Abstract: A constant mesh gear transmission has an input shaft (21, 22), two layshafts (31, 35) and an output shaft (23). Gear wheels are selectively connectable to shafts to provide forward and reverse speed ratios. A common central web (39) provides central support bearings for the shafts. The transmission is stiffened, and allows assembly of components from either end to the middle.

Abstract: A constant mesh gear transmission has an input shaft (21, 22), two layshafts (31, 35) and an output shaft (23). Gear wheels are selectively connectable to shafts to provide forward and reverse speed ratios. Reverse speed ratio is via a sleeve (85, 86) of a reverse layshaft (35). The sleeve can also re-circulate torque to a forward layshaft (31) to provide an additional low forward speed ratio. Two sleeves and two additional low forward speed ratios are disclosed.

Abstract: A constant mesh gear transmission has an input shaft (21, 22), two layshafts (31, 35) and an output shaft (23). Gear wheels are selectively connectable to shafts to provide forward and reverse speed ratios. Reverse speed ratio is via a sleeve (85, 86) of a reverse layshaft (35). The sleeve can also re-circulate torque to a forward layshaft (31) to provide an additional low forward speed ratio. Two sleeves and two additional low forward speed ratios are disclosed.

Abstract: A constant mesh gear transmission has an input shaft (21, 22), two layshafts (31, 35) and an output shaft (23). Gear wheels are selectively connectable to shafts to provide forward and reverse speed ratios. A common central web (39) provides central support bearings for the shafts. The transmission is stiffened, and allows assembly of components from either end to the middle.

Abstract: A lock assembly for use in automotive and industrial transmission systems comprises: an actuator (2) having an impeller (6) movable between two rest positions by energizing the actuator, wherein the impeller is retained in each of the two rest positions by passive magnetic forces generated by the actuator; a locking arrangement (10, 22; 42, 52; 62, 64; 70, 74; 80, 96) switchable between a first configuration in which rotation of a shaft is unimpeded by the locking arrangement and a second configuration in which rotation of said shaft is blocked by the locking arrangement; and a linkage (14, 16; 44, 46, 61, 88) between the impeller and the locking arrangement, wherein the assembly is arranged such that in one of the impeller rest positions, the locking arrangement is in its first configuration and said shaft is freely rotatable, and in the other of the impeller rest positions, the locking arrangement is urged towards and into its second configuration.

Abstract: A lock assembly for use in automotive and industrial transmission systems comprises: an actuator (2) having an impeller (6) movable between two rest positions by energising the actuator, wherein the impeller is retained in each of the two rest positions by passive magnetic forces generated by the actuator; a locking arrangement (10, 22; 42, 52; 62, 64; 70, 74; 80, 96) switchable between a first configuration in which rotation of a shaft is unimpeded by the locking arrangement and a second configuration in which rotation of said shaft is blocked by the locking arrangement; and a linkage (14, 16; 44, 46, 61, 88) between the impeller and the locking arrangement, wherein the assembly is arranged such that in one of the impeller rest positions, the locking arrangement is in its first configuration and said shaft is freely rotatable, and in the other of the impeller rest positions, the locking arrangement is urged towards and into its second configuration.