A gearing arrangement that offers a new way to operate an electric motor at a favorable operating point is provided. To this end there is proposed a gearing arrangement (1) for an electric motor (6) of a vehicle (2), including an input interface (5) for coupling to the electric motor (6) and including an output interface (7), such that a drive torque path runs between the input interface (5) and the output interface (7); including a first transmission gearing stage (10) with a first transmission ratio (i1), such that the drive torque path in a first operating state of the gear arrangement (1) runs via the first transmission gearing stage (10); and including a second transmission gearing stage (11), such that the drive torque path in a second operating state of the gear arrangement (1) runs via the second transmission gearing stage (11), the second transmission gearing stage (11) having a continuously variable transmission ratio (i1 . . . i2).

Methods and systems for a hydromechanical transmission are provided herein. In one example, the transmission system includes a hydraulic pump and a hydraulic motor rotationally coupled in parallel with a first planetary gear set and a second planetary gear set. In the system, sun gears of the planetary gear sets are rotationally coupled to the hydraulic motor, a carrier of the first planetary gear set is rotationally coupled to a first clutch and a second clutch, and a ring gear of the second planetary gear set is rotationally coupled to a third clutch.

Methods and systems for a hydromechanical transmission are provided herein. In one example, the transmission system includes a hydraulic pump and a hydraulic motor rotationally coupled in parallel with a first planetary gear set and a second planetary gear set. In the system, sun gears of the planetary gear sets are rotationally coupled to the hydraulic motor, a carrier of the first planetary gear set is rotationally coupled to a first clutch and a second clutch, and a ring gear of the second planetary gear set is rotationally coupled to a third clutch.

A power train and related vehicle are described for multi-mode power transmission. A first continuously variable power source (“CVP”) may convert rotational power received by the engine for transmission to a second CVP. A variator assembly may receive rotational power from the second CVP at a first input and directly from the engine at a second input. A control assembly may include one or more output components and a plurality of clutch devices arranged between the one or more output components and the variator assembly and engine. In a first state of the control assembly, the plurality of clutch devices may collectively provide direct power transmission between the engine and the one or more output components. In a second state of the control assembly, the plurality of clutches may collectively provide power transmission between the variator and the one or more output components.

A powershift transmission includes an input shaft, an output shaft arranged parallel with the input shaft, a branching unit arranged on the input shaft through which a torque acting on the input shaft is divided between two power paths, a switch group including at least two switching stages arranged in the first power path, and a torque converter arranged in the second power path. A torque is transmitted from the input shaft to the output shaft via the switch group and the torque converter.

An infinitely variable transmission (IVT) provides a plurality of transmission modes. At least one mode is a serial mode and at least one other mode is a split-path mode. The IVT provides substantially seamless shifting between the plurality of transmission modes.

A gear-double ring-hydraulic hybrid transmission device includes an input mechanism, a double ring series transmission mechanism, a hydraulic transmission mechanism, an output member, a front planetary gear mechanism, a middle planetary gear mechanism, a rear planetary gear mechanism, a clutch assembly, and a brake assembly. An output of the double ring series transmission mechanism is connected to the middle planetary gear mechanism. The clutch assembly connects the input mechanism to the double ring series transmission mechanism, the hydraulic transmission mechanism, and the front planetary gear mechanism, connects an output of the hydraulic transmission mechanism to the middle planetary gear mechanism, and connects an output of the rear planetary gear mechanism to the output member. The clutch assembly and the brake assembly provide a continuous transmission ratio between the input mechanism and the output member.

A roller clutch including an outer race, an inner race, a first engagement member situated between the outer race and the inner race, and a second engagement member situated between the outer race and the inner race. The first engagement member is configured to engage the outer race and the inner race to transmit torque between the outer race and the inner race only in response to the inner race turning in a positive direction and applying negative torque to the first engagement member. The second engagement member is configured to engage the outer race and the inner race to transmit torque between the outer race and the inner race in response to the inner race applying positive torque to the second engagement member while the outer race applies negative torque to the second engagement member.

A driving device for an electric vehicle includes a pedal shaft, first and second electric motors, an output shaft, and a superposition transmission whose gear ratio is steplessly adjustable by way of the electric motors. The transmission also couples the pedal shaft and the output shaft to each other. A torque generated by the first electric motor and/or the second electric motor can be at least partially transmitted to the output shaft. The driving device further includes an electronic anti-theft device used to lock the bicycle. When locked, at least one of the electric motors is operable to generate a torque that counteracts a rotation of the pedal shaft in a forward direction of rotation to inhibit theft of the bicycle.

A liquid chromatography solvent pump includes at least one motor, a first piston, a second piston, and a continuously variable output drive system coupling the at least one motor to at least one of the first and second pistons. The first piston and the second piston are configured to deliver a flow of solvent in a liquid chromatography system.