connected to an output (35) of the clutch (4). The output (26) acts to drive the operating unit (9). A hydraulic pump (10) is mechanically and drivingly connected to the output (35) of the clutch (4). A hydraulic motor (11) is hydraulically connected to the hydraulic pump (10). The motor (11) is mechanically and drivingly connected to the second input (24) of the summarizing gear unit (8).

Abstract: A transmission is provided having an input member, an output member, three planetary gear sets, four external gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. Each of the external gear sets includes first and second members. The torque transmitting devices may include clutches and brakes.

Abstract: A drive apparatus for an extruder includes a speed reduction mechanism unit and an output distributing mechanism unit separated from each other. The speed reduction mechanism unit is a planetary gear speed reduction mechanism including a hollow gear connected in mesh with a main input shaft through a plurality of gears giving a selectively variable speed change ratio and located on the outer periphery, a supporting shaft of a sun gear which constitutes an auxiliary input shaft, and a planetary frame of planetary gears which constitutes an output shaft, wherein the speed reduction mechanism unit and the output distributing mechanism unit are connected to each other by only an output shaft joint, and the main motor or auxiliary motor is selected by a switching lever to widen the running range of the motors.

Abstract: A multi-group transmission for a motor vehicle having a main transmission and a range group transmission downstream from the main transmission. The reverse gear is integrated into the range-group transmission.

Abstract: A transmission is provided having an input member, an output member, a split 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: A transmission is provided having an input member, an output member, a split 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: 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: In a utility vehicle transmission having an input shaft, a main shaft and an output shaft, a countershaft is provided which can be decoupled in direct gear, a high number of gears wherein power is transmitted from the input shaft to the output shaft directly via the main shaft while providing for a high number of gears by two shiftable input constants with different transmission ratios which are selectively engageable with either of the various forward transmission stages and the reverse transmission stage but which also permit the return flow of power from the input shaft to the main shaft via the input constants.