Abstract: A six speed gear assembly is having a mainshaft, countershaft, mainshaft 1st-6th gears, countershaft 1st-6th gears, and 4th/6th gear shift member. A shifting assembly with a shifter cam having uniformly distributed and uniformly shaped detents that are engaged by the shift cam follower. The six speed gear assembly has modes of operation corresponding to six speeds (1st through 6th) and a neutral position. The sixth speed is an overdrive speed (the output from the transmission turns faster than the input to the transmission), while the first through fifth speeds correspond to conventional gear ratios.The six speed gear assembly and the shifting assembly fit within the transmission case of a Big Twin five speed transmission without the need to modify the transmission case. This allows the conversion of a Big Twin five speed transmission into a six speed transmission without removal or replacement of the transmission case and by replacing a minimal number of components.

Abstract: An integral coupling is provided for transmitting torque from a flexible driveplate mounted to an engine flywheel. The coupling has a base portion which is fixed to the flexible driveplate and a shaft portion which extends axially away from the base portion. The shaft portion has male splines which are shaped to be matably received in a female splined connector of a rotatable member. In particular, the female splined connector is formed in the hub of a gearbox input pinion driving a gearbox which, in turn, drives a hydraulic pump supplying hydraulic pressure to systems of a gantry crane. The integral coupling permits axial movement at the male splined end which is distally located relative to the flexible driveplate. The integral coupling provides improved performance over a conventional two-piece coupling having a male--male splined shaft which matably fit the base portion mounted to the flexible driveplate.

Abstract: A transmission comprising gear case bottom part 72 and rear cover 73; shaft 19 supported on bearings 34 and 37; shaft 20 supported on bearings 33, 38 and 39; shaft 21 supported on bearings 35, 36 and 40 and shaft 22 supported on bearings 41 and 42.Shaft 19 carries a cluster of seven gears 1, 2, 3, 4, 5, 6 and 7 all of them being integral part of the shaft. These gears are positioned along the shaft from the smallest gear 1 to the largest gear 7. Each gear on shaft 19 is permanently meshed with a gear on either shaft 20 or shaft 21. Gear 1 is meshed with gear 8, gear 2 with gear 9, gear 3 with gear 10, gear 4 with gear 11, gear 5 with gear 12, gear 6 with gear 13 and gear 7 with gear 14. Gear 17 on shaft 21 and gear 18 on shaft 20 are meshed with gear 16 on the output shaft 22. All gears on shafts 20, 21 and 22 in FIG. 1 and gear 65 on shaft 61 in FIG. 2 are rotating on angular contact ball bearings with their inner rings fixed to the shafts.

Abstract: Motor vehicle gearbox with two concentrically mounted input shafts (6, 9) each driving an individual lay shaft (12, 15), said lay shafts being located at different radial distances (S.sub.1, S.sub.2) from an output shaft. Opposite gears (16, 17, 18, 19) meshing in pairs with a common gear (21, 22) on the output shaft (20) have different numbers of teeth, due to the teeth of one gear being addendum modified in relation to the teeth of the other gear.

Abstract: A direction-reversing mechanism (20) is disposed between a primary shaft (17) and output shaft (19) which are arranged in parallel with each other with the output shaft being arranged at a level lower than that of the primary shaft. A first fluid-operated speed change mechanism (23) is disposed between a first drive shaft (21), arranged co-axially with and coupled to the output shaft, and a first driven shaft (22) arranged in parallel with the drive shaft. The drive shaft is arranged at a level lower than that of the driven shaft, and plural fluid-actuated clutches (63, 64, 65) are mounted on the drive shaft. A second fluid-operated speed change mechanism (24) is disposed between a second drive shaft (26), arranged co-axially with and coupled to the first driven shaft, and a second driven shaft (27) arranged in parallel with the second drive shaft.

Abstract: A lubrication system is provided for a transmission including a lubrication pump driven by a reverse idler gear. The lubrication pump is supported by a partition plate having an inlet passage and an outlet passage formed therein for communicating with the lubrication pump. The outlet passage communicates with an input shaft extending through the partition plate for supplying lubrication fluid to a central passage in the input shaft.

Abstract: The present invention is directed to a six-speed manual transmission comprised of an input shaft, an output shaft, first and second input gears fixed to the input shaft in mesh with first and second speed gears rotatably supported on the output shaft, third and fourth input gears rotatably supported on the input shaft, an output gear rotatably supported on the output shaft and having a third speed gear meshed with the third input gear and a fourth speed gear meshed with the fourth input gear, a first transfer gear meshed with the fourth speed gear, a second transfer gear, a third transfer gear fixed to the output shaft and meshed with the second transfer gear, a first clutch for selectively coupling either of the first and second speed gears to the output shaft, a second clutch for selectively coupling either of the third and fourth input gears to the input shaft, a third clutch for selectively coupling the first transfer gear to the second transfer gear, and a fourth clutch for selectively coupling the outpu

Abstract: The selector rings (9-11) of a gearbox are moved axially of the mainshaft (8) to engage and disengage gears (1-6) by respective pairs of push-rods (15, 16) which extend inwardly between the gears (1-6). The push-rods (15, 16) bear on oppositely-inclined faces (22) of pairs of blocks (17) which slide in slots (18) parallel to the shaft (8) and which engage respective rings (9-11) at diametrically-opposite locations. Actuation of one pair of rods (15; 16) causes their blocks (17) and the engaged ring (9-11) to move in one direction whereas actuation of the other pair causes movement in the opposite direction. The rods (15, 16) slide within mounting blocks (19) inset between pairs of the gears (1-6), and are actuated by the cam surface (26) of a longitudinally-driven rack (25). Alternatively, the push-rods (47, 48 FIG. 8) are actuated by individual hydraulic rams (45, 46).

Abstract: A workpiece processing apparatus for processing a predetermined plate member and a sawing process method therefor. A workpiece processing apparatus which includes a workpiece mounting assembly for receiving a workpiece; a tool assembly having a tool mounting element configured for rotational and reciprocal motion, the tool assembly positioned adjacent to the workpiece mounting assembly; the workpiece mounting assembly being movable relative to said tool assembly to position the tool mounting element adjacent the workpiece; and a tool positioned in said tool mounting element and defining a longitudinal axis, said tool having a drilling portion and a cutting portion.

Abstract: A speed-change apparatus for satisfactorily performing the automatic gear shifting of the conventional gear transmission by controlling two motors comprises a select mechanisms including a stepping-motor 2, a select shaft provided with a select gear meshing with a motor gear 3 for transferring the rotation, a device for connecting the select shaft with the select-shift rod of the gear transmission, and a select sensor 6 for detecting an angle of rotation of the select shaft; the shift mechanism comprises a shift motor 9, an intermediate shaft 12, an actuator gear 11 meshing with a motor gear 10 for transferring rotation, a long actuator gear 13 provided on the periphery of the intermediate shaft 12, a shift shaft provided with a male screw 15, a cylindrical slider 17 with a female screw 16 meshing with the male screw 15 a shift gear 14 meshing with the long actuator gear 13, a mechanism coupled with the slider 17 for connecting the slider 17 with the select-shift rod, and a stroke sensor 19 for detecting an a

Abstract: A gear reducer, especially for a mixer, has a housing supporting a pinion shaft with a pinion gear rotatably driven by a motor, mechanically coupled with a rotatable driven shaft having a driven gear meshing with the pinion gear. The driven gear can be coupled, for example, to the impeller of a mixer via a vertical impeller shaft. The pinion shaft is carried in a cartridge that is adjustably mounted to the housing for moving the pinion shaft toward and away from the driven gear and for accommodating pinion gears of different diameters to change the gear reduction ratio without the need to change the driven gear on the impeller shaft. The cartridge is pivotally mounted to the housing at a point spaced from the axis of the driven shaft such that the cartridge and the pinion gear can be rotated toward and away from the driven gear. This also permits intermediate reduction gears that may extend below the driven gear to be moved clear of the driven gear such that the cartridge can be lifted free.

Abstract: An angular reducer with two or three reduction stages, wherein the casing is designed to selectively house two or three reduction stages, while maintaining unchanged, when switching from two to three stages or vice versa, the mutual positions of the axis of the drive shaft and the axis of the driven shaft; and wherein the casing has a number of inner supports for supporting the two alternative gear trains.

Abstract: A manual transmission for use in motor vehicles is disclosed. The transmission includes an input shaft, an output shaft, and a plurality of constant-mesh gearsets that can be selectively engaged for establishing corresponding forward gears therebetween. In addition, a reverse gear assembly is provided for establishing the reverse gear. The reverse gear assembly includes an idler shaft, a first idler gear rotatably supported on the idler shaft and which is driven by the input shaft, a second idler gear fixed to the idler shaft and meshed with a reverse output gear fixed for rotation with the output shaft, and a synchronizer clutch operable for selectively coupling the first idler gear to the idler shaft to establish the reverse gear.

Abstract: A compound transmission assembly is provided including a splitter gear and headset/fourth gear, both mounted on the input shaft. The splitter gear is provided with a minimal diametral float with respect to the input shaft in order to minimize splitter gear tipping while allowing substantially balanced torque splitting between opposing countershafts. The headset/fourth gear is mounted to the input shaft via a pair of oppositely tapered roller bearing sets disposed about the input shaft in order to prevent headset/fourth gear tipping. In this manner, gear hopout is prevented during PTO operation, and substantially balanced torque splitting is accomplished.

Abstract: The transmission and clutch assembly including a conventional casing, a slidable input shaft directly engageable to the drive member for high gear, and further including an output shaft which is rotatably engaged in the open end of the input shaft, and further including a countershaft for change speed mode and reverse speed, a reverse speed shaft, a clutch housing, a clutch shaft connected to the clutch housing, a pair of pressure members, and a throw-out bearing for change speed mode including reverse speed. This transmission and clutch assembly does not use any internal oil pressure to effect changing of gears and substantially reduces the rotating weight of the transmission when the vehicle is in high gear, because the clutch housing, clutch shaft, input gear and pressure members do not rotate when the transmission is in direct drive speed mode unlike other known transmissions.

Abstract: A power transmitting structure for a band saw includes a first and a second shaft, and each of the two shafts has a plurality of gears engaged with each other so as to transmit a power of a motor with several sets of speed options. Each of the gears freely mounted to the second shaft has a notch defined in an inner periphery defining a central hole thereof. The second shaft has a third shaft movably received therein which is controlled by a control member connected to a knob. The third shaft has a pawl member pivotally disposed thereto in the second shaft which has a slot defined through a peripheral wall thereof so that the pawl member is selectably engaged with one of the notches. The second shaft has a toothed portion to engage with a rotating part to which a band saw member is connected.

Abstract: A manual power transmission includes a transmission casing, input and output shafts coaxially aligned with each other and a countershaft accommodated within the transmission casing and positioned below the input and output shafts. The input and output shaft has a plurality of gears of a varying size or diameter mounted thereon and associated with gearshifting positions and the countershaft has a corresponding number of coutergears of a varying size or diameter mounted thereon and paired with the gears on the input and output shafts. Some of the countergears which serve as an idle gear are so juxtaposed in a direction axially of the countershaft that an envelope enclosing all of the those countergears while touching respective outer perimeters of those remaining countergears represents a generally barrel shape having a generally intermediate portion thereof bulged radially outwardly with respect to the countershaft.

Abstract: A compound transmission design for reducing gear hopout, particularly during PTO operation. In this design, a spindle is rigidly secured to an input shaft, and a headset/fourth gear is rotatably mounted on a spindle by means of a full compliment needle bearing. A splitter gear is rotatably mounted on the input shaft and includes a sufficient diametral float with respect to the input shaft to minimize tipping of the gear while maintaining significant torque balance between countershafts. This configuration maintains concentricity in parallelism of the headset/fourth gear and splitter gear with respect to the synchronizer clutch in order to prevent gear hopout.

Abstract: A power transmission has a pair of meshing gear input power paths and a planetary gearset output power path. The meshing gear input power path includes two pair of ratio gears and two pair of transfer gears. The power flow through the meshing gear input power path is drivingly connectible with two members of the planetary gearset. One power path from the input meshing gear is directed to the sun gear through a first transfer gear set and to the carrier assembly through a second transfer gear set and a one-way clutch during first and second ratios. During a third ratio, a direct input path to the carrier and a path through both transfer gearsets is provided. During a fourth and fifth ratio, the direct carrier input path, the meshing gear input paths and the transfer gearset input paths are utilized. Two reverse ratios are accommodated by grounding the carrier and inputting the sun gear through the ratio gear power paths and the first transfer gearset.

Abstract: A vehicle transmission which functions as a drive system for the vehicle accessories necessary for continuous operation of the vehicle's engine. The transmission includes a main shaft which is continuously rotated by an input shaft. Mounted on the main drive shaft is a main drive gear, which meshes with an accessory drive gear and a cluster gear assembly. The accessory drive gear in turn is coupled to an accessory shaft which functions to power a plurality of pumps mounted to the transmission. The cluster gear assembly in combination with a sliding gear assembly functions to start the vehicle moving in forward or reverse. The transmission being self contained within a casing such that the transmission can be mounted at any selected distance from the engine of the vehicle. Further, the input shaft may float back and forth within a hollow main shaft as it is not supported by bearings, which allows for misalignment between the engine crank shaft and the transmission.

Abstract: A countershaft transmission is provided for a motor vehicle having a prime mover. The transmission comprises a first input shaft carrying a first input gear, a second input shaft coaxial with the first input shaft carrying a second input gear, and a countershaft carrying a plurality of loose gearwheels, each of the loose gearwheels in meshing engagement with one of the input gears, respectively. A fixed gearwheel is carried by the countershaft in meshing engagement with the gearwheel on the first input shaft. A synchronizing clutch is carried by the countershaft for driving engaging one of the loose gearwheels carried by the countershaft to select a gear ratio. A first clutch is driven by the prime mover. The first clutch is releasably drivably connectable to the first transmission input shaft and the second transmission input shaft. A second clutch is interposed between the first clutch and the second input shaft for drivably connecting the first clutch and the second input shaft.

Abstract: A compact manual transaxle includes an input shaft having four fixed input gears, a first intermediate shaft rotatably supporting three speed gears meshing with three of the input gears, a second intermediate shaft rotatably supporting a pair of speed gears meshed with two of the input gears and a reverse gear meshed with a speed gear on the first intermediate shaft, and a differential. One speed gear on each of the intermediate shafts meshes with a common input gear. A transfer gear on each intermediate shaft is meshed with a final drive gear fixed to the differential. The transaxle further includes a pair of synchronizer clutches for establishing three forward gears by selectively coupling the three speed gears to the first intermediate shaft and a pair of synchronizer clutches for establishing two forward gears and the reverse gear by selectively coupling the speed gears and reverse gear to the second intermediate shaft.

Abstract: The invention relates to a powershiftable multi-ratio reversing gear, especially for use in building machines. The clutches (17, 18, 23 and 26) are fitted between a fixed and a loose pinion. The loose pinions, which can rotate at relatively high speeds, are connected to the inner plates of a set of plates (39). The outer plates are fitted in the clutch housing of each of the clutches. This provides advantages for hydraulic operation of the clutches.

Abstract: A housing (116) for a compound transmission (110) comprising two major pieces is provided. An elongated, generally cup-shaped gear housing piece (190) includes a base portion (194) defining the housing rearward end wall (116B) and a tubular portion (196) extending to a flanged opening (198). A generally cup-shaped clutch housing piece (192) includes a flanged base portion (200) for engaging the flanged opening and defining the transmission forward end wall (116A) and a forwardly flared portion (218) for mounting to the vehicle engine and enclosing the vehicle master clutch.

Abstract: A manual transmission comprising an input shaft, an output shaft, an intermediate shaft having a transfer gear fixed thereto. First and second constant-mesh gearsets are supported between the input and output shafts and a first synchronizer clutch is provided for selectively engaging either of the first and second gearsets for drivably connecting the output shaft to the input shaft and establish first and second forward speed ratios therebetween. Third and fourth constant-mesh gearsets are supported between the input shaft and the intermediate shaft. A fifth constant-mesh gearset is supported between the input and output shafts and is meshed with the transfer gear for drivably connecting the intermediate shaft to the output shaft. A second synchronizer clutch is provided for selectively engaging either of the third and fourth gearsets for drivably connecting the intermediate shaft to the input shaft for establishing third and fourth speed ratios between the input shaft and output shaft.

Abstract: A manual transmission for use in motor vehicles is disclosed. The transmission includes an input shaft, an output shaft, and a plurality of constant-mesh gearsets that can be selectively engaged for establishing corresponding forward gears therebetween. In addition, a reverse gear assembly is provided for establishing the reverse gear. The reverse gear assembly includes an idler shaft, a first idler gear rotatably supported on the idler shaft and which is driven by the input shaft, a second idler gear fixed to the idler shaft and meshed with a reverse output gear fixed for rotation with the output shaft, and a synchronizer clutch operable for selectively coupling the first idler gear to the idler shaft to establish the reverse gear.

Abstract: A twin-clutch-type transmission, which has a general input shaft, a first clutch connected with a first clutch output shaft, a second clutch connected with a second clutch output shaft, a sub shaft, and a general output shaft disposed parallel to the first clutch output shaft and the second clutch output shaft, is improved to effectively use the space around the sub shaft. A first gear connected to the first clutch output shaft and a second gear connected to the sub shaft associatingly interlock the sub shaft and the first clutch output shaft while being meshed to each other. A fifth gear and a sixth gear disposed on the general output shaft are respectively meshed with the third gear and the fourth gear which are connected to the second clutch output shaft and selectively connected to the general output shaft with a first synchronizing device disposed on the general output shaft, and interlock the second clutch output shaft and the general output shaft in association with the third gear and the fourth gear.

Abstract: A change-speed gear unit has an output shaft, connected to a parallel input shaft in two forward gear ratios by a forward-speed gear stage. The output shaft is connected to a differential gear unit in one forward gear ratio by an auxiliary gear stage, and in the other forward gear ratio by a gear stage used as a gear constant.

Abstract: A six speed vehicle gearbox, comprising an input shaft (2) and two countershafts (3,4) which has six pairs of inter-engaging gears (7-11,30,14,16,18,19,21,23,31) for first to sixth inclusive. The disengageable gear (18) for the first gear speed engages a disengageable gear (23) on a fourth shaft (5) for the reverse gear.

Abstract: In a gearbox of a motor vehicle, a shift console is installed with a shifter shaft unit as a preassembled module in a housing opening of a transmission housing that houses a driveshaft. The shift housing part has a mounting flange extending transversely to a geometric bearing axis with a flange opening flush with the geometric bearing axis. One bearing system is located in the vicinity of the flange opening, and the other bearing system is located on an end of shift console opposite the mounting flange. A shaft end of the shifter shaft adjacent the bearing system located in the vicinity of flange opening includes the connection for operating the shifter shaft. The transmission housing has a housing opening coverable externally by the mounting flange for inserting the shift console into the transmission housing.

Abstract: In a series of gear units with increasing torque, each gear unit comprises two or more stages comprising standardized shaft center distances (c, e) and standardized gear wheels (12, 14) and for any stage of given center distance and gear ratio the same intermediate pinion shaft is used systematically in a non-stepped two stage housing and symmetrically stepped three stage housings.

Abstract: An improved transmission (10) having enhanced torque capacity gearings for only the upper ratios (15th, 16th) and a powertrain system (100) utilizing same are provided. The powertrain system includes a torque-controlled engine (E) and a controller (208), preferably defined by the engine controller (EC), for limiting transmission input torque in the lower ratios.

Abstract: A vehicle transmission presents a main stage and a range reducer cascade connected to each other. The main stage includes an input shaft, two drive shafts coaxial with each other and selectively connected to the input shaft by respective hydraulic clutches, a countershaft, and a driven shaft connectable to the countershaft according to a number of gear ratios. The countershaft is selectively connectable to one of the drive shafts directly or via an inverting train by means of a first synchronized clutch, and is selectively connectable to the other drive shaft according to a step-down ratio and a step-up ratio by means of a second synchronized clutch. The hydraulic clutches and first and second synchronized clutches are controlled by an electronic control unit in response to manual operation and in predetermined sequences.

Abstract: A simple transmission (10) and compound transmission (100, 200, 300) having an extended range and/or number of gear ratios and minimized center distance and/or axial countershaft length is provided by the use of compounded countershafts ( 16, 116, 216, 316). Each of the compounded countershafts comprises a first portion (20) and a second portion (22) wherein the second portion telescopically surrounds the first portion and is supported for relative rotation thereon by bearing means (28, 128, 228, 328) carried by said first portion. In the compound transmission embodiments, the use of compounded countershafts allows the use of splitter-type auxiliary sections (114, 214, 314) and non-synchronized splitter jaw clutches (76).

Abstract: A motor vehicle transmission system including frictional coupling devices disposed in series connection with respective gear trains between input and output shafts, a one-way clutch disposed in series connection with each of at least one of the gear trains except the smallest gear ratio gear train, for transmitting power from the input shaft to the output shaft, and a shift controller operable during forward running of the vehicle to operate the frictional coupling devices for simultaneous slipping or partial engagement of selected frictional coupling devices, particularly, upon and immediately after starting of the vehicle.

Abstract: The invention relates to a power-shiftable multiple gear reversing transmission (1). It is a transmission in a countershaft design, such as specially used in construction machines. To achieve a high number of light parts and keep low the development of noise, it is proposed according to the invention to situate a single clutch (21 to 24) upon each countershaft (17 to 20). The idler gears (25 to 28) associated with the clutches (21 to 24) form a driving gear chain (29). The solution according to the invention is particularly distinguished by a small axial length of the countershafts. It is possible thus to use helical gearings with large angles of slope.

Abstract: In a transmission with a countershaft and a planetary reduction gear unit, particularly for automobiles, having an input shaft (1) an output shaft (2), an intermediate shaft (23) fixed and loose pinions and gears which are in constant mesh alternately with one another and are releasably connectable to the shafts. The planetary reduction gear unit (28) comprises a ring gear (30) fixed against rotation, a sun wheel (33) driven by way of a set of pinions and gears and mounted on the intermediate shaft (23) and a planet carrier (32) connected to the output shaft. A member of a pinion-gear pair (16) is carried by the intermediate shaft (23) and is releasably connectable to the intermediate shaft (23) and the output shaft (2).

Abstract: A transmission for an off-highway implement having a plurality of selectively operable gear meshes arranged between input and output shafts of the transmission. A two-speed planetary section is coupled between the output shaft and the transmission output drive shaft. The planetary section of the transmission includes a sun gear that rotates with the output shaft, a planetary carrier that rotates with the transmission output drive shaft and has a series of planetary gears arranged in intermeshing relationship between a rotatable ring gear and the sun gear. A pair of clutch assemblies selectively condition the planetary section of the transmission and thereby influence the turning ratio between the input shaft and the transmission output drive shaft. To rotatably turn the transmission output drive shaft in a third speed ratio condition relative to the turning speed of the output shaft, a selectively operated drive system is associated with the planetary section of the transmission.

Abstract: A multiple speed power transmission for coupling to an engine includes a gear box or housing having an input and an output shaft, each rotatably mounted in the housing and extending therefrom. A clutch is coupled to releasably engage the input shaft to thereby couple the input shaft to an engine or the like. A plurality of first gears freely rotate on the input shaft while a plurality of second gears are mounted to the output shaft to rotate with the output shaft. Each of the second gears are intermeshed to constantly couple to one of the first gears. The input shaft has a bore extending thereinto from one end thereof and has a plurality of side openings into the center bore. A plurality of first gear engaging members are located between the input shaft in each of the first gear members for selectively engaging each first gear to the input shaft such that only one first gear is engaged to the input shaft at a time.

Abstract: In a transmission, an input set of rotatable gears is meshed with an input gear that is fixed to an input shaft which receives input. Through an arrangement of shafts and gears, any selected rotatable gear of the input set can be fixed to its shaft and drivingly connected to any selected one of a set of gear ratio combinations that are formed using a plurality of the gears in order to provide speeds at an output end of an output shaft for output. A gear ratio sequence, formed by drivingly connecting a plurality of the gears, provides a decrease in speed for at least one of the gear ratio combinations and an increase in speed for at least one other of the gear ratio combinations. A middle range of speeds for the output includes at least one speed that is lower than at least one of a low range of speeds for the output and at least one other speed that is higher than at least one of a high range of speeds for the output.

Abstract: An elevator hoist apparatus con, rising a base, a speed reduction mechanism mounted on the base and including an input shaft to which driving power source is to be connected and an output shaft to which a sheave is connected, and a cover mounted to the base and covering the speed reduction gear. The speed reduction mechanism my comprise a bearing pedestal mounted to the base and a plurality of parallel axis gears supported by the bearing pedestal. A positioning means is disposed between the base and the speed reduction mechanism for positioning the bearing pedestal of the speed reduction mechanism relative to the base. At least one of the bearing pedestals of the speed reduction mechanism may be at least partially supported by other of the bearing pedestals.

Abstract: A multiple-speed ratio transmission mechanism for an automotive vehicle includes a torque input shaft, an output shaft, an intermediate shaft, these three shafts rotatably supported on a common axis, and a countershaft mounted parallel to the other shafts. Multiple pinion-gear pairs are supported on the three coaxial shafts and countershaft. A planetary gear unit, including a sun gear, ring gear, and a set of planet pinions rotatably supported on a carrier, has its input connected to the intermediate shaft and the output connected to the output shaft. Synchronizers drivably connect a member of the pinion-gear pairs to one of the shafts. A shift mechanism transmits motion of a shift lever to shift forks that move synchronizer sleeves into engagement with the selected gear.

Abstract: Motor vehicle gearbox with an input shaft (2), two countershafts (3,4) and an output shaft (5). On the first countershaft (4) there is a rotatable gear (30) which cooperates with brake elements through which a frictional torque is transmitted via a gear (10) on the output shaft to the second countershaft (3) and from the second countershaft to the output shaft (5) and back to the first countershaft (4).

Abstract: A bicycle transmission, comprising a primary axis mechanically linked to bicycle pedals, an intermediate axis, and a final axis, mechanically attached to the bicycle drive wheel. Gears of different sizes are located on each axis. The intermediate axis contains gears mounted in fixed locations along the intermediate axis. The primary axis has a group of gears that are movable along the primary axis so as to vary which gears on the primary axis engage gears on the intermediate axis. The final axis also has a group of gears that are movable along the final axis, so as to vary which gears on the final axis engage gears on the intermediate axis. Gear covers engage gears on the primary axis and final axis to move them along the primary axis and final axis, so as to obtain various combinations of gears, to vary the overall gearing ratios between the pedals and the drive wheel.

Abstract: A change-speed gearbox with a constant mesh gear and a plurality of gear stages non-geometrically graduated gear ratios is a single-range gearbox which forms a member of a gearbox series to which there belongs a multi-speed gearbox formed by expanding the single-range gearbox a splitter group using identical gear stages as drive connections between the layshaft and the output shaft.

Abstract: A power transmission has three axes on which rotatably supported gears and selectively operable clutches are disposed to provide five forward speed ratios. The two highest speed ratios (fourth and fifth) have identical input clutch and gear units. The fourth ratio, the torque transmission path, includes a transfer gear ratio and utilizes the second speed ratio gears to develop a speed ratio different from the fifth speed ratio.

Abstract: A power transmission has a plurality of parallel axes on each of which is disposed a shaft supporting a pair of selectively operable friction torque transmitting devices and gear members. One of the parallel axes supports an input shaft, which is drivingly connected to two of the other shafts through one-way devices and a chain drive. A transfer shaft is disposed in parallel with the other axes to transmit drive forces from the interconnected shafts to an output shaft. The transfer shaft has a gear member meshing with the gear members on the input driven shafts, which is effective to transmit the drive to the output shaft, which in turn is connected to a conventional output assembly such as a differential.

Abstract: A multiple-speed ratio transmission mechanism for an automotive vehicle includes a torque input shaft supported on a first axis, and an output shaft and intermediate shaft rotatably supported parallel to the input shaft. Multiple pinion-gear pairs are supported on the three shafts. A planetary gear unit, including a sun gear, ring gear, and a set of planet pinions rotatably supported on a carrier, has its input connected to the intermediate shaft and its output connected to the output shaft. Synchronizers drivably connect a member of the pinion-gear pairs to one of the shafts. A shift mechanism transmits motion of a shift lever to shift forks that move synchronizer sleeves into engagement with the selected gear.

Abstract: In a gearwheel change transmission, an input shaft, an output shaft and a countershaft are connected to one another by three bound gearwheel stages.

Abstract: An input shaft (2) and a main drive gear drive gear (22) combination for a vehicle countershaft type transmission is provided. In a preferred embodiment referenced by numeral (100), an inner peripheral surface of a drive gear (22) having splines (36) and a splined outer peripheral surface (9) of input shaft (2) having splines (34) are adapted to limit axial and radial movement between the two as well as splines (34) and (36) being provided with an amount of rotational movement of one relative the other effective to reduce noise when the vehicle's engine is idling and the transmission is in neutral.