The invention relates to a power split gearbox for a motor vehicle. The power split gearbox comprises a drive shaft which can be connected to an internal combustion engine in order to feed in torque, a first mechanical branch with a planetary gear mechanism arrangement, an infinitely variable second branch which can be connected to the first branch and comprises two adjustable energy converters which can be coupled to one another in energy terms and can be operated in each case in both directions, and at least one output shaft which can be coupled to the drive shaft via the first and the second branch. At least one first reversing stage is provided between the drive shaft and the output shaft for changing between at least one first forward driving range and at least one first reverse driving range, wherein the reversing stage either reverses or keeps constant all of the rotational directions of the sun gears, the internal gear and the spider shaft during changing between the first forward driving range and the first reverse driving range.

The invention relates to a continuously variable transmission (CVT) comprising a ratio varying unit and a compound epicyclic gear set. The ratio varying unit has a rotating first side and a rotating second side, the rotational axes of the first and second sides being coaxial. The compound epicyclic gear set comprises a first set of planets, being rotationally mounted within a carrier and meshing with a sun gear. The epicyclic gear set also has a first annulus gear and a second set of planets; the second set of planets also being rotationally mounted within the carrier and meshing with a second annulus gear. One of the first or second rotating sides of the ratio varying unit is coupled to the carrier and the other of the first or second rotating sides of the ratio varying unit is coupled to the sun gear.

A power-split transmission (28) with a first power path and a second power path. In this case, the first power path is a mechanical power path and includes a primary planetary gearset (P1), a secondary planetary gearset (P2) and a tertiary planetary gearset (P3). Furthermore, the power-split transmission (28) is equipped with at least four shifting elements. In addition, a method for operating such a power-split transmission (28) is disclosed. Moreover, a drive-train (10) of a working machine with a power-split transmission (28) of the type concerned is presented.

A power-split transmission (28) with a first power path and a second power path. In this case, the first power path is a mechanical power path and includes a primary planetary gearset (P1), a secondary planetary gearset (P2) and a tertiary planetary gearset (P3). Furthermore, the power-split transmission (28) is equipped with at least four shifting elements. In addition, a method for operating such a power-split transmission (28) is disclosed. Moreover, a drive-train (10) of a working machine with a power-split transmission (28) of the type concerned is presented.

The invention relates to a power split gearbox for a motor vehicle. The power split gearbox comprises a drive shaft which can be connected to an internal combustion engine in order to feed in torque, a first mechanical branch with a planetary gear mechanism arrangement, an infinitely variable second branch which can be connected to the first branch and comprises two adjustable energy converters which can be coupled to one another in energy terms and can be operated in each case in both directions, and at least one output shaft which can be coupled to the drive shaft via the first and the second branch. At least one first reversing stage is provided between the drive shaft and the output shaft for changing between at least one first forward driving range and at least one first reverse driving range, wherein the reversing stage either reverses or keeps constant all of the rotational directions of the sun gears, the internal gear and the spider shaft during changing between the first forward driving range and the first reverse driving range.

The invention relates to a continuously variable transmission (CVT) comprising a ratio varying unit and a compound epicyclic gear set. The ratio varying unit has a rotating first side and a rotating second side, the rotational axes of the first and second sides being coaxial. The compound epicyclic gear set comprises a first set of planets, being rotationally mounted within a carrier and meshing with a sun gear. The epicyclic gear set also has a first annulus gear and a second set of planets; the second set of planets also being rotationally mounted within the carrier and meshing with a second annulus gear. One of the first or second rotating sides of the ratio varying unit is coupled to the carrier and the other of the first or second rotating sides of the ratio varying unit is coupled to the sun gear.

A power split transmission has a drive shaft with a first mechanical branch comprising a planetary gear arrangement with at least two sun gears, a first ring gear and a planetary web, on which double planetary gears are arranged, which mesh with the sun gears and with the first ring gear, at least one of the sun gears being coupled to the drive shaft, with a continuously adjustable second branch, which can be connected at least partially to the first, mechanical branch via the planetary gear arrangement and comprises at least two adjustable hydraulic units which can be energetically coupled to one another and can be operated in each case in both directions as a motor or pump, and with an output shaft which can be coupled to the drive shaft via the first, mechanical branch and the second branch, the planetary gear arrangement being assigned a planetary reversing gear by means of which the direction of rotation of the first, mechanical branch can be reversed.

The current invention discloses a multi-mode electro-mechanical variable speed transmission. The transmission includes an input shaft, an output system, planetary gear set having at least three braches each represents a co-axial rotating member, two electric machines along with the associated controllers for the electric machines, and a clutch. The first branch couples to the first electric machine with a constant speed ratio; the second branch couples to the output system with a constant speed ratio; and the third branch couples to the input shaft with a constant speed ratio; the second electric machine selectively couples to two different the branches of the planetary gear set with two different constant speed ratios, respectively. The multi-mode electro-mechanical variable speed transmission is capable of providing multiple operation modes including two electric drive modes and two power split operation modes. Different operation modes cover different speed ratio regimes and are suitable for different power requirements. At the mode switching point, the corresponding clutch or clutches is automatically synchronized. This avoids shock loads during operation mode switching. The transmission is capable of providing operations with at least a fixed output to input speed ratio.

A vehicle drive system including a transmission has a gear set with first, second, third and fourth elements. The second element connects with an output shaft of the transmission. The system has a transmission housing and a first electric motor having an output shaft connecting with the first element for driving the first element in response to a first electrical signal. A second electric motor has an output shaft connecting with the fourth element for driving the fourth element in response to a second electrical signal. The motors operate together to cause transmission ratios to change steplessly through an infinite number of ratios between maximum and minimum values.

A power transmission system of a hybrid electric vehicle may include an engine being a power source, a torque transmission device including four rotation shafts and a compound planetary gear set, the torque transmission device converting torque input from the engine, and outputting a converted torque, two supplemental power sources respectively connected to two rotation shafts among the four rotation shafts of the torque transmission device and supplying generated torque to the torque transmission device, two friction members selectively connecting two rotation shafts among the four rotation shafts of the torque transmission device to a transmission housing, an output device outputting torque transmitted from the torque transmission device, and a final reducing device decelerating torque transmitted from the output device and outputting the decelerated torque through a differential apparatus.