Abstract: A gearbox housing defines a first enclosure for reception therein of at least two different diameter size first gearwheels. A second gearwheel has a second axis of rotation and is disposed at selected locations that permit intermeshing of the second gearwheel with one of the first gearwheels and a third gearwheel as well as a replacement first gearwheel and the third gearwheel.

Abstract: A motorcycle having a transmission which includes a counter shaft to which a rotation of a crankshaft disposed in an engine is transmitted and a drive shaft to which a rotation of the counter shaft is transmitted. A pair of drive gears mounted on the counter shaft so as to be rotated integrally with the counter shaft, and a pair of driven gears mounted on the drive shaft so as to be meshed with the pair of drive gears, respectively, to be rotatable therewith, and a friction ring is interposed between the pair of driven gears.

Abstract: A transmission includes a controller being provided with a change-speed stage anticipator. The controller adopts a time, which one of the transmission's gear-mechanism selectors requires in shifting a current change-speed stage to another change-speed stage, as a pre-shift time for selecting the latter change-speed stage. The change-speed stage anticipator operates the one of the gear-mechanism selectors while adopting a temporary change-speed stage as a subsequent change-speed stage when the temporary change-speed stage, which is estimated from a state of vehicle after the pre-shift time, the state of vehicle being relevant to each element of an anticipated change-speed stage group that is made up of one or more of the change-speed stages that can be selected by the one of the gear-mechanism selectors being set on one of the transmission's input shafts that is disconnected from a power source, coincides with an anticipated change-speed stage that corresponds to the pre-shift time.

Abstract: A device for changing a transmission ratio between a turbine shaft and a shaft of a starter-generator of an aeroengine, the device including: first and second fixed gear wheels carried by the shaft of the starter-generator; first and second idler gearwheels carried by the turbine shaft, and meshing respectively with the first and second fixed gearwheels to define different gear ratios; a changeover sleeve interposed between the idler gearwheels and mechanically coupled to the turbine shaft, the changeover sleeve being movable in translation on the turbine shaft between two coupling positions; and a mechanism causing the changeover sleeve to move in translation automatically from either one of its coupling positions to the other one when the sum of torques between the turbine shaft and the starter-generator shaft changes sign.

Abstract: A drive arrangement for a motor vehicle includes two driven axles, wherein at least one of the axles can be connected and disconnected, with a variable speed transmission having at least one input shaft, two driven shafts, each driven shaft driving a respective axle, and several forward gears and optionally one reverse gear which can be switched via gear wheels and synchronous couplings. The drive arrangement can be easily switched between different drive modes by dividing the variable speed transmission into two sub-transmissions, of which one sub-transmission drives exclusively a first axle via a portion of the forward gears and the one driven shaft and the second sub-transmission drives both driven shafts via the remaining portion of the forward gears and optionally the reverse gear.

Abstract: A gear box includes an output shaft defining multiple output drivers and includes a plurality of gear sets having the same diametral pitch. A common input shaft is operatively attached to each of the plurality of gear sets such that the gear sets rotate continuously and concurrently with rotation of the input shaft. Each of the output drivers is operatively attached to the output shaft and rotatably driven by a respective one of the plurality of gear sets. The multiple output drivers share a common axis of rotation with the output shaft. The output speed of the gear box may be changed by disconnecting one of the output drivers from a driven device and reconnecting another one of the output drivers to the driven device. The output speed of the gear box may be changed without having to disengage and/or change out any of the gears in the gear box.

Abstract: A manual transmission for vehicles includes an input shaft on which a first synchronizer mechanism including first and second input gears, third, fourth, fifth, and sixth input gears are disposed, an output shaft on which a first output gear, first and second speed gears engaged respectively to the first and second input gears, a second synchronizer mechanism including third and fourth speed gears engaged respectively to the third and fourth input gears, and a third synchronizer mechanism including fifth and sixth speed gears engaged respectively to the fifth and sixth input gears, a reverse speed output shaft on which a second output gear and a fourth synchronizer mechanism including a reverse speed gear engaged to the third speed gear, and a driven gear engaged to the first and second output gears so as to receive torque, and delivering the torque to a differential.

Abstract: A sleeve stroke SSt of a specific sleeve is gradually increased from “0” (after t1) in a state in which a vehicle is stopped, a transmission is in a neutral state (all sleeve strokes SSt=0 (original position)), a clutch is in a disengaged state (clutch stroke CSt=0 (original position)), and an engine is operating (engine rotational speed NE>0). Upon determination that the sleeve stroke SSt has reached a predetermined value A, at which synchronization operation of a corresponding synchronization mechanism is performed, the sleeve stroke SSt is fixed to the predetermined value A, and an operation of increasing the clutch stroke CSt from “0” in a press engagement direction is started (time t2). An engagement start point CStlearn of the clutch is obtained based on a change in the rotational speed Ni of an input shaft Ai of the transmission after that (time t3).

Abstract: A speed reducer used for a wind power generation facility includes a two-stage reduction mechanism of at least a front stage reduction mechanism and a rear stage reduction mechanism; a coupling that is arranged between the front stage reduction mechanism and the rear stage reduction mechanism and has a torque limiter mechanism which does not transfer a torque exceeding a predetermined value; and an oil seal that partitions and seals a space where the front stage reduction mechanism is accommodated and a space where the coupling is accommodated. The front stage reduction mechanism is separable from the coupling in a sealed state by the oil seal.

Abstract: A hybrid power train for vehicles uses a double clutch transmission (DCT) to further improve the fuel efficiency of a vehicle, obtain a sporty transmission, and prevent the entire length thereof from being excessively lengthened, thereby sufficiently securing the ability of being mounted in a vehicle.

Abstract: A disconnect shaft arrangement interposes a biasing element between a shoulder formed on the disconnect shaft and a cup-shaped washer, in which the cup-shaped washer is sized and configured to be axially displaceable with respect to the disconnect shaft. The cup-shaped washer selectively engages an axially fixed adjacent structure, such as a thrust washer, during disengagement of the disconnect shaft and attendant spring compression. The present disconnect shaft arrangement obviates the need for a retaining ring against which the spring compresses, such that the relatively deep retaining ring groove needed for such a retaining ring need not be cut into the outer surface of the disconnect shaft. Removal of material in the outer surface of the shaft is therefore minimized, such that the torque transmission capability of the shaft is maximized.

Abstract: In a friction drive transmission apparatus arranged to transmit power by a frictional transmission force between two roller units pressed against each other, there is provided a pressing force imparting means to increase and decrease a pressing force imparted to a roller pair to vary the frictional transmission force between both roller units smoothly at the time of a shift.

Abstract: A drive system of an electric vehicle includes a drive motor, a transmission and a hydraulic system. The transmission has an input shaft, a countershaft, an output shaft, a first transmission unit placed between the countershaft and the output shaft, a first clutch, a second transmission unit placed between the countershaft and the input shaft, and a second clutch. The drive motor is attached to the input shaft, which is attached to the countershaft to provide power of the drive motor to the countershaft; the first clutch is configured for linking or cutting off the power transmission between the countershaft and the first transmission unit; and the second clutch is configured for linking or cutting off the power transmission between the countershaft and the second transmission unit. The first transmission unit has a first transmission ratio greater than a second transmission ratio of the second transmission unit.

Abstract: A transmission includes an input shaft to receive the rotation of an engine, drive gears attached to the input shaft so as to freely rotate, an output shaft to output rotation following a gear shift, driven gears that are attached to the output shaft so as to freely rotate and mesh with the drive gears, an engagement mechanism to fix a gear to be used in a gear shift, from among the drive gears, to the input shaft to be incapable of relative rotation prior to a gear shift, and a selector mechanism to fix, during the gear shift, the driven gear of a corresponding gear position, which meshes with the drive gear fixed to the input shaft by the engagement mechanism, to the output shaft to be incapable of relative rotation.

Abstract: The hybrid propulsion system for an internal combustion engine having a mechanical gearbox and an electric machine. A gear shift device includes a plurality of sliding engagement sleeves, each arranged to connect a driven gearwheel for rotation with the respective secondary shaft, a corresponding plurality of sliding shift forks, each arranged to cause a respective engagement sleeve to slide between a neutral position and at least one shift position, a rotary drum having on its outer cylindrical surface a corresponding plurality of guide grooves in each of which a respective stud slidably engages for translation with a respective shift fork in the sliding direction of this latter, and an actuation unit arranged to cause the drum to rotate stepwise among a plurality of angular positions each corresponding to predetermined positions of the engagement sleeves.

Abstract: A transmission system for a vehicle, comprising an input shaft which can be connected to a drive source, and an output shaft which can be connected to a load comprises:—a clutch module which has an input that is connected to the input shaft and a first and a second output, as well as first clutch means which are located between the input and the first output and second clutch means which are located between the input and the second output, and gear stage means which are located between the input and the first or second output, as well as—a transmission module which has a first and a second input and an output that is connected to the output shaft, as well as a first sub-transmission which is located between the first input and the output, and a second sub-transmission which is located between the second input and the output,—where the first output of the clutch module is connected to a first input of the transmission module and the second input of the clutch module is connected to the second input of the tran

Abstract: A vehicle drive system includes an input shaft to which a driving force of a first driving source is inputted, a first shaft idly rotating relative to the input shaft and being connectable with the input shaft, the first shaft being provided with a plurality of drive gears, a single drive gear idly rotating relative to the input shaft and being connectable with the input shaft, a second shaft arranged parallel to the input shaft and being provided with a first idler gear and a second idler gear, an output shaft arranged parallel to the input shaft and outputting the driving force to a wheel, and a plurality of driven gears idly rotating relative to the output shaft and being connectable with the output shaft, the plurality of driven gears engaging with the plurality of drive gears, respectively.

Abstract: A manual transmission of a motor vehicle, is actuated by manually shifting a shift lever in a gearshift console having a selector gate and shifting gates in a multiple-H shifting pattern, with coaxial input and output shafts and a parallel countershaft, and with a number of gearset planes. Transmission gears are implemented by engaging at least two associated gear clutches. The gear clutches are divided into a selection group and a shifting group. The selection group gear clutches can be actuated exclusively by moving the shift lever in the selection gate so as to couple the input and counter-shafts. The shifting group gear clutches can be actuated exclusively by moving the shift lever in the shifting gates so as to couple the output and counter-shafts, and the gear clutch respectively engaged in the shifting gates having the two opposite gears is a selection group gear clutch.

Abstract: A transmission shift device is provided that includes, but is not limited to a shifting shaft, which is mounted so it is axially immovable and rotatable in a transmission shift housing and is mechanically connected to a shift lever. Furthermore, the transmission shift device includes, but is not limited to a selector lever, which is mounted so it is axially displaceable on the shifting shaft and is mechanically connected to a selector lever. The selector lever is held in a spring-elastic manner in a middle axial selection position on the shifting shaft by at least one spring element.

Abstract: A variable speed transmission for motor vehicles includes multiple drive gears which are switchable by means of at least one gear changing device, in particular by means of synchronous shifting clutches, in particular multiple forward gears and a reverse gear. The variable speed transmission is subdivided or divided into at least two part-transmissions each with multiple gears, by at least one shifting device in particular least one shifting clutch in such a manner that at least one of the part-transmissions is engaged and at least one of the part-transmissions is disengaged as a function of one of the drive gears as selected by the gear changing device and/or as a function of defined shifting states of the shifting device.

Abstract: An automated manual transmission for a vehicle may include a shifting section provided with a plurality of shifting units for implementing different gear ratio between an input shaft and an output shaft, and a variable power transfer unit transferring continuously and variably power of a power providing device to the shifting section in series by self-controllable slip operation, wherein the variable power transfer unit may be disposed between the power providing device and the shifting section.

Abstract: A shift lock assembly includes a drive member carried by a drive shaft and configured to rotatably couple to a drive motor and a shift mechanism disposed between the drive member and a ground plate, the shift mechanism configured to move between a first position and a second position relative to the drive member and the ground plate. When disposed in the first position, the shift mechanism is configured to couple the drive shaft to the ground plate and decouple the drive shaft from the drive member to allow rotation of the drive member relative to the drive shaft. When disposed in the second position, the shift mechanism is configured to couple the drive shaft to the drive member and decouple the drive shaft from the ground plate to allow rotation of the drive shaft in response to rotation of the drive member.

Abstract: In a motor vehicle drive train device with a transmission output shaft, a main drive train driven by the transmission output shaft, which has an axle drive for driving a main drive axle, an auxiliary drive train driven by the transmission output shaft, which has an axle drive for driving an auxiliary drive axle, a clutch unit for the switchable connection of the axle drive to the transmission output shaft, the axle drive of the main drive train and the axle drive of the auxiliary drive train have different transmission ratios and a transmission gearing for adapting a drive transmission ratio of the auxiliary drive train to a drive transmission ratio of the main drive train is provided.

Abstract: Two-gear transmissions for electric machines, such as electric vehicles, are provided.

Abstract: Transmission group for vehicles comprising an engine provided with at least one engaging device, arranged between transmission gears and mobile between a first rest position, wherein the transmission gears are mutually integral and both in mesh with a transmission shaft, and a second working position wherein the first gear is in mesh with the transmission shaft and the second gear is unconstrained both with respect to the transmission shaft and with respect to the gear, provided for being means for actuating of the engage device, wherein the engine, the output gear and an output shaft are integrated in a first module fixed to the vehicle and that the transmission shaft, the transmission gears, the engage device and the actuating means thereof are integrated in a second module independent and demountable with respect to the first module.

Abstract: A transmission system (14) comprising an input shaft (112); a first clutch (114) configured to selectively couple a first gear (116) to the input shaft (112); an output shaft (126); a second gear (138) engaging with the first gear (116), —and a second clutch (136) configured to couple the second gear (138) to the output shaft (126) when the first gear (116) rotates the second gear (138) faster than the output shaft (126).

Abstract: A dual clutch transaxle provides eight forward gear ratios and two reverse gear ratios. The gears are arranged in seven gear planes. Four coupler assemblies are arranged to selectively sequentially engage each adjacent pair of the eight forward gear ratios to permit shifting among the eight forward gear ratios with continuous transmission of torque through the transaxle.

Abstract: A fan biasing transmission mechanism includes a housing having first, second and third mounting chambers, a control rod mounted in the first mounting chamber, a driving gear wheel and a driven gear mounted on the control rod, a worm coupled to a motor and meshed with the driving gear wheel, a follower gear wheel pivotally mounted in the second mounting chamber, a link coupled with the follower gear wheel, a cap covering the housing, and two speed-changing transmission gears pivotally mounted in the third mounting chamber in a stepped manner and respectively meshed with the driven gear and the follower gear wheel.

Abstract: A multi-stage transmission has driving gears m and driven gears n in constant mesh and supported for being individually engageable and disengageable with a hollow driven gear shaft. The transmission realizes a smooth speed change by providing cam rods within the driven gear shaft for engagement and disengagement between the driven gears n and the driven gear shaft and by providing compact lost motion mechanisms with axially acting springs for the cam rods, respectively. Swing pawl members each disengageably engage projections formed at circumferentially spaced positions on the inner peripheral surface of each driven gear n to control engagement and disengagement between each driven gear n and the driven gear shaft. The cam rods are moved in the driven gear shaft to operate the swing pawl members. Gear shift driving means includes a control rod moved in sliding contact with the inner surfaces of the cam rods.

Abstract: A multi-stage transmission has driving gears m and driven gears n that mesh constantly and are supported on a hollow driven gear shaft. The driven gears n are individually engageable with and disengageable from the hollow driven gear shaft. Swing pawl members control engagement and disengagement between each of the driven gears n and the driven gear shaft, and cam rods inserted in the driven gear shaft to slide relative to the internal surface of the shaft to operate the swing pawl members. Gear shift driving member includes a shift drum, a control rod in sliding contact with the inner surface of the cam rods to axially move the cam rods, and a control rod operating element responsive to rotation of the shift drum to move the control rod. The control rod and the driven gear shaft are prevented from relative rotation by an anti-rotation mechanism.

Abstract: Driven gears are supported on a hollow driven gear shaft in a manner engageable with and disengageable from a hollow driven gear shaft via swing pawl members. The transmission has first a engaging member for engaging the gear shaft with a first driven gear, so as to effect synchronous rotation thereof and a second engaging member for engaging the gear shaft with a second gear, one step lower in the reduction gear ratio than the first gear, so as to effect synchronous rotation thereof. When making an upshift by changing over the engaging member from the engagement with the first gear to the engagement with the second gear, the gear shift is made by engaging the second gear with the gear shaft through the second engaging member while the first gear is being in engagement with the gear shaft through the first engaging member.

Abstract: A speed reducing gear train includes a starter driven gear, a starting one-way clutch interposed between the starter driven gear and a crankshaft for permitting power transmission from the starter driven gear to the side of the crankshaft. The speed reducing gear train and the starting one-way clutch being provided between a starter motor and the crankshaft with a transmission accommodated in a crankcase. The transmission includes gear trains for selectively establishing a plurality of gear speeds with the gear trains being between a main shaft and a counter shaft. The starter motor can produce power for driving the vehicle and to impart a drive assisting force. A power transmitting gear meshing with the starter driven gear is relatively rotatably mounted on the main shaft through a running one-way clutch permitting power transmission from the power transmitting gear to the side of the main shaft.

Abstract: An automated manual transmission apparatus for a vehicle, may include a shifting unit equipped with a plurality of shifting mechanisms that implement different gear ratios between an input shaft and an output shaft, and a continuous transmission mechanism that may be disposed between the output shaft and a power supply, wherein the continuous transmission mechanism selectively supplies power to the input shaft of the shifting unit and selectively transmits power from the power supply to the output shaft with a continuous transmission gear ratio.

Abstract: A 7-speed transmission for a motor vehicle, in particular for a sports car, includes an input or primary shaft, an output or secondary shaft, a first, a second, a third, a fourth, a fifth, a sixth and a seventh forward speed, as well as a reverse speed. In order to obtain a compact constructional design with a small transversal size and allow a sporty drive mode in the upshift from the first to the sixth speed, in which the shift process occur in an overlapping manner and almost without any interruption of the drive force, the eight speeds are combined in pairs into four shift groups, two of the four shift groups are arranged on the input or primary shaft and two on the output or secondary shaft, respectively, and at least between the first speed and the sixth speed adjacent speeds are arranged in different shift groups.

Abstract: A six speed M/T includes four shafts, which are an input shaft A1, a first intermediate shaft A2, a second intermediate shaft A3, and an output shaft A4, those being parallel to one another. A single drive gear G46i is used as both a fourth-speed drive gear and a sixth-speed drive gear. The number of gear teeth of a second final drive gear Gfi2 is greater than that of a first final drive gear Gfi1. A third-speed driven gear G3o, a fourth-speed driven gear G4o, a first-speed driven gear G1o, and a second-speed driven gear G2o are arranged to the shaft A2 in this order from the side close to an engine E/G, and a fifth-speed driven gear G5o, a sixth-speed driven gear G6o, and a reverse driven gear GRo are arranged to the shaft A3 in this order from the side close to the engine E/G.

Abstract: A multi-mode hybrid transmission for transmitting power from a prime mover and a stored source of energy to a final drive shaft. The transmission may include an input shaft to receive torque from the prime mover, a countershaft operatively coupled to the final drive shaft, a plurality of gear pairs each defining a torque path from the input shaft to the countershaft, a synchromesh clutch assembly to selectively couple the input shaft with a desired gear pair, and first and second electric machines rotatably carried by the input shaft. The first electric machine can provide a motive force to the final drive shaft and the second electric machine can covert rotary speed of the input shaft into electrical energy. Additionally, the first and second electric machines can provide supplemental torque to the output shaft during periods of reduced torque from the prime mover associated with a change in torque path.

Abstract: A drive train provided with a CVT that can be used in both CVT and Infinitely Variable Transmission (IVT) configurations and that include a High-Low gear selection assembly is described herein. Transitions between configurations are seamless to the operator.

Abstract: A multistage transmission includes a lost motion mechanism for regulating the operation for a downward shift in acceleration and for an upward shift in deceleration. Regulating rods are integrally moved with a control rod. A cutout into which a pin can be fitted together with a cam groove of the slidingly touched cam rod is formed corresponding to each cam groove in the regulating rods. The cutout of the regulating rods corresponding to the cam groove of the cam rod for normal rotation is formed longer than the corresponding cam groove on the reverse side to a moving direction of the control rod in an upward shift in a state in which shifted speed is established. The cutout of the regulating rods corresponding to the cam groove of the cam rod for reverse rotation is formed longer than the corresponding cam groove on the reverse side to a moving direction.

Abstract: Two motor and planetary gear type speed reducers are disposed sequentially from an outer side in a width direction of a vehicle, whereby the speed reducers are disposed between the motors. A radially outer edge of a ring gear of one of the speed reducers is formed smaller than the smaller one of the two radially outermost edge portions of the motors. An offset space that is recessed further radially than an imaginary line that connects the radially outermost edge portion of one motor with the that of the other motor is provided radially outwards of the ring gear of one of the speed reducers, and at least part of a breather chamber of a breather unit and at least part of a strainer accommodation compartment are disposed within the offset space. It is thus possible to expand a volumetric capacity room that communicates with an interior of a case.

Abstract: A multi-shaft transmission is mounted on a work vehicle for performing loader work, and includes a power transmission mechanism for transmitting power from an input shaft through a countershaft to an output shaft. A shifting part shifts a drivetrain from the input shaft to the output shaft. The power transmission includes a forward clutch and a reverse clutch for forward-reverse shifting, and a plurality of speed stage shifting clutches for changing speed stages, wherein at least one of the forward clutch and the reverse clutch has a plurality of speed region shifting clutches. The shifting part shifts only one clutch among the plurality of speed stage shifting clutches and the plurality of speed region shifting clutches to change speeds when a plurality of speed stages are used in the loader work.

Abstract: A vehicle power unit including a speed reducing gear train including a starter driven gear, a starting one-way clutch interposed between the starter driven gear and a crankshaft. The speed reducing gear train and the starting one-way clutch are provided between a starter motor and the crankshaft. A transmission includes gear trains for a plurality of gear speeds wherein the gear trains are provided between a main shaft and a counter shaft. A hybrid type configuration is possible wherein the starter motor produces power for driving the vehicle and to impart a drive assisting force. The starter motor can be changed over between a normal rotational operation and a reverse rotational operation. A power transmission idle gear is interposed between the starter driven gear and a power transmitting gear through a running one-way clutch for permitting power transmission to the side of the main shaft.

Abstract: A method of controlling the system pressure in an automatic transmission having interlocking shifting elements in which, during shifts and gear engagement and gear disengagement processes involving interlocking shifting elements, as a function of the engagement and disengagement times of the interlocking shifting elements involved and the shift conditions of the frictional shifting elements involved, the system pressure is increased to an elevated pressure that enables rapid engagement or disengagement of the interlocking shifting elements, in such manner that the system pressure is increased in at least two phases whose timing depends on the shift conditions of at least one of the shifting elements involved.

Abstract: A vehicle oil pump that is driven by a drive gear provided on a rotating shaft that rotates in one direction when a vehicle travels forward and rotates in the opposite direction when the vehicle travel backward includes a first driven gear that is in mesh with the drive gear and provided on a drive shaft of the vehicle oil pump via a first one-way clutch, an idler gear that is in mesh with the drive gear, and a second driven gear that is in mesh with the idler gear and provided on the drive shaft of the vehicle oil pump via a second one-way clutch. The first one-way clutch is configured to transmit rotation of the first driven gear to the drive shaft when the vehicle travels in one direction, from among forward and backward, and the second one-way clutch is configured to transmit rotation of the second driven gear to the drive shaft when the vehicle travels in the other direction, from among forward and backward.

Abstract: The invention is an electric vehicle subassembly that has a drive with a front wheel drive multi-speed transmission with independent suspension mounted in the rear of the vehicle. The front wheel drive transmission is not steerable. The invention is also an electric vehicle drive subassembly with a drive having an electric motor, an input shaft of a multi-speed transmission, a driven gear cluster, a differential, and the axles of the vehicle all arranged in parallel. The invention also comprises methods for efficiently manufacturing such electric vehicles.

Abstract: A vehicle transmission includes first, second, third and fourth meshing gear-pinion pairs. The transmission produces a first speed ratio through a power path that includes first and second input shafts, a gear coupler and the first, second and third gear-pinion pairs. The transmission also produces a second speed ratio through a power path that includes the second input shaft, the gear coupler and the second, third and fourth gear-pinion pairs.

Abstract: The present invention provides a system for controlling a vehicle comprising a prime mover, a first sensor, a transmission, a second sensor, and a transmission controller. The first sensor outputs a first signal that indicates a speed of an input shaft of the transmission and the second sensor outputs a second signal that indicates a speed of the prime mover. The transmission controller includes control logics that control the transmission using the first signal, perform a diagnostic check on the first sensor, determining whether the diagnostic check of the second control logic indicates that the first sensor meets a predefined performance characteristic, instruct the transmission controller to use the second signal of the second sensor to control the transmission if the third control logic indicates that the first sensor does not meet the predefined performance characteristic, and control the transmission using the second signal of the second sensor.

Abstract: The control apparatus comprises, in its version intended for a double-clutch transmission, first, second and third shift forks each movable between first and second engagement positions to engage a respective gear, of which the first shift fork is able to engage at least the first gear and the second shift fork is able to engage at least the second gear, first, second and third double-acting hydraulic actuators arranged to control each the movement of a respective shift fork between the first and second engagement position, of which the first hydraulic actuator is associated to the first shift fork and the second hydraulic actuator is associated to the second shift fork, a slide valve selectively movable into one of at least three operating positions in each of which the slide valve selects a respective hydraulic actuator, and first and second gear shift solenoid valves for controlling the supply of fluid to the hydraulic actuator each time selected by the slide valve or the connection of that actuator to a t

Abstract: A mainshaft assembly for a gearbox includes a mainshaft (44) and drive gears (31, 36) carried for rotation about the mainshaft. First and second hubs (50, 50?) are associated with respective drive gears, each hub being operable to selectively couple or uncouple with the drive gear causing it to rotate with the hub or with respect to the hub. A drive connection mechanism (42, 64, 66) associated with each hub selectively connects the hub to the mainshaft. Upon connection of the hubs to the drive gears, the drive connection operates to connect one or other of the hubs to the mainshaft when torque is applied to the mainshaft in a first direction or an opposite direction. This enables a gear ratio to be selected by reversing the torque being handled by the gearbox.

Abstract: A vehicle drivetrain has a first driver, a first clutch to selectively couple the first driver with an engine, an energy storage device coupled to the first driver, a second driver coupled to the energy storage device and connected to a driveshaft, and a second clutch that selectively couples the first and second drivers. In one embodiment, the first clutch is opened and the second clutch is closed during a vehicle operating condition requiring high torque, the first clutch is closed and the second clutch is opened during a transient vehicle operating condition, and the first clutch and the second clutch are closed during a steady-state vehicle operating condition. Additional clutches may be included to reduce energy losses or provide multiple mechanical ratios. The drivers themselves may be pumps, motors, generators, combined pump/motors, or combined motor/generators, making the invention suitable for both hydraulic implementation and electric implementation.

Abstract: A gearbox arrangement including a dual-clutch gearbox and an adjoining range gearbox. The dual-clutch gearbox comprises an extra motion-transmitting connection adapted to transmit rotary motion from a primary gear to the output shaft without use of the range gearbox, so that the gearbox arrangement provides an extra gear of at least one primary gear. The extra gear is so dimensioned that it has a higher transmission ratio than the gear achieved by the primary gear with a low transmission ratio in the range gearbox, and a lower transmission ratio than the gear achieved by the primary gear with a high transmission ratio in the range gearbox.