Abstract: A method for controlling a drivetrain including an automatically shifted starting clutch and gear-shift clutch and a transmission, with a non self-locking clutch actuator, a gear actuator for engaging and disengaging transmission gears and a control unit which generates control commands for the clutch actuator and gear actuator and transmits such commands to the actuators such that, when the vehicle is at rest and a gear is engaged and if the clutch actuator fails, the clutch does not inadvertently engage. When a transmission gear is engaged, a control command is generated and sent for the clutch actuator to disengage the clutch. Thereafter, the vehicle speed is determined and if the speed is essentially zero and the clutch begins to engage, a control command is sent to the gear actuator to shift the transmission to its neutral position.

Abstract: A transmission for an industrial vehicle has an input shaft, first and second transmission mechanisms, a clutch mechanism, a rotation direction switching gear train, a speed change gear train, and an output shaft. The first and second transmission mechanisms change the speed among a plurality of speeds of rotation from the input shaft. The clutch mechanism is disposed on the input side of the transmission mechanisms and includes forward and reverse clutches and first and second snap clutches for selecting which of the first and second transmission mechanisms will receive rotational input from the engine. The rotation direction switching gear train inputs rotations for forward and reverse travel to the forward and reverse clutches. The speed change gear train inputs to the first snap clutch and the second snap clutch the output from the forward clutch and the reverse clutch.

Abstract: The present invention comprehends a plurality of embodiments of a hydraulic control system for various configurations of dual clutch transmissions. The hydraulic control systems all include a regulated source of pressurized hydraulic fluid including an electric pump, a filter and an accumulator, a pair of pressure control valves and a branching hydraulic circuit including pressure or flow control valves, spool or logic valves and two position valves which collectively supply and exhaust hydraulic fluid from a plurality of shift actuators. The actuators are connected to shift rails which include shift forks and are slidable to engage synchronizers and positive clutches associated with the various gear ratios.

Abstract: The present invention comprehends a plurality of embodiments of a hydraulic control system for various configurations of dual clutch transmissions. The hydraulic control systems all include a regulated source of pressurized hydraulic fluid including an electric pump, a filter and an accumulator, a pair of pressure control valves and a branching hydraulic circuit including pressure or flow control valves, spool or logic valves and two position valves which collectively supply and exhaust hydraulic fluid from a plurality of shift actuators. The actuators are connected to shift rails which include shift forks and are slidable to engage synchronizers and positive clutches associated with the various gear ratios.

Abstract: A transmission for an industrial vehicle has an input shaft; first and second transmission mechanisms each having a plurality of speed-change steps; a second transmission mechanism; a clutch mechanism; a rotation direction switching mechanism; and an output shaft. The clutch mechanism is disposed on the input side of the first and second transmission mechanisms and is provided with a forward clutch and a reverse clutch for switching between forward and reverse travel, and is further provided with first and second snap clutches for selecting which of the first and second transmission mechanisms will receive rotational input from the engine. The rotation direction switching mechanism is a mechanism for switching the direction of rotation inputted to the first transmission mechanism or the second transmission mechanism to the direction of rotation for forward travel or the direction of rotation for reverse travel in accordance with the switching of forward and reverse travel.

Abstract: A multi-plate clutch includes clutch discs which are disposed between a clutch outer and a clutch inner and are movable in an axial direction of the transmission shaft to permit and cut off the transmission of the rotational driving force from a crankshaft to a transmission shaft. A first biasing mechanism is configured to apply a clamping force to the clutch discs. A cam mechanism is configured to adjust the clamping force in accordance with the rotational driving force. A second biasing mechanism is configured to generate a biasing force to separate the clutch discs away from one another and to weaken the clamping force. The cam mechanism is configured to apply to the second biasing mechanism a force against the biasing force generated by the second biasing mechanism in accordance with the rotational driving force.

Abstract: A transmission arrangement (1) with at least two countershafts for a vehicle, in particular a utility vehicle is proposed, such that an auxiliary drive output (10) can be coupled by means of a torque-transmitting element (11) to a first countershaft (7), and such that a second countershaft (8) can be coupled with a transmission brake device (12) to bring about load equalization between the countershafts (7, 8) when the auxiliary output (10) is coupled to the first countershaft (7). In addition, a method is proposed for load equalization between the countershafts (7, 8) of a transfer transmission when an auxiliary output (10) is engaged, such that in a first shift position of a main group (2) of the transfer transmission, in which the second countershaft (8), not coupled to the auxiliary output (10), is free from load, a load torque is applied to the second countershaft (8) for load equalization.

Abstract: A shifter assembly for use in conjunction with an electronically shifted manual transmission of a vehicle includes a shift lever, a shift knob disposed on the shift lever, a guide and at least one shifter tactile sensor. The shift lever may be disposed in the guide and is operable to move relative to the guide. The guide includes a pattern of shift lever positions corresponding to specific gear ratios of the transmission of the vehicle. When the shift lever is positioned in a specific shift lever position, a corresponding gear ratio of the transmission may be selected. The at least one shifter tactile sensor may be disposed on the shift knob. When pressure is applied to the shift knob, the at least one shifter tactile sensor may output a tactile signal indicating that pressure is being applied to the shift knob.

Abstract: A multistage transmission includes a swing claw member having a pin-receiving portion adapted to receive a pin member and an engaging claw portion on respective sides opposite to each other with respect to swing center, and swung by the advancement and retraction of the pin member to allow the engaging claw portion to establish engagement and release the engagement; and biasing means for biasing the swing claw member in a swing direction of bringing the engaging claw portion into engagement. The biasing means is a compression spring interposed between the inner surface of the engaging claw portion of the swing claw member and the opposing surface of the gear shaft. The multistage transmission uses multiple swing claw members of the same kind, instead of swing claw members of different kinds.

Abstract: The transmissions for a hybrid vehicle according to the present invention provide multiple electric vehicle modes, multiple power split modes, and multiple fixed-gear ratio modes, thereby increasing driving performance and fuel efficiency.

Abstract: A coaxial transmission, especially a hollow shaft transmission for industrial drive engineering, having a high power density. The transmission comprises an input element (7), an element (3) and an output element, a drive torque being multiplied and transmitted between the input element (7) and the output element via a plurality of radially mobile toothed sections (5). At least one toothed section (5) has a bearing element (11) which is enlarged in its effective zone with respect to an input element (7).

Abstract: A rear end gear box for a racing car has the swivel coupler and the bearing rotatably supporting the swivel coupler mounted within the rear end housing so that oil within the rear end housing will lubricate the swivel coupler and its bearing. The input shaft delivering rotational power from the engine is offset to the right of the driven shaft mounted within the rear end housing so that the center of gravity of the rear end is shifted to the left of the car centerline to increase stability of the car in turns. The recessed swivel coupler has an extended operating life due to increase stability and rigidity provided by the support from the housing structure. The cover for the back end of the rear end structure where the transfer gears are located is provided with an O-ring to facilitate a quick change of the transfer gears.

Abstract: A multistage transmission is provided that smoothly operates with a small force without the necessity of a shift clutch, that does not cause a loss of switching time during shifting, and that does not cause escape of a driving force as well as provides a small shift shock. When shift drive means executes upshift to a one-step-upper speed-change stage reduced in reduction ratio by one stage, normal rotation odd-numbered stage cam rods Cao and normal rotation even-numbered stage cam rods Cae alternately operate normal rotation odd-numbered stage engaging members Rao and the normal rotation odd-numbered stage engaging members Rae for shifting.

Abstract: A torque converter comprises a stationary mount, input and output shafts, a primary frame (301) supported by the stationary mount for rotation about a primary axis and coupled for rotation with one of the input and output shafts (302,303), a secondary frame (50) supported by the primary frame (301) for rotation about a secondary axis perpendicular to the primary axis and coupled for rotation with the other of the input and output shafts, a plurality of flywheels (10) supported by the secondary frame (50) with their spin axes disposed at an angle to one another in the same plane, or in mutually parallel planes, and torsional springs acting between the flywheels and the secondary frame to cause the flywheels to oscillate in use, so as to effect a gyroscopic torque coupling between the primary and secondary frames.

Abstract: A hollow body of plastics material for placing around a motor vehicle steering column, the body including two half-bodies (2, 4) assembled to each other by tabs (22) and snap-fastener elements (24), each tab (22) including a portion in relief (28) provided with a first catch bearing surface. The snap-fastener elements (24) include a housing for each tab, the housing presenting at least one constriction, the portions in relief (28) being retained in the housings by the constrictions, the bearing surfaces of the tabs coming into contact with the complementary bearing surfaces of the constrictions on planes inclined at an angle (?) selected to enable the portions in relief (28) to go past the constrictions by elastic deformation when the two half-bodies (2, 4) are pulled apart from each other with a predetermined force.

Abstract: A transmission control having an electronic control unit (17), at least one mechatronic component (19, 20, 21), and a housing (2) comprising an upper housing part (3), a lower housing part (5), and a central housing part (4). These housing parts together form at least one receiving space (8, 10, 11, 12) for the control unit (17) and/or the mechatronic component (19, 20, 21) which is arranged between the upper housing part (3) and the lower housing part (5). The control unit (17) and/or the at least one mechatronic component (19, 20, 21) are fastened on the upper housing part (3). A process for installation of a transmission control (1) is also disclosed.

Abstract: A transmission assembly includes a shift drum operable to rotate in first and second directions. The shift drum includes a common speed change position, where both a fastest forward gear and a reverse gear are capable of becoming engaged, in such a manner that a reverse stopper arm fits at a first end of a reverse cam groove formed on the shift drum. When the shift drum is rotated in the second rotation direction, opposite to the first direction, from a state where the reverse gear is engaged, the reverse stopper arm surmounts the outer periphery of the shift drum from the first end of the reverse cam groove, without requiring the application of an external force thereto, so as to become detached and to move towards a second end of the reverse cam groove.

Abstract: In a hybrid driving apparatus, a gear mechanism (3) having a first rotating element (7), a second rotating element (4) and a third rotating element (5) is provided, and a first driving power source (2), a second driving power source MG1 and a third driving power source MG2 are linked to the elements of the gear mechanism (3). The speed change ratio of the gear mechanism (3) can be altered. A driven member (18) to which the power output from an output element of the gear mechanism (3) is transmitted is provided. A first power transmission path (9) that connects the second driving power source MG1 to the driven member (18) is provided. A second power transmission path (17) that connects the third driving power source MG2 to the driven member (18) is provided. In this hybrid driving apparatus, at least one of the first power transmission path (9) and the second power transmission path (17) is provided with a transmission (19).

Abstract: An infinitely variable power transmission comprising an input shaft, a layshaft, a variator transmitting power from the input shaft to the layshaft, an output shaft, and an internal/external gear pair transmitting power from the layshaft to the output shaft. The output shaft axis may be offset a limited distance from the input shaft axis.

Abstract: A transmission is provided having an input member, an output member, three planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes.