Abstract: The invention relates to a transmission (100) for a hybrid drive arrangement which can be coupled to two drive assemblies (7, 8), comprising an input shaft (10), and an output shaft (11), at least one first, second, third, fourth, fifth and sixth shifting element (SE1, SE2, SE3, SE4, SE5, SE6), and at least one planetary gear (5).

Abstract: A combined multistage hybrid transmission has a transmission housing; a transmission input shaft; a transmission output shaft; a first planetary gear set with a first sun pinion, a first ring gear, and a first carrier shaft on which at least one first planetary gear is rotatably mounted; a second planetary gear set with a second sun pinion, a second ring gear, and a second carrier shaft on which at least one second planetary gear is rotatably mounted. An electromechanical energy converter is rotationally fixed to the first sun pinion, wherein the first ring gear is rotationally fixed to the second sun pinion by an intermediate shaft. The transmission output shaft is arranged axially parallel and at a radial distance to the transmission input shaft.

Abstract: Provided herein is a transmission system including: a housing; a pair of double-layered gears for transmitting a power from a motor to a screw driver shaft defining a transmission axis, the pair of gears including a first bigger gear and a first smaller gear; a torque cup for covering a leading end portion of the housing through which the shaft is extended from the housing; a first set of planetary gears for driving the shaft, regularly surrounding and meshing the first smaller gear; and a first ring gear for sliding axially against the housing and meshing the first bigger gear and/or the first set of planetary gears; wherein the torque cup can be turned to force the first ring gear to slide axially.

Abstract: A dual clutch transmission as a speed-change transmission for motor vehicles, includes two coaxially arranged input shafts, each being activatable via a clutch, an output shaft and gearwheel sets that are mounted on the shafts and can be shifted by means of shifting clutches to allow a plurality of forward gears and a reverse gear, the gearwheel sets being subdivided into a sub-transmission having the one input shaft and a sub-transmission having the other input shaft. To achieve a wider gear-ratio spread in a structurally compact construction, a shifting unit that can be shifted between two gear ratio stages is mounted upstream of the sub-transmission having the hollow input shaft.

Abstract: A drive train for a vehicle includes an engine having an output shaft, a first gear set including a sun gear, a ring gear and planetary gears coupling the sun gear to the ring gear, a second gear set including a sun gear, a ring gear and planetary gears coupling the sun gear to the ring gear, a first motor/generator coupled to the first gear set, a second motor/generator coupled to the second gear set and electrically coupled to the first motor/generator, a first clutch that selectively engages the output shaft of the engine with the second motor/generator, and a second clutch and a third gear set that cooperate to selectively engage the ring gear of the second gear set with the planetary gear carrier of at least one of the first gear set and the second gear set.

Abstract: A power train and related vehicle are described for continuously variable transmission of power. A gear set includes first and second input components and an output component. An engine provides mechanical power to the first input component and, when a clutch device is in a first state, to a first continuously variable power source (“CVP”). With the clutch device in a second state, the first CVP is decoupled from the engine. A second CVP receives non-mechanical power from the first CVP, and converts the non-mechanical power to mechanical power. When a brake device is not engaged, the second CVP provides the resulting mechanical power to the second input component. When the brake device is engaged, the brake device prevents the second input component from rotating.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft, an output shaft, three planetary gear sets, three transfer gears, and six friction elements. Each of the three planetary gear sets may include three rotation elements, constituting nine rotational elements. The rotational elements may be connected or selectively connected to the input shaft, a transmission housing or each other by an external gear or by the six friction elements. The three transfer gears may be applied to the external gear.

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, four clutches, and two brakes. Another embodiment includes two axis transfer gear pairs, three simple planetary gear sets, four clutches, and two brakes.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft disposed in parallel with the input shaft, a first planetary gear set including a first sun gear, a first planet carrier, and a first ring gear, a second planetary gear set including a second sun gear, a second planet carrier, and a second ring gear, and a third planetary gear set including a third sun gear, a third planet carrier, and a third ring gear. The planetary gear train may further include first, second, third and fourth clutches and a first brake.

Abstract: A planetary gear train may include a first shaft receiving torque of an engine, a second shaft selectively connected to the first shaft through an externally-meshed gear, a first planetary gear set disposed on the first shaft, and including a first rotation element selectively operated as a fixed element, a second rotation element directly connected to the first shaft, and a third rotation element, a compound planetary gear set including a fourth rotation element selectively connected to the third rotation element through an externally-meshed gear, a fifth rotation element selectively connected to the first rotation element through an externally-meshed gear, a sixth rotation element directly connected to an output gear, and a seventh rotation element directly connected to the second shaft and selectively connected to the third rotation element through an externally-meshed gear, and frictional elements selectively connecting the rotation elements with each other or with a transmission housing.

Abstract: A multi-stage transmission having more stages using planetary gear sets and employing a forced return means for achieving smooth shifting in a forward operation by acceleration manipulation and a reverse operation by deceleration manipulation is provided. The multi-stage transmission includes a shaft with both ends fixed, a sprocket for receiving a rotational force and a hub shell for outputting the rotational force; a shifting unit comprising one-way clutches and planetary gear sets, each of planetary gear sets being composed of a sun gear, planetary gears, a carrier and a ring gear provided within the hub shell to change the rotational force input through the sprocket and to output the changed rotational force to the hub shell; and a control unit for controlling shifting by controlling pawls provided on the shaft according to manipulation of a shift lever to selectively restrict rotation of the sun gear.

Abstract: A multi-stage transmission with eight forward and one reverse gear, including input and output shafts, planetary gearsets, gear stages, shift elements and shafts. Input shaft couples the carrier of gearset (P1) and, via clutch (15), can couple shaft (5) that couples the ring and sun gears respectively of gearsets (P2, P3). The ring gear of gearset (P1) couples shaft (6), which couples the sun gear of gearset (P2). Shaft (3) couples the sun gear of gearset (P1), can couple the housing via brake (03), and can couple shaft (8), which couples the ring gear of gearset (P3). The carrier of gearset (P2) couples shaft (4), which can couple the output shaft (2) via gear stage (S1) and clutch (24). The carrier of gearset (P3) couples shaft (7), which couples gear stage (S2), which couples the output shaft. A clutch (46, 56 or 45) can engage to block gearset (P2).

Abstract: A hybrid drivetrain for a motor vehicle includes an automated mechanical transmission (AMT) having an output shaft. The drivetrain includes an alternative energy source including a motor and an energy storage unit and two torque transfer arrangements. The first transfer arrangement is separate from engageable gear sets of the AMT for transferring torque from the output shaft to a motor when the energy storage unit is being charged and for transferring torque from the motor to the output shaft when the energy storage unit is being discharged. Additionally, an alternative energy source clutch for selectively coupling the first torque transfer arrangement to the output shaft is included. The second torque transfer arrangement is for transferring torque from the output shaft to a driven axle of the motor vehicle. At least one of the first and second torque transfer arrangements has different first and second torque transfer ratios.

Abstract: A family of transmission gearing arrangements provides a plurality of forward speed ratios and one or more reverse speed ratios by selective engagement of shift elements in various combinations. An input and an output are provided. Three planetary gear sets are located at an offset position relative to the input axis and the output axis. Axis transfer gears are provided to transfer rotational energy from the input to one of the planetary gear sets, and from one of the planetary gear sets to the output.

Abstract: An automatic transmission planetary gear train for a vehicle may include a first shaft receiving a torque of an engine, a second shaft disposed substantially in parallel with the first shaft, a first planetary gear set disposed on the first shaft and including a first sun gear, a first planet carrier, and a first ring gear as rotation elements, a second planetary gear set disposed on the second shaft and including a second sun gear, a second planet carrier, and a second ring gear as rotation elements, a third planetary gear set disposed on the second shaft and including a third sun gear, a third planet carrier, and a third ring gear as rotation elements, three transfer gears forming the externally-meshed gears, and frictional elements selectively interconnecting the rotation elements of the first, second, and third planetary gear sets or selectively connecting a rotation element to a transmission housing.

Abstract: A transmission ratio step of a stepped transmission which can couple at least two parallel transmission shafts. Multiple transmission ratios can be implemented with the ratio steps. A planetary gear set, comprising three components, is located coaxial with a first shaft. A first component is connected to and driven by an input supplied along the first axis, and a second component meshes with at least one spur gear, each of which is placed on a further axis that is parallel to the first axis. A first transmission ratio can be engaged by fixing a third component of the planetary gear set, and a second transmission ratio can be implemented by connecting either the third or the second transmission component to the drive supplied along the first axis. At least one the transmission ratio steps is utilized in a stepped transmission of a motor vehicle transmission.

Abstract: A transmission assembly includes a reverse drive assembly including a reverse drive shaft, a reverse drive input gear in constant mesh with a main shaft gear, a planetary gear system, and a reverse drive output gear. The reverse drive assembly is driven by the main shaft gear in forward and reverse. The reverse drive output gear is configured to drive a counter shaft through a corresponding multi-gear half shaft when in reverse. The half shaft is supported on the main shaft and can be selectively unlocked from the main shaft to provide a reverse gear ratio, thereby establishing a reverse power transmission path from the main shaft, through the reverse drive assembly, through the half shaft in the un-locked condition to the counter shaft, and to an output drive supported on the main shaft.

Abstract: A planetary gear train including: a first planetary gear set on a first shaft including a first sun gear operated as an output or fixed element, a first planet carrier operable as an output element, and a first ring gear operated as an input element; a second planetary gear set on a second shaft including a second sun gear connected to the first planet carrier, a second planet carrier, and a second ring gear engaging the first planet carrier and the first ring gear; a third planetary gear set on the second shaft including a third sun gear connected to the second ring gear, a third planet carrier engaging the second planet carrier and connected to an output gear, and a third ring gear engaging the first sun gear; three transfer gears; and frictional elements interconnecting the first, second, and third planetary gear sets and/or connecting a transmission housing.

Abstract: A multi-stage automatic transmission in which planet gear mechanisms, external gears and friction elements are combined in order to realize nine forward gears and one rearward gear having excellent operating conditions for friction elements and superior shift range ratios, thereby achieving excellent power performance and fuel efficiency.

Abstract: Automatic transmission comprising: planetary gears arranged coaxially in a row, each planetary gear comprising a sun wheel, a planetary carrier carrying pivoted planetary wheels and an annulus gear, an input column connected to a sun wheel of a first planetary gear, a general gear positioned adjacent to the row of planetary gears next to a last planetary gear, n mediator gears mounted on an output column and connected to the output column via a freewheel assembly so the mediator gears are freely rotatable in one direction relative to the output column, each mediator gear in engagement with one of the planetary wheels, wherein a planetary carrier of the last planetary gear is fixed to the general gear, and a planetary carrier of each but the last planetary gear connected to a sun wheel of a following planetary gear, wherein rotation of any of the mediator gears can be stopped selectively.

Abstract: A vehicle drive includes a first gear set and a second gear set both having a sun gear, a ring gear and planetary gears which couple the sun gear to the ring gear. The planetary gears of both sets are rotatably supported by respective planetary gear carriers which are coupled to each other. The vehicle drive also includes an engine, a first clutch which selectively engages the engine to the ring gear of the first gear set, a first motor/generator coupled to the sun gear of the first gear set and a second motor/generator coupled to the sun gear of the second gear set and electrically coupled to the first motor/generator, a second clutch which selectively engages the engine to the second motor/generator, and a third clutch and a third gear set which operate to selectively engage the ring gear of the second gear set to the planetary gear carriers.

Abstract: An electro-mechanical drive unit connectable with multiple power sources for launching and propelling a vehicle includes an output member, a stationary member, a gear-train, and a torque-transmitting device. The drive unit also includes a compound planetary gear arrangement having a first, second, third, and fourth junction points. The power sources include a first motor/generator and a second motor/generator. The second motor/generator is operatively connected to the compound planetary gear arrangement at the first junction point via the gear-train and the output member is operatively connected to the compound planetary gear arrangement at the second junction point. Additionally, the first motor/generator is operatively connected to the compound planetary gear arrangement at the fourth junction point. Furthermore, the torque-transmitting device is engageable to ground the third junction point to the stationary member.

Abstract: A sun gear member, planetary gear members, a first ring gear member, and a second ring gear member together form a paradox gear mechanism. A clutch mechanism is disposed between an input gear member and the first ring gear member. The clutch mechanism rotates the first ring gear member, when the input gear member rotates. The clutch mechanism disconnects transmission of the power to the input gear member when the first ring gear member rotates. The sun gear member and the first ring gear member are individual input elements. When one of the sun gear member and the first ring gear member exclusively rotates, the second ring gear member rotates in accordance with the rotation. The sun gear transmits power more reliably without increasing manufacturing cost and without thwarting downsizing of the product.

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

Abstract: A drive unit disconnect mechanism is operable to transmit or disconnect power from a vehicle power source to a driven unit, and can be disengaged by multiple methods depending on how much force is required to separate the internal components of the mechanism. In a first, relatively quicker method, a handle is pulled axially away from the hub to withdraw and internal gear from splined engagement with a corresponding driven gear. In a second, relatively slower method, the handle is rotated to threadably withdraw the entire disconnect mechanism from the hub, which in turn withdraws the internal gear from splined engagement with the driven gear. The quicker method is desirable in most instances, but the slower method allows disconnection of the driven unit from the vehicle power source when gear pressure prevents or impedes the quicker method.

Abstract: A transmission includes a first motor/generator having a first rotor that is selectively rotatable about a first axis and a second motor/generator having a second rotor that is selectively rotatable about a second axis. A first planetary gearset and a second planetary gearset each has a respective first planetary member, a respective second planetary member, and a respective third planetary member. One of the members of the first planetary gearset is operatively connected to the first rotor to receive torque therefrom. One of the members of the second planetary gearset is operatively connected to the second rotor to receive torque therefrom.

Abstract: A split-axis transmission hybrid system may include two planetary gear sets to provide two parallel torque paths from an input axis to an output axis. A secondary power source may be coupled to either the input axis or the output axis to provide torque to the system. Thus, the split-axis transmission hybrid system may provide the ratio preselection capability and the low power losses of a dual-clutch transmission and the ratio-changing control and smoothness of a traditional powershift automatic transmission, while also providing the improved efficiency and enhanced drivability of a hybrid power source arrangement.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include: an input shaft, an output shaft disposed in parallel with the input shaft, a first planetary gear set disposed on the input shaft, a second planetary gear set disposed on the output shaft, a third planetary gear set disposed on the output shaft, three transfer gears forming an externally-meshed gears, and frictional elements selectively interconnecting rotation elements or selectively connecting the rotation elements to a transmission housing. The first planetary gear set includes a first ring gear, a first planet carrier, and a first sun gear. The second planetary gear set includes a second sun gear, a second planet carrier, and a second ring gear. The third planetary gear set includes a third sun gear, a third planet carrier, and a third ring gear.

Abstract: A planetary gear train of an automatic transmission may include a first planetary gear set including a first ring gear directly connected to a first shaft, a first planet carrier, and a first sun gear, a second planetary gear set disposed on a second shaft and including a second sun gear receiving an inverse rotation speed from the first planet carrier, a second ring gear selectively connected to the second shaft, and a second planet carrier, a third planetary gear set including a third sun gear directly connected to the second shaft, a third ring gear selectively connected to the first sun gear, and a third planet carrier directly connected to the second planet carrier and directly connected to an output gear, three transfer gears interposed between rotation elements, and five frictional elements selectively interconnecting the rotation elements or selectively connecting the rotation elements to a transmission housing.

Abstract: A multi-stage gear box (122) of a wind power plant, wherein the gear box (122) includes a gear box housing (125). The gear box (122) includes at least one access opening for the insertion of a work instrument into the gear box housing (125) or respectively into the interior of the gear box housing (125) is provided on the outside of the gear box housing (125) and in that at least one guiding device (201, 202, 203, 204, 205) is provided for the work instrument inside the gear box housing (125) so that the work instrument is moveable and/or positionable within the guiding device (201, 202, 203, 204, 205). Parts of the gear box (122) in the gear box housing (125) are checked and/or worked by a work instrument inserted or arranged or arrangeable in the guiding device (201, 202, 203, 204, 205).

Abstract: A vehicular planetary gear train may include: a first input shaft; a second parallel shaft; a first planetary gear set including a first element selectively connected to the first shaft, a second element selectively connected to the first shaft and/or a transmission housing, and a third output element; a second planetary gear set including a fourth element connected to the second element, a fifth element connected to the third element and directly connected to an output gear, and a sixth element selectively connected to the first shaft through two paths; four transfer gears connecting the fourth and fifth elements respectively to the second and third elements, and connecting the sixth element to the first shaft through two paths; and frictional elements selectively connecting the first, second, and sixth elements to the first shaft, and a brake selectively connecting the second element to the transmission housing.

Abstract: A planetary gear train of an automatic transmission may include a first planetary gear set including a first ring gear directly connected to a first shaft, a first planet carrier, and a first sun gear, a second planetary gear set disposed on a second shaft and including a second sun gear receiving an inverse rotation speed from the first planet carrier, a second ring gear selectively connected to the second shaft, and a second planet carrier, a third planetary gear set including a third sun gear directly connected to the second shaft, a third ring gear selectively connected to the first sun gear, and a third planet carrier directly connected to the second planet carrier and directly connected to an output gear, three transfer gears interposed between rotation elements, and five frictional elements selectively interconnecting the rotation elements or selectively connecting the rotation elements to a transmission housing.

Abstract: An apparatus includes an electro-mechanical transmission including a transmission output shaft and first and second transmission input shafts selectively coupleable for rotation with a first torque generative device. A planetary gear set including first, second and third members and a reduction gear set selectively coupling the first transmission input shaft for rotation with the first member and selectively coupling the second transmission input shaft for rotation with the third member. A first gear set input shaft is selectively coupled for rotation with the first transmission input shaft and coupled for rotation with the reduction gear set. A second gear set input shaft is selectively coupleable for rotation with the second transmission input shaft and coupled for rotation with the reduction gear set. A second torque generative device is coupleable for rotation with one of the first and second gear set input shafts.

Abstract: Infinitely variable motion control (IVMC) provides motion control without any requirement for changing gears or use of a clutch. A bevel or spur gear transgear, defined as a system having an input, an output and a control, a variable pitch can having an eccentric inner and outer cam assembly, a driver and a one-way clutch or ratchet bearing assembly may be used to form a cam controlled speed converter converting a given input to a variable or constant output speeds and further having direction control. All IVMC's, cam controlled IVMC, input compensated IVMC and pitch controlled IVMC may be utilized to form various embodiments of infinitely variable generators, transmissions and compressors/pumps.

Abstract: An automated manual transmission which improves merchantability of a vehicle by preventing a shift feeling deterioration phenomenon and forming a smooth and stable shift feeling by removing a torque decrease phenomenon caused during a shift by dualizing a transmission path of power supplied to drive the vehicle during the shift through a relatively simple and compact configuration while using a synchro-mesh type shift mechanism.

Abstract: A multi-speed drive unit is provided for an electrically variable transmission having a variable-range output gear ratio for a motor vehicle. The variable-range output electrically variable transmission has improved final drive gear ratios that allow the motor to be operated in its desired efficiency and/or performance range during both city and highway vehicle operation. Further, the variable-range output electrically variable transmission allows for increased vehicle speeds during electric vehicle operation and provides for the use of the vehicle engine during reverse gear operation.

Abstract: A transmission ratio step of a stepped transmission which can couple at least two parallel transmission shafts. Multiple transmission ratios can be implemented with the ratio steps. A planetary gear set, comprising three components, is located coaxial with a first shaft. A first component is connected to and driven by an input supplied along the first axis, and a second component meshes with at least one spur gear, each of which is placed on a further axis that is parallel to the first axis. A first transmission ratio can be engaged by fixing a third component of the planetary gear set, and a second transmission ratio can be implemented by connecting either the third or the second transmission component to the drive supplied along the first axis. At least one the transmission ratio steps is utilized in a stepped transmission of a motor vehicle transmission.

Abstract: The present invention relates to a shifting device for a transmission unit of a vehicle, in particular a vehicle that is driven by muscle force. The transmission unit has a first shaft, which is formed as a hollow shaft, on which a plurality of free gears is mounted. The free gears are in engagement with a corresponding plurality of gearwheels, which are mounted on a second shaft, wherein the free gears are connectable to the first shaft by means of selecting devices. The selecting devices can be actuated by means of a camshaft arranged coaxially in the first shaft, wherein the camshaft is connected to a driving device in order to be rotated relative to the first shaft to actuate the selecting means.

Abstract: A transmission module 1 has an input 3 which can be connected to a drive source, and an output 5 which can be connected to a differential. The transmission module 1 further has a clutch 7 and an epicyclic gearing 21 with three rotational members, of which a first rotational member 23 is connected to the clutch housing 9, a second rotational member 25 is connected to a brake 27 and a third rotational member 29 is coupled to the output 5. A transmission 31 also forms part of the transmission module 1. Between the clutch 7 and the epicyclic gearing 21 is located a partition 45 which is connected to the transmission housing 33 while a wet space 47 is formed between the partition and the transmission housing. The actuation cylinder 15 of the clutch, the operating cylinders 48 of the brake 27, as well as the oil pipes leading to it are fixed to the partition 45 as a result of which the actuation is arranged as a single module.

Abstract: In a vehicle drive device, a response to a range change request, during which the drive wheels are rotated in a low or high range, can be smoothly and quickly completed without using a synchronous engaging mechanism. When the range change is requested when the drive wheels are rotated in the low range or in the high range, the control devices disengage a clutch sleeve from a currently engaged gear piece so as to establish a neutral range, and control an output rotational speed of the motor generator such that a difference between an input rotational speed and an output rotational speed of the transmission mechanism is set to be zero, or be equal to or less than a predetermined value. After that, the control devices cause a connection processor to slide the clutch sleeve to be connected to a connection target gear piece.

Abstract: In a hybrid vehicle driving apparatus having an input shaft connected to an engine, an output shaft connected to wheels, a first planetary gear mechanism whose sun gear is connected to the input shaft, a second planetary gear mechanism whose carrier is connected to the input shaft, a mechanism reducing rotation speed of the input shaft and transmit to the first planetary gear mechanism carrier, a clutch connecting/disconnecting the first planetary gear mechanism carrier and the second planetary gear mechanism sun gear, and a clutch connecting/disconnecting ring gears of the first and second planetary gear mechanisms, the second planetary gear mechanism ring gear is connected to the output shaft and an electric rotating machine is connected to the first planetary gear mechanism carrier, thereby enabling a vehicle to run only with the engine, while improving the operation efficiency on the high ratio side.

Abstract: A multi-ratio transmission system with parallel vertical and coaxial planet gears is provided, including: multiple planet gear sub-systems, at least two coupling assemblies, a setting element, a setting element controller, an annular gear, a cylindrical casing, a sprocket and a central axle. The planet gear sub-systems are disposed coaxially in series along a first axis. Each of the planet gear sub-system includes a sun gear and at least one planet gear. Each coupling assembly transmits the rotation between every two adjacent planet gear sub-systems. The setting element optionally engages with the sun gear. The annular gear is installed onto a one-way clutch. The cylindrical casing encloses the planet gear sub-systems. The sprocket is installed onto the planet gear sub-systems through the one-way clutch. The central axle enables the hollowed tube of the setting element controller to rotate around the central axle.

Abstract: A multi-ratio transmission system with parallel vertical and coaxial planet gears is provided, including: multiple planet gear sub-systems, a coupling assembly, a setting element, a setting element controller, an annular gear, a cylindrical casing, a sprocket and a central axle. The planet gear sub-systems are disposed coaxially in series along a first axis. Each of the planet gear sub-system includes a sun gear and at least one planet gear. The coupling assembly transmits the rotation between every two adjacent planet gear sub-systems. The setting element optionally engages with the sun gear. The annular gear is engaged to the planet gear and is installed onto a one-way clutch. The cylindrical casing encloses the planet gear sub-systems. The sprocket is installed onto the one-way clutch for connecting an external transmission system. The central axle enables the hollowed tube of the setting element controller to rotate around the central axle.

Abstract: A multi-ratio transmission system with parallel vertical and coaxial planet gears is provided, including: multiple planet gear sub-systems, a coupling assembly, a setting element, a setting element controller, an annular gear, a cylindrical casing, a sprocket and a central axle. The planet gear sub-systems are disposed coaxially in series along a first axis. Each of the planet gear sub-system includes a sun gear and at least one planet gear. The coupling assembly transmits the rotation between every two adjacent planet gear sub-systems. The setting element optionally engages with the sun gear. The annular gear is installed onto a one-way clutch. The cylindrical casing encloses the planet gear sub-systems. The sprocket is installed onto the planet gear sub-systems through the one-way clutch. The central axle enables the hollowed tube of the setting element controller to rotate around the central axle.

Abstract: A drive switching mechanism includes a transmission gear and a planetary gear configured to transmit a drive from an input gear to an output gear. The drive switching mechanism further includes a swinging member configured to hold the planetary gear such that the planetary gear can swing around the input gear, a retaining unit configured to retain the swinging member in a swing enabled or disabled state, and a releasing unit configured to disengage the planetary gear from the output gear and cause them to be spaced apart. The output gear includes a toothless part that does not engage with a gear section engaging with the transmission gear.

Abstract: A planetary gear train of an automatic transmission includes: a first shaft receiving engine torque; a second shaft parallel with the first shaft and selectively inversely receiving rotation of the first shaft; a first planetary gear set disposed on the first shaft and including a first, second and a third rotation paths; a compound planetary gear set formed by combining a second planetary gear set and a third planetary gear set, and including a fourth, fifth, sixth and seventh rotation paths; three transfer gears interposed between the rotation shafts, and configured to transfer an inverse rotation speed to the second shaft and the rotation paths of the compound planetary gear set; and five frictional elements interconnecting the rotation paths or selectively connecting the rotation paths to a transmission housing.

Abstract: A transmission includes a first motor/generator with a first rotor connected for rotation with a first member of a first planetary gear set. A second electric motor/generator has a second rotor connected for rotation with a second member of the first planetary gear set. The second member of the first planetary gear set is connected for common rotation with the output member. The first member of a second planetary gear set rotates with the input member, and the third member of the second planetary gear set is grounded to a stationary member. A first torque-transmitting mechanism establishes torque flow between the first member of the second planetary gear set and the third member of the first planetary gear set. A second torque-transmitting mechanism establishes torque flow between the second member of the second planetary gear set and the third member of the first planetary gear set.

Abstract: A transmission includes a first gear set with a sun gear member rotatable about a first axis of rotation, a carrier member, and a ring gear member radially outward of and concentric with the first sun gear member. A first annular gear meshes with the sun gear member, and a second annular gear meshes with the first annular gear and with the ring gear member. The first annular gear is rotatable about a second axis of rotation and the second annular gear is rotatable about a third axis or rotation.

Abstract: A planetary gear train may include a first shaft, a second shaft, a first planetary gear set disposed on the first shaft and including a first planet carrier directly connected to the first shaft, a first ring gear, and a first sun gear, a second planetary gear set disposed on the second shaft and including a second sun gear, a second ring gear, and a second planet carrier, a third planetary gear set disposed on the second shaft and including a third sun gear directly connected to the second shaft, a third ring gear selectively connected to the first sun gear and to the second planet carrier, and a third planet carrier directly connected to the second ring gear and an output gear, three transfer gears interposed between the rotation elements, and five frictional elements selectively interconnecting the rotation elements or selectively connecting the rotation elements to a transmission housing.

Abstract: An electric drive module for a motor vehicle includes an electric motor, a first input member, a first output member and a two-speed module selectively drivingly interconnecting the first input member and the first output member at one of two different drive ratios. A reduction unit includes a second input member being driven by the first output member and has a second output member being driven at a reduced speed relative to the second input member. A differential assembly has an input driven by said second output member. A first differential output drives a first output shaft, and a second differential output drives a second output shaft.