Abstract: A motor vehicle transmission (2) for a commercial vehicle which has at least one transmission input shaft (8, 9) and at least one transmission stage, which on a drive output side serves to connect, in each case, a driveshaft (22) of an associated retarder (3) and can be linked into a force flow. To enable the at least one retarder (3) to be connected on the drive input side of the motor vehicle transmission (2), a drive input side of the at least one transmission stage is arranged on the at least one transmission input shaft (8, 9).

Abstract: A motor vehicle transmission (2) for a commercial vehicle which has at least one transmission input shaft (8, 9) and at least one transmission stage, which on a drive output side serves to connect, in each case, a driveshaft (22) of an associated retarder (3) and can be linked into a force flow. To enable the at least one retarder (3) to be connected on the drive input side of the motor vehicle transmission (2), a drive input side of the at least one transmission stage is arranged on the at least one transmission input shaft (8, 9).

Abstract: A transmission system for either a manual shift transmission, an automatic transmission or an automated transmission in which the electrical connections and the pneumatic connections including any ventilation port, for the internal components of the transmission are combined with one another so as to exit the transmission housing via a single unified connection formed in the housing wall of the transmission.

Abstract: A device for reducing rattling noises in a variable-speed transmission having a main shaft, two countershafts and gear wheels that are mounted, with some radial play relative to the main shaft, for rotation around the main shaft. To engage a gear, a respective loose gearwheel can be connected in a rotationally fixed manner to the main shaft. In a first embodiment, at least one loose gearwheel is mounted on the main shaft by at least one roller bearing, and the roller bearing is axially fixed relative to the main shaft by at least one flexibly resilient element. In a second embodiment, the loose gearwheel is supported, by a roller bearing on a component that is fixed to the housing and has radial play. The roller bearing is axially fixed relative to the component fixed to the housing by at least one flexibly resilient element.

Abstract: A positive coupling between a first housing component (11, 21, 31, 41, 51), which has a first flange (11a, 12a, 31a), and a second housing component (12, 22, 32, 42, 52), which has a second flange (12a, 22a, 32a). The positive coupling is formed by an interlocking element is an insert (13, 23, 33, 43, 53) which is located between the first and the second flanges (11a, 12a; 21a, 22a; 31a, 32a). The recesses (11b, 12b; 21b, 22b; 31b, 32b, 32c; 41b, 42b; 51a) are formed both in the first flange and in the second flange (11a, 21a, 31a, 12a, 22a, 32a) while the projections (13a, 13b; 23a, 23b; 33a to 33d; 43a,43b; 53a) are arranged on both sides of the insert (13, 23, 33, 43, 53) for mating engagement with the recesses (11b, 12b; 21b, 22b; 31b, 32b, 32c; 41b, 42b; 51a).

Abstract: A device for reducing rattling noises in a variable-speed transmission having a main shaft, two countershafts and gear wheels that are mounted, with some radial play relative to the main shaft, for rotation around the main shaft. To engage a gear, a respective loose gearwheel can be connected in a rotationally fixed manner to the main shaft. In a first embodiment, at least one loose gearwheel is mounted on the main shaft by at least one roller bearing, and the roller bearing is axially fixed relative to the main shaft by at least one flexibly resilient element. In a second embodiment, the loose gearwheel is supported, by a roller bearing on a component that is fixed to the housing and has radial play. The roller bearing is axially fixed relative to the component fixed to the housing by at least one flexibly resilient element.

Abstract: A device for reducing rattling noises in a variable-speed transmission having a main shaft, two countershafts and gearwheels that are mounted, with some radial play relative to the main shaft, for rotation around the main shaft. To engage a gear, a respective loose gearwheel can be connected in a rotationally fixed manner to the main shaft. In a first embodiment, at least one loose gearwheel is mounted on the main shaft by at least one roller bearing, and the roller bearing is axially fixed relative to the main shaft by at least one flexibly resilient element. In a second embodiment, the loose gearwheel is supported, by a roller bearing on a component that is fixed to the housing and has radial play. The roller bearing is axially fixed relative to the component fixed to the housing by at least one flexibly resilient element.

Abstract: The invention concerns an automated motor vehicle shift transmission (1) with an input shaft, an output shaft and several selectively engaged gears, the input shaft (W1) being connected to a drive motor (M) via an engine clutch (K) that can be engaged and disengaged. To avoid an interruption of the traction force during a shift process, a controllable friction clutch is provided as a change-under-load clutch (K5) to connect the input shaft (W1) directly to the output shaft (W3, W4) when necessary. The invention also concerns a method for controlling the gearshifts of an automated motor vehicle shift transmission comprising an input shaft, an output shaft and several selectively engaged gears, and in which the input shaft is connected to a drive motor via an engine clutch that can be engaged or disengaged, such that in a shift process between a loaded gear that is engaged and a target gear to be engaged, the engine clutch remains closed during the gear change.

Abstract: A method for controlling an automatic transmission, which allows changing a gear change and downshifting with minimal interruption of traction while the phase of reduction of the drive torque of the drive motor, the phase interruption of the frictional connection phase in the automatic transmission and the phase of rotational speed adjustment in the transmission input shaft are designed for a suitable target rotational speed such that they at least partially overlap. Upon interruption of the frictional connection in the automatic transmission, the drive motor transmits a drive torque to the input shaft of the automatic transmission, via the main clutch, which adjusts the rotational speed of the input shaft of a transmission to the synchronous speed of the new gear.

Abstract: A multi-group transmission for a motor vehicle having a main transmission and a range group transmission downstream from the main transmission. The reverse gear is integrated into the range-group transmission.

Abstract: A device for reducing rattling noises in a variable-speed transmission having a main shaft, two countershafts and gearwheels that are mounted, with some radial play relative to the main shaft, for rotation around the main shaft. To engage a gear, a respective loose gearwheel can be connected in a rotationally fixed manner to the main shaft. In a first embodiment, at least one loose gearwheel is mounted on the main shaft by at least one roller bearing, and the roller bearing is axially fixed relative to the main shaft by at least one flexibly resilient element. In a second embodiment, the loose gearwheel is supported, by a roller bearing on a component that is fixed to the housing and has radial play. The roller bearing is axially fixed relative to the component fixed to the housing by at least one flexibly resilient element.

Abstract: A shift device (13) for a manual transmission having actuation mechanisms for shifting and selecting in which the selection motion is carried out by way of a selector actuator (10), which is connected to a driving lug (5) of a selector plate (4). An anchor (1) of the selector actuator (10) consists of a permanent magnet (2). End stops (3) of the selector actuator (10) are configured of ferromagnetic material, where the anchor (1) of the selector actuator (10) is fixed in a defined position for the installation of the selector actuator (10).

Abstract: A release system (1) for a clutch and/or an accelerating coupling (2) in a motor vehicle, which automatically compensates for wear on the clutch and/or accelerating coupling (2). The release system (1) includes of a piston-cylinder unit (24), which is arranged concentrically with a transmission input shaft (12) and features a cylinder (13) and two pistons (14, 17) that delimit two pressure chambers (16, 19). The piston-cylinder unit is controlled both pneumatically and hydraulically.

Abstract: The invention concerns an automated motor vehicle shift transmission (1) with an input shaft, an output shaft and several selectively engaged gears, the input shaft (W1) being connected to a drive motor (M) via an engine clutch (K) that can be engaged and disengaged. To avoid an interruption of the traction force during a shift process, a controllable friction clutch is provided as a change-under-load clutch (K5) to connect the input shaft (W1) directly to the output shaft (W3, W4) when necessary. The invention also concerns a method for controlling the gearshifts of an automated motor vehicle shift transmission comprising an input shaft, an output shaft and several selectively engaged gears, and in which the input shaft is connected to a drive motor via an engine clutch that can be engaged or disengaged, such that in a shift process between a loaded gear that is engaged and a target gear to be engaged, the engine clutch remains closed during the gear change.

Abstract: The present invention relates to a method for controlling an automatic transmission, which allows a gear change and, here in particular, downshifting with minimum traction interruption while the phase of reduction of the drive torque of the drive motor, the phase interruption of the frictional connection phase in the automatic transmission, and the phase of rotational speed adjustment in the transmission input shaft are designed for a suitable target rotational speed such that they overlap at least in part. In particular, with interruption of the frictional connection in the automatic transmission, the drive motor transmits a drive torque to the input shaft of the automatic transmission via the main clutch, which achieves a change in the rotational speed of the input shaft of the transmission (n_ge) in the direction of the synchronous speed of the new gear. The present invention also relates to an apparatus to carry out this method.

Abstract: The invention concerns an automated manual transmission of a motor vehicle, having an input shaft, an output shaft arranged co-axially with reference to the input shaft, and several gears, which can be selectively shifted via allocated shifting clutches, in which the input shaft is connected to a driving motor via a motor clutch, which can be engaged and disengaged, and an additional controllable friction clutch is provided as power shift clutch if required for bridging at least one of the shifting clutches.

Abstract: A centrifugal clutch assembly includes a clutch cover attachable to a rotatable input member. Friction plates are clamped between pressure plates in response to rotation of the clutch assembly. Rotation of the clutch assembly causes at least one centrifugal weight to move radially outward to force the pressure plates against the friction plates. The radial position of the centrifugal weights is modified to tailor clutch actuation. This modification of centrifugal weight position causes a corresponding change to engagement characteristics of the clutch assembly allowing clutch actuation to be tailored to operating conditions.

Abstract: A method and a device for determining the torques on gear shafts. With the help of this method and the device in the case of a constant transmission ratio, the rotational speed of a first gear shaft (2, 19) and the rotational speed of a second gear shaft (3, 22) are measured cyclically. A first torque is present on the first gear shaft and a second torque is present at the second gear shaft. The second gear shaft is driven by the first gear shaft directly or indirectly, via gears (5, 6, 7, 8; 20, 21). A quotient is computed from these two rotational speeds, and stored so the current quotient can be compared with the quotient of the previous measuring cycle. In the case of a difference in the quotients of the current and the previous measurement, a change in the torque of the first gear shaft can be assumed.

Abstract: A transmission for a motor vehicle comprising an input shaft (1), an output shaft (2) and at least one countershaft (3). The transmission comprises at least one direct gear and the parts of the transmission that are not involved in the power flow in the direct gear, are completely or partially uncoupled when the direct gear is engaged.

Abstract: A vehicle power train system includes an engine, a transmission, and a centrifugal clutch assembly that selectively couples an engine output shaft to a transmission input shaft in response to an operator input. An operator selects a desired vehicle-operating mode by actuating a shift lever or shift switch from a gear selection device. The gear selection device indicates many different operating modes and includes a low-speed maneuvering mode that is selected for low-speed operations such as coupling a truck to a trailer, or positioning a truck and/or trailer in relation to a loading dock area. Once the low-speed maneuvering mode is selected, a control unit controls at least one of engine speed and engine torque to indirectly effect clutch slippage, which results in improved vehicle speed control at low-speed operations.