Abstract: A drive device for a motor vehicle includes a drive machine and a transmission device having a triple planetary great set and having a first and second clutch, wherein the triple planetary gear set has a plurality of triple planet gears, wherein each triple planet gear includes a first gear, a second gear, and a third gear. The three gears of each triple planet gear are connected to each other for conjoint rotation and are jointly rotatably accommodated on a planet carrier, and the drive machine is connected to the triple planetary gear set by the first clutch and a first sun gear or by the second clutch and a second sun gear.

Abstract: A transmission device for a motor vehicle includes a final drive and a planetary gearset. The planetary gearset has a first transmission element formed by a first ring gear, which first transmission element has external teeth for introducing a drive torque, at least one second transmission element and at least one third transmission element, which is coupled to the final drive. The device also has a brake element for lockingly braking at least one of the transmission elements of the planetary gearset. The final drive is a planetary differential, which is arranged radially inside the planetary gearset and is arranged in a gearwheel level with the planetary gearset.

Abstract: A turbocharger having a turbo vane, an air compressor, and a hollow shaft integrally formed with one of the turbo vane and the air compressor. The turbo vane has a plurality of turbo blades extending from a hollow, central turbo hub. The air compressor has a plurality of compressor blades extending from a hollow, central compressor hub. The hollow shaft is in fluid communication with the air compressor so as to communicate cool air from the air compressor to the turbo vane.

Abstract: A torsional vibration damper includes a planetary gear set connected to a transmission input shaft, including a sun gear, a carrier, and a ring gear. A spring cage includes a first spring support member connected to the ring gear having multiple first spring contact members. A second spring support member is connected to the carrier and rotates with respect to the first spring support member. The second spring support member has multiple second spring contact members angularly oriented with respect to the first spring contact members. Multiple springs having opposed ends are positioned between and are compressed by rotation of the first or the second spring support member. The springs compress and extend to absorb vehicle engine vibration pulses. Each end of the springs has one of the multiple first spring contact members and or one of the multiple second spring contact members positioned proximate thereto.

Abstract: An automatic transmission, wherein the reduced-speed rotation output portion and the first brake are disposed on one side, in the axial direction, of the planetary gear set; the output member is disposed on the other side, in the axial direction, of the planetary gear set; the first clutch, the second clutch, and the second brake are disposed on a side of the output member opposite to the planetary gear set in the axial direction; the first brake is disposed on an outer peripheral side of the reduced-speed rotation output portion; and the second brake is disposed on an outer peripheral side of the first clutch and the second clutch.

Abstract: Planetary gearsets (PS1, PS2) are coupled and arranged coaxially and radially offset relative to one another. Gearset (PS1) is arranged radially inside gearset (PS2) and each have a carrier on which planet gears (8, 12) respectively rotate. A support ring, having inner and outer teeth, is radially arranged between the planet gears (8, 12). A sun gear, which meshes with planet gears (8) which mesh with the inner teeth of the support ring, is radially within gearset (PS1). A ring gear, which meshes with planet gears (12) which mesh with inner teeth of the support ring, is radially outside gearset (PS2). The sun gear of gearset (PS1) is fixed to an input shaft. The carrier of gearset (PS1) is fixed to the ring gear of gearset (PS2) and mounted, via a radial-axial bearing, on the output shaft. The carrier of gearset (PS2) is fixed to an output shaft.

Abstract: An automatic transmission for adjusting the relative speed between an input and output member. The transmission being configured with four planetary gears, the first having first to third rotary elements, the second having fourth to sixth rotary elements, the third having seventh to ninth rotary elements, the fourth having tenth to twelfth rotary elements. Three couplings between (i) first and sixth rotary elements, (ii) second and fifth rotary elements, and (iii) eighth and twelfth rotary elements. Three clutches are provided between (i) the second coupling and input member, (ii) third coupling and input member, and (iii) seventh rotary element and input member. Three brakes are provided at (i) the fourth rotary element, (ii) third coupling element, and (iii) tenth rotary element. The output member is connected to the third rotary element.

Abstract: An automatic transmission having an improved lock up torque converter configuration includes two drive members: a first quill or tubular drive member which carries the output of the torque converter to the transmission gearbox and a second co-axial shaft or drive member which is driven by the torque converter lockup clutch and thus directly carries the engine output to the transmission gear box and bypasses the torque converter. The transmission gearbox includes two planetary gear assemblies having certain elements which are selectively grounded to the transmission housing by two friction brakes. This transmission, torque converter and torque converter clutch configuration prevents torque converter clutch engagement in its lower gear and forces torque converter clutch lockup in its upper gear.

Abstract: A method for controlling a vehicle drive unit, which comprises at least two individual drives, at least one of which is able to provide a negative torque. A vehicle control unit is provided, within which a continuous torque comparison is performed within a monitoring level. A permissible torque is ascertained therein. Using a torque range checker it is established whether ascertained setpoint torques lie within torque ranges of the at least two individual drives.

Abstract: A hydrodynamic clutch device is constructed with a clutch housing which is in a working connection with at least one drive. The hydrodynamic, clutch device has a hydrodynamic circuit formed at least by an impeller wheel and turbine wheel. The speed of the impeller wheel is adjustable corresponding to the speed of the housing, and the drive is connected with the impeller wheel via a transmission for carrying out a change in the speed.

Abstract: An input compounding torque converter is provided for converting and multiplying torque from a prime mover to an input shaft for a transmission. The input compounding torque converter includes an impeller operatively connected for rotation with a prime mover. The input compounding torque converter also includes a turbine fluidly connected in driving relationship with the impeller for receiving torque from the impeller and planetary gearset interconnecting the turbine and an input shaft of a transmission for multiplying torque from the turbine to the input shaft. The planetary gearset includes an annulus gear connected to the turbine, a planetary carrier connected to the input shaft, a sun gear, and a plurality of planetary pinion gears rotatably supported on the planetary carrier and engaging the sun and annulus gears.

Abstract: Improvements to a Shiftless, Continuously-Aligning Transmission (SCAT) to provide the turbine member of a torque converter with variable torque-increasing gearing and give it additional work advantage over a work load and eliminate a vast amount of slippage in the converter, the improvements embodying reactive planetary gears mechanically engaging the turbine to a sun gear of a planetary gear set; mobile ring gears controlled by a drive shell extending rearward and engaged to a mechanical ring gear modulator which controls the direction and speed of the planetary ring gears to vary the output torque being delivered by the converter; a two-section input turbine shaft; a clutch mechanism to engage the two turbine shaft sections; a clutchless, continuously engaged overdrive planetary unit; hydraulic controls; and electrical braking controls.

Abstract: In an automatic transmission incorporating a planetary gear transmission at a rear stage of a four-element torque converter comprising two stators, a turbine and a pump; a planetary gear train of an automatic transmission, wherein a reversal torque of a first stator reversing in a low speed ratio zone is converted into a normal torque by the planetary gear train so that this output from the first stator can be added to an output shaft, when a first speed of the planetary gear transmission is selected; a friction element is provided for limiting a rotation of the first stator in the speed ratio zone where the first stator rotates in the reverse direction, a one-way clutch for transmitting a torque only in a specified direction is installed, and the first stator is permitted to run idle by this one-way clutch so that a fluid loss in a stator portion can be minimized, when a second speed of the planetary gear transmission is selected.