Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A shift control circuit operates a shift actuator using a first opposing pulse command and a first actuating pulse command, and releases pressure with shift actuating and opposing volumes of the shift actuator upon determining a shift completion event.

Abstract: A drive assembly is provided with an automatic transmission, comprising a first input shaft, a first power source is connected to the first input shaft, an output shaft, and an intermediate shaft; a first stage of deceleration gear train is mounted through the first input shaft and the intermediate shaft, an Nth stage of deceleration gear train is mounted through the intermediate shaft and the output shaft, and N?2; and a second input shaft is provided parallel to the intermediate shaft or the output shaft, a second power source is connected to the second input shaft, a driving gear on the second input shaft is engaged with any the second stage to the Nth stage, and the power of the second power source is transmitted to the output shaft via the one stage of deceleration gear train.

Abstract: A clutch that has a synchronizer for matching a rotational velocity of a drive input with a rotational velocity of a driven output prior to engagement of a locking mechanism.

Abstract: A vehicle drive apparatus includes: a sleeve including a first peripheral surface provided side by side with a spline; a connecting member including a groove provided side by side with a spline in spline engagement with the spline, recessed radially relative to the first peripheral surface, and including a bottom surface that serves as a second peripheral surface facing the first peripheral surface; and a tolerance ring disposed in the groove so as to exert a radial elastic force between the sleeve and the connecting member.

Abstract: A manual transmission unit has one transmission input shaft, one transmission output shaft, a first intermediate shaft, a second intermediate shaft, a plurality of gear wheels, of which a first and a second drive gear wheel are arranged on the transmission input shaft and connectable in a rotationally fixed manner thereto, in particular in a permanently rotationally fixed manner thereto, and a plurality of torque transmission units for selective connection of additional gear wheels to at least one of the intermediate shafts. The first drive gear wheel intermeshes together with two intermediate wheels and the second drive gear wheel intermeshes together with two additional intermediate wheels. At least two, preferably at least three and more preferably at least four of the intermediate wheels are selectively connectible to the intermediate shafts for power transmission.

Abstract: An apparatus and method for controlling driving of a vehicle, and a vehicle system are provided. The apparatus according to the present disclosure includes a determination device that determines a closed state of an engine clutch, based on a state of a motor or an engine of the vehicle when a state of the engine clutch is unknown by an engine clutch controller. A state determination device receives information from the determination device to thus determine whether the engine clutch is in a closed or open state. A motor controller allows reverse rotation of the motor for reverse driving control of the vehicle in response to determining that the engine clutch is in the open state.

Abstract: Dual-clutch transmission assemblies for use with electric vehicles include a first shaft having a plurality of input gearwheels mounted thereon. The assembly further includes a second shaft having a plurality of intermediate gearwheels that are freely rotatable with respect to the second shaft and situated to mesh with respective input gearwheels on the first shaft. The assembly also includes a first clutch mounted to the first shaft and a second clutch mounted to the first shaft, the second clutch being spaced apart from the first clutch along a longitudinal axis of the first shaft. The assembly can further include a gear selector disposed on the second shaft to selectively engage at least one of the intermediate gearwheels of the second shaft to lock the at least one intermediate gearwheel to the second shaft such that the at least one intermediate gearwheel co-rotates with the second shaft.

Abstract: Disclosed herein is a gear actuator for a double clutch transmission. A power pack module is formed of a select solenoid, a shift motor, and a controller. Therefore, a wiring is omitted, so that defects pertaining to the wiring can be prevented, and the structure of the gear actuator is compact. Various parts can be used in common so that the production cost and the part management cost can be reduced.

Abstract: One general aspect of the present disclosure includes a hybrid drive for a motor vehicle. The hybrid drive may have a first transmission input shaft configured to connect to an internal combustion engine, a second transmission input shaft being coaxial to the first transmission input shaft and configured to connect to an electric motor, a first gear set plane, a second gear set plane, and a third gear set plane for a first forward gear, a second forward gear, and a third forward gear, respectively, a layshaft, a first gear shifting device connecting the first transmission input shaft and the second transmission input shaft in a first shifting setting and engaging a gear in a second shifting setting, and a transmission output shaft.

Abstract: A dual clutch transmission including two sub-transmissions, each having an input shaft arranged on an input axis, an intermediate shaft and an output shaft which is the drive output of both sub-transmissions. The intermediate shaft can be connected to the input and output shafts. The transmission also has wheel planes, shifting elements, two clutches and countershafts. A first countershaft can be connected to transmission elements of all the wheel planes on the countershaft axis and a second countershaft is connected to transmission elements of at least two wheel planes. The shifting elements include at least one single shifting element, but most of the shifting elements are double shifting elements. Two shifting elements are arranged on the input axis between two wheel planes, whose transmission elements are connected to the second countershaft. Opposite sides of the intermediate shaft are respectively connected to a range group and the output shaft.

Abstract: A transmission includes: a pre-engaging mechanism including a plurality of pre-engaging gear pairs engaged with a second input shaft, a first countershaft, and a second countershaft so that the pre-engaging gear pairs are appropriately selected by a clutch unit; a synchro-engaging mechanism including a plurality of synchro-engaging gear pairs engaged with a third input shaft, the first countershaft, and the second countershaft so that the synchro-engaging gear pairs are appropriately selected by a clutch unit; a one-way clutch positioned on a corresponding power transmission path so that power transmitted through the first input shaft from the engine is transmitted only to the third input shaft; and a main shifting mechanism including a plurality of main gear pairs engaged with the first countershaft, the second countershaft, and an output shaft so that the main gear pairs are appropriately selected by a clutch.

Abstract: A transmission shaft support apparatus according to an exemplary embodiment of the present invention includes: a first support member which is coupled in a section of a main shaft between a first gear and a second gear coupled in a front section of the main shaft and supports the main shaft; a second support member which is coupled in a section of the main shaft at a rear side of the second gear after the first support member, and supports the main shaft; and a third support member which is coupled in a rear section of the main shaft after the second support member, and supports the main shaft.

Abstract: A switchable linear actuator device and an overrunning, non-friction, radial coupling and control assembly using the device are provided. The device has magnetic sources which produce corresponding magnetic fields to create net translational forces. The device includes a first and locking members and a stator structure including a first and second electromagnetic sources configured to create first and second electronically-switched magnetic fields, respectively. A translator structure includes first and second cams having contour surfaces and a magnetically-latching, permanent magnetic source magnetically coupled to the stator structure across a radial air gap.

Abstract: A dual clutch transmission includes a first and second concentric input shafts, a dual clutch assembly, a mainshaft coaxial with the first input shaft, a first countershaft, a second countershaft, and planetary range gearing with high and low ratios. The dual clutch transmission has six forward gear meshes and the high and low range ratios of the range gearing to provide ten forward gear ratios for the transmission. The transmission is powershiftable between consecutive gear ratios of the ten forward gear ratios such that no torque interrupt occurs during sequential shifts.

Abstract: The invention relates to a speed-change gearbox for a motor vehicle, provided with shiftable gearwheel sets (gears), which are arranged in a first and in a second sub-gearbox, wherein the sub-gearboxes are provided respectively with at least one input shaft and a common drive shaft and the input shaft that can be alternately activated via a power shiftable clutch. In order to achieve a functionally expanded shifting strategy, it is proposed that at least one gearwheel set can be associated with both sub-gearboxes.

Abstract: A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

Abstract: A transmission is connectable to an input member and includes an output transfer gear, first and second transmission input shaft members, first, second, and third countershaft members, first and second sleeve shafts, a plurality of co-planar gear sets, and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of gears, synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the input member and the output member.

Abstract: A valve includes a body defining first and second connection points, a valve slider, a spring, and a choke. The valve slider delimits first and second apertures to enable conduction of pressurized fluid from the first connection point to the second connection point via the first aperture, and is configured to move in an adjustment direction to close the first aperture. The choke is configured to enable conduction of pressurized fluid from the first connection point to the second connection point via the second aperture and via the choke. A first control point is defined between the choke and the second aperture. A second pressure at the first control point and a force of the spring pushes the valve slider in the adjustment direction, and a first pressure at the first connection point pushes the valve slider against the adjustment direction.

Abstract: A transmission arrangement, particularly for an agricultural working vehicle, has a parallel-shift transmission and an input shaft, proceeding from which input shaft a drive power can be distributed via a first and a second shifting element to respective layshafts, and has a first and a second coaxially arranged output shaft, wherein the drive power can be transmitted by each of the layshafts to each of the output shafts as needed, and has a group-shift transmission with multiple shifting groups.

Abstract: A torque vectoring device has a downsized brake device for stopping drive wheels. The torque vectoring device comprises: a drive motor; a differential unit including a first planetary gear unit connected to a right drive wheel, and a second planetary gear unit connected to a left drive wheel; a differential motor that applies torque to any one of reaction elements; a torque reversing mechanism that transmits torque between the reaction elements while reversing; a rotary shaft connecting input elements; a rotary member that transmits torque of an output shaft of the drive motor; and a brake device that is contacted frictionally to the rotary member to establish a braking force.

Abstract: A powershifting multispeed reversing transmission includes a converter lockup clutch (31) arranged in a space (13) provided by arranging the forward-driving clutch (8) between the fixed gear (5) and the loose gear (7) on a forward-driving shaft, and the reverse-driving clutch (12) between the fixed gear (9) and the loose gear (11) a reverse-driving shaft.

Abstract: A transmission arrangement, particularly for an agricultural working vehicle, having a parallel-shift transmission with a plurality of gear stages and an input shaft, proceeding from which a drive power can be distributed via a first and a second shifting element to respective layshafts, and an output shaft, wherein the drive power can be transmitted by each of the layshafts to the output shaft as needed, and having a group-shift transmission with a plurality of shifting groups.

Abstract: A powertrain for a vehicle includes an engine, a first motor serving as a motor for driving of a vehicle or serving as a generator, a first power transmission mechanism disposed between the engine and the first motor to transmit the power of the engine to the first motor or to cut off transmission of power between the engine and the first motor, a second power transmission mechanism disposed between the first motor and a driving shaft of running wheels to transmit the power of the first motor to the driving shaft of the running wheels or to cut off transmission of power between the first motor and the driving shaft of the running wheels, and a second motor connected to the second power transmission mechanism via a third power transmission mechanism to transmit power to the second power transmission mechanism and outputting power for driving the vehicle and transmit the power to the driving shaft of the running wheels.

Abstract: A transmission is connectable to an input member and includes an output transfer gear, first and second transmission input shaft members, first and second countershaft members, a plurality of co-planar gear sets, and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the input member and the output member.

Abstract: A dual clutch transaxle is provided that includes a dual clutch assembly, an input shaft assembly, a counter shaft assembly, a shift assembly and at least one output assembly. The dual clutch assembly has a dual clutch axis and includes a first clutch shaft and a second clutch shaft. The input shaft assembly includes a nested first inner input shaft and a second outer input shaft that are operationally coupled to the first clutch shaft and a second clutch shaft. An input shaft axis is offset from the dual clutch axis of the dual clutch assembly. A plurality of drive gears of the input shaft assembly are operationally coupled to a plurality of driven gears of the counter shaft assembly. The shift assembly is operationally coupled to select. The at least one output assembly is operationally coupled to the counter shaft assembly.

Abstract: A transmission for a hybrid vehicle may include a first input shaft continuously provided with power from an engine, a second input shaft selectively provided with power from the engine via a clutch, a counter shaft coupled to the first input shaft, an output shaft coupled to the second input shaft, a first one-way clutch disposed on a path along which power is transferred from the engine to the output shaft, a motor input shaft provided with power from a motor, a motor-side shift unit comprising a plurality of pairs of gears having different gear ratios, in which one pair of the plurality of pairs of gears suitable to a traveling speed is selected by an engager/disengager, and a second one-way clutch disposed on a path along which power is transferred from the motor to the output shaft.

Abstract: The invention relates to a dual clutch transmission (10) for a motor vehicle, having an input shaft (11) and a main shaft (13), wherein the input shaft (11) can be connected to a first counter shaft (16) via all engageable first clutch (18) and to a second counter shaft (17) via an engageable second clutch (19), wherein the first counter shaft (16) and the second counter shaft (17) can each be drivingly connected to the main shaft (13) via at least one gear stage (ZA1, ZA2, ZA3, ZA4, ZA5, ZR1) which can be selected via a selector device (20), and wherein a range group transmission (21) is arranged between the main shaft (13) and an output shaft (12) of the dual clutch transmission.

Abstract: A dual clutch transmission 1 is provided with a first clutch 2, a second clutch 3, a first input shaft 4, a second input shaft 5, a counter shaft 6, an output shaft 7, a first splitter gear-shifting unit 10, a second gear-shifting transmission unit 20, and an output unit 30. The first splitter gear-shifting unit 10 has a first input gear 11a, a first counter gear 11b, a second counter gear 12a, an input/output gear 12b, a first linking mechanism 13, a second linking mechanism 14, and a third linking mechanism 15. The second splitter gear-shifting unit 20 has a second input gear 21a, a third counter gear 21b, a third input gear 22a, a fourth counter gear 22b, and a fourth linking mechanism. The output unit 30 has a fifth counter gear 31a, a forward output gear 31b, and a fifth linking mechanism 33.

Abstract: A constant mesh gear transmission has an input shaft (21, 22), two layshafts (31, 35) and an output shaft (23). Gear wheels are selectively connectable to shafts to provide forward and reverse speed ratios. Reverse speed ratio is via a sleeve (85, 86) of a reverse layshaft (35). The sleeve can also re-circulate torque to a forward layshaft (31) to provide an additional low forward speed ratio. Two sleeves and two additional low forward speed ratios are disclosed.

Abstract: A power transmission 1 includes an output shaft 9 disposed in parallel to an input shaft 5, and provided at one end with an output gear 35 and at an opposite end with a final drive gear 36 meshing with a final driven gear 37 of a differential device 10, the output gear 35 normally meshing with a reverse speed drive gear 26, and with a first speed driven gear 31 in an array 39 of driven gears 31, 32, 33, and 34 on a counter shaft 8 normally meshing with a first speed drive gear 14 in an array 20A of odd-speed shift position drive gears 14, 15, 16, and 17 on an odd-speed shift position drive shaft 6.

Abstract: A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

Abstract: A dual clutch transmission is provided with first and second coaxial input shafts, at least one mainshaft, and an output shaft that are coaxial with one another. The transmission has a countershaft offset from the first input shaft that supports seven countershaft gear elements drivably connected to respective gear elements on the first and second input shafts and the at least one mainshaft thereby forming seven forward gear meshes for the transmission. The seven forward gear meshes provide at least nine forward gear ratios for the transmission. The transmission is powershiftable between consecutive gear ratios of the at least nine gear ratios such that no torque interrupt occurs during sequential shifts.

Abstract: A control method for carrying out a gear shift in a transmission provided with a dual-clutch gearbox, so as to shift from a current gear to a following gear; the control method comprises the steps of: receiving a gear shift command; opening a first clutch associated with the current gear; closing a second clutch associated with the following gear; determining whether a driving style is a comfort driving style, an energy efficiency driving style, a sports driving style or a racing driving style; and in case of upshifting, controlling the second clutch after the complete closing of the second clutch, so as to allow said second clutch to temporarily transmit a torque that is greater than the torque to be transmitted by the second clutch immediately after the gear shift and than the torque transmitted by the first clutch immediately before the gear shift, only in case of energy efficiency or racing driving style.

Abstract: A transmission arrangement including a torque converter, a first shaft fixed to rotate with a turbine of the torque converter about an axis, a second shaft fixed to rotate with a casing of the torque converter about said axis, a gear mounted on the first shaft and being fixed to rotate with the first shaft and a clutch selectively engageable to cause the first shaft to be fixed to rotate with the second shaft and being selectively disengageable to allow the first shaft to rotate relative to the second shaft, the clutch being rotatable about said axis.

Abstract: A power transmitting apparatus for a vehicle achieves seven forward speeds with a minimal number of input gears disposed on input shafts, since the second speed gear and the fourth speed gear are simultaneously engaged with the second input gear and the third speed gear and the seventh speed gear are simultaneously engaged with the third input gear, and distortion of step ratios at the high-speed region may be prevented.

Abstract: A constant mesh gearbox has five parallel rotational axes. The input and output axes are not aligned. Up to eight forward speeds are disclosed, with two very low ratios suitable for non-highway travel. The transmission is suitable for two and four wheel drive.

Abstract: A transmission device includes an output shaft, first and second input shafts, a first gear mechanism, a selective fixing device and a connecting and disconnecting device. The second input shaft is coaxially arranged on an outside periphery of the first input shaft. The first gear mechanism couples the first input shaft and the output shaft with a first gear ratio. The first gear mechanism includes an idle gear mounted on one of the first input shaft and the output shaft. The selective fixing device selectively fixes the idle gear to one of the first input shaft and the output shaft. The second gear mechanism couples the second input shaft and the output shaft with a second gear ratio. The connecting and disconnecting device selectively connects and disconnects the second input shaft to the rotating shaft.

Abstract: A double clutch transmission (DCT) provides eight forward speeds and one reverse speed while minimizing the number of gear trains used for changing speed and the whole length thereof. In particular, the DCT has a simple structure using four or five gear trains and four synchro devices and is capable of providing eight forward speeds and one reverse speed while reducing the entire weight thereof. In a conventional DCT, when a gear train is added to increase the number of speed stages, the whole length thereof is increased. The provided DCT can minimize the whole length and the weight thereof, thereby reducing the manufacturing cost, the number of parts, and the fuel efficiency.

Abstract: A variable coaxial shaft for a hydraulic unit includes a shaft body having a variable input shaft interface to drive rotation of a variable input shaft of the hydraulic unit. The variable coaxial shaft also includes a differential assembly interface having a first sealing interface, a second sealing interface, and one or more lubrication ports between the first sealing interface and the second sealing interface. The differential assembly interface is configured to be driven by a differential assembly. The one or more lubrication ports provide a lubrication path to the differential assembly. A shaft length is defined between a first end of the variable input shaft interface and a second end of the differential assembly interface. A ratio of the shaft length to a shaft diameter of the shaft body is between 18.65 and 19.12.

Abstract: A hybrid vehicle includes an engine, a first motor generator, a dynamic damper, and a power split mechanism. The dynamic damper includes an output-side rotating member, a spring element, and a second motor generator connected to the output-side rotating member so as to transmit the power. The dynamic damper is configured by connecting the output-side rotating member and the second motor generator via the spring element. The power split mechanism splits a power from the engine to the first motor generator and to the output-side rotating member. The control device includes an electronic control unit. The electronic control unit configured to change execution modes of rattling noise suppression control based on a spring characteristic of the dynamic damper. The rattling noise suppression control is a control to suppress rattling noise resulting from rotational fluctuations of the engine.

Abstract: A transmission for a vehicle may include a first input shaft selectively receiving power from an engine, a second input shaft continuously receiving power from the engine, a first output shaft and a second output shaft disposed in parallel to the first input shaft and the second input shaft, respectively, a first shift device configured to make a series of desired gear shift ranges between the first input shaft and the and the first output shaft and between the first input shaft and the second output shaft, and a second shift device configured to make duplicate gear shift ranges, which have a gear ratio identical to a gear ratio of one or more gear shift ranges of the series of gear shift ranges made by the first shift device, using the second input shaft.

Abstract: A 10-stage dual clutch transmission (DCT) for a vehicle includes: a first input shaft receiving power through a first clutch; a second input shaft disposed coaxially with the first input shaft and receiving power through a second clutch; a plurality of odd driving gears disposed on the first input shaft; a plurality of even driving gears disposed on the second input shaft; a first output shaft and a second output shaft disposed in parallel with the first input shaft and the second input shaft; a plurality of odd driven gears each disposed on the first output shaft or the second output shaft; a plurality of even driven gears disposed each on the first output shaft or the second output shaft; and a joint synchro disposed on the first output shaft or the second output shaft.

Abstract: A gear arrangement includes a first and a second gearwheel where the first and second gearwheels are arranged next to each other upon a first shaft such that the first and second gearwheels can rotate relative to the first shaft. At least one gearwheel of the first and second gearwheels is arranged upon the first shaft such that it can be axially displaced between a distanced axial position and a contact axial position upon the first shaft, and whereby in the distanced axial position, the first and second gearwheels are distanced from each other and in the contact axial position, an axial contact between the first and second gearwheel is enabled.

Abstract: A power transmission system for a vehicle and a vehicle including the same are provided. The power transmission system includes: an engine unit configured to generate power; a transmission unit adapted to selectively couple with the engine unit, and configured to transmit the power generated by the engine unit; a first motor generator coupled with the transmission unit; an output unit configured to transmit the power output by the transmission unit to at least one of front and rear wheels of the vehicle; a power switching device adapted to enable or interrupt a power transmitting between the transmission unit and the output unit; and a second motor generator configured to drive the at least one of the front and rear wheels.

Abstract: A power transmission system for a vehicle and a vehicle including the same are provided. The power transmission system includes an engine unit configured to generate power, a transmission unit adapted to selectively coupled with the engine unit, and configured to transmit the power generated by the engine unit, a first motor generator coupled with the transmission unit, an output unit configured to transmit the power output by the transmission unit to at least one of front and rear wheels of the vehicle, a power switching device adapted to enable or interrupt a power transmitting between the transmission unit and the output unit, and a second motor generator configured to drive the at least one of the front and rear wheels.

Abstract: Arrangement of reversing double-flow gearbox for motor vehicles and construction machines, with two branches of output flow, consisting of an input shaft (13) equipped with a tooth wheel, engaged with a tooth wheel of a first disc clutch (1) and with a tooth wheel of a second disc clutch (2), wherein an output shaft (11) of the first disc clutch (1) houses a first set (3) of tooth wheels and a third set (5) of tooth wheels that are engaged through a first synchronization clutch (61) and a second synchronization clutch (62) with a set of tooth wheels arranged on the output shaft (10) of the gearbox, while an output shaft (12) of the second disc clutch (2) houses a second set (4) of tooth wheels and a fourth set (7) of tooth wheels that are engaged through a third synchronization clutch (63) and a fourth synchronization clutch (64) with a set of tooth wheels arranged on the output shaft (10) of the gearbox, wherein the output shaft (11) of the first disc clutch (1) and the output shaft (12) of the second disc c

Abstract: A method of operating dual-clutch transmission for a vehicle which has two partial transmissions, each partial transmission having an input shaft arranged on an input shaft axis. An output shaft is arranged on the input shaft axis or a parallel countershaft axis. An intermediate gear system on the countershaft axis. At least one input shaft can be connected to the drive output shaft, as a direct drive, and only one countershaft is arranged on the countershaft axis and supports only fixed gears. One of the gears is a direct gear so that, when the direct gear is engaged, all the shifting elements, for coupling the intermediate gear system via the gear planes into the force flow, can be disengaged. Each gear plane can be coupled by a shifting element arranged on the input shaft axis to a shaft, and the gear next-lower than the direct gear is a coupling gear.

Abstract: A transmission is connectable to an input member and includes an output transfer gear, first and second transmission input shaft members, first and second countershaft members, first and second sleeve shafts, a plurality of co-planar gear sets, and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of gears, synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the input member and the output member.

Abstract: The torque assist system of the present invention includes a torque assist shaft having a first terminating part connected to the input shaft, an outer shaft and an inner shaft rotating independently from the outer shaft; a planetary gear set mounted on the inner shaft exposed to a second terminating part of the torque assist shaft; a clutch being disposed adjacent to the planetary gear set and operated by an external force; and an input gear mounted on the exposed inner shaft of the torque assist shaft and connected to the planetary gear set by the clutch to transmit power to an output gear mounted on the output shaft of the vehicle transmission.

Abstract: A planetary drive having at least one set of first planetary gears on a planet carrier, which gears are disposed radially spaced apart from a central axis and of which every first planetary gear is in toothed engagement with a first central gear, wherein the central gear has the central axis as the axis of rotation thereof, and wherein each of the first planetary gears is respectively mounted on a pin so as to be rotatable about an axis of symmetry of the pin, wherein the pin has internally a lubricating channel extending along the axis of symmetry of the pin and is mounted at least on one side at the end in a planet carrier, and wherein the pin is seated at least on one side at the end of a cup-shaped sleeve seated in the planet carrier.