Abstract: A transmission unit for a motor vehicle has a drive shaft for a connection to an internal combustion engine of the motor vehicle, an output shaft for the driving of the motor vehicle, a change speed gearbox, an additional drive motor and a planetary transmission, with the additional drive motor being coupled to a first part of the planetary transmission and the output shaft being coupled to a second part of the planetary transmission. The change speed gearbox has at least one selectable gear stage via which the drive shaft of the transmission unit can be operationally coupled directly to the output shaft while bypassing the planetary transmission. The change speed gearbox furthermore has at least one second selectable gear stage via which the drive shaft can be operationally coupled indirectly to the output shaft via a third part of the planetary transmission.

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

Abstract: The transmission has a plurality of members that can be utilized in powertrains to provide eight forward speed ratios and one reverse speed ratio. The transmission includes three planetary gear sets, five torque-transmitting devices, one fixed interconnection, three external gear sets and a final drive gear set. The powertrain includes an engine and torque converter that is continuously connected to one of the planetary gear members and an output member that is continuously connected with one of the external gear sets. The five torque-transmitting devices provide interconnections between various planetary and external gear members, the input shaft, and the transmission housing, and are operated in combinations of three to establish eight forward speed ratios and one reverse speed ratio.

Abstract: The transmission has a plurality of members that can be utilized in powertrains to provide eight forward speed ratios and one reverse speed ratio. The transmission includes three planetary gear sets, five torque-transmitting devices, one fixed interconnection, three external gear sets and a final drive gear set. The powertrain includes an engine and torque converter that is continuously connected to one of the planetary gear members and an output member that is continuously connected with one of the external gear sets. The five torque-transmitting devices provide interconnections between various planetary and external gear members, and the transmission housing, and are operated in combinations of three to establish eight forward speed ratios and one reverse speed ratio.

Abstract: A transmission is disclosed having a planetary gear set with three input torque-transmitting mechanisms, such as friction clutches, to achieve torque flow through the planetary gear set to a countershaft gearing arrangement. The transmission includes an input member, an output member, a planetary gear set, a first, second and third torque-transmitting mechanisms and a countershaft gearing arrangement. The countershaft gearing arrangement is operatively connected with the planetary gear set and includes: a plurality of sets of co-planar intermeshing gears, a first intermediate shaft, a second intermediate shaft concentric with the first intermediate shaft, and a third intermediate shaft concentric with the second intermediate shaft.

Abstract: The traveling system transmission structure for vehicle includes a planetary gear unit, a forward/rearward-travel switch unit and a transmission case. A front end portion of a sun gear shaft is directly or indirectly supported by a front bearing wall that is detachably connected to a front side of the transmission case and a rear end portion of a planetary outputting member is directly or indirectly supported by an intermediate bearing wall, so that the planetary gear unit is accommodated in a front chamber that is sandwiched by the front bearing wall and the intermediate bearing wall.

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 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 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 of a vehicle and a method for its operation. The transmission has a range group arranged downstream from a main group. The main group output couples a sun gear and a transmission output to a planetary gear carrier of the range group, with a starting element and a change-under-load device, which is integrated in the range group for engaging a traction-force-supporting direct intermediate gear during a gearshift, to connect the transmission input and output shafts. An input component of the change-under-load device is connected to the transmission input shaft and an output component of the change-under-load device is connected to the planetary gear carrier. To increase the efficiency of drive during gearshifts at least one change-under-load device is provided for engaging at least one gear of the main group and/or at least one constant positioned upstream from the main group, which enables shifting under at least partial load.

Abstract: A vehicle powertrain comprising a multiple speed transmission with ratio range gearing is disclosed. The range gearing provides increased ratio coverage. A transition between a low speed range and a high speed range is achieved with no torque interruption whereby a gear ratio shift between the highest gear ratio in the low speed range and the lowest gear ratio in the high speed range occurs in a seamless fashion.

Abstract: A transmission includes an input member, an output member, and an intermediate member coaxially aligned with the input member and the output member. The transmission further includes at least one countershaft substantially parallel with the input member, output member and the intermediate member, and at least one gear associated with each of the input member, the output member, intermediate member, at least one countershaft. The transmission also includes a planetary gear set to operatively couple a gear of the at least one gear associated with the intermediate shaft with the output shaft, and a plurality of clutches to selectively define a torque transfer path from the input member to the output member via one or more of the intermediate member, first countershaft, second countershaft, and the at least one associated gears therewith. The plurality of clutches include a direct drive clutch to selectively couple the input member directly to the intermediate member.

Abstract: A dual-clutch transmission for use in a motor vehicle having an engine and a driveline includes an output shaft adapted for connection to the driveline and a planetary gearset in constant driving engagement with the output shaft. An input shaft is driven by the engine. A first constant mesh gearset is in selective driving communication with a first member of the planetary gearset. A second constant mesh gearset is in selective driving communication with a second member of the planetary gearset. A first clutch is operable for establishing a releasable drive connection between the input shaft and the first constant mesh gearset. A second clutch is operable for establishing a releasable drive connection between the input shaft and the second constant mesh gearset. A motor is selectively drivingly coupled to a third member of the planetary gearset.

Abstract: A transmission is provided that combines first and second shaft members in a countershaft configuration with a planetary gear set and first and second head gear sets to provide ratios. Each of the shaft members includes gears in no more than four co-planar, intermeshing gear sets (and in some embodiments no more than three co-planar, intermeshing gear sets) and two sets of radially nested clutches, thus minimizing the overall length of the shaft members. At least one gear concentric with each shaft member is supported by a bearing on the adjacent gear rather than on the shaft member, thereby minimizing the weight of each shaft member. The transmission provides at least seven forward speed ratios and a reverse speed ratio and utilizes at most eight torque-transmitting mechanisms. A method of reducing the length and weight of a transmission package is also provided.

Abstract: A combination countershaft and planetary gear set transmission is provided that achieves at least nine forward speed ratios and two reverse speed ratios. The transmission includes a main shaft operatively driven by a transmission input member as well as first and second countershafts with each countershaft spaced apart from and substantially parallel to the main shaft. The countershafts utilize a split clutch arrangement in which one of the clutches is cantilevered off the countershaft, allowing the size of the countershaft as well as an intermediate support plate to be removed, reducing parts complexity, material and overall length of the transmission.

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

Abstract: The transmission device (1) comprises two power paths (8a, 8b) mounted in parallel, permanently connected to the upper shaft (2) of the engine (3) and the lower shaft (4) to control the differential (6). In each path (8a, 8b), each gear ratio Ia, IIa, IIIa or Ib, IIb, IIIb is obtained by activating a single activator capable of adapting the rotating speed between the two shafts 2 and 4 during gear ratio changes. A control device (17) synchronizes the activations/deactivations during gear ratio changes, whether the newly activated gear ratio is in the same path or a different path.

Abstract: A gear ratio mechanism contains five shafts, high and low range modules, and an inverter between a countershaft and an output shaft. A core and four multiplicities of gear ratios extend the range of variability. The core contains two differentials and a core input shaft drives a shaft of each differential. A core output shaft is driven by another differential and a third shaft of each differential is connected to a variator. The low range module contains two differentials and the input shaft drives a shaft of one. The countershaft is driven by another shaft from the other differential. Two multiplicities of gear ratios are between the shafts not connected to the input or output shafts and the variator is between a shaft of the first and one of the second gear ratio.

Abstract: A multiple-regime continuously variable ratio transmission system has a system input shaft (I), a system output shaft (0) and a continuously variable ratio transmission unit (variator) connected to the system input shaft and having a variator output shaft. A first mixing epicyclec gear train (P1) having inputs drivably connected to the variator output shaft (V) and the system input shaft via a first clutch (H) and a second mixing epicyclic gear train having inputs drivably connected to the variator output shaft and the system input shaft has an output (28) connected to a third epicyclic gear train (E2) having an output which is selectively connectable to the to the system output shaft via a first braking element (L). A second braking element (B) is adapted to lock the output (28) of the second mixing epicyclic gear train in a stationary position.

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 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 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 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 vehicle includes an engine, a pair of side frames extending along a vehicle body in a front-rear direction of the vehicle, a transmission adapted to be axially connected with the engine and adapted to be transversely mounted on the vehicle body, includes an input shaft, an output shaft, a first counter shaft, a second counter shaft, a first gear mechanism, a second gear mechanism, a third gear mechanism, and a transmission case, wherein the first and second gear mechanisms are arranged relatively close to the engine, the third gear mechanism is arranged more remote from the engine than the second gear mechanism, the first counter shaft is arranged above the input shaft and the second counter shaft, and the transmission case forms a cut-out portion at an upper portion of a back wall portion of the transmission case.

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 continuously variable planetary gear set is described having a generally tubular idler, a plurality of balls distributed radially about the idler, each ball having a tiltable axis about which it rotates, a rotatable input disc positioned adjacent to the balls and in contact with each of the balls, a rotatable output disc positioned adjacent to the balls opposite the input disc and in contact with each of the balls such that each of the balls makes three-point contact with the input disc, the output disc and the idler, and a rotatable cage adapted to maintain the axial and radial position of each of the balls, wherein the axes of the balls are oriented by the axial position of the idler.

Abstract: A transmission is provided that combines first and second countershafts with a planetary gear set, and uses first and second head gear sets to provide ratio. Each of the countershafts supports gears in no more than five co-planar, intermeshing gear sets (and in most embodiments no more than four co-planar, intermeshing gear sets), thus minimizing the overall length of the countershafts. The transmission provides at least nine forward speed ratios and a reverse speed ratio and utilizes only eight torque-transmitting mechanisms.

Abstract: A modular transmission unit, in particular multistage transmission, comprising the following components: two superimposed gears as planetary gears, a first shaft of the first superimposed gear integrally coupled in rotation with the box input, a second shaft of the first superimposed gear and a second shaft of the second superimposed gear indirectly coupled with the output. Between the third shafts of the first and second superimposed gears is mounted a continuously variable transmission. The individual coupling of the individual superimposed gears and of the continuously variable transmission is provided by a linking gear including a multiplication and gear reduction stage.

Abstract: A rotor controlled CVT including: input and output shafts (28,44), an elongated cam-shaped rotor (12) which is uniformly and linearly tapered over its length and is engaged for rotation with the input shaft, a plurality of cam follower units (54) which are located in structure about and are reciprocated by the rotor and include rollers (56) having treads which bear and rotate in circumferential paths on the rotor surface, angular velocity extraction devices (38) which are each engageable and partially rotated by a cam follower, means (14) for causing the extraction devices to collectively produce an output velocity at the output shaft, elements for causing relative movement between the rotor and cam followers to vary the ratio of rotation between the input and output shafts, and elements for keeping the roller treads in contact with the roller surface. The roller treads are in line contact with the rotor surface.

Abstract: A vehicle powertrain comprising a multiple speed transmission with ratio range gearing is disclosed. The range gearing provides increased ratio coverage. A transition between a low speed range and a high speed range is achieved with no torque interruption whereby a gear ratio shift between the highest gear ratio in the low speed range and the lowest gear ratio in the high speed range occurs in a seamless fashion.

Abstract: The transmission is constructed so that the rotation of the input shaft is outputted to the second transmission portion via the first intermediate output path and the second intermediate output path accelerated and rotated with respect to the first intermediate output path, and the first rotary element is selectively connected to the first driven gear via the first clutch and is selectively connected to the second driven gear via the third clutch, the second rotary element are selectively connected to the first driven gear via the second clutch and are selectively connected to the transmission case operating as a non-rotating member via the first brake, the third rotary element is connected to the output gear, the fourth rotary element is selectively connected to the transmission case via the second brake, and the fifth rotary element is selectively connected to the second driven gear via the fourth clutch.

Abstract: A gearbox assembly, in particular for a wheel drive of a vehicle with a hydrostatic gearbox having, according to a first driving mode, the sun gear of the single planetary stage in effective interaction with a ring gear of the planetary stage via a first coupling, so that the output speed of the planetary stage is a linear function of the output speed of the hydrostatic gearbox and that, according to a second driving mode, the ring gear is in effective interaction with the hydrostatic gearbox, wherein, at the same time, the sun gear is in effective interaction with a gearbox input shaft via a second coupling so that as a consequence of power distribution, the speeds of the ring gear and the sun gear overlap.

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.

Abstract: A continuously variable transmission that is highly suitable for use in a large car or light truck vehicle is provided.

Abstract: A continuously variable transmission apparatus includes a toroidal continuously variable transmission, a planetary gear transmission and a clutch apparatus that connects the toroidal continuously variable transmission and the planetary gear transmission. The clutch apparatus includes: a low speed clutch a high speed clutch and a controller. The controller controls the transmission ratio of the toroidal continuously variable transmission so that rotational speeds of members connected via the clutch apparatus equals with each other, and then disengages the one of the low speed clutch and the high speed clutch after engaging the other, whereby an instance of simultaneously transmitting the power by the two clutches is set during a time period until disconnecting the other clutch after starting to transmit the power by the one clutch.

Abstract: A transmission is provided having a differential gear set with three input torque-transmitting mechanisms, such as friction clutches, to achieve torque flow through the differential gear set to a countershaft gearing arrangement. The transmission utilizes power-on shifts. By utilizing the torque ratio of the differential gear set, additional forward ratios are available with good step progression, reducing the number of countershaft gear sets and synchronizers necessary in comparison to a dual-clutch transmission providing the same number of ratios. A shorter axial length is thus attainable.

Abstract: A transmission (1) is proposed, especially an automated power-split multi-speed transmission, comprises at least three power branches (P1, P2, P3), which are each connected to a shaft (2, 3, 4) of a downstream planetary gearset (5) and are configured with at least one partial transmission ratio (i1, i2, i3). Each power branch (P1, P2, P3) comprises a control element (S1, S5, S6) for connecting the power branches (P1, P2, P3) to a power flow of the transmission (1) at a partial transmission ratio (i1, i2, i3). At least one of the shafts (3, 4) of the planetary gearset (5) interacts with an additional control element (S2, S4), via which the shaft (3, 4) can be supported in relation to a housing (6). An additional control element (S3) is arranged between two shafts (3, 4) of the planetary gearset (5) which, in its closed state, blocks the planetary gearset (5).

Abstract: A powertrain includes a continuously variable transmission having a starting mechanism, a continuously variable unit (CVU), and a pair of planetary gear arrangements. The continuously variable transmission also includes a plurality of torque transmitting mechanisms which are selectively engageable in combinations of two to establish a reverse mode of operation between the starting mechanism and a transmission output shaft, a low direct mode of operation, an intermediate split mode of operation, and a high split mode of operation.

Abstract: A continuously variable transmission apparatus, has: an input shaft; a toroidal-type continuously variable transmission; a rotation transmission shaft; first, second and third planetary-gear-type transmissions; a first power transmission mechanism; a second power transmission mechanism; a third power transmission mechanism; and, a switching mechanism, wherein the second sun gear and one of the first and third sun gears are rotated together with the rotation transmission shaft to thereby execute the power transmission through the rotation transmission shaft and one of the first and second planetary-gear-type transmissions, and, in a state where the power transmission through the third planetary-gear-type transmission is cut off, in accordance with the control of the transmission ratio of the toroidal-type continuously variable transmission, the output shaft is stopped while the input shaft is rotating.

Abstract: A continuously variable transmission apparatus coupled to a drive source has an input shaft, an output shaft, a toroidal-type continuously variable transmission having a pair of input side disks an output side disk, a trunnion, a support shaft and a power roller, and the planetary gear mechanism having a sun gear, a ring gear, a carrier and a planetary gear, wherein a plurality of projections are projected from the one input side disk and provided at positions closer to the outside diameter than to the diameter of a pitch circle of a traction section being close to the outermost diameter of the input side disk, a plurality of engagement sections formed in the carrier, and transmission of power between the carrier and the one input side disk is carried out by coupling the plurality of projections with the plurality of engagement sections.

Abstract: The transmission 10 is constructed so that, in the first transmission portion 36, the rotation of the input shaft 16 is outputted to the second transmission portion 38 via the first intermediate output path M1 and the second intermediate output path M2 accelerated and rotated with respect to the first intermediate output path M1, and, in the second transmission portion 38, the first rotary element RE1 (S2 and S3) is selectively connected to the first driven gear CG1B via the first clutch C1 and is selectively connected to the second driven gear CG2B via the third clutch C3, the second rotary element RE2 (CA1 and CA2) are selectively connected to the first driven gear CG1B via the second clutch C2 and are selectively connected to the transmission case 12 operating as a non-rotating member via the first brake B1, the third rotary element RE3 (R1, R2 and CA3) is connected to the output gear 28 operating as an output rotating member, the fourth rotary element RE4 (S1) is selectively connected to the transmission

Abstract: A transfer case for a vehicle having front and rear axles includes three input clutches connected to first, second and third members of a planetary gear set. First and second transfer chains are connected to each other and operatively engageable between the planetary gear set and the front and rear axles. At least one of the transfer chains is connected with a member of the planetary gear set. A four wheel drive clutch is operative to selectively connect the front and rear axles. The four wheel drive clutch and three input clutches are selectively engageable to provide three speed ratios and four wheel drive.

Abstract: A transmission comprises a main shaft, a first countershaft parallel to the main shaft, a second countershaft disposed rotatably over the first countershaft, a third countershaft disposed coaxially with the first and second countershafts, first-third gear trains and a reverse gear train disposed rotationally between these parallel shafts, and a planetary gear train whose carrier is connected to the first countershaft, whose sun gear is connected to the second countershaft, and whose ring gear is connected to the third countershaft. The transmission comprises first-fourth clutches connecting or disconnecting the first-third gear trains and the reverse gear train to or from the main shaft and the first and second countershafts, a fifth clutch connecting the carrier and the sun gear or disconnecting them from each other, and a brake holding the sun gear stationary, the transmission realizing seven forward speed ranges and a reverse range.

Abstract: A multi-speed power transmission includes a countershaft portion and a planetary gearset portion. The countershaft portion is controlled by synchronizer torque-transmitting mechanisms, and the planetary gearset portion is controlled by selectively engageable friction-type torque-transmitting mechanisms. The selective operation of these torque-transmitting mechanisms permit eight forward speed ratios and three reverse speed ratios.

Abstract: A dual clutch gearbox for a motor vehicle comprising a first gearbox input shaft (20) with which at least one first gear is associated, and a second gearbox input shaft (22) with which at least one second gear is associated. An outer gearbox input shaft (22) embodied as a hollow shaft surrounds an inner gearbox input shaft (20), and a synchronization device is provided inside the gearbox.

Abstract: A continuously variable transmission apparatus, has: an input shaft; a toroidal-type continuously variable transmission; a rotation transmission shaft; first, second and third planetary-gear-type transmissions; a first power transmission mechanism; a second power transmission mechanism; a third power transmission mechanism; and, a switching mechanism, wherein the second sun gear and one of the first and third sun gears are rotated together with the rotation transmission shaft to thereby execute the power transmission through the rotation transmission shaft and one of the first and second planetary-gear-type transmissions, and, in a state where the power transmission through the third planetary-gear-type transmission is cut off, in accordance with the control of the transmission ratio of the toroidal-type continuously variable transmission, the output shaft is stopped while the input shaft is rotating.

Abstract: A power transmission for a motor vehicle In realizing these advantages, a power transmission according to this invention includes an input shaft, an output, and a layshaft disposed parallel to the input shaft. A pair of drive elements includes a first element secured to the input shaft, and a second element journalled on the layshaft and driveably connected to the first element. A first coupler is secured to the layshaft for releasably coupling the second element and the layshaft. A planetary gear unit driveably connecting the layshaft and the output, includies a sun gear secured to the layshaft, a ring gear surrounding the sun gear and fixed against rotation, a carrier driveably connected to the output, and a set of planet pinions meshing with the sun gear and ring gear and rotatably supported on the carrier.

Abstract: A power transmission includes a plurality of ratio gear members, a planetary splitter, and a plurality of splitter control gear members. The ratio gear members are divided between two countershafts and two input clutches such that two power paths are provided from the transmission input. The splitter control gear members are disposed on the output of each of the ratio gears to establish input power paths to the planetary splitter, which delivers power to the transmission output shaft. By providing selective engagement of two selectively operable input clutches, a plurality of mechanical clutches and the planetary splitter gearset eight forward speed ratios are provided. A ninth forward ratio is provide by a mechanical clutch directly interconnecting one of the input clutches with the transmission output shaft in bypassing relation to the planetary splitter.

Abstract: The invention relates to a power split drive train that includes a variable speed ratio path and a fixed speed ratio path. An epicyclic gearset, driven at two inputs, one input continually connected to the variable path, combines the power from the fixed path and variable path. A coupler driveably connects one of the gearset inputs alternately to the fixed path and the variable path. With the coupler connecting the fixed path and the gearset input, the speed ratio of the variable speed ratio path varies over a range that produces a stepless range of reverse speed ratios, geared neutral and a stepless range of forward speed ratios. With the coupler connecting the variable path and a gearset input, the speed ratio of the variable speed ratio path varies over a range that produces higher speed ratios in forward drive.