Abstract: An auxiliary machine driven by an engine comprises: an operating section operated by a rotary motion and having a drive shaft; an input shaft, one side of which is connected to the engine and the other side of which is connected to the operating section; a clutch for connecting the engine to the input shaft and for disconnecting the engine from the input shaft; an electric motor; a planetary gear mechanism arranged between the input shaft and the output shaft; a first rotary direction regulating means for inhibiting a rotary direction of the input shaft in one-direction; and a second rotary direction regulating means for inhibiting a rotary direction of the drive shaft.

Abstract: Between a speed reducing mechanism (15, 17, 19) for speed-reducing drive power of an electric motor and a differential apparatus (7) for distributing speed-reduced drive power to axle ends is disposed a clutch (5) configured for interruptive transmission of drive power.

Abstract: A hybrid powertrain system includes a first prime mover having an output, a multi-ratio transmission having an input, and a second prime mover having an output connected to the first prime mover output through a first power path and to the transmission input through a second power path. The first power path receives power from the second prime mover during a first operating mode to drive rotation of the transmission input and the second power path receives power from the second prime mover during a second operating mode to drive rotation of the first prime mover output. The second prime mover output is configured to rotate in a first direction in the first operating mode to transmit power to the first power path and in a second direction in the second operating mode to transmit power to the second power path.

Abstract: In a hybrid transmission and its assembling method, a differential unit is constituted by a single pinion planetary gear set and a double pinion planetary gear set holding a carrier in common to the single planetary gear set and having five rotary members from among which, when revolution states of two rotary members are determined, those of the other rotary members are determined, an input end from a prime mover is coupled to a ring gear of the double pinion planetary gear set, an output end to a drive system that is coupled to the common carrier, a first motor/generator that is coupled to a sun gear of the double pinion planetary gear set, a second motor/generator that is coupled to a sun gear of the single pinion planetary gear set, and a brake enabled to brake a ring gear of the single pinion planetary gear set.

Abstract: A drive assembly for a motor vehicle having a stepless transmission including a driven input shaft coupled to an engine and at least one output shaft. The input and output shafts are drivingly connected through an eccentric drive provided on the input shaft. A freewheel system is provided on the output shaft. The eccentric drive and the freewheel system are interconnected by at least one connecting element. An electrical machine is selectively connected through coupling elements to the input shaft of the transmission, to the engine, or simultaneously to the input shaft and to the engine.

Abstract: A torque-transmitting mechanism has an electric motor apply apparatus. The electric motor is operable to control a drag torque on a rotatable plate for a torque-to-thrust apparatus. The control of the rotatable plate by the electric motor and drag torque results in a thrust force being applied to the torque-transmitting mechanism such that the torque-transmitting mechanism is conditioned to transmit torque between two members of a power transmission.

Abstract: A powertrain having a fuel cell prime mover, an electronic control unit, two motor/generator units, two planetary gearsets, and a plurality of torque-transmitting mechanisms is operable to provide three ranges of operation. During one range of operation, the power take-off unit operates at a constant speed. During the second range of operation, the power take-off unit, one of the motor/generator units, and the output shaft operate at a same speed, and during the third range of operation, both motor/generator units, the output shaft, and the power take-off unit operate at a same speed.

Abstract: An automatic powershift gearbox with at least one gearbox assembly for selecting the respective gear ratios and with at least one multiple-disk clutch capable of being actuated in a controlled manner for holding or releasing individual elements of the planet gear, which allows gear shift operations without interrupting the torque flow. The multiple-disk clutch comprises a first and a second disk set which are in mutual engagement and can be brought into friction engagement by axial compression against one another. The first disk set is connected with a first shaft, and the second disk set is connected with a second shaft. The multiple-disk clutch is coupled by a transmission with an electric machine comprising a rotor and a stator, for bringing the two disk sets into and out of friction engagement by means of the electric machine. The rotor of the electric machine is supported rotatably and axially movable on one of the shafts by means of a gearbox for converting a rotary motion into a thrust motion.

Abstract: A vehicle driving system includes a pulley shaft synchronously rotating with a crankshaft of an engine, an auxiliary unit drive shaft driving an auxiliary unit, a planetary gear mechanism portion having elements such as a sun gear, a pinion carrier and a ring gear. The pulley shaft and the auxiliary unit drive shaft are adapted for connection to any two of the elements, respectively. The motor connecting to the remaining element of the planetary gear mechanism portion. A lock-up clutch connecting together the two or more elements of the planetary gear mechanism portion. A one-way clutch for restricting the rotation of the auxiliary unit drive shaft in one direction, wherein the planetary gear mechanism portion, the motor, the lock-up clutch, and the auxiliary unit drive shaft are coaxially disposed in line.

Abstract: In a hybrid transmission and its assembling method, a differential unit is constituted by a single pinion planetary gear set and a double pinion planetary gear set holding a carrier in common to the single planetary gear set and having five rotary members from among which, when revolution states of two rotary members are determined, those of the other rotary members are determined, an input end from a prime mover is coupled to a ring gear of the double pinion planetary gear set, an output end to a drive system that is coupled to the common carrier, a first motor/generator that is coupled to a sun gear of the double pinion planetary gear set, a second motor/generator that is coupled to a sun gear of the single pinion planetary gear set, and a brake enabled to brake a ring gear of the single pinion planetary gear set.

Abstract: A four-element, two-freedom-degree planetary gear mechanism is constructed by arraying four input/output elements of a sun gear S1, a ring gear R, a carrier C and a sun gear S2 in a alignment chart. One of the two elements R and C arrayed on the inner side is assigned to the input In from an engine whereas the other is assigned to the output Out to the drive shaft, and the two outer elements S1 and S2 are connected to motor-generators MGi and MGo, respectively. As a result, the torque for the motor-generators to bear can be made lower than the engine output, and the energy to pass through the motor-generators is made lower to improve the transmission efficiency of the drivetrain.

Abstract: A motor-integrated transmission mechanism for use in parallel hybrid electric vehicles. The transmission can provide five basic modes of operation that can be further classified into sixteen sub-modes: one electric motor mode, four engine modes, four engine/charge modes, three power modes and four regenerative braking modes. Each of these sub-modes can be grouped into like clutching conditions, providing the functional appearance of a conventional 4-speed automatic transmission, with electric launch, engine-only, engine/charge, power-assist, and regeneration capability. CVT capability is provided with one of the engine/charge modes. The transmission can be incorporated in front-wheel drive and in rear-wheel drive vehicles.

Abstract: A hybrid-electric powertrain for a vehicle having forward traction wheels and rearward traction wheels in an all-wheel drive configuration. An engine and an electric motor deliver power through delivery paths to the traction wheels. The power delivery paths may have multiple ratio gearing so that more power can be delivered mechanically to improve powertrain performance and to allow the electric motor size to be reduced. The powertrain may include a controller for automatically balancing power distribution to the forward and rearward traction wheels to avoid wheel slip.

Abstract: An automotive alternator includes: a stator core 1 having a stator winding 2; front and rear brackets 3 and 4 holding the stator core 1; a rotor core 5 attached to a rotation shaft 7 rotatably mounted on the brackets; a one-way clutch 13 having a driving member 16 and a driven member 14, the driven member 14 fixed to the rotation shaft 7; an overdrive planetary gear mechanism 17 having a sun gear 22, a planet gear 21, and an outer ring gear 24, the sun gear 22 fixed to the rotation shaft, the planet gear 21 attached to the driving member 16, the outer ring gear 24 rotatably supported; an input shaft 19 to which an end of the support shaft 20 of the planet gear 21 is fixed; and an electromagnetic brake 26 blocking rotation of the outer ring gear 24 by energization.

Abstract: A transmission (15; 15a; 15b; 15c), in particular for motor vehicles, has two planetary gears (16; 16c, 17; 17c), whose ring gears (18; 18c, 19) are connected by a crown gear (12) to the crankshaft (11; 11a; 11c) of an internal combustion engine. Each planetary gear (16; 16c, 17) is coupled to a respective gear shaft (31, 32), on which input gear wheels (1E-5E, RE) for various gear ratios are disposed. The input gear wheels (1E-5E, RE) mesh with output gear wheels (1A-5A, RA) disposed on an output shaft (40; 40a; 40c). It is provided that each planetary gear (16; 16c, 17) be coupled with an electric machine (26, 27), and the electric machines are for instance connected to the sun wheels (23; 23a, 24; 24a) of the planetary gear (16; 16c, 17). With the arrangement described, especially for use in hybrid vehicles, relatively high total efficiency and infinitely variable gear ratios can be achieved.

Abstract: An automatic transmission includes an input first rotating member, an output second rotating member coaxial with the first rotating member, a third rotating member coaxial with the first rotating member, and a rotation transmitting element mounted on the third rotating member to transmit rotation of the first rotating member to the second rotating member so that the second rotating member is rotated at a predetermined reduction ratio exceeding 1 in a direction of rotation of the first rotating member in a stopped state of the third rotating member. The reduction ratio is increased as a difference between numbers of revolution of the first and third rotating members is rendered larger. The third rotating member is bidirectionally rotatable.

Abstract: An arrangement of interlinking gear assemblies to define multiple motion control input, output and directional mechanisms capable of varied speed and directional output for constant or varied input sources. The gear assemblies utilize three basic gear elements, that of bevel gear, planetary and spur gear formats to achieve a phase angle control system. Different gear element assembly applications achieve a variety of multiple use and applications including differential, directional change, speed control, compressor use, P.T.O. cycle timer and transmissions of all types including bicycles. Manual and automatic control of transmissions adjustment is dependent on relative input speed to control respective output and selective feedback.

Abstract: A two-mode, compound-split, electro-mechanical transmission that selectively receives power from an internal combustion engine as well as a source of electrical energy. Three power receiving planetary gear subsets, first and reverse mode selecting planetary gear subsets, a steering planetary gear subset and left and right output planetary gear subsets are employed. A steering mechanism operates a steering motor. Torque transfer devices selectively ground components of the first and second mode selecting planetary gear subsets. The left and right output planetary gear subsets present corresponding out shafts. The left and right output planetary gear subsets are connected to each other by a shaft which assures simultaneous rotation of one component in the left and right output planetary gear subsets. Another component of the left and right output planetary gear subsets are connected to each other by a retro-rational gear shaft assembly.

Abstract: To improve acceleration performance on starting and in low speed ranges as well as minimizing energy loss with its simple structure of light weight and small size, a transmission for a hybrid electric vehicle includes a first motor connected to a battery through an iverter, the first motor functioning as a generator, a differential disposed between an engine and the first motor to provided driving force from one of the first motor and the engine, a final reduction gear engaged with the differential to transmit drive force to wheels, a second motor connected to the battery through the inverter to directly drive an axle shaft, a first one-way clutch disposed between the differential and the engine, and a second one-way clutch disposed within the differential.

Abstract: A electro-mechanical transmission includes an electrical section and a mechanical transmission to provide an infinitely adjustable power flow through the transmission. The mechanical transmission includes a planetary gearing mechanism having three planetary gear sets and five members which interact with the electrical section and a gear change mechanism to infinitely adjust output speed.

Abstract: An automatic transmission (10) comprising a housing (12); a planetary gear train (14) mounted within the housing; an input drive shaft (16) connectable to main drive means (38) to provide input drive to the planetary gear train; an output drive shaft (18) from the planetary gear train; and an auxiliary drive means (E) for providing a variable auxiliary drive input (34) to the planetary gear train; wherein the planetary gear train includes a first planetary gear set (40) and a second planetary gear set (42); the first planetary gear set including a sun gear (44) having a drive input (26) connectable to the input drive shaft and a reaction input (28) connectable to the housing, a pinion gear (46) interengaging with the sun gear, and a pinion carrier (48) on which the pinion gear is rotatably mounted, the pinion carrier having a drive input (24) connectable to the input drive shaft and a reaction input (30,32) connectable to the housing, and being connected with the auxiliary drive input; the second planetary ge

Abstract: A backwind feature is provided on a line-receiving winch and is particularly suitable for use on high capacity sailboat winches. The winch includes a main drive train to drive the drum of the winch in a winding direction and to prevent rotation in the opposite direction. A planetary gear assembly is provided on the output shaft of the winch, which permits independent rotation of the drum by a separate worm drive, without the need to disconnect any portion of the main drive.

Abstract: A differential epicyclic power train comprising a differential epicyclic gear train coupled to two or more motors. The differential epicyclic gear train sums the inputs from the motors such that the output speed is a linear function of the input speeds of the respective motors. A brake/clutch assembly may be coupled between one or both of the motors and the differential epicyclic gear train. Various combinations of brake and clutch assemblies, and high and low power motors may be employed to achieved differing output speeds and power levels. The present invention optimizes the efficiency of the single output of the differential epicyclic gear train over the speed range of the motors. The efficiency of the power train is maximized by maximizing the amount of time each motor remains in higher efficiency regions of operation by limiting the speed range of a selected one of motors. The resulting efficiency is greater than the efficiency that is produced by a single high power variable speed motor.

Abstract: A gear system for mechanically transforming motion on an infinitely variable basis as desired, having a unique arrangement of gear elements and clutches between the input and output shafts (1 and 6). A first set of gears (2) divides the motion put into the system through the input shaft (1). A controller (7) sets the phase shift in the division of motion from the first set of gears (2). Sets of non-circular gears (3) connecting the intermediate shafts (9) to "on/off" clutches (4) transform the motion output from the first set of gears (2). Finally, the resulting motion from the clutches is transferred to an output shaft (6) through a third set of gears in a summing device (5). Shaft (6) is connected to a load (not shown).

Abstract: A rotary orbital rotisserie has a rack structure for skewering chickens and other meat to be barbecued or roasted, with the individual spits of the rotisserie being not only rotational about their own axes, but orbital around the main rotisserie axis as well, so that the chickens execute a planetary motion. The spits can be maintained non-orbital and merely rotated in another mode of operation.

Abstract: A drive system for driving an endless chain of a mineral mining installation employs one or more chain wheels each driven by an electric motor and gearing including planetary gearing. The planetary gearing has a ring gear which can be held stationary to permit drive to be transmitted. The ring gear is coupled through a clutch, reduction gearing and a braking device to another load-balancing electric motor. Load sensors in the reduction gearing disengage the clutch in the event of overloading. The ring gear is automatically held stationary by the braking device when the load-balancing motor is inoperative. When the motor is switched on the braking device is released to permit the motor to rotate the ring gear in one direction or the other at controlled speed to vary the transmission ratio and effect load balancing.

Abstract: An automatic power transmission includes a clutch drum integrally connected with an one-way clutch which is fixed to a support secured on a transmission casing so that each one bearing is required for supporting the clutch drum and the one-way clutch. A sun gear is also supported by means of a single bearing and is integrally formed with a spline which is loosely engageable with a spline of the clutch drum so that the radial force may not act in the spline engagement while an engine output torque is transmitted therethrough.

Abstract: An apparatus for transmitting rotary power includes first and second discrete sources of rotary power and a pair of intercoupled first and secondary planetary gear assemblies, each having a primary driving member, secondary driving member and driven follower member. The primary driving member, secondary driving member and driven follower member correspond to one of the following elements: ring gear, sun gear and planetary carrier cage. The primary driving member of the first gear assembly is driven by the first source of rotary power. The secondary driving members of both gear assemblies are driven by the second source of rotary power. The driven follower member of the first assembly is coupled to the primary driving member of the second assembly and the driven follower member of the second assembly, which drives the output shaft, is other than the carrier cage.