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 gearbox having at least two gears is disclosed. The gearbox includes a shift selector, a first gearshaft, a second gearshaft selectively engagable with the first gearshaft via the at least two gears, and a first clutch mechanism located on the second gearshaft. The first clutch mechanism is configured to selectively engage the second gearshaft with the first gearshaft. The first clutch mechanism includes a clutch plate attached to first gear on the second gearshaft, and a pressure plate attached to the second gearshaft. The clutch plate and pressure plate are configured to selectively engage one another so that the second gearshaft engages the first gearshaft.

Abstract: A vehicular transmission for an internal combustion engine includes lead grooves disposed on an outer periphery of a shift drum having communication portions connecting a pair of gear train establishment portions extending circumferentially along the shift drum. The communication portions include half neutral portions formed at a center thereof, extending circumferentially along the shift drum. The resulting configuration suppresses an engagement noise to a minimum during changing of a gear position through a sliding motion of a shifter.

Abstract: A height-adjustable support (10) for semi-trailers or the like, comprising a support outer tube (13) which can be fastened to a chassis of the semi-trailer, a slidable support inner tube (14) arranged in the support outer tube (13), at whose lower end region a foot (15) is fastened and which is connected with a nut (17) located on a spindle (16) which is drivable by means of a transmission wherein the transmission has at least a bevel gear stage (20, 24) and a shiftable transmission area located upstream having gearwheels with spur toothing for a fast-gear operation and a low-gear operation, and wherein the at least present gearwheels and pinions, i.e.

Abstract: A double clutch winding transmission, having two sub-transmissions (T1, T2), coaxial transmission input shafts (1, 19), which are each coupled to a clutch (K1, K2), at least one counter shaft (2, 22) and a transmission output shaft (15) that is coaxially aligned with the transmission input shaft (1, 19). In at least one gear shift position, the flow of energy (L1 to L8) in the transmission winds through at least two meshing gear wheels (3 to 14), forming gear wheel levels (Z1 to Z6). The two sub-transmissions (T1, T2) are configured as two, consecutively positioned, single winding transmissions (W1, W2), each having at least four forward gear positions.

Abstract: Disclosed is a constantly-meshing-type multi-stage transmission which can be operated with small forces, does not need a clutch for gear shift, has no loss of changeover time at the time of gear shift, and in which a loss of the driving force is prevented. Driven gears n1, n2, . . . n5 are supported on a hollow driven gear shaft 12 in a manner engageable with and disengageable from a hollow driven gear shaft 12 via swing pawl members 24, 25. The transmission has first engaging means 25 for engaging the gear shaft 12 with a first driven gear n1, so as to effect synchronous rotation thereof; and second engaging means 25 for engaging the gear shaft 12 with a second gear n2, one step lower in reduction gear ratio than the first gear n1, so as to effect synchronous rotation thereof.

Abstract: Disclosed is a multi-stage transmission in which friction loss is reduced, which is simple in structure and which realizes an easy mounting or assembling work and a reduced work time. The multi-stage transmission has a drive gear shaft 11 and a driven gear shaft 12, and a plurality of driven gears n are mounted on the driven gear shaft 12 to be engageable with and disengageable from the driven gear shaft 12 individually by means of an engaging means 20 which is changed over to make gear shift. The engaging means 20 includes swing pawl member 24, 25 swingably supported by pivot pins 12 on the driven shaft 26. One end parts of the swing pawl members 24, 25, extending from the pivot pins 12 are engaging claw parts 24p, 25p engageable with engaging surfaces of engaging projections 31 formed on the inner circumferential surfaces of the driven gears n.

Abstract: A transmission unit (10A) that provides a high gear ratio despite a reduced number of transmission steps and allows itself to be lightweight. The transmission unit (10A) is composed of a combination of parallel gears and has an input gear (11) fitted to an input shaft (Si) coupled with output gears (12A,12B) fitted to an output shaft (So) via multiple pinion shafts (Sv) provided at both ends thereof with gears (13,14A-14B) different from each other in the number of teeth, the pinion shafts disposed in a circumferential direction. The gears (14A-14D) provided on the output shaft (So) side of the multiple pinion shafts (Sv) alternately interlock in the circumferential direction with the multiple output gears (12A,12B) provided with a displacement along the axial direction of the output shaft (So).

Abstract: The invention discloses a mechanical torque converter (100) having a casing (6), an input shaft (2) entering casing (6) and rotatable within the casing (6). An output shaft (5) exits casing (6) and is rotatable within casing (6). A gearbox (1) is located within casing (6) and coupled to input shaft (2). An escapement device (3) is within casing (6) and coupled to gearbox (1) to brake gearbox (1) under low speed and a clutch (4) co-operates with output shaft (5) and gearbox (1 ).

Abstract: The invention relates to a sensor assembly in a gearbox which is used for positioning, where the sensor assembly comprises a relative to the gearbox housing (18) fixed sensor (20), and where the angle between the gearbox housing (18) and the output shaft (26) of a gearbox (14, 16) is measured using a to the output shaft (26) fixed and to the sensor (20) connected shaft (28), whereby a sensor assembly which measures the angle in the gearbox (14, 16) including the play in the gearbox (14, 16) is attained, which gives increased precision at the same time as gearboxes (14, 16) with play can be utilized for accurate angle positioning.

Abstract: A height-adjustable support (10) for semi-trailers or similar, comprising a locally fixed external support tube (13), an internal support tube (14), which is fixed to a nut (18) on a spindle (17), the spindle being driven by a change-over gear and a bevel gear assembly. The change-over gear has two gear wheel stages which can be alternately activated, a separate gear stage comprising bevel gear toothing being provided for the distribution of forces after each gear wheel stage.

Abstract: A gear transmission permits an increased flexibility in the layout of shift gears and reduces the axial size of the transmission by providing an engaging portion on a specific one of the shift gears. The gear transmission includes a main shaft having drive gears, a countershaft having driven gears adapted to be respectively driven by the drive gears to set predetermined shift positions, and shifters engageable with specific gears of the drive gears and the driven gears. The specific gears respectively have engaging portions for engaging the shifters, whereby the main shaft rotationally drives the countershaft through any one of the shifters and any one of the specific gears at any one of the predetermined shift positions. Of the engaging portions, the outer diameter of the engaging portion is larger than the outer diameter of a toothed portion of the drive gear as one of the specific gears.

Abstract: In a steering apparatus, a differential lock mechanism has a lock holder in which a plurality of groove portions are formed on an outer periphery thereof, and selectively allows and prohibits to generate a difference of steering amount in the rotational direction between an input shaft and an output shaft by selectively engaging and disengaging an engaging portion with respect to the groove portions. A rotation sensor detects the position in the rotational direction of the lock holder during one rotation of the lock holder and repeatedly detects the same sensor pattern being output a plurality of times. A variable transfer ratio unit ECU detects which groove portion, from among the plurality of groove portions, the engaging portion is engaged with using the sensor pattern output by the rotation sensor when a side portion of one of the groove portions is pressing against a side portion of the engaging portion.

Abstract: A power unit of a vehicle, which includes an internal combustion engine and a transmission, is provided which is configured to quickly return lubricating oil fed to the transmission to an oil storage portion of the power unit case. The transmission includes a gear train housed in a gear chamber, the gear train executing power transmission among an input shaft, an intermediate shaft and an output shaft. The input shaft and the output shaft are arranged such that a line connecting their respective shaft centers extends almost horizontally above a communicating port which permits return oil flow between segregated portions of the power unit case. In addition, the intermediate shaft is disposed above and between the input shaft and the output shaft.

Abstract: When a required speed ratio as a required value of a speed ratio between an engine and a driveshaft becomes equal to or less than a lower limit speed ratio that is not more than an n-th shift speed ratio during an n-th speed state of a transmission, a hybrid vehicle controls the engine, two motors, and the transmission to ensure output of power based on a torque demand to the driveshaft while performing an engine rotational speed adjustment of making a rotational speed of the engine equal to a shift rotational speed corresponding to an upper side shift speed ratio or an effective shift speed ratio and a shift from an n-th speed state to an (n+1)-th speed state.

Abstract: A hybrid vehicle includes an engine, motors configured to input and output power, a power distribution integration mechanism, and a transmission. The power distribution integration mechanism has a sun gear connected with one of the motors, a carrier connected with the other motor, and a ring gear connected with the engine. The transmission includes a first speed change mechanism and a second speed change mechanism. The first speed change mechanism has a first speed gear train and a third speed gear train arranged to connect the carrier of the power distribution integration mechanism with a driveshaft. The second speed change mechanism has a parallel shaft-type gear train that is not used alone to set the speed ratio.

Abstract: A power transmission apparatus for press machine according to the invention transmits rotational power from a drive shaft to a driven shaft. The apparatus has at least two drive gears arranged along an axial direction and substantially integrally attached to the drive shaft, a driven gear substantially integrally attached to the driven shaft, and an idle gear rotatably supported on an idle shaft and having a gear meshing with the driven gear and a plurality of gears corresponding respectively to the at least two drive gears. The idle gear can be displaced relative to the drive gear along the axial direction of the idle shaft to cause one of the at least two drive gears and corresponding one of the plurality of gears of the idle gear to mesh with each other selectively.

Abstract: Embodiments of the invention facilitate shifting by reducing forces on certain shifting components and includes a snowmobile comprising a chassis, an engine supported by the chassis, a drive train operatively connected to the engine, the drive train comprising a reverse sprocket assembly functionally coupled to an upper sprocket assembly, a jackshaft rotatable within the upper sprocket assembly, and a pinion operatively connected to the jackshaft and selectively positionable axially along the jackshaft to a first position that engages the upper sprocket assembly to translate the snowmobile in a forward direction or to a second position that engages the reverse sprocket assembly to translate the snowmobile in a reverse direction.

Abstract: A multi-group transmission of a motor vehicle which includes at least two transmission groups arranged in a drivetrain and a way for supporting traction force during gearshifts such that traction-force gearshifts are maintained with improved shifting comfort at comparatively low cost, little design effort and compact installation space demands. At least one electromagnetic clutch is a change-under-load unit by which, bypassing the force flow of at least one main group made as a gear-change transmission, an active connection can be formed between a driveshaft and a main transmission shaft or a transmission output shaft. During a gearshift operation, an active connection is temporarily made between a driveshaft and a main transmission shaft or a transmission output shaft by way of at least one electromagnetic clutch designed as a change-under-load unit.

Abstract: A combination countershaft and planetary gear set transmission is provided that achieves at least nine forward speed ratios and two reverse speed ratios. The transmission includes a main shaft operatively driven by a transmission input member as well as first and second countershafts with each countershaft spaced apart from and substantially parallel to the main shaft. The countershafts utilize a split clutch arrangement in which one of the clutches is cantilevered off the countershaft, allowing the size of the countershaft as well as an intermediate support plate to be removed, reducing parts complexity, material and overall length of the transmission.

Abstract: A manual transmission includes two synchronizers, and manufacturing costs are here reduced and manufacturing processes simplified.

Abstract: In a group transmission having a number of countershafts, wherein three input constants are provided on a transmission input shaft for driving a countershaft such that the group transmission is of very short construction, the transmission input shaft is connectable to an intermediate shaft for direct power transmission, with the countershaft being disconnectable in the direct gear in order to avoid drag losses.

Abstract: In a gearing, in particular coaxial gearing, hollow shaft gearing, hypoid gearing, axial gearing or linear gearing, with a driving element (7), an element (3) and an output element (11), a stepping-up and transmission of a driving torque between driving element (7) and output element (11) are to take place via a plurality of movable tooth segments (5).

Abstract: It is suggested here that a tool for the machining of workpiece surfaces, with at least one adjustable, geometrically defined cutting edge (7) with an adjusting device (29) for the adjusting of the distance of the cutting edge (7) to the central axis (33) of tool (1), whereby the adjusting device (29) has a drive shaft (11) that acts on an adjusting gate valve (31) via a gearbox (25), which determines the distance of cutting edge (7) from the central axis (3) of tool (1), whereby it is proposed that adjusting gate valve (31) be designed as a piston valve arranged eccentrically to the central axis (33) of tool (1). Tool (1) is characterized in that transmission (25) has a high reduction and directly acts on adjusting gate valve (31).

Abstract: Circular regulation system, which may be fixed in a discrete number of positions, characterized in that it comprises a train of three gears (1, 2 and 3) of identical modulus, with a fixed input gear (1), a transmission gear (2) that meshes with the input gear (1), and an output gear (3) that meshes with the transmission gear (2), the gears (1, 2 and 3) being mounted on a gear carrier (4), and said system comprising means for the displacement of at least one of the input (1) and output (3) gears between a system locking position, in which the input gear (1) and the output gear (3) are meshed with one another, and a system unlocking position, in which the input gear (1) and the output gear (3) do not mesh with one another.

Abstract: A vehicle transmission is adapted to transmit a power output from an engine unit to a wheel. The vehicle transmission includes a driving unit and a speed-changing unit. The driving unit includes a main box, a first driving mechanism disposed within the main box and adapted to be driven by the engine unit, and an output shaft driven by the first driving mechanism. The speed-changing unit includes an auxiliary box connected removably to the main box, a second driving mechanism disposed within the auxiliary box and driven by the output shaft, and an axle parallel to the output shaft and driven by the second driving mechanism. The axle is connected fixedly to the wheel, and extends into the auxiliary box.

Abstract: A deflection compensation system for automobile drivetrain components is provided, wherein a shaft is able to continue in driving relationship to another shaft or coupler in driven relationship when their respective axes of rotation are misaligned. At least one of the shaft and the coupler is preferably supported independently of the other and provided with crown involute splines, whereby one of the shaft and coupler when out of relative alignment, continues to drive the other without the necessity of adding additional moving parts to the drivetrain component.

Abstract: An idler shaft assembly is disclosed suitable for internal combustion engines, such as the heavy duty engines. The assembly may transmit power between a crank shaft and a cam shaft. The assembly includes a hollow shaft which can be interference fit within a small idler gear, with a large idler being mounted on a shoulder of the small idler gear. Idler hubs on either side of the hollow shaft are centered with respect to the idler shaft and are held firmly in place by fasteners that extend through one of the hubs and the hollow shaft, and are threaded into the other hub. Lubrication may be provided by an internal reservoir formed in the hollow shaft, and oil passages in fluid communication with this reservoir that extend to journal bearings mounted between the idler hubs and the support structure for the overall assembly.

Abstract: A shift position changing drive member for a transmission includes an arm member capable of turning around the axis of a shift spindle for drivingly turning a shift drum in response to the turning of the shift spindle wherein the shift drum is prevented from coming into a neutral position even if the shifting speed is stopped in midstream. A lost motion spring includes gripping portions gripping a pressing portion from both sides of a coil portion surrounding the shift spindle. An arm member of shift position changing drive member is provided with a pressure-receiving member which is gripped by both gripping portions in such a manner that when the turning member is turned, if, in response to the turning direction, the pressing portion abuts against one of the gripping portions for turning, the other of the gripping portions abuts against the pressure-receiving member.

Abstract: A transmission for a tractor having a change speed device operable when an engine and the transmission are connected to transmit, in varied speeds, power from the engine to a driving wheel, a main drive shaft for receiving power from the engine when the engine and the transmission are connected, and a reverse and forward drive switching device disposed between the engine and the change speed device operable to switch a direction of rotation of power from the engine. The reverse and forward drive switching device being shiftable between a high-speed forward drive position, a low-speed forward drive position, and a reverse drive position, and including a high-speed forward drive clutch, a low-speed forward drive clutch, and a reverse drive clutch wherein each clutch is mounted on the main drive shaft for switching the reverse and forward drive switching device to each respective clutch drive position.

Abstract: In a six-speed manual transmission, a plurality of first synchronizers are disposed to an input shaft and at least one second synchronizer is disposed to an output shaft. Reflected inertia can be reduced, power delivery efficiency can be improved, and manufacturing costs can be reduced.

Abstract: The invention described herein is the first known solution to modify the original model T45 manual transmission to prevent or fix the documented reverse shift problems inherit in the original production design as described in the Background of the Invention section included in this application.

Abstract: A vehicle transmission includes first and second main shafts that enable switching of power transmission from an engine; a counter shaft connected to a drive wheel; and gear trains with a plurality of shift stages provided between each of the first and second main shafts and the counter shaft. The vehicle transmission also includes shifters which switch between engagement with and disengagement from a gear constituting part of each of the gear trains so as to switch the established states of the gear trains, and to prevent, during running at the most frequently used shift stage, the occurrence of gear rattle produced by a gear train other than the gear train with such a shift stage. With this configuration, in the running state of using a particular gear train with the highest frequency of the established states among the gear trains, the gear trains, excluding the particular gear train, are in the non-established state.

Abstract: A transmission for a motor vehicle featured with an internal combustion engine has a helical reversing gear wheel, which is mounted on a dual-row cylinder roller bearing with left-hand cylinder rollers and with right-hand cylinder rollers, which are supported on the inside, in each case, on a circular centre rim in the reversing gear wheel. The left-hand cylinder rollers and the right-hand cylinder rollers are held in a bearing cage. The bearing cage is configured in such a way that the force flow for axial forces between the reversing gear wheel and its transmission shaft, omitting the bearing cage, is introduced through the centre rim and by way of end faces of the cylinder rollers directly adjacent thereto, through the opposing end faces of the cylinder rollers and through adjacent components into the input shaft.

Abstract: An automatic transmission includes a transmission case, a parking gear fixed to the transmission case, and a meshing mechanism, such as a synchromesh mechanism. The meshing mechanism includes a coupling sleeve to engage with the parking gear and hold a transmission output member unrotatable in a park lock state when the coupling sleeve is shifted axially toward the parking gear.

Abstract: The invention relates to a shifting device (1) for a group transmission with a first switching device (9) for switching the gear steps of a group, a second switching device (10) for switching the groups of the group transmission, and a locking device (22), which features a locking member (23), which can be moved from a releasing position into a locking position, in which the first switching device (9) is locked in a neutral position. Inventively, the locking member (23) can be moved independently of a switching movement of the second switching device (10) from the releasing position into the locked position. The invention also involves a method for controlling a switching device (1) for a group transmission.

Abstract: The present invention has apparatus converting a Ford Mustang five-speed transmission for installation in other, substantially different, automobiles by having a clutch housing, adapted to fit the front face of the Ford Mustang case, with gearing for four forward speeds and has an externally splined output shaft extending 5 inches beyond the rear face of the case; an output shaft housing, also housing a set of fifth-speed gears, the speedometer drive gearing and a gear shift lever gate within a dimension of approximately 3½ inches, to provide an overall length of approximately 20½?, as measured from the engine mounting surface of the clutch housing to the rear face of the drive shaft connecting flange.

Abstract: The invention relates to a sensor assembly in a gearbox which is used for positioning, where the sensor assembly comprises a relative to the gearbox housing (18) fixed sensor (20), and where the angle between the gearbox housing (18) and the output shaft (26) of a gearbox (14, 16) is measured using a to the output shaft (26) fixed and to the sensor (20) connected shaft (28), whereby a sensor assembly which measures the angle in the gearbox (14, 16) including the play in the gearbox (14, 16) is attained, which gives increased precision at the same time as gearboxes (14, 16) with play can be utilized for accurate angle positioning.

Abstract: A deflection compensation system for automobile drivetrain components is provided, wherein a shaft is able to continue in driving relationship to another shaft or coupler in driven relationship when their respective axes of rotation are misaligned. At least one of the shaft and the coupler is preferably supported independently of the other and provided with crown involute splines, whereby one of the shaft and coupler when out of relative alignment, continues to drive the other without the necessity of adding additional moving parts to the drivetrain component.

Abstract: The invention relates to a method for determining the moving direction of a motor, especially an electric motor of a transmission actuating system for gear selection and/or shifting, whereby at least one signal of the motor is detected. The inventive method is characterized in that the moving direction of the motor is validated by means of the detected signal, on the basis of the feed direction. The invention also relates to a motor, especially a gear motor or a selector motor of a transmission actuating system, especially for carrying out the method, whereby at least one device is provided for validating the moving direction of the motor.

Abstract: A design for a device for the reduction of movement of the main shaft (6) in the disengaged position in a transmission with at least two countershafts in which there is an axial transfer of forces between the drive shaft (7) and the main shaft (6) which is coaxially arranged through a connection of the main shaft (6) with a part of the axial bearing (13) on the drive shaft (7). There is a device (2) which is used to load the main shaft (6) against the drive shaft (7) through a loading of the part of the axial bearing (13) connected to the main shaft (6) against other parts or against the axial bearing (4) on the drive shaft (7).

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 device for the reduction of axial movement of the main shaft gears (2) in a transmission containing at least two countershafts. The main shaft gears (2) are held axially by two washer discs (3, 4) which is designed to be a pressing device (5, 6) on the main shaft (1) for at least one of the main shaft gears (2) against the washer disc (3) holding the main shaft gear (2) axially.

Abstract: A small center distance is provided between a crankshaft and a gearshift shaft disposed in parallel. A power unit is built compactly in a direction of arrangement of the crankshaft and the gearshift shaft for supporting reliably the gearshift shaft on which heavy, first and second gearshift clutches are supported. A transmission includes a main shaft, disposed in parallel with a crankshaft and rotatably supported in a crankcase, and first and second gearshift clutches. The first and second gearshift clutches change a gearshift position in a first gearshift portion and a gearshift position in a second gearshift portion, respectively. The main shaft includes an outer shaft portion that extends from the crankcase and supports the first and second gearshift clutches. The outer shaft portion is supported by a bearing portion disposed in a front cover on a side opposite to the crankcase across the first and second gearshift clutches.

Abstract: A dual clutch transmission apparatus includes a first input shaft, a second input shaft arranged coaxially with the first input shaft and freely rotatable, a first counter shaft and a second counter shaft arranged in parallel with the first and the second input shafts, a dual clutch including a first clutch and a second clutch, the first and the second clutches transmitting rotational torque from a power source to the first and the second input shafts respectively, a first gear change mechanism provided between the first and the second input shafts and the first counter shaft, a second gear change mechanism provided between the first and the second input shafts and the second counter shaft and an output shaft connected to the first and the second counter shafts via a first reduction gear train and a second reduction gear.

Abstract: An automated triple-clutch multi-speed transmission is adapted to transfer power from the engine to the driveline of a motor vehicle. The transmission includes a first clutch operable for establishing a releasable drive connection between an input shaft and a first shaft, a second clutch operable for establishing a releasable drive connection between the input shaft and a second shaft and a third clutch operable for establishing a releasable drive connection between the input shaft and a third shaft. A first constant mesh gearset is driven by the first shaft. A second constant mesh gearset is driven by the second shaft. A third constant mesh gearset is driven by the third shaft. First, second and third gearset clutches are operable for releasably drivingly coupling the first, second and third gearsets to a countershaft which, in turn, drives an output shaft.

Abstract: A multi-speed transmission of countershaft design having a main countershaft and a hollow countershaft arranged concentrically and having likewise two load-shift elements. A first half of the shift elements is connected with a drive unit and a second half of the shift elements is connected to a gearbox input shaft. The gearbox input shafts and countershafts are mounted in a housing and connected to gear wheels, which intermesh in pairs as gear wheel pairs and can be connected or disconnected in order to reduce the overall gear ratio in the power flow. The main countershaft is mounted directly on the housing in the area of its first end and in the hollow countershaft in the area of its second end. The hollow countershaft is mounted in the housing in the area of its end that faces toward the end of the main countershaft that is mounted in the hollow countershaft.

Abstract: A gear transmission permits an increased flexibility in the layout of shift gears and reduces the axial size of the transmission by providing an engaging portion on a specific one of the shift gears. The gear transmission includes a main shaft having drive gears, a countershaft having driven gears adapted to be respectively driven by the drive gears to set predetermined shift positions, and shifters engageable with specific gears of the drive gears and the driven gears. The specific gears respectively have engaging portions for engaging the shifters, whereby the main shaft rotationally drives the countershaft through any one of the shifters and any one of the specific gears at any one of the predetermined shift positions. Of the engaging portions, the outer diameter of the engaging portion is larger than the outer diameter of a toothed portion of the drive gear as one of the specific gears.

Abstract: An actuator is disclosed which can be used in multiple applications, and which provides both linear and rotary outputs. The device comprises a motor driven rotor having clutch plates on both sides thereof. One clutch plate includes a gear driven output, and the other clutch plate drives a linear rack for the linear output. An electromagnet controls the engagement of the first and second clutches.

Abstract: A motor vehicle transmission (1) which is outfitted with a start-up subassembly (A), a core transmission (B) as well as an output subassembly (C) which are drive-engineering connected with one another and are arranged in a transmission housing to reduce development, manufacturing and storage costs. Moreover, the start-up subassembly (A) contains a clutch, a double clutch (5) or a torque converter, while the core transmission (B) is constructed as a gear reduction transmission. The core transmission (B) disposes over at least one transmission input shaft (6, 7), a gear reduction shaft (19) as well as at least one transmission output which is not oriented coaxially toward the at least one transmission input shaft (6, 7). The output subassembly (C) contains transmission components for a front-transverse drive (41, 42, 43), for a front-longitudinal or rear-longitudinal drive (39) or for an all wheel drive (44, 45, 46, 47, 49, 50, 51, 52, 53, 55, 56).