Abstract: Provided are a vehicle transmission and a vehicle powertrain device including the same. The present disclosure includes a driving sun gear receiving a driving force transmitted from a motor, a first sun gear having the same rotating axis as the driving sun gear, a second sun gear inserted into the first sun gear and having the same rotating axis as the first sun gear, a planetary gear provided with a plurality of stages which respectively mesh with the driving sun gear, the first sun gear, and the second sun gear, and a carrier to which the planetary gear is coupled so as to be rotatable and into which the first sun gear and the second sun gear are inserted.

Abstract: A transmission including a one-axis shift mechanism is provided. The transmission including a one-axis shift mechanism includes a transmission including a shift mechanism in which a shift fork is slidably coupled to a shift rail, and the shift fork includes a sleeve that allows the shift fork to be meshed with a gear portion coupled to an input shaft, the transmission including a motor, a first shift gear which is connected to the motor and moves according to rotation of the motor, a second shift gear arranged at one end of the shift rail and secured to the first shift gear, and a sliding pin arranged at the other end of the shift rail and configured to slide the shift fork by contacting a sliding protrusion arranged around an insertion hole of the shift fork, into which the shift rail is inserted.

Abstract: Methods and systems are provided for an electric axle assembly. In one example, a system includes an electric axle assembly configured to receive an output of a ring gear, wherein a differential of the electric axle assembly distributes the output to wheels of a vehicle.

Abstract: A hybrid powertrain that includes a combustion engine (4) and a gearbox (2) with an input shaft (8) and an output shaft (20); a first planetary gear (10) connected to the input shaft (8); a second planetary gear (12) connected to the first planetary gear (10); a first electrical machine (14) connected to the first planetary gear (10); a second electrical machine (16) connected to the second planetary gear (12); at least one gear pair (G1, 60, 72) connected to the first planetary gear (10) and to the output shaft (20); and at least one gear pair (G2, 66, 78) connected to the second planetary gear (12) and to the output shaft (20), a countershaft (18) provided between the combustion engine (4) and the gearbox (2) so that the engine (4) can be disconnected from the gearbox (2). Also disclosed is a method for controlling the disclosed hybrid powertrain (3). Also a vehicle (1) includes such a gearbox (2), and a method to control such a gearbox (2). Also a computer program (P) to control a gearbox.

Abstract: A drive train unit for a hybrid vehicle includes an input shaft arranged for rotationally fixed attachment to an output of a transmission, an output shaft, an electric machine with a rotor, a clutch, and an actuating unit operatively connected to the clutch. The actuating unit has an actuator and an actuating bearing, displaceable by the actuator. The clutch may be a separating clutch operatively inserted between the rotor and the input shaft, or a friction clutch operatively inserted between the input shaft and the output shaft. The clutch may be a self-intensifying clutch with a leaf spring adjusted at a set angle relative to a reference plane oriented perpendicular to an axis of rotation such that, in a driving direction of a first clutch component, a first friction element is applied to a second friction element with an additional axial force.

Abstract: A gearbox assembly includes a gearbox housing and a planetary gear system configured within the gearbox housing. The planetary gear system includes a plurality of planet gears, at least one sun gear, at least one ring gear, at least one planetary carrier operatively coupled with the plurality of planet gears, and a plurality of pin shafts. Each of the plurality of planet gears are arranged so as to rotate around one of the plurality of pin shafts. Further, the plurality of planet gears are engaged with the ring gear and configured to rotate about the sun gear. The gearbox assembly also includes a first lubricant path defined from a first location to a second location through the at least one planetary carrier. Moreover, the first lubricant path is located outside of the plurality of pin shafts.

Abstract: A shifting manipulation-assisting device and a hub-embedded transmission, wherein in controlling pawls that restrain rotation of sun gears to perform shifting in a planetary gear set, shifting control is properly performed even with a small manipulation force. The shifting manipulation-assisting device includes a pawl control ring having an inner peripheral surface to control laying-down of control pawls, and an outer peripheral surface formed with rotation restricting protrusions; an angle control member positioned on an inner periphery side of a driver; pressing members supported on the angle control member, and positioned between the unidirectionally inclined recesses and an inner peripheral surface of the driver; an elastic connecting body connected to resiliently support the pawl control ring; a fixed support member non-rotatably fixed to the shaft and rotatably supporting the driver; and a return spring connected to reversely rotate and accordingly return the angle control member.

Abstract: An engine for an aircraft has an engine core having a turbine, a compressor, and a core shaft connecting the turbine to the compressor; a fan located upstream of the engine core, the fan having a plurality of fan blades; and a gearbox. The gearbox for an aircraft is arranged to receive an input from a core shaft and to output drive to a fan so as to drive the fan at a lower rotational speed than the core shaft. The gearbox is an epicyclic gearbox and has a sun gear, a plurality of planet gears, a ring gear, and a planet carrier having a plurality of pins, each pin being arranged to have a planet gear of the plurality of planet gears mounted thereon. A ratio of planet carrier torsional stiffness to pin stiffness is within a specified range.

Abstract: A transmission for a motor vehicle having an input shaft, an output shaft, first, second, and third planetary gear sets, a plurality of shift elements, and an electric machine arranged axially parallel to the input shaft and operatively connected to the input shaft with a constant transmission ratio via a spur gear drive or a flexible traction drive mechanism. Various gear steps are formable between the input shaft and the output shaft through the planetary gear sets by selectively engaging shift elements of the plurality of shift elements. Elements of the third planetary gear set are arranged, at least partially, radially within an element of the spur gear drive or of the flexible traction drive mechanism arranged coaxially to the input shaft, and together with the spur gear drive or the flexible traction drive mechanism in a plane oriented orthogonally to the axis of rotation of the input shaft.

Abstract: One solenoid valve included in a hydraulic pressure control device has at least two functions among the following (1) to (6) functions, (1) switching a state of a two-way clutch, (2) switching a state of a parking lock mechanism, (3) switching the supply of hydraulic pressure to a first brake that is put into an engaged state when a gear stage selected when driving of a vehicle starts is set, (4) controlling a line pressure adjustment valve so that a decrease in a line pressure is prevented when the temperature of a hydraulic fluid is a first predetermined temperature or higher, (5) preventing the occurrence of a creep phenomenon in a neutral range when the temperature of the hydraulic fluid is a second predetermined temperature or lower, and (6) boosting a line pressure by performing switching to another linear solenoid valve when the line pressure adjustment valve has failed.

Abstract: A transmission (G) for a motor vehicle comprising an upstream gear set (VRS), a main gear set (HRS) with a total of four shafts (W1, W2, W3, W4) referred to in order of rotational speeds as first, second, third and fourth shafts, an electric machine (EM), and at least five shift elements (A, B, C, E, F), the selective pairwise closure of which realizes at least eight selectable forward gear ratios (G1-G8) between a drive shaft (GW1) and an output shaft (GW2) of the transmission (G). The upstream gear set (VRS) provides a rotational speed at a fifth shaft (W5) increased relative to the rotational speed of the drive shaft (GW1), in a fixed transmission ratio with respect to the drive shaft (GW1). The main gear set (HRS) is a stepped planetary gear set (PS).

Abstract: A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K3) to the first shaft (1) and the first shaft is rotationally fixedly connectable by the second shift element (B2) to the housing (2). A sun gear of the first planetary gear set (RS1) is rotationally fixedly connectable by the third shift element (K2) to the drive shaft (An). A carrier of the first planetary gear set (RS1) is rotationally fixedly connected to the output shaft (Ab) and to a ring gear of the second planetary gear set (RS2). A ring gear of the first planetary gear set (RS1) is rotationally fixedly connected to the second shaft (3), wherein the second shaft (3) is rotationally fixedly connectable by the fourth shift element (B1) to the housing (2).

Abstract: A control method of a variable speed electric motor system, which includes an electric device and a planetary gear transmission device, the control method includes: a step of accepting an instruction for a number of rotations of an output shaft; a step of calculating a number of rotations of a variable speed electric motor based on the number of rotations of the output shaft; a step of determining whether the calculated number of rotations of the variable speed electric motor is in an uncontrollable range; and a step of performing uncontrollable speed range operation for repeatedly and alternately performing a forward direction minimum rotation number instruction for driving the variable speed electric motor at a minimum number of rotations in a forward direction, and a reverse direction minimum rotation number instruction for driving the variable speed electric motor at a minimum number of rotations in a reverse direction.

Abstract: A multi speed transmission in planetary design for a vehicle, the transmission having a housing, a first shaft (1) as a drive (AN), a second shaft (2) as an output (Ab) axially parallel to the drive, three planetary gear sets (RS1, RS2, RS3), additional shafts (3-10), and six shifting elements (K1, K2, K3, K4, K5, B1) actuatable to realize several gear ratios. The transmission further includes machine elements (ST1, ST2) that transfer torque between the drive (AN) and the output (Ab). The first shaft (1) is connected to the planetary gear carrier (PT1) of the first planetary gear set (RS1) and is connectable at least to the sun gear (SR2) of the second planetary gear set (RS2) and to the ring gear (HR3) of the third planetary gear set (RS3). Additionally, the second shaft (2) is connected to the first machine element (ST1) and to the second machine element (ST2).

Abstract: The present disclosure describes a parking lock gear mechanism including a planetary gear train with a sun gear, a ring gear, and at least one planet gear that meshes with the sun gear and the ring gear. The at least one planet gear may be attached to a rotating planet carrier. The parking lock gear mechanism may also have a spring unit coupled to the ring gear, where the spring unit is configured such that it is tensioned by a rotation of the ring gear, and exerts a torque and/or force on the ring gear when it is tensioned. A ring gear securing unit may be configured to secure the ring gear against rotation in a first operating state, and to release the ring gear such that it can rotate in a second operating state.

Abstract: Provided is an automatic transmission with which a switching mechanism thereof is hardly damaged even if the hydraulic pressure supplied to a hydraulic pressure control circuit temporarily changes. A control part ECU of the automatic transmission TM switches the first brake B1 to the reverse rotation preventing state when a signal indicating that the slider is at a position corresponding to the reverse rotation preventing state is received while the control unit ECU recognized that it has switched the first brake B1 to the fixed state.

Abstract: A planetary gear train of an automatic transmission for a vehicle improves power delivery and fuel efficiency by applying six control elements to four planetary gear sets to achieve forward nine speed stages and one reverse speed stage. The planetary gear train includes: an input shaft; an output shaft; first to fourth first planetary gear sets each having three rotational element: four clutches and two brakes as the six control elements; and first to ninth shafts. In particular, the first shaft connects a first rotational element and the input shaft; the second shaft is connected with a second rotational element and selectively connected with the first shaft; the third shaft connects third and fifth rotational elements; the fourth shaft is connected with a fourth rotational element and fixed to a transmission housing; and the fourth shaft is connected with the fourth rotational element and fixed to the transmission housing.

Abstract: A transmission includes an electric motor arranged between a drive shaft connection area and an output shaft connection area. The electric motor encloses a cylindrical volume. A first group of shifting elements is arranged adjacent to and axially along a drive shaft in the direction of the drive shaft connection area offset to the electric motor or is at least partially arranged within the cylindrical volume of the electric motor. Shift forks of the first group of shifting element actuators are arranged adjacent to and axially along the drive shaft in the direction of the drive shaft connection area offset to the first group of shifting elements. A main gear set is arranged at least partially within the cylindrical volume of the electric motor or adjacent to axially along the drive shaft in the direction of the output shaft connection area offset to the electric motor.

Abstract: A planetary gear train of an automatic transmission is disclosed to improve power delivery and fuel efficiency by applying six control elements to four planetary gear sets to achieve forward nine speed stages and one reverse speed stage. The planetary gear train includes: an input shaft; an output shaft; first to fourth planetary gear sets each having three rotational elements; four clutches and two brakes as the six control elements; and first to ninth shafts. In particular, the first shaft connects first and eleventh rotational elements, and the input shaft; the second shaft is connected with a second rotational element and selectively connected with the first shaft, the third shaft connects third and fifth rotational elements, and the fourth shaft is connected with a fourth rotational element and fixed to a transmission housing. In addition, the sixth shaft is selectively connected with the second and fifth shafts, respectively.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include: first to fourth planetary gear sets respectively having first to third rotational elements, fourth to sixth rotational elements, seventh to ninth rotational elements, tenth to twelfth rotational elements; an input shaft mounted with the first, second, and third planetary gear sets; an output shaft mounted with the fourth planetary gear set; first to ninth shafts; three clutches and two brakes as control elements; and two transfer gears. In particular, the first shaft fixedly connects the first and sixth rotational elements, the fourth shaft fixedly connects the fourth and ninth rotational elements and is selectively connected with the second shaft, the seventh shaft fixedly connects the tenth rotational element and externally gear-meshes with the fifth shaft, and the eighth shaft fixedly connects the eleventh rotational element and selectively externally gear-meshes with the sixth shaft.

Abstract: In an automatic transmission including a deceleration planetary gear and a hydraulic clutch, the hydraulic clutch includes a clutch drum, a clutch hub, first and second friction engagement plates, a piston, and an engagement oil chamber defining member. The clutch hub is formed by a ring gear and a support member that rotates together with the ring gear. The piston is movably supported by the clutch hub. The piston and the support member define a cancel oil chamber that cancels a centrifugal oil pressure generated in an engagement oil chamber.

Abstract: The present invention relates to a low-bulk steering system with mechanical differential for eliminating at least some of the disadvantages of the prior art by proposing a steering system with mechanical differential having architecture proposing reduced bulk in particular in the axis of the wheels enabling installation in vehicles having a smaller path.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft for receiving an engine torque, an output shaft for outputting a shifted engine torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, and six control elements for selectively interconnecting the rotation elements, a first shaft connected with the first rotation element, and selectively connectable with the input shaft, a second shaft selectively connectable with the first shaft, a third shaft, a fourth shaft selectively connectable with the input shaft, a fifth shaft directly connected with the transmission housing, a sixth shaft selectively connectable with the first shaft, and a seventh shaft selectively connectable with the third shaft, and directly connected with the output shaft.

Abstract: A transmission is disclosed having an input member, an output member, a plurality of planetary gear sets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms including a one-way clutch. The plurality of planetary gear sets has first, second and third members. The input member is continuously interconnected with a member of the planetary gear sets. The output member is continuously interconnected with another member of the planetary gear sets. At least eight forward speeds and one reverse speed are produced by the selective engagement of the five torque-transmitting mechanisms.

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 outputting changed torque of the engine, a first planetary gear set including first, second, and third rotation elements, a second planetary gear set including fourth, fifth, and sixth rotation elements, a third planetary gear set including seventh, eighth, and ninth rotation elements, a fourth planetary gear set including tenth, eleventh, and twelfth rotation elements, and six friction elements selectively connecting the rotation elements, or selectively connecting at least one of the rotation elements and a transmission housing.

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

Abstract: A transmission and differential gearing with a housing, with an input shaft and two output shafts arranged coaxially with respect to the input shaft, wherein a transmission section and a differential section are provided, wherein the transmission section has two planet stages, namely an input stage and a load stage, wherein the sun wheel of the input stage is actively connected to the input shaft, wherein the load stage has a ring gear fixed to the housing, and the sun wheel of the load stage can be or is actively connected via a web to at least one planet wheel of the input stage, and wherein at least one planet wheel of the load stage is actively connected via a web to an input shaft of the differential section.

Abstract: A transmission (G) is provided having four planetary gear sets (P1, P2, P3, P4), several shafts (W1-W8) and a first, second, third, fourth and fifth shift element (B1, B2, K1, K2, K3), the selective meshing of which brings about different transmission ratio relationships between a transmission input shaft (GW1) and a transmission output shaft (GW2). The transmission (G) includes a sixth shift element (K4), through which the fifth shaft (W5) is connectable to the sun gear (So-P4) of the fourth planetary gear set (P4).

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

Abstract: A planetary gear train of an automatic transmission for vehicles may include an input shaft receiving power of an engine, an output shaft outputting shifted power of the engine, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotational shaft, a second rotational shaft, a third rotational shaft, a fourth rotational shaft selectively connected to the first rotational shaft and selectively connected to a transmission housing simultaneously, a fifth rotational shaft selectively connected to the first rotational shaft and directly connected to the input shaft simultaneously, a sixth rotational selectively connected to the transmission housing, a seventh rotational shaft selectively connected to the first and third rotational shafts, an eighth rotational shaft directly connected to the output shaft, and six frictional elements.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving power from an engine, an output shaft outputting power changed in speed, a first planetary gear set including first, second, and third rotating elements, a second planetary gear set including fourth, fifth, and sixth rotating elements, a third planetary gear set including seventh, eighth, and ninth rotating elements, a fourth planetary gear set including tenth, eleventh, and twelfth rotating elements, and six control elements disposed between the rotating elements, and disposed at positions where the rotating elements are selectively connected with a transmission housing.

Abstract: A transmission, in particular a multi-speed transmission for a motor vehicle, includes a housing, a drive shaft, an output shaft, at least four planetary gear sets, whereas each of the planetary gear sets comprises one sun gear, at least one planet, one planetary carrier and one ring gear, along with several shift elements in the form of at least four clutches and at least two brakes. The sun gear of the fourth planetary gear set is connected to the housing. The planetary carrier of the fourth planetary gear set is connectable through the fourth clutch to the output shaft. The second brake is connected to the sun gear of the first planetary gear set. The first brake is connected to the ring gear of the first planetary gear set and to the planetary carrier of the first planetary gear set. The first brake is connectable through the third clutch to the drive shaft.

Abstract: A transmission is provided having an input member, an output member, at least three planetary gear set assemblies, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear set assemblies include first, second and third members. The torque transmitting devices include clutches and brakes actuatable in combinations of three to establish a plurality of forward gear ratios and at least one reverse gear ratio.

Abstract: A multi-stage transmission for a vehicle may include an input shaft and an output shaft, a first planetary gear device, a second planetary gear device, a third planetary gear device, and a fourth planetary gear device provided between the input shaft and the output shaft to transfer a torque and each including three rotating elements, and at least six shifting elements connected to the rotating elements of the first to fourth planetary gear devices.

Abstract: An electric power tool includes a motor having a drive shaft, a tool output shaft rotated by rotational force of the drive shaft, a clutch unit that connects or disconnects a torque transmission line between the drive shaft and the tool output shaft according to load torque of the tool output shaft, a load detector that outputs a load torque signal in accordance with the load torque of the tool output shaft, and a control unit that performs a rising detection mode, which detects rising of the load torque signal to stop rotation of the motor, and a falling detection mode, which detects falling of the load torque signal to stop rotation of the motor. The control unit selects the rising detection mode or the falling detection mode according to a usage condition signal indicating a usage condition of the electric power tool.

Abstract: A family of transmission gearing arrangements produces nine forward and one reverse speed ratio by selective engagement of various combinations of three clutches or brakes. Each transmission gearing arrangement includes a front shiftable gearing arrangement configured to establish a variety of speed ratios between an intermediate shaft and an input shaft. These speed ratios include a reverse speed ratio, a zero speed ratio, two underdrive ratios, and a direct ratio. Each transmission also includes a rear shiftable gearing arrangement configured to selectively establish particular speed relationships among the input shaft, the intermediate shaft, and an output shaft. Engagement of a clutch in the rear shiftable gearing arrangement establishes an underdrive ratio between the output shaft and the intermediate shaft.

Abstract: A shifting arrangement for a transmission includes a shifting sleeve, a friction clutch and an actuating element. The shifting sleeve is rotatable between a first position, wherein a first free gear is rotatable relative to a shaft, and a second position, wherein the first free gear is rotatably fixed to the shaft. The friction clutch assembly is moveable between a first position, wherein two parts are rotatable relative to one another, and a second position, wherein the two parts are frictionally coupled. The actuating element is moveable between neutral, intermediate and shifting positions. In the neutral position, the shifting sleeve and the friction clutch assembly are in their first positions. In the intermediate position, the shifting sleeve is in its second position and the friction clutch assembly in its first position. In the shifting position, the shifting sleeve and the friction clutch assembly are in their second positions.

Abstract: A novel transmission for cycles that significantly reduces torque interference with steering operations is provided. Such a transmission allows for improved recumbent cycling capabilities. The inventive device thus includes a combination of a fixed transmission assembly that reduces torque levels and a movable transmission assembly that multiplies torque levels, allowing for the avoidance of high torque effects through the vehicle's steering axis. As such, the capability of the overall cycle device to steer properly and to a rather wide angle from center while implementing such a torque transfer protocol allows for a unique recumbent cycle configuration. Such a device, then, may be utilized for a human-powered cycle vehicle or one that further includes an electrical component to allow for automated drive capabilities through a rear wheel or wheels, as well. The method of implementation of such a transmission within a variety of cycle devices is also encompassed within this invention.

Abstract: A front wheel drive transmission is provided having an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes a sun gear member, a planet carrier member, and a ring gear member. The torque transmitting devices include clutches and a brake arranged within a transmission housing. Each of the clutches and the brake are located within specific areas defined by the planetary gear sets and the housing walls.

Abstract: A transmission assembly for operably coupling an input member to an output member includes a first cycloidal gear stage having a first gear ratio and a second cycloidal gear stage having a second gear ratio different than the first gear ratio. The transmission assembly also includes a shifting mechanism for selectively driving the output member with one of the first cycloidal gear stage and the second cycloidal gear stage.

Abstract: A torque-limiting assembly for a surgical powertool has an input shaft and an output shaft. Two relatively rotatable parts of the assembly are configured to be locked against relative rotation by at least one shearable piece for torque transfer between the input shaft and the output shaft up to a torque limit. The assembly further comprises at least one shear off structure rotationally fixed to one of the two relatively rotatable parts for shearing off a portion of the at least one shearable piece above the torque limit so as to unlock the two relatively rotatable parts for relative rotation.

Abstract: The present invention provides a Suspended Wheel Reducer and a suspended wheel crossing-zero multilevel transmission, both of which comprise a front planetary gear train, a rear planetary gear train and a suspended wheel. With different design for the dimension of the gear wheels contained in the front planetary gear train, the rear planetary gear train and the suspended wheel, it's possible to achieve optional different reduction ratios. The Suspended Wheel Reducer and the suspended wheel crossing-zero multilevel transmission have simple configuration, higher reliability, thus overcoming the drawback in prior art, in which a transmission mechanism for multilevel gear shift mechanism is required to achieve greater reduction ratio, reducing its overall dimensions and cost.

Abstract: A transmission gearing arrangement has four simple planetary gear sets and five or six shift elements. A ring gear is fixedly held against rotation. A sun gear and a carrier are fixedly coupled to the input shaft. One embodiment has two brakes and three clutches and produces seven forward speeds by selective engagement of various combinations of two of the shift elements. Other embodiments have two brakes and four clutches and produce nine forward speeds by selective engagement of various combinations of two of the shift elements. Each embodiment may optionally include a passive one way brake that simplifies the control of certain shifts.

Abstract: A transmission gearing arrangement has four simple planetary gear sets and five or six shift elements. One embodiment has three brakes and three clutches and produces nine forward speeds by selective engagement of various combinations of three of the shift elements. A second embodiment has two brakes and four clutches and produces nine forward speeds by selective engagement of various combinations of three of the shift elements. A third embodiment has two brakes and three clutches and produces seven forward speeds by selective engagement of various combinations of two of the shift elements. Each embodiment may optionally include a passive one way brake that simplifies the control of certain shifts.

Abstract: A hybrid drive train for a motor vehicle, comprising at least one internal combustion engine and at least one electric motor, which is functionally connected to the internal combustion engine, or can be functionally connected to said internal combustion engine, wherein a multi-speed transmission having two planetary gear sets, with at least one transmission input shaft and at least one transmission output shaft is provided, wherein the multi-speed transmission exhibits at least four shift elements, the selective actuation of which results in different transmission ratios between the at least one transmission input shaft and the transmission output shaft, such that at least three forward gears are realized.

Abstract: A clutch arrangement has a rotary element which is mounted on a housing so as to be rotatable about a longitudinal axis and which defines a cavity. A clutch has a first clutch element and a second clutch element which can be coupled thereto, which clutch is arranged in the cavity. The first clutch element or the second clutch element is coupled to the rotary element. A fluidic actuator arrangement has a first and a second actuator element which can move relative to one another in order to activate the clutch. At least the first actuator element can be secured in a rotationally fixed fashion to the housing and extends from outside the rotary element into the cavity.

Abstract: A transmission gearing arrangement produces nine forward speed ratios and one reverse speed ratio by selective engagement of three shift elements in various combinations. Some embodiments includes four simple planetary gear sets and six shift elements of which two may be brakes. Other alternative embodiments may additionally include a third brake.

Abstract: A racing transmission that is lightweight and simplistic. The racing transmission features a low gear, reverse gear, neutral and a direct drive gear. The transmission utilizes a drive shaft; two sets of planetary gears and a common sun gear. The transmission disclosed herein does not use a countershaft to accomplish low and reverse. This transmission can be with an external clutch.

Abstract: A continuously variable transmission for a motor vehicle includes an input member, an output member, a first planetary gear set having first, second, and third members, wherein the first member is interconnected with the input member, a brake connected to the second member of the first planetary gear set, a clutch interconnected between one of the first member, second member, and third member of the first planetary gear set and another one of the first member, second member, and third member of the first planetary gear set, a belt and pulley assembly connected to the third member of the first planetary gear set and the output member, a chain drive interconnected to the output member, and a final drive unit interconnected to the chain drive.

Abstract: An automated manual transmission includes an input, an output disposed in parallel with the input, a common use planetary gear device disposed on the input or the output, a shift gear device in which a plurality of external gear mates having different shift ratios are disposed on the input and the output, and a friction member disposed to transmit the rotation power transmitted to the input at the time of the braking to the output through the external gear mates.