Abstract: A transmission (21) as a power transmission device for a vehicle comprises an input shaft (22), an output shaft (23), a planetary continuously variable transmission mechanism (31), a direct connecting mechanism (27), and an idler gear (29). The direct connecting mechanism (27) comprises a direct connecting clutch (30). The planetary continuously variable transmission mechanism (31) comprises a planetary gear mechanism (32), a pump side clutch (33), a hydraulic pump (36), a hydraulic motor (38), and a motor side clutch (40). The hydraulic pump (36) and the hydraulic motor (38) are connected via a pair of main lines (37A, 37B). An electromagnetic on-off valve (41) capable of switching between a communicating state and a blocking state between the pair of main lines (37A, 37B) is provided between the pair of main lines (37A, 37B).

Abstract: A transmission for a vehicle, particularly a skid-steered vehicle, that employs motive power from a prime mover delivered through an input shaft to drive left and right drive shafts at a nominal speed and input power from an electric motor to vary the speed of the left and right drive shafts according to steering commands from a steering control structure. The speed of the left and right drive shafts is directly related to a speed of the input shaft and the nominal speed of the left or right drive shaft is varied upwardly or downwardly by a ratio of the speed of the steering shaft via a speed varying structure. The speed of the left and right drive shafts is simultaneously varied in opposite directions (i.e. upwardly and downwardly) relative to the nominal speed by an equal number of rotations.

Abstract: An adaptive front steering system is capable of ensuring steering convenience and driving safety by changing a steering gear ratio in accordance with a driving situation of a vehicle. The adaptive front steering system is implemented as a new type of active front steering (AFS) system in which a hollow motor is applied to a steering column shaft, and a steering gear ratio is changed in accordance with a rotation direction and a rotation amount of a shaft of the hollow motor which is rotated together with an upper shaft.

Abstract: A power split transmission, in particular for a traction drive, having at least one drive shaft and at least one output shaft between which a mechanical first branch and a hydraulic or electrical second branch are provided that can be connected to one another at least in part by a planetary gear arrangement, wherein the second branch comprises a plurality of energy converters. The at least one drive shaft can be connected to a first energy converter and to a first connection element of the planetary gear arrangement, while the at least one output shaft can be connected to a second connection element of the planetary gear arrangement and the second and third energy converters can be connected to at least one or more further connection elements of the planetary gear arrangement and/or of the at least one output shaft.

Abstract: A manual valve is formed with a drain input port that closes if a shift is made to the D position, and opens for draining if a shift is made to the N position. A switching valve communicates an output port of a pressure regulating valve portion and an oil passage of a clutch and closes a drain port during engine operation when a line pressure is applied, and cuts off communication between the output port of the pressure regulating valve portion and the oil passage of the clutch and communicates the oil passage with the drain port during an engine automatic stop when the line pressure is not applied. The drain input port and the drain port are connected by a drain oil passage.

Abstract: In a V-belt continuously variable transmission (CVT) of an ATV, a movable sheave half of a primary sheave is disposed on the outer side in the vehicle width direction with respect to a fixed sheave half, and a sheave drive mechanism for controlling the respective groove widths of the primary sheave and a secondary sheave through a driving force by an electric motor is located on the outer side in the vehicle width direction with respect to the movable sheave half of the primary sheave. A footboard of the ATV is located on the outer side of the V-belt CVT in the vehicle width direction and below a primary sheave shaft and a secondary sheave shaft. A portion of the electric motor is located above and in front of the primary sheave shaft as viewed in the sheave shaft direction. A straddle-type vehicle having the compact, yet durable V-belt continuously variable transmission achieves a speed change operation highly responsive to the vehicle running condition.

Abstract: A drive axle assembly includes first and second axleshafts and a drive mechanism coupling a driven input shaft to the axleshafts. The drive mechanism includes a differential assembly, a planetary gear assembly operably disposed between the differential assembly and the first axleshaft, a brake and first and second mode clutches. The first clutch is operable with the brake and the planetary gear assembly to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second clutch is operable with the brakes and the planetary gear assembly to decrease the rotary speed of the first axleshaft so as to cause an increase in the rotary speed of the second axleshaft. A control system controls actuation of both mode clutches.

Abstract: A power transmission mechanism of a model vehicle capable of mechanically performing accurate straight running and turning control without relying upon the output characteristic of each drive system in an RC tank having two drive systems. The power transmission mechanism comprises a motor (10) for traveling providing a drive force for traveling, a motor (30) for turning providing a drive force for turning, a left side differential gear (40) and a right side differential gear (50) to which the rotations of the motor (10) for traveling and the motor (30) for turning are transmitted, and a center differential gear (80) to which the rotation of the motor (30) for turning is transmitted. The turning is performed by using the left side differential gear (40), the right side differential gear (50), and the center differential gear (80).

Abstract: A torque sensing assembly includes an axially fixed sheave having an axis of rotation, and an axially movable sheave movable along the axis in relation to the axially fixed sheave. A compression spring has a first end and a second end, with the first end being positioned to engage the axially movable sheave. A dual stage spring compression mechanism has a spring retainer that engages the second end of the compression spring. The dual stage spring compression mechanism is connected to the axially fixed sheave. The dual stage spring compression mechanism has a first stage compression device that compresses the compression spring by a first preload amount and a second stage compression device that compresses the compression spring by a second preload amount.

Abstract: A rotation transmitting apparatus according to the present invention includes a first sun gear, a second sun gear, first planetary gears and second planetary gears. A carrier for supporting the respective planetary gears is integrally provided with a rotor of a speed change motor for changing a speed of rotation to be transmitted, so that the number of mesh portions in the gears is reduced. Further, the rotor is formed of a cylindrical shape and an input shaft for rotating the first sun gear is inserted into the rotor, so that a limited space is effectively used.

Abstract: A vehicle steering device has a single electric motor which, at the same time, introduces energy for desired rotational speed conversion and auxiliary power support into the system. Steering interventions by a driver of the vehicle, in the form of a driving moment exerted by a vehicle steering wheel, are superimposed with a driving movement of the electric motor, and these two motors are initiated jointly onto a driving element.

Abstract: An electric drive system is provided. The electric drive system includes a first output member, a second output member, and an electric motor that includes an output shaft having an axis of rotation. The output shaft is operatively engaged with the first and second output members to rotate the first and second output members. A differential steering system is disposed between the electric motor and the first and second output members. The differential steering system includes at least one planetary gear assembly that has an axis of rotation that substantially aligns with the axis of rotation of the output shaft. A steering motor is operatively engaged with the at least one planetary gear assembly and is operable to modify the rotational speed of the at least one planetary gear assembly to thereby adjust the rotational speed of one of the first and second output members relative to the other of the first and second output members.

Abstract: A wheel driven utility vehicle includes a frame and two small volume high speed alternating current electric motors arranged side by side for driving the vehicle. Alternatively high speed direct current, hydraulic or pneumatic direct current motors may be used with suitable controls. Each motor has an output shaft which drives an offset planetary gear reducer. Each offset planetary gear reducer is affixed to the electric motor and includes an output carrier interconnected with an output shaft. Each output shaft includes first and second chain drive sprockets which drive chains interconnected with shafts driving the front and rear wheels respectively. Each offset planetary gear reducer enables use of space saving high speed relatively low-torque alternating current electric motors with attendant large speed reductions. Gear reduction enables the production of sufficient torque at the wheels of the vehicle. Applications in addition to utility vehicles are also specifically contemplated.

Abstract: The invention comprises a hydro-mechanical continuously variable transmission (HMCVT) that uses a planetary gear system to provide a combination of hydraulic and mechanical power for a vehicle or stationary equipment. The invention further comprises various ancillary elements to improve the performance of the HMCVT.

Abstract: A transmission drive system (TDS) has two AC induction traction motors, each operatively coupled to two semi-independent coaxial traction shafts, and two AC induction steer motors coaxially mounted on a common steer axis parallel to the coaxial traction shafts. A steering gear assembly, preferably between the traction and steering motors, has a common steer input shaft operatively connected to the two AC induction steering motors. Two planetary gear sets have the two traction shafts being operatively connected with one of a two planet gear carriers, or two ring gears, respectively. The other of the planet gear carriers or the ring gears are operatively connected with each other. Two offset gears mounted to the steer input shaft and meshing with two sun gears, respectively, including a reversing idler gear interposed between one of the two offset gears and one of the two sun gears.

Abstract: A superposition steering system for tracklaying or wheeled vehicles with nonpivoting wheels with a drive system (1) and a zero shaft (10, 10?) to transfer the drive power from one drive side to the other, via at least one steering differential gear (9), wherein the zero shaft (10, 10?) can be driven from a power fraction branched off from the drive system (1) and at least one electric motor (2, 2?).

Abstract: An electric drive configuration for a skid steered vehicle comprises: a pair of propulsion motors (74a, 74b), each with a motor shaft protruding from both ends of the motor and mounted on the same axis across the vehicle, each being coupled at the outer end to drive one of a pair of tracks or set of wheels of the skid steered vehicle; a control differential steep gear unit (73) positioned between the two propulsion motors and in driveable communication with the inner ends of the two motor shafts; and a steer motor (71) in driveable communication with the controlled differential (72), the steer motor (71) being controllable from zero speed giving straight line running in which both motor shafts are coupled to run at the same speed, to a range of speeds in both directions of rotation giving steering capability in both directions.

Abstract: A transmission-steering assembly for a crawler vehicle has a propeller shaft and two output shafts extending along a transverse axis of the vehicle. The two output shafts drive respective tracks of the vehicle, and are driven by the propeller shaft via the interposition of respective identical reduction units. A power-steering device is interposed between the output shafts to vary the relative angular speed of the output shafts. The assembly has a single service brake for exerting, in use, a braking action on the propeller shaft, and a single auxiliary parking brake associated with the steering device.

Abstract: A drive shaft rotated by a drive gear is coupled to an epicyclic gear arrangement which is rotatable as a unit about the drive shaft's longitudinal axis, as well as about its own axis. A driven gear is rotatably mounted drive shaft between the drive gear and the gear arrangement. Facing surfaces of the drive and driven gears are provided with annular concavities. A pivotally adjustable friction disk extends between, and in contact with, the concave surfaces. The opposite side of the driven gear is operatively connected to the gear arrangement. When the drive shaft is rotated, the gear arrangement is rotated about its own axis in response to drive shaft rotation and is rotated about the drive shaft's axis in accordance with the position of the friction disk. The speed and direction of the wheel-driving output are thus controlled.

Abstract: A steer-drive for vehicles primarily operated in fluids (e.g., boats and planes) interposes respective left and right orbital gear drives into the vehicle drivetrain between the engine/transmission or/speed-reducer and the vehicle's respective port and starboard propulsion elements. The orbital drive units comprise only an input gear and an output gear interconnected by at least one orbiting cluster gear that is supported in a rotating housing and also meshes only with the input and output gears. The orbital units are designed so that (a) when rotation of the housing is prevented, driving torque is transferred at speed ratios selected to be as close to 1:1 as is practical, and (b) when steering torque causes rotation of the housing, the steering torque is added or subtracted from the driving torque.

Abstract: A transaxle apparatus provided with a planetary gear type differential The differential comprises a pair of co-axial axles, a sun gear, a center gear serving as a driving input gear, a pair of carriers, a pair of ring gears serving as steering input gears, and planet gears. The center gear interlocks with the sun gear. The pair of carriers are fixedly disposed around the respective axles oppositely to each other with respect to the center gear. The pair of ring gears are rotatably disposed around the respective carriers so as to slidably abut at their inner peripheral surfaces against outer peripheral surfaces of the respective carriers. Each of the ring gears is extended between the sun gear and each of the carriers disposed in the ring gear so as to be inner peripherally formed into an internal gear. Each of the carriers is integrally provided with a plurality of projections projecting toward the center gear between the sun gear and the internal gear.

Abstract: Tracked vehicle with at least one engine and one gear-change and steering transmission and with lateral intermediate transmissions as final drives for track sprockets on both side of the drive. Each lateral intermediate transmissions is shiftable between at least two gears.

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: The planetary steering differential includes first and second interconnected gear trains. First and second gear trains are used for rotating output members in the same direction at the same speed in response to rotating solely a first input and holding a second input stationary. Rotation solely the second input arrangement and holding the first input arrangement stationary the output members are rotated in opposite directions at the same speed. The first input arrangement is driven by a transmission, and the second input arrangement is driven by a reversible steering motor.

Abstract: A steer-drive interposes respective left and right orbital gear drives into the vehicle drivetrain between the engine/transmission and the respective propulsion axles associated with each side of the vehicle. The orbital drive units comprise only an input gear and an output gear interconnected by at least one orbiting cluster gear that is supported in a rotating housing and also meshes only with the input and output gears. The orbital units are designed so that (a) when rotation of the housing is prevented, driving torque is transferred at speed ratios selected to be as close to 1:1 as is practical, and (b) when steering torque causes rotation of the housing, the steering torque is added or subtracted from the driving torque. Steering torque is applied simultaneously in equal and opposite directions to the orbital units, causing the drive on one side of the vehicle to speed up and the drive on the other side of the vehicle to slow down at the same rate.

Abstract: A drive unit provided with a power transmission path interlockingly connecting an engine (E) to left and right sprockets (12L, 12R), which are adapted to drive left and right crawlers (11) of left and right traveling parts (1L, 1R), via a non-stage traveling transmission unit (21) and an auxiliary traveling transmission unit (28) capable of changing the speed of a working vehicle in a plurality of stages. The power transmission path is provided with a non-stage steering transmission unit (20), left and right steering transmission units (48L, 48R) and left and right planetary gears (40L, 40R) all of which are adapted to be operated for speed change in accordance with a turning operation of a steering wheel (7). This construction enables a pivot turn and a spin turn of a working vehicle body to be made, the swinging performance of the working vehicle to be improved, the maneuvering of the vehicle to be done easily, and the construction of the drive unit to be simplified.

Abstract: A first rotating axis and a second rotating axis are respectively connected to one of a sun gear, a ring gear, and a planetary gear carrier of a first planetary gear train and a second planetary gear train. One of the sun gear, ring gear, and planetary gear carrier of the first planetary gear train is fixed to a frame, and one of the other elements is synchronized in revolution. One corresponding sun gear, ring gear, and planetary gear carrier of the second planetary gear train is rotatably mounted. A rotation degree of the rotatably mounted sun gear, ring gear, and planetary gear carrier of the second planetary gear train is measured. Then, a phase difference with respect to rotations of the first rotating axis and the second rotating axis can be detected.

Abstract: A differential apparatus for controlling the wheel speed of a vehicle includes a primary driving input, and first and second output shafts. The differential apparatus also includes a first planetary gear system in driving engagement with the first output shaft for rotating the first output shaft, and a second planetary gear system in driving engagement with the second output shaft for rotating the second output shaft. At least one auxiliary input mechanism selectively drives the first and second planetary gear systems for rotation in opposite directions to effect different rotational speeds to the first and second output shafts, thereby controlling the wheel speed of the vehicle.

Abstract: In a coupling device which is disposed between left and right wheels of a vehicle, pair of differential gears are provided. First rotational elements of both the differential gears are coupled to each other, and second rotational elements are respectively coupled to left and right wheels of the vehicle. A third rotational element of one of the differential gears is driven for rotation by a driving source. The third rotational element of the other of the differential gears is made switchable by a switching device between a state in which the third rotational element is prevented from rotating and a state in which the third rotational element is coupled to the first rotational element or the second rotational element of the other of the differential gears. Otherwise, the third rotational element of the other of the differential gears may be arranged to be always prevented from rotating.

Abstract: A transmission particularly a vehicular transmission for the driving and steering of a vehicle comprising a first differential having outputs to left and right wheels of the vehicle and an input powered for forward and reverse propulsion of the vehicle and a second differential controlling the outputs of the first differential for steering the vehicle.

Abstract: A driven axle assembly for vehicles has an axle housing with a main drive, wheel hub units fixed to both sides of the axle housing and being driven by a drive shaft with different rotational movements on both sides of the main drive, within each wheel hub unit, a planetary gearing and a multi-plate friction type wet brake both being coupled to the drive shaft as well as to a drive unit of the vehicle, wherein the multi-plate friction type wet brake is arranged within a ring gear support member, and around planetary gears of the planetary gearing a ring gear is connected to them.The improvement achieved by this invention is that a driving assembly is coupled to the ring gear of the planetary gearing of each and every wheel hub unit arranged on the driven axle whereas a difference between the rotational speeds of the ring gear within the wheel hub units, respectively, are proportional to a difference between the rotational speeds of the wheel hub units arranged on the driven axle of the vehicle.

Abstract: A protection device for a steering transmission of a tracked vehicle having a plurality of planetary gear sets capable of engaging different ratios for cornering in curves with different radii. The input and output speeds of the steering transmission and the transmission ratios are determined and compared with predetermined operating parameters in order to determine if clutch slippage is occurring. If slippage is detected, the steering transmission is thereupon temporarily disengaged.

Abstract: A turning speed control system for use in a track-laying vehicle comprising: a steering motor for driving crawler belts provided at both sides of the vehicle such that a relative travel difference is caused between the crawler belts, thereby turning the vehicle to the right or left; a steering instructing device which can be displaced from a neutral position by operation and which instructs, according to the direction and distance of its displacement, a turning direction and a turning radius for the vehicle, the turning radius decreasing as the displacement distance increases; a displacement detector for detecting the displacement of the steering instructing device; and a control unit for performing a control such that when making the turning radius of the vehicle small by increasing the revolution speed of the steering motor according to the displacement of the steering instructing device detected by the displacement detector such that the crawler belts are driven with a relative travel difference therebetwe

Abstract: A variable, four-mode, input-split, parallel, hybrid electric transmission for a vehicle. An input shaft receives power from the vehicle engine, and an intermediate output shaft delivers power to drive the vehicle. First and second motor/generators are employed as are energy storage devices, such as batteries, for accepting power from, and supplying power to, the first and second motor/generators. A control unit regulates power flow between the energy storage devices and the motor/generators as well as between the first and second motor/generators. A compounded planetary gear set and an intermediate planetary gear set are used. Each planetary gear sub-set and the intermediate planetary gear set has an inner gear member and an outer gear member, each of which meshingly engage a plurality of planet gear members supported on a carrier.

Abstract: A geared steering system, which is capable of actuating rightside and leftside driving mechanisms to ensure efficient operation of a crawler vehicle, has a geared steering device (30) and a control system. The geared steering device (30) has one power input shaft (31), leftside and rightside steering brakes (38L, 38R) and leftside and rightside direct-coupled clutches (36, 44), one turn clutch (46), three planet gear trains (40, 43, 48), leftside and rightside power output shafts (32L, 32R) coupled to leftside and rightside steering brake hubs (34L, 34R), and a hydraulic turning motor (83) coupled to the turn clutch (46) with gears.

Abstract: A geared steering device (30) selectively operates rightside and leftside driving mechanisms (2,3) of a crawler vehicle (1) for more efficient operation of the crawler vehicle. The geared steering device (30) comprises a power input drive element (33) for inputting a driving power from a prime mover (7), rightside and leftside steering brakes (38R, 38L), rightside and leftside direct-coupled clutches (36, 44), a turn clutch (46), three arrays of planet gear trains (40, 43 and 48), and power output shafts (32R, 32L) coupled to right and leftside steering brake hubs (34R, 34L). A control unit compares an actual steering ratio of a geared steering device (30) with a designated steering ratio, outputs control signals to respective solenoid valves for controlling the direct-coupled clutches, the turn clutch or a steering brake so as to cause the actual steering ratio to approximate the designated steering ratio.

Abstract: A dual-motor electric drive system is particularly suited for driving track-laying vehicles. The propulsion motors of the drive system are each individually selected to provide the speed and torque for selected portions of the operational requirements of the vehicle. The electric drive system utilizes a primary motor to provide the maximum speed requirements and a secondary motor to provide the high torque requirements for low speed operation. The primary and secondary propulsion motors are interconnected by a predetermined drive ratio so that the secondary motor provides torque until it attains a maximum predetermined speed whereupon it is disconnected from the primary motor.

Abstract: The present invention is directed to a planetary steering system for a skid steered vehicle. A prime mover directs rotational motion through right and left drive shafts having planetary carriers with planet gears. The planet gears of the right and left planetary carriers rotate around a right and left sun gears that are coupled to right and left hydraulic steering motors. The planet gears rotate in right and left ring gears that are coupled to the right and left drive wheels of the vehicle. By rotating the motors the speed of the drive wheels can be independently controlled.

Abstract: The invention provides an arrangement for driving in rotation two transmission shafts (18) of a motor-driven road vehicle, each connected to a wheel of the same axle, characterised in that each of the two transmission shafts (18) is connected to the engine unit (10) of the vehicle by means of a device (22) allowing a variable slip between its input member (40) and its output member (36), and means for controlling the two variable-slip devices (22), which regulate the rotational speeds of the two transmission shafts in order to keep these speeds within a specific range of relative variation.

Abstract: An electric drive system for tracklaying vehicles includes a pair of electric motors and an infinitely variable speed, hydromechanical steering transmission including a pair of hydrostatic propulsion units and a plurality of planetary gears sets. The hydrostatic units are driven by one or both of the electric motors to produce separate hydrostatic propulsion outputs which are combined with the mechanical outputs of the motors by the planetary gear sets to generate separate hydromechanical propulsion outputs on right and left transmission output shafts for vehicle propulsion and steer in two speed ranges.

Abstract: A two-path hydromechanical transmission system used in a crawler-type vehicle and a method of controlling this transmission system. Excellent maneuverability and high degree of running course steadiness at low tramming speed, as well as high power transmission efficiency at high tramming speed, are obtained by the use of hydraulic pumps and motors of capacities smaller than those of known systems. The transmission system has a power transmission line including independent left and right hydraulic pumps 2, 3 driven by an engine 1 mounted on a vehicle and motors 4, 5 and reduction planetary gear trains 200, 250 having reduction gear trains 100, 150 for transmitting the output torques of said hydraulic motors to left and right driving wheels.

Abstract: In a superimposed steering gear (3) for tracklaying vehicles in which the steering power needed for turning is superimposed on the drive system via summarizing differentials and which has a hydrostatic-mechanical power branching summed up in a summarizing transmission (31), the power losses of the hydrostatic branch that works with poor efficiency are kept as small as possible and, at the same time, an infinite steering is made possible over all radial ranges. For this purpose, the summarizing transmission (31) is shiftable into steps that cover at least two radial ranges, a speed adaptation to the transmission components taking place at any given time in the shift points for an infinite transition.

Abstract: A brake system for full-track vehicles having a shift gear (3) and superimposed steering gears (8) situated across the longitudinal axis (F) of the vehicle and two summing transmissions (5) situated near the two transmission output shafts (54). The shift gear and the superimposed steering gears, the same as the summing transmissions and other gears and devices, are situated as assemblies (A, B, C, D, E, P) in or upon a common housing and form a common transmission system. The brake system consists, in a first embodiment, of a secondary retarder (1) and a friction brake (2), both situated before the summing transmission. In normal braking, the secondary retarder (1) is first pressurized with the brake actuation device and only later is the friction brake (2) pressurized. In a second example of use a primary retarder (7) and a secondary retarder (1) are situated in the area of the shift gear, and the braking down to stoppage results from one or more shift brakes (B1, B2, B3) in a second function.

Abstract: A tracked vehicle is provided with an epicyclic steering differential interposed between the internal combustion engine and the track drive wheels. A reversible hydraulic motor is operatively associated with the differential for operating the steering of the vehicle. The differential includes a double epicyclic train which divides the torque from the internal combustion engine. The hydraulic motor acts on two elements of the train which are connected for rotation with each other about the central axis of the differential, and which rotate in equilibrium with each other when the vehicle is travelling a straight line.

Abstract: A two-regime CVT for a tracked vehicle steered by differential movement of its tracks, comprising two ratio-varying units of the toroidal-race, rolling-traction type, which drive the vehicle without steer when their outputs are the same, but with steer when those outputs differ. Each such output is connected respectively by way of a steering epicyclic gear set to the drive of one of the tracks. According to one aspect of the invention the axes of the two variators and of the inputs from them to the two steering epicyclics are all coaxial, and may also be coaxial with the input to a third epicyclic gear set operable to change the transmission between its two regimes.