Abstract: The gearbox comprises: a first inner input shaft (10) which carries driving gearwheels (21, 23, 27) associated to the odd gears (I, III, V, VII) and fast for rotation therewith; a second outer input shaft (12) which is coaxial with the first and carries driving gearwheels (22, 24) associated to the even gears (II, IV, VI) and to the reverse gear (R) and fast for rotation therewith; and first and second output shafts (14, 16) carrying idle driven gearwheels (31-38).

Abstract: Seven-gear gearbox for a motorcar double clutch transmission The gearbox comprises: a first inner input shaft (10) which carries driving gearwheels (21, 23, 27) associated to the odd gears (I, III, V, VII) and fast for rotation therewith; a second outer input shaft (12) which is coaxial with the first and carries driving gearwheels (22, 24) associated to the even gears (II, IV, VI) and to the reverse gear (R) and fast for rotation therewith; and first and second output shafts (14, 16) carrying idle driven gearwheels (31-38).

Abstract: The gearbox includes a continuous transmission-ratio variator and a control and operating unit for causing, through actuator devices, the variation of the transmission ratio by the variator in dependence on signals supplied by sensors of the speed of the motor vehicle and the number of revolutions of the engine. In addition, a control device operable manually by the driver, for example a potentiometer with a sliding contact, is connected to the control and operating unit to supply to the unit an electrical signal variable in dependence on the extent of its operation. The control and operating unit is arranged to modify in a predetermined manner the mode of variation of the transmission ratio by the variator, in dependence on the signals supplied by the control device.

Abstract: A motor vehicle gearbox includes a main shaft and a driven shaft carrying respective meshed gears, and an intermediate reversing shaft carrying an idle reverse gear which is slidable to couple corresponding gears carried by the main shaft and the driven shaft for the engagement of reverse. A device for synchronizing the engagement of reverse are provided, which are carried by the intermediate shaft.

Abstract: Stepwise change-speed transmission between the engine and the drive shafts of the driven wheels of a motor vehicle including expansible driving and driven pulleys supported respectively by a main shaft and a driven shaft, and a friction clutch mounted on the driven shaft to transmit drive from the driven pulley to a differential through a geared reversing unit for engaging forward drive and reverse drive. The reversing unit is designed in such a manner as to maintain the forward drive in permanent engagement and can be actuated by a hydraulic actuator to engage the reverse drive.

Abstract: The device enables the control of a gearbox comprising a continuous variator with two hydraulically-controlled pulleys, primary and secondary, of expanding type. The device comprises a hydraulic control unit with a supply inlet for connection to a source of hydraulic fluid, and first and second control outlets for connection to the primary and secondary pulleys of the variator. The hydraulic unit includes a manually-operated control member. In dependence on the position of the control member, the hydraulic unit supplies varying amounts of pressurized hydraulic fluid to the primary and secondary pulleys of the variator, producing a different transmission ratio.

Abstract: A drive transmission unit for a motor vehicle incorporates an expansible-pulley stepless speed changer arranged to drive a differential unit via a reduction gear box and a selectively-operable reversing unit. The speed changer has a primary shaft which serves as the input shaft of the transmission unit, and a hollow secondary shaft parallel to, and driven from, the primary shaft. The reversing unit, reduction gear box and differential unit are all epicyclic in form and are arranged in that order side-by-side coaxial with the secondary shaft. Two output shafts connect the differential unit to the half shafts of the vehicle with one of the output shafts passing coaxially through the secondary shaft. This arrangement provides for a very compact transmission unit. The reversing unit can be set in one of three states in which respectively, the secondary and output shafts are arranged to rotate in the same sense, to rotate in opposite senses, and to be drivingly disengaged.

Abstract: A drive transmission unit for a motor vehicle incorporates an expansible-pulley stepless speed changer and a selectively-operable reversing unit. The speed changer has a primary shaft which serves as the input shaft of the transmission unit, and a secondary shaft parallel to, and driven from, the primary shaft. An output shaft of the transmission unit is positioned adjacent one end of the secondary shaft of the speed changer in coaxial alignment therewith and is operatively connected to the secondary shaft by the reversing unit. The reversing unit, which is of epicyclic form, is driven from said one end of the secondary shaft and can be set in one of three states in which respectively, the secondary and output shafts are arranged to rotate in the same sense, to rotate in opposite senses, and to be drivingly disengaged. The reversing unit is coaxial with the secondary and output shafts so that the overall transmission unit is very compact.

Abstract: A drive transmission unit for a motor vehicle incorporates an expansible-pulley stepless speed changer driving a differential unit via a selectively-operable reversing unit and a bevel-gear reduction stage. The speed changer has a primary shaft which serves as the input shaft of the transmission unit, and a hollow secondary shaft parallel to, and driven from, the primary shaft. An output shaft of the transmission unit extends coaxially through the secondary shaft of the speed changer with the input and output ends of the output shaft projection from opposite ends of the secondary shaft. The reversing unit, which is of epicyclic form, is driven by the secondary shaft and includes a rotatable output member mounted on the input end of the output shaft. The output end of the output shaft drives the bevel-gear reduction stage.

Abstract: A vehicle drive transmission system includes a continuously variable speed-control unit of the expansible pulley type whose output shaft is drivingly connected via a reduction gear unit to a differential gear. The differential gear has two coaxial output shafts which are connected to the half shafts of the vehicle's driving wheels. Both the reduction gear unit and the differential gear are epicyclic in form and are arranged coaxial with the output shaft of the speed control unit. To accommodate this compact arrangement, both the output shaft of the speed control unit and the input shaft of the reduction gear unit are made hollow so that one of the output shafts of the differential gear can extend therethrough.

Abstract: A device which automatically compensates for wear of a motor vehicle clutch by the engagement, during a working stroke of a pawl end of an arm with a tooth of a locking element and subsequent disengagement of the pawl end upon the return stroke of a fork and lever due to the abutment of a stop with the arm, which allows the lever to rotate and carry the locking element out of engagement with the pawl end, a spring biassing the arm and the element together to allow the pawl end to engage a further tooth, if necessary, to compensate for wear prior to the next working stroke.