Abstract: The invention relates to a power shift transmission (10). The power shift transmission comprises an input shaft (18), a first output shaft (20) arranged coaxially to the input shaft (18), a planetary transmission (22) having a planet gear carrier (28), which is connected to the input shaft (18), and at least one dual-stage planetary gear set (30), the dual-stage planetary gear set (30) engaging on the input side with an input-side sun gear (52) and on the output side with an output-side sun gear (44) in each case, and at least two shift elements (24, 26).

Abstract: A family of transmission gearing arrangements each establish at least one reverse gear ratio and between nine and fifteen forward gear ratios. A shiftable gearing arrangement establishes a variety of gear ratios speed ratio between the input and a first shaft. In some embodiments, a fixed speed ratio is established upstream or downstream of the shiftable gearing arrangement. In reverse and low gear ratios, a low clutch couples the first shaft to the output. In the high gear ratios, a combining planetary gear set establishes a linear speed relationship between the first shaft, a second shaft rotating at a speed proportional to the input, and the output.

Abstract: Transmissions with at least three gearing-arrangements with similar first and second gearing-arrangements that produce a number of transmissions having an eleven forward-speed and two reverse-speed ratios, having ten forward-speed and three reverse-speed ratios, and having five forward-speed and one reverse-speed ratios by selective engagement of three shift-elements in various combinations. Some embodiments include four simple planetary-gearsets and six shift-elements of which two or three are brakes. Another embodiment includes a double-pinion planetary-gearset and six shift-elements of which three are brakes. Other embodiments include three simple planetary-gearsets and five shift-elements of which one or two are brakes.

Abstract: A multispeed drive unit (10) comprising a rotary input (27) positioned to be driven by a power source and disposed at an input side of the drive unit (10); a rotary output (28) positioned to drive a driven unit and disposed at an output side of the drive unit (10), a transmission operably interposed between said rotary input (27) and said rotary output (28), said transmission having a gear (20) moveable between a high-reduction configuration and a low-reduction configuration, a first friction clutch (40) operable to fix said gear (20) in said high-reduction configuration, whereby said transmission is operable to reduce a speed of said rotary output (28) relative to said rotary input (27) when said first friction clutch (40) is engaged, and a second friction clutch (60) operable to fix said gear (20) in said low-reduction configuration, whereby said transmission is not operable to reduce the speed of said rotary output (28) relative to said rotary input (2) when said second friction clutch (60) is engaged.

Abstract: A transmission includes a simple planetary gear set and several clutches. A first clutch selectively couples the carrier of the planetary gear set to a first shell. The housing of the first clutch is integrated with the planetary carrier. A piston return spring extends axially to occupy space between the planet gears. A second and third clutch share a common housing that is fixedly coupled to the ring gear. The second clutch selectively couples the ring gear to the sun gear. The third clutch selectively couples the ring gear to a second shell. The planetary gear set is axially located between the two clutch housings.

Abstract: An automated manual transmission for a vehicle may include an input shaft configured to receive rotating force from a power source, an output shaft disposed parallel to the input shaft so that power is output from the output shaft, and a plurality of shift gear trains each comprising external gears respectively provided on the input shaft and the output shaft in such a way that the external gears circumscribe each other, the external gears forming a pair that embodies one of a series of shift ratios. Among the external gears that form a shift gear train in the plurality of the shift gear trains that embodies at least two adjacent shift ratios, either of two external gears that forms each of the shift gear trains may be connected to the input shaft or the output shaft by a planetary gear device.

Abstract: An automated manual transmission for a vehicle includes an input shaft and an output shaft disposed parallel to each other, a controller and a plurality of external gear trains, planetary gear devices and friction elements. Each external gear train comprises two external gears coaxially and respectively provided on the input and output shafts, and selectively engaged with each other to form a series of gear stages. Each planetary gear device selectively connects one of the two external gears in a corresponding external gear train such that a state of transmitting rotating force to a shaft, on which the selected external gear is provided, can be changed. Each friction element controls rotation of a rotational element of a corresponding planetary gear device. The controller controls the friction elements in accordance with driving conditions of the vehicle, thereby shifting the gear stages.

Abstract: A transmission gearing arrangement produces nine forward speed ratios and one reverse speed ratio by selective engagement of three shift elements in various combinations. Two planetary gear sets are configured to rotate about an input axis while two planetary gear sets are configured to rotate about a second axis. Power is transferred from the input axis to the second axis by two pairs of axis transfer gears. The output element is located on the second axis.

Abstract: A family of transmission gearing arrangements provides between eight and ten forward speed ratios and a reverse speed ratio. Three planetary gear sets are located on the input axis and a fourth planetary gear set is located on an offset axis. Axis transfer gears convey power between the input axis and the offset axis. One axis transfer gear is supported by a front support while another is supported by a center support. The center support also supports a clutch module and supplies pressurized fluid to engage the clutches in the clutch module.

Abstract: An automatic transmission controller for controlling an automatic transmission includes a neutral controller which is configured to perform neutral control, a neutral control permission determiner, and an engagement controller. The automatic transmission includes a plurality of planetary gear mechanisms and a plurality of engagement mechanisms. One of the plurality of engagement mechanisms is a mechanical engagement mechanism. The engagement controller is configured to allow rotation of an input shaft of the automatic transmission in a case where the neutral control determiner permits the neutral control and configured to set the plurality of engagement mechanisms including at least the mechanical engagement mechanism so as to fix an output shaft of the automatic transmission to a casing of the automatic transmission in a case where the output shaft of the automatic transmission is rotated by a wheel of a vehicle in a rotational direction such that the vehicle moves backward.

Abstract: An multi-speed automatic transmission providing at least nine forward speeds and one reverse speed, includes four planetary gear sets, six shift control elements, an input shaft, an output shaft, and a transmission case. Each planetary gear set includes a sun gear, a pinion gear set, a carrier that rotatably supports the pinion gear set, and a ring gear. A carrier of a first planetary gear set is connected to the ring gear of a second planetary gear set and a carrier of the second planetary gear set is connected to the ring gear of the first planetary gear set. The first and second planetary gear sets are concentrically arranged in a common plane.

Abstract: The present invention relates to a gear system with automatic operation designed to transmit the torque from the engine of an automotive vehicle to the driven wheels of the vehicle, in which changes in the vehicle speed is controlled as a function of the torque generated by the engine and of the inertial momentum of the vehicle.

Abstract: An inline automatic bicycle transmission, containing a planetary gear train, wherein gear selection is done by operation of a centrifugal governor. As the speed of the bicycle increases the transmission will automatically shift into a high gear ratio and the reverse occurs as the bicycle speed decreases.

Abstract: An arrangement comprising at least one dog clutch which is shiftable for coupling and decoupling a shaft and a component at a transmission. An actuating piston (5) is disposed axially movable, at least to some extent, within the shaft for moving a shifting claw (9) of the dog clutch into a disengaged state and an engaged state. The actuating piston (5) can be pressurized, on both sides, with a pressurizing medium so that the actuating piston (5) can be hydraulically actuated in both directions of movement.

Abstract: A power transmission system of a hybrid electric vehicle may include an input shaft receiving engine torque, a first planetary gear set disposed on the input shaft, and including a first sun gear selectively connected to a transmission housing, a first ring gear, and a first planet carrier directly connected to the input shaft, a second planetary gear set disposed on the input shaft, and including a second sun gear, a second ring gear directly connected to the first ring gear and directly connected to an output gear, and a second planet carrier selectively connected to the first planet carrier and selectively connected to the transmission housing, a first motor/generator directly connected to the first sun gear, and a second motor/generator directly connected to the second sun gear.

Abstract: A transmission gearing arrangement produces nine forward speed ratios and one reverse speed ratio by selective engagement of three shift elements in various combinations. Some embodiment includes four simple planetary gear sets and six shift elements of which one is a brake. Another embodiment includes two axis transfer gear pairs in place of one of the planetary gear sets.

Abstract: A family of transmissions has four planetary gear sets, five controllable clutches and brake, and a passive one way brake. Selective engagement of the brakes and clutches in combinations of three produces eight forward speed ratios and one reverse speed ratio. The passive one way brake is engaged in the first forward speed ratio and overruns in the second through fifth forward speed ratios.

Abstract: A rotary power transfer disconnect device for use between first and second drive parts, with the first having an opening with teeth defined therein, and the second having external teeth located at least partially in the opening. A gap is located between the teeth so that the first drive part is rotatable relative to the second drive part. A sliding dog clutch having a spline sleeve with internal projections located on an inner periphery thereof that are engagable with the teeth on the outer periphery of the second drive part and external projections located on an outer periphery thereof that are engagable with the teeth on the inner periphery of the opening of the first drive part is slidable into the gap for driving engagement between the teeth and out of the gap to allow relative rotation between the first and second parts.

Abstract: A racing transmission. The racing transmission has a low gear, reverse gear, neutral and a direct drive gear. The transmission utilizes a drive shaft and two sets of planetary and sun gears. The transmission does not use a countershaft to accomplish low and reverse.

Abstract: A transmission assembly is provided and includes a load, an input shaft rotatably driven by a low pressure section of a turbomachine and a transmission coupled to the load and the input shaft. The transmission is operable to transmit rotation of the input shaft to the load and configured to convert a first rotational speed range of the input shaft to a second rotational speed range for transmission to the load. The second rotational speed range is narrower than the first rotational speed range.

Abstract: The present invention provides a smoother driving experience through the use of an advanced powertrain system for a vehicle. The powertrain system includes a transmission having a gear selection controller adapted to select one of a plurality of gear ratios, an electronic control unit, at least one information acquisition unit wherein the electronic control unit uses information from the information acquisition unit to determine if the vehicle is stationary and if the vehicle is on an expressway. If the electronic control unit determines the vehicle is stationary and the vehicle is on an expressway, then the electronic control unit sends a signal to the gear selection controller of the transmission to select a lower gear ratio that would normally be used to transition the vehicle from a stationary to a moving state.

Abstract: A transmission gearing arrangement includes four simple planetary gear sets arranged in two planes to reduce axial length. Six shift elements, including two input clutches, two output clutches, and two brakes, are engaged in combinations of three to establish nine forward speed ratios and one reverse speed ratio. The two output clutches may be assembled into a module suitable for testing before installation.

Abstract: An electric tool has a housing, a motor disposed in the housing, an output shaft, a first planetary gear transmission mechanism, having a power input member, disposed between the motor and the output shaft, and a locking mechanism, having a power output member. The locking mechanism has a locked state and an unlocked state. When torsion is transmitted from the motor to the output shaft, the locking mechanism is in the unlocked state, and the output shaft is driven by the motor to rotate to perform electric operation. When the output shaft reversely receives a force, the locking mechanism is in the locked state, and the power input member of the first planetary gear transmission member is locked to perform manual operation, and the locking mechanism is connected to the output shaft via the first planetary gear transmission mechanism, and the power output member of the locking mechanism is non-rotatably connected to the power input member of the first planetary gear transmission member.

Abstract: An automatic transmission includes a thrust bearing A disposed between a third sun gear of a third planetary gear mechanism and a second sun gear of a second planetary gear mechanism. Accordingly, transmitting a thrust load acting on the second sun gear of the second planetary gear mechanism from the thrust bearing to an input shaft via the third sun gear of the third planetary gear mechanism can avoid, as much as possible, a case where the thrust load is transmitted from the third planetary gear mechanism to the input shaft via a fourth planetary gear mechanism, and reduce friction loss of multiple thrust bearings interposed among elements or the like of the third planetary gear mechanism and the fourth planetary gear mechanism.

Abstract: In an automatic transmission, a connection member which connects a carrier of a planetary gear mechanism PGSa to a clutch hub of a clutch is made to abut on the carrier of the planetary gear mechanism PGSa in an abutting portion, a thrust bearing T2 is disposed between the connection member and a clutch drum of the clutch, a thrust bearing T1 is disposed between a transmission case and the clutch drum of the clutch, and a clearance between the thrust bearing T1 and the clutch drum of the clutch is adjusted by using a shim. Accordingly, a thrust load inputted from a sun gear Sb of a planetary gear mechanism PGSb can be transmitted to the transmission case without passing through a sun gear Sa, which rotates at a high speed, of the planetary gear mechanism PGSa, and friction loss is reduced.

Abstract: An adaptive continuously variable transmission (CVT) constructed to automatically adjust gear ratio in response to changes in power to an input shaft, and to the load applied to the output shaft while still transmitting power to the output shaft. The transmission blends three compound planetary gear sets together so that the instantaneous difference in rotational speed between the input and output shafts sets the gear ratio and torque output of the transmission.

Abstract: An inline automatic bicycle transmission, containing a planetary gear train, wherein gear selection is done by operation of a centrifugal governor. As the speed of the bicycle increases the transmission will automatically shift into a high gear ratio and the reverse occurs as the bicycle speed decreases.

Abstract: A damper device is disposed between an engine and a transmission and has a torque distribution mechanism that is provided with a first input element connected to the engine, a second input element connected to the engine via an elastic member, a first output element connected to the transmission, and a second output element connected to the transmission. The damper device further has a first clutch that is disposed between the first output element and the transmission, and is switched between an engaged state of connecting the first output element to the transmission and a released state of disconnecting the first output element from the transmission, and a second clutch that is disposed between the second output element and the transmission, and is switched between an engaged state of connecting the second output element to the transmission and a released state of disconnecting the second output element from the transmission.

Abstract: A damper device is provided between an engine and a transmission and has a torque distribution mechanism that is provided with a first input element connected to the engine, a second input element connected to the engine via a first elastic member, a first output element connected to transmission, and a second output element connected to the transmission via a second elastic member. The damper device further has a first clutch that is provided between the first output element and the transmission and that is switched between an engaged state of connecting the first output element to the transmission and a released state of disconnecting the first output element from the transmission, and a second clutch that is provided between the second output element and the transmission and that is switched between an engaged state of connecting the second output element to the transmission and a released state of disconnecting the second output element from the transmission.

Abstract: A transmission gearing arrangement produces at least nine forward speed ratios and one reverse speed ratio by selective engagement of three shift elements in various combinations. One embodiment includes four simple planetary gear sets, three clutches, and three brakes. A second embodiment includes four simple planetary gear sets, four clutches, and two brakes. In this second embodiment, three of the clutches and one of the brakes form a four shift element module. A third embodiment includes two axis transfer gear pairs, three simple planetary gear sets, five clutches, and one brake.

Abstract: A door hoist includes a bracket, drive sprocket, ring gear, hub assembly, set of planetary gears, and governor shaft. The drive sprocket has a drive sprocket axis. The ring gear is fastened to the drive sprocket. The ring gear has a ring gear axis that is in alignment with the drive sprocket axis. The hub assembly includes a connector to receive a door drive shaft and secure the door drive shaft in a fixed rotational alignment with the hub assembly. The set of planetary gears is rotationally mounted to the hub assembly. The set of planetary gears is configured to mate with the ring gear. The governor shaft includes a sun gear, brake assembly, and link. The sun gear is configured to mate with the set of planetary gears. The brake assembly has an engaged position and a disengaged position. The sun gear is rotationally fixed relative to the bracket in response to the brake assembly being in the engaged position.

Abstract: A transmission gearing arrangement produces ten forward speed ratios and four reverse speed ratio by selective engagement of three shift elements in various combinations. Some embodiment includes four simple planetary gear sets and seven shift elements of which three or four are brakes. Another embodiment includes two axis transfer gear pairs in place of one of the planetary gear sets. One of the brakes is used only in reverse and may be a latch.

Abstract: An automatic transmission includes an input member, a planetary gear mechanism, a plurality of engagement mechanisms, an output member, a control unit, and a switching mechanism. The control unit is able to perform a backward preparation mode (step 3) which enables the rpm of an element fixed by the switching mechanism to be predetermined rpm or less by bringing the engagement mechanism into a connected state or a fixed state when the shift position is switched from a forward range to a backward range (step 1). The control unit switches the switching mechanism from a reverse-rotation preventing state to the fixed state (step 7) after the rpm of the element becomes the predetermined rpm or less (step 5) by performing the backward preparation mode.

Abstract: A transmission is provided having an input member, an output member, a plurality of planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. One of the plurality of torque transmitting devices is an integrated friction launch clutch. A disconnect clutch is in series relationship with the launch clutch and is configured to disconnect the launch clutch from at least one of the plurality of planetary gear sets. The torque transmitting devices include clutches and brakes actuatable in combinations of two to establish at least ten forward gear ratios and one reverse gear ratio.

Abstract: A transmission gearing arrangement produces at least nine forward speed ratios and one reverse speed ratio by selective engagement of three shift elements in various combinations. One embodiment includes four simple planetary gear sets, three clutches, and three brakes. Another embodiment includes four axis transfer gear pairs, two simple planetary gear sets, five clutches, and one brake.

Abstract: A handheld power tool has a switchable gear having at least two gear stages which are engaged via an adjustable switching member, the switching member being held in a latching position with a latching member in a first gear stage and in an unlatched position in a second gear stage. The latching member is rotatably mounted in the housing within a limited angular section between two end stop positions.

Abstract: A gas turbine engine with a transmission having a first rotatable member coupled to an engine spool, a second rotatable member coupled to a compressor rotor, and coupled rotatable members defining at least first and second alternate transmission paths between the first and second members. Each transmission path defines a different fixed transmission ratio of a rotational speed of the second member on a rotational speed of the first member.

Abstract: A gear assembly for a motor vehicle includes first clutch configured to selectively couple an input shaft to an output shaft and a second clutch configured to selectively couple the input shaft to a planetary gear train. When the first clutch is activated and the second clutch is not activated, the input torque is transmitted from the input shaft to the output shaft such that the output torque relative to the input torque is a first gear ratio. When the second clutch is activated and the first clutch is not activated, the input torque is transmitted from the input shaft to the output shaft through the planetary gear train such that the output torque relative to the input torque is a second gear ratio. When neither the first clutch nor the second clutch are activated, the input torque is not transmitted from the input shaft to the output shaft.

Abstract: A planetary clutch assembly, including: a first input shaft; an output shaft; a planetary gear set connected to the first input shaft and including a ring gear and a planet carrier; first and second clutches; and an actuator. The planet carrier is connected to the first clutch so that the planet carrier and a portion of the first clutch rotate in unison. The ring gear is grounded to a case for the transmission. The first and second clutches are connected to the output shaft so that the output shaft and a portion of the first and second clutches rotate in unison.

Abstract: A transmission and differential gearing includes a transmission section and a differential section. The transmission section has an input stage and a load stage. The sun gear of the input stage is connected or coupleable to an input shaft. The ring gear of the bad stage is fixed relative to the housing. The sun gear of the bad stage is connected to the carrier of the input stage. The carrier of the load stage is connected to the ring gear of the input stage. The differential section is a spur gear differential configured as a planetary gear set. The ring gear of the planetary gear set is connected to the carrier of the load stage. The carrier of the planetary gear set and the sun gear of the planetary gear set are connected to a respective one of two output shafts. A motor and gearing unit is also provided.

Abstract: A device is provided that attaches to a hub of a drive mechanism that utilizes a flat plate, shuttle enabled, engagement/disengagement mechanism to sequentially disengage a forward drive power and then engage a reverse drive power assembly which results in a reverse output of power to the drive mechanism. In a particular application, a device is provided that attaches to the hub of a motorcycle wheel that enables the normal forward drive mechanism to provide reverse power without changing the actual direction of the drive sprocket. An important aspect of the device of the present invention is that the reverse gear package when not in use is completely idle and has absolutely no effect on the forward drive components when not in use.

Abstract: A coasting control device that prevents failures due to deterioration of a release bearing. The device includes an cumulative disengagement time measuring unit cumulatively measuring a duration of time that a clutch is being disengaged during coasting control, and an overtime restricting unit prohibiting coasting control when the measured cumulative clutch disengagement time has exceeded a predetermined time giving an indication of fatigue of a member of the clutch, and/or an overtime alarm unit providing an alarm when the measured cumulative clutch disengagement time has exceeded a predetermined time giving an indication of fatigue of the member of the clutch.

Abstract: A transmission gearing arrangement includes four simple planetary gear sets, three brakes, and four rotating clutches. The brakes and clutches may be engaged in combinations of three to establish at least ten forward transmission ratios and at least three reverse transmission ratios. The lowest forward transmission ratio and lowest reverse transmission ratio may be used to implement a low range mode, obviating the need for a two speed transfer case.

Abstract: A racing transmission that is lightweight and simplistic. The racing transmission features a low gear, reverse gear, neutral and a direct drive gear. The transmission utilizes a drive shaft; two sets of planetary gears and a common sun gear. The transmission disclosed herein does not use a countershaft to accomplish low and reverse. The present transmission also does not need the valve rod and valve system of the first transmission. Instead, when the band is activated it activates the planetary gear sets. One rotates in a clockwise fashion while simultaneously the other rotates in a counter clockwise direction and the driver simply chooses low or reverse and activates the clutch. When direct drive is chosen the input shaft is coupled directly to the output shaft and no power is transmitted through the gear train which is uncoupled completely form the drive shaft.

Abstract: An automated system for testing a variety of transmissions and drive line gearbox components, and more particularly helicopter transmissions, for reliability, life expectancy, efficiency, and the like on a semi-automated basis. The system powers a unit under test with a pair of AC, variable speed drive motors connected to the transmission through relatively low speed gearboxes which in turn drive the input(s) of the test unit through geared cartridge spindles (GCSs) employing planetary gearset inputs driving a higher speed machine tool type spindle with an output chuck system which can automatically couple to adapters preloaded on the unit under test. Similar GCSs couple the outputs of the test unit to AC motors which act as generators to power the driving motors and thereby reduce the required electric power input to the losses in the system.

Abstract: The present invention relates to an improved bi-rotating directional input and constant rotating directional output wheel system, which is characterized in that: a unidirectional transmission device is respectively installed between a first driving rotating directional input wheel set and a bi-rotating directional joint input shaft, between a first driving rotating directional output wheel set and a constant rotating directional output rotation part and between the constant rotating directional output rotation part and the joint input shaft, thereby preventing the transmission set in the first driving rotating direction from being linked and generating the following damp while being driven in a second driving rotating direction.

Abstract: A planetary gear train of an automatic transmission may include: a first shaft receiving engine torque; a second parallel shaft; a first planetary gear set on the first shaft including a first element operated as a fixed element or an output element, a second element directly connected to the first shaft, and a third element; a compound planetary gear set formed by combining a second planetary gear set and a third planetary gear set including a fourth element engaging the first shaft and the third element through gears, a fifth element connected to an output gear, a sixth element engaging the first element through a gear, and a seventh element engaging the third element through a gear; three transfer gears forming the gears; and frictional elements selectively interconnecting the elements or selectively connecting the element to a transmission housing.

Abstract: A transmission is provided having an input member, an output member, at least four planetary 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. The torque transmitting devices include clutches and a brake actuatable in combinations of four to establish a plurality of forward gear ratios and at least one reverse gear ratio.

Abstract: A power transmission includes an input, output, a planetary gearset including a first sun gear, a first ring gear, a first carrier driveably connected to the input, first pinions supported on the first carrier and meshing with the first sun gear, and second pinions supported on the first carrier and meshing with the first ring gear and first pinions, and a second planetary gearset including a second sun gear, a third sun gear, a second ring gear driveably connected to the output, a second carrier, third pinions supported on the second carrier and meshing with the second sun gear and second ring gear, and fourth pinions supported on the second carrier and meshing with the third sun gear and the third pinions.

Abstract: A reverse clutch and planetary gear set are provided that can be installed in an automotive transmission. In some embodiments, the reverse clutch and planetary gear set are configured and dimensioned to be installed in a Powerglide transmission case. In other embodiments, the reverse clutch can have an increased mean diameter. In some embodiments, the reverse clutch can have an increased static holding capacity. In another embodiment, the planetary gear set can have a reduced numerical first gear ratio. In other embodiments, the planetary gear set can have components with increased strength. Methods for modifying a transmission to install a reverse clutch and planetary gear set are also provided.