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).

Abstract: A full support mainshaft and fifth gear design that solves the problem of fifth gear failure on NV4500 transmissions. The first embodiment comprises a sleeve that is installed over the smooth support surface of a factory mainshaft. The second embodiment is a mainshaft comprising a support shoulder, splined area, and threaded area. The sleeve of the first embodiment and support shoulder of the second embodiment are slightly greater in diameter than the splined area on the mainshaft. The inside of the gear of the present invention has both a smooth bore area and a splined area. The gear is press fit onto the mainshaft, and in the first embodiment, a spring washer, flat nut and clamp-style nut are installed on the mainshaft after the gear. In the second embodiment, a spring washer, first flat nut, tanged washer, second flat nut and lipped nut are used.

Abstract: The present invention is to provide a transmission gearbox comprising a gearshift shifting mechanism formed by a gearshift hub, a first push rod, a second push rod, a first sliding block and a second sliding block to transfer engine driving force from a driven shaft through a linking shaft and a main shaft to an output shaft, wherein the first sliding block is slidably mounted on the main shaft; the main shaft has mounted thereon a forward gear, a low-range gear, and a transmission gear; the second sliding block is slidably mounted on the linking shaft; the linking shaft has mounted thereon a back gear, a low-range gear, a forward gear, and a drive bevel gear, the back gear being mounted on the linking shaft at one side relative to the second sliding block, the low-range gear, forward gear and drive bevel gear at the linking shaft being disposed at one side relative to the second sliding block opposite to the back gear.

Abstract: An arrangement of the intermediate gear for a reverse gear (1) is proposed for a transmission with a drive shaft and an output shaft (2) arranged coaxially in relation to it and with one additional intermediate shaft (4) arranged parallel to the drive and output shafts (2) for a power take-off. The intermediate gear for the reverse gear (1) is driven by a shaft (3) and drives the output shaft (2), in which the intermediate gear for the reverse gear (1) is arranged above an imaginary plane (A) extended through the axes of the driving shaft (3) and the output shaft (2) and, with a horizontal orientation of plane (A), the driving shaft (3) is located to the right of the output shaft (2) in the direction of travel.

Abstract: In a method for upshifting a parallel shift transmission having two input shafts, each of which is coupleable via a clutch to the drive shaft of a driving engine, an output shaft, which may be brought into rotationally fixed engagement with the input shafts via different transmission gear sets, and at least one electric machine that is rotationally fixedly connectable to an input shaft for output of a boost torque, which boosts the drive torque of the driving engine, the boost torque produced by the electric machine during the phase in which the speed of the driving engine drops when shifting from an old gear into a new, higher gear is at least approximately replaced by the torque produced by the driving engine as a result of the drop in speed.

Abstract: An engine unit for an motorcycle is disclosed in which an accessory drive gear is disposed downstream of primary dampers in the engine power transmission path, and simultaneously upstream of a clutch mechanism in the engine power transmission path. In this engine unit, an accessory, for example, generator, is connected to an intermediate shaft that is parallel to a crank shaft and a counter shaft so as to rotate integrally with the intermediate shaft. An accessory driven gear is meshed with the accessory drive gear, and an accessory damper is disposed between the intermediate shaft and the accessory for absorbing rotational shocks. Furthermore, a starter motor is gear-engaged with the intermediate shaft via a one-way clutch, and the position of this gear engagement is provided between the accessory damper and the accessory driven gear.

Abstract: In a control unit for an automobile power transmission apparatus which includes a gear-type transmission and several of the motors are controlled so as to suppress thrust or push-up on the torque of the output shaft of the transmission due to inertia torque or to suppress draw or pull-in on the output shaft.

Abstract: Method and device for providing an increment shifted transmission (9) for motor vehicles including an in-going shaft in a housing. At least one intermediate shaft in the housing exhibits at least one gear wheel (16, 17) in engagement with a gearwheel (12, 15) on the in-going shaft. A main shaft in the housing has gear wheels (15, 21, 22, 23) and is in engagement with gear wheels (18, 19, 20) on the intermediate shaft. At least one of the gear wheels in each neutrally engaging pair of gear wheels on the intermediate shaft and the main shaft are rotatably arranged about the shaft and by coupling members (13, 24, 25) being lockable onto its shaft and maneuvering members (40, 41, 42) co-operating with the coupling members controlled by a control unit (45) depending on signals fed to the control unit representative of various engine and vehicle data.

Abstract: A powertrain system is provided that includes a prime mover and a change-gear transmission having an input, at least two gear ratios, and an output. The powertrain system also includes a power shunt configured to route power applied to the transmission by one of the input and the output to the other one of the input and the output. A transmission system and a method for facilitating shifting of a transmission system are also provided.

Abstract: An input shaft 10 is connected rotationally with an intermediary shaft 20 through a connecting drive gear GCV, a connecting first idle gear GC1, a connecting second idle gear GC2 and a connecting driven gear GCN. A fourth speed drive gear G4V, which is formed in a one-piece body with a reverse drive gear GRV, is provided rotatably over the input shaft 10, and a third speed drive gear G3V is provided rotatably over the intermediary shaft 20. Both the third speed drive gear G3V and the fourth speed drive gear G4V mesh with a third and fourth speed driven gear G34N, which is provided rotatably over an output shaft 40. Also, a reverse driven gear GRN, which is connected rotationally with the reverse drive gear GRV through a reverse idle gear GRI, is provided rotatably over the output shaft 40.

Abstract: A power-branched transmission having a steplessly adjustable transmission ratio. An input-side distributor transmission includes an input gear that is nonrotatably connected with an input shaft coupled to an engine. The power-branched transmission includes an output shaft and two clutches. The input gear of the distributor transmission is rotatably coupled with an input shaft of a variable speed drive unit. An output gear of the distributor transmission is rotatably engaged with an intermediate shaft that is arranged in a functionally parallel manner relative to the variable speed drive unit and is rotatably engaged with an output shaft of the variable speed drive unit. The intermediate shaft is operatively coupled with the output shaft through a first clutch and the input shaft of the variable speed drive unit is operatively coupled with the output shaft through a second clutch.

Abstract: In a motor vehicle engine and transmission support arrangement at the front end of a motor vehicle wherein the engine has a drive shaft with a drive wheel mounted thereon, and a torque converter unit with an input shaft and an input wheel mounted on the input shaft which is vertically displaced from the output shaft of the engine a power transmission structure is disposed between the drive wheel of the engine and the input wheel of the torque converter unit for transmitting the engine power to the torque converter unit.

Abstract: A powertrain system is provided that includes a first prime mover and change-gear transmission having a first input shaft and a second input shaft. A twin clutch is disposed between the first prime mover and the transmission. The twin clutch includes a first main clutch positioned between the first prime mover and the first input shaft and a second main clutch positioned between the first prime mover and the second input shaft. The powertrain system also includes a second prime mover operably connected to one of the first and second input shafts.

Abstract: A power transmission for a motor vehicle includes an input, a first layshaft, a second layshaft, an intermediate layshaft, a first power path for transmitting power between the input and first layshaft and producing a first ratio of a speed of the first layshaft and a corresponding speed of the input, a second power path for transmitting power between the input and second layshaft and producing a second ratio of the speed of the second layshaft and corresponding speed of the input, a speed reduction power path driveably connected to the intermediate layshaft, couplers for the first and second layshafts to various gearsets, a range coupler for coupling the output alternately to the speed reduction power path and the intermediate layshaft, and a clutch for releasably connecting the input and second power path.

Abstract: An input shaft 10 is connected rotationally with a first countershaft 40 through a second main drive gear GM2V and a second main driven gear GM2N, and a second countershaft 50 is provided externally, coaxially and rotatably with respect to the first countershaft 40. A first main drive gear GM1V which is provided on the input shaft 10, always meshes with a first main driven gear GM1N, which is provided rotatably over the second countershaft 50. A fourth, sixth and seventh speed drive gear G467V, which is provided rotatably over the input shaft 10, always meshes both with a fourth speed drive gear G4V, which is provided rotatably over the second countershaft 50, and with a fourth, fifth, sixth and seventh speed driven gear G4567N, which is provided on the output shaft 60.

Abstract: Method and arrangement for gear upshifting in a motor vehicle. The arrangement includes an internal combustion engine (1) with an engine-braking device (52), an automated disk-clutch (3), a multi-stage gearbox (9), in the casing (8) of which an input shaft (7), an intermediate shaft (11) and a main shaft (10) are mounted, and an intermediate shaft brake (50) for braking the intermediate shaft (11). When the upshifting takes place, the disk clutch (3) is disengaged and the intermediate shaft (11) is disengaged from the main shaft (10). The intermediate shaft brake (50) is activated so that the rotational speed of the intermediate shaft (11) is adapted to the next gear selected at the same time as the rotational speed of the engine (1) is adapted to the rotational speed of the input shaft (7) in the new gear by virtue of the engine-braking device (52) being activated.

Abstract: A vehicle gearbox having an input shaft, an output shaft and a countershaft, which is arranged to parallel to the axis of shafts and can be drivingly connected by gear sets to shafts via separating clutches, wherein four gear sets and a reversing gear set having an idler and a fixed gear form a main gearbox group and two gear sets having an idler and a fixed gear form a downstream area gearbox. The separating clutches and the idlers of the main gearbox group are arranged on the input shaft while the idlers of the area gearbox group rest on the countershaft, wherein the gearbox diagram, the switchgear and the gearbox housing for a vehicle gearbox with six forward gears are the same as those for a vehicle gearbox with eight forward gears.

Abstract: A gearbox permits easy assembly, simple structure, reduced number of parts required, and facilitated service of chains and sprockets in an automobile power unit; having a worm provided as one end of the main shaft in the gearbox to protrude out of the bearing; whereby a space being defined on the gearbox to accommodate a active lever provided with gear tooth to mate the worm, another end of the active lever coupled to tachometer wire to transmit rpm of gears in the gearbox to the tachometer.

Abstract: Autopilot control of an aircraft is accomplished using a servo wherein the input shaft and output shaft are collinear. In one embodiment, the output shaft is supported, in part, by the input shaft. In further embodiments an engage clutch mechanism is provided to allow decoupling of the motor from the output shaft, and a slip clutch mechanism is provided to limit the torque output of the servo to enhance the safety of operation. The collinear shaft arrangement enables the engage clutch mechanism and slip clutch mechanism to synergistically utilize components for multiple functions.

Abstract: An automated multiple-gear transmission which includes a single planetary assembly having an annular gearwheel connected to a transmission output shaft, a first input shaft connected to one of the solar gearwheel or the planetary gearwheel web and a second input shaft connected to the other of the solar gearwheel and the planetary gearwheel web. A gearwheel assembly is connected from a transmission input shaft and includes a single countershaft and plurality of transmission ratio gearsets and a plurality of shift control elements for selectively connecting the first and second planetary assembly input shafts to the transmission ratio gearsets and a transmission housing.

Abstract: A transmission main shaft centering device is provided for use between a transmission input shaft and the main shaft. The centering device includes an axially moveable support member having an axis that is substantially coaxial with an axis of the input shaft. The support member is biased into engagement with one of the input shaft and the main shaft to maintain the main shaft substantially coaxial with the input shaft. The support member may include a first engaging component and one of the input shaft and the main shaft may include a second engaging component. The first and second engaging components mate to maintain the main shaft substantially coaxial with the input shaft.

Abstract: In a vehicle power unit, a main shaft and a counter shaft of a transmission are placed in and taken out through an opening formed on the crankcase. The main shaft and the counter shaft are rotatably held by a single transmission cover fastened to the crankcase and a cylinder block for covering the opening. In addition, the output shaft is provided with an input gear engaged with an output gear provided on a counter shaft 1 and is rotatably supported on the transmission cover by a bearing holding portion formed on the transmission cover via a ball bearing. The counter shaft and the output shaft are connected via a pair of gears, wherein the necessity of increasing the fastening rigidity with respect to the transmission cover is reduced and the accuracy of the position and the size of the mounting positions of the counter shaft and the output shaft is easily secured with the aforementioned power unit.

Abstract: A transmission for a work vehicle having PTO function is disclosed. The transmission includes a first transmission shaft for receiving engine power through a PTO power train, a second transmission shaft for receiving, the engine power through a traveling power train, the second transmission shaft being coupled to a rear differential mechanism, a third transmission shaft coupled to a rear PTO, a fourth transmission shaft for receiving force from the second transmission shaft, a first gear transmission mechanism for transmitting the force from the first transmission shaft to the third transmission shaft. The first gear transmission mechanism has an input gear mounted on the first transmission shaft, an output gear mounted on the third transmission shaft and a relay gear loosely mounted on the second transmission shaft for transmitting the force from the input gear to the output gear.

Abstract: A valve lifter is disclosed comprising a lifter housing having a receiver, a switch retainer having at least one bore, and a key disposed in the at least one bore. The key is movable into the receiver to lock the switch retainer against movement relative to the lifter housing.

Abstract: To enable the miniaturization of a crankcase side cover to lighten it in a casing of an engine and to enable the reduction of the area of each joined face to make performance for sealing the joined faces of a crankcase and the crankcase side cover satisfactory. In a casing of an engine composed of a crankcase, a crankcase side cover the inner end of which is joined to one side end of the crankcase and which covers a primary reduction gear and a clutch cover which is joined to the outer end of the crankcase side cover and which houses a clutch together with the crankcase side cover, the inside diameter d of the joined faces of a clutch enclosure enclosing the clutch of the crankcase side cover and the crankcase is set so that the inside diameter is smaller than the outside diameter D of a clutch outer in the clutch.

Abstract: An automatic speed change apparatus including an input shaft, an intermediate shaft and an output shaft arranged in parallel. The input shaft is coupled to the intermediate shaft by counter gear sets providing first, second and third drive paths. The input shaft is provided with clutches for engaging or disengaging the second and third drive paths and with a brake. The intermediate shaft is provided with a clutch, a brake and a one-way clutch for engaging, disengaging or braking the first and third drive path and with planetary gear sets. The first drive path is coupled to a ring gear, the second drive path is coupled to sun gears, and the third drive path is coupled to a planetary carrier. A planetary carrier and a ring gear are connected to the intermediate shaft, and the intermediate shaft is coupled to the output shaft by a fourth counter gear set.

Abstract: An automatic transmission having input and output shafts, a plurality of gear trains, a shift mechanism, and a sub clutch. An actuator operates the shift mechanism to shift the gear trains according to a driving state of the vehicle. The sub clutch transmits the driving force from the input shaft to the output shaft during gearshift. The driving force transmitting path in which the sub clutch is disposed, forms a third speed gear train that is the third gear counted from the gear having the maximum speed ratio. The sub clutch functions as a third speed shift mechanism for the third speed gear train.

Abstract: Disclosed is a method for controlling and regulating the drive train of a vehicle, comprising a drive unit, a transmission and an output unit. The transmission has controllable free-wheel units corresponding with pairs of toothed wheels for disengaging or engaging an old or a new gear and a clutch mounted on the output side. In the presence of a shift command for carrying out a higher traction shift, the transmission capacity of the clutch is adjusted in a manner such that a current drive torque of the drive unit applied to said clutch is transmitted to the output unit and the clutch exhibits at least an approximately slip-free state. When a higher traction shift exists, an operative connection is suddenly created between a controllable free-wheel unit and a corresponding pair of toothed wheels of the new gear, and the operative connection of the old gear is at least almost simultaneously canceled.

Abstract: A change speed apparatus for a working vehicle includes a first shaft for receiving driving torque from an engine, a second shaft for transmitting the driving torque to a rear wheel differential, a change speed mechanism for changing speed of the driving torque received from the first shaft and transmits the driving torque to the second shaft, and a shift lever for selectively switching the change speed mechanism. The change speed mechanism has a high forward speed stage, a low forward speed stage, a backward drive stage, and a neutral stage. The shift lever is movable along a transverse control path for the neutral stage, a first longitudinal control path for the high forward speed stage, a second longitudinal control path for the low forward speed stage, and a third longitudinal control path for the backward drive stage.

Abstract: A power transmission for a motor vehicle includes an input, a first layshaft, a second layshaft; a first power path for transmitting power between the input and first layshaft, and producing a first ratio of a speed of the first layshaft and a corresponding speed of the input, a second power path for transmitting power between the input and second layshaft, and producing a second ratio of the speed of the second layshaft and corresponding speed of the input; and a clutch for releasably connecting the input and first power path.

Abstract: An aim of the invention is to provide a double clutch transmission enabling shift actuation in multiple gear trains with a single actuator device. The time required for a gear ratio change should also be reduced, hereby improving comfort and operability. To this end, the invention provides that a gear ratio can be shifted with an actuating element through a shifting element and that in the shifted state of this gear ratio, the same actuating element can actuate at least one other shifting element in order to select other gear ratios. A neutral channel wide enough to allow the selection movement of an actuation element is advantageously retained in the shifted state of one or more gear ratios. A shifting element may follow an actuating element with a path hysteresis that is identical to or greater than the path of the shifting element between the neutral position and a final gear position.

Abstract: A transmission main shaft centering device is provided for use between a transmission input shaft and the main shaft. The centering device includes an axially moveable support member having an axis that is substantially coaxial with an axis of the input shaft. The support member is biased into engagement with one of the input shaft and the main shaft to maintain the main shaft substantially coaxial with the input shaft. The support member may include a first engaging component and one of the input shaft and the main shaft may include a second engaging component. The first and second engaging components mate to maintain the main shaft substantially coaxial with the input shaft.

Abstract: The present invention provides a transmission mechanism with a single differential mechanism for an automotive vehicle. The transmission mechanism of the invention is of a compact structure and a relatively less cost of manufacturing, and makes a clearance between the chassis of the automotive vehicle and the ground increased. The performance of the automotive vehicle equipped with the transmission mechanism of the invention can be improved.

Abstract: A selector transmission with countershaft design is described which comprises one input shaft (2), one output shaft (3), one main shaft (4) situated therebetween and one countershaft (5) interacting with the main shaft (4), shiftable gear wheel pairs being located upon the main shaft (4) and the countershaft (5). The main shaft (4) and the countershaft (5) are disposed at an angle (&agr;) to each other.

Abstract: A crank case 20 has a mission chamber 52 at a rear part, and a generator chamber 58 and a clutch chamber 59 are provided on both side of the crank case 20 in the direction of the crank shaft. The mission chamber 52 houses a transmission gear mechanism. The mission chamber 52 is bulged to one side in the direction of the crank shaft. A reverse idle gear 90 is disposed in the bulged part of the mission chamber 52. The reverse idle gear 90 is projected through a partition wall between the mission chamber 52 and the generator chamber 58 toward the generator chamber 58. The reverse idle gear shaft 44 has both ends supported by the left end wall 53a of the mission chamber and a shaft support member 66 secured to the end wall 53a.

Abstract: A hydraulic clutch and a torque converter, a crank web or an alternator provided in separate locations, except opposite positions, for avoiding interference. A crankcase is provided in a transmission for transmitting the revolution of the torque converter to a crankshaft to a main shaft via a gear. Shifting speed in three steps is achieved by a gear provided on the main shaft and a counter shaft and the hydraulic clutch for connecting or disconnecting the gear. One hydraulic clutch is arranged on a main shaft outside a pair of supports for supporting the main shaft, two gears are fixed to the main shaft inside the supports for supporting the main shaft and on both sides close to the support. The two gears engaged with the two gears and hydraulic clutches for connecting or disconnecting each gear are arranged between the two gears.

Abstract: The invention relates to a torque transmission device with at least a first, at least a second and at least a third shaft, whereby said torque transmission device comprises at least one drive mechanism which may be switched into different operating states.

Abstract: When in a change speed mode, the transmission has an input shaft that provides driving power to an axially aligned but separately rotatable output shaft through a countershaft assembly situated alongside the input shaft and containing a series of change speed gears. A special slider assembly located on the input shaft and the output shaft between the input and output gears is in meshing engagement with the output gear at this time to operably connect the output gear with the output shaft. When the slider assembly is shifted to its fully forward direct drive mode, however, the countershaft assembly is decoupled from the input shaft and the slider assembly serves to directly couple the input shaft with the output shaft.

Abstract: In an automatic transmission provided with a plurality of torque transmission means between the input shaft and output shaft of a gear-type shifting means, in which said torque transmission means for at least one shifting stage is a multi-disc clutch and the torque transmission means for all other shifting stages are claw clutches and said multi-disc clutch is controlled to accomplish smooth shifting from one shifting stage to another shifting stage, the torque capacity of the multi-disc clutch is increased above the maximum output shaft torque of the transmission and the torque of the multi-disc clutch is generated so that the output shaft torque does not change significantly during shifting.

Abstract: A vehicle gearbox having an input shaft (9), an output shaft (10) and a countershaft (11), which is arranged to parallel to the axis of shafts (9, 10) and can be drivingly connected by gear sets (I to VI and W) to shafts via separating clutches (a to g), wherein four gear sets (I, II, III, IV) and a reversing gear set (W) having an idler (20, 21, 22, 23, 26) and a fixed gear (13, 14, 15, 16, 19) form a main gearbox group(28) and two gear sets (V, VI) having an idler (24, 25) and a fixed gear (17, 18) form a downstream area gearbox (29). The separating clutches (a, b, c, d, g) and the idlers (20, 21, 22, 23, 26) of the main gearbox group (28) are arranged on the input shaft (9) while the idlers (24, 25) of the area gearbox group (29) rest on the countershaft (11), wherein the gearbox diagram, the switchgear and the gearbox housing for a vehicle gearbox with six forward gears (1 to 6) are the same as those for a vehicle gearbox with eight forward gears (1 to 8).

Abstract: A gear box 1 has an input shaft 2, an output shaft 4 and a counter-shaft 6. A headcut gear 8 mounted on the input shaft 2 intermeshes with a first counter-shaft 10 mounted on the counter-shaft 6. A second counter-shaft gear 12, intermeshes with a corresponding gear 16, mounted on the output shaft 4. The first two counter-shaft gears 10, 12 are interlocked by virtue of inter-engaging means comprising, for instance, a protrusion 24 from one of the two gears and a protrusion receiving recess 30 in the other of the two gears 10,12. Interlocking the two gears 10,12 prevents one rotating relative to the other in the event, say, of a torque spike.

Abstract: A torque reversing apparatus which is positioned within the drive train of a circle track race car. The torque reverser is made up of a centrally located gear housing which is most commonly attached to the rear end of the race car's transmission. The forward surface of the gear housing allows for the introduction of the transmission's output shaft which is in turn fixedly attached to the drive gear. The drive gear in turn is meshed with the output gear which is mounted within the gear housing on the same plane as the drive gear. The output gear is in turn fixedly attached to the output shaft of the gear housing which then exits out the rear housing cover where it makes the connection with the drive shaft. Thus, the clockwise rotation of the engine is transformed to a counter clockwise rotation behind the present invention moving the effects of the torque from predominantly being applied to the right side of the vehicle to the left.

Abstract: A drive train (24) of a motor vehicle with a front engine (2) and rear-wheel or all-wheel drive, in which a gear input shaft (26) from a drive technical point of view is connected to a front engine (2) and a gear output shaft (38) is connected via a longitudinal drive shaft (61) to the rear axle gearbox and in which gear wheels (27, 28; 29, 30; 31, 32; 33, 34) meshing with one another are arranged on the gear shafts, wherein for every gear transmission ratio, one gear wheel is arranged in a torsionally stationary manner on the gear shaft (26), while the respectively other gear wheel is pivotably seated on another gear shaft (38) and via coupling mechanisms (25, 35) can be connected to the gear shaft (38) that is assigned to the idler wheels (28, 30, 32, 34).

Abstract: A transmission for a vehicle with an input drive shaft (10), a coaxial output drive shaft (11) and a counter shaft (12, 13) which is installed axis-parallel to the input and output shafts (10, 11) and can be driveably connected with the input and output shafts (10, 11) by gear sets (I to V and W) and shifting clutches (a to e, g, h), whereby certain gear sets (I, II, III, W) form a principal gear-drive group (29) and two gear sets (IV, V) form a range group (30) located proximal to the output shaft (11). The proposal is that between the input drive shaft (10) and the output drive shaft (11) a coaxial intermediate shaft (14) is located, in which a first shifting clutch (a) can connect the intermediate shaft (14) to the input drive shaft (10) and a sixth shifting clutch (f) can connect the intermediate shaft (14) with the output shaft (11).

Abstract: A transmission is described, in particular an automatic transmission, which has several shift control elements (A, B, C, D, E) and several gearwheels (2, 3) which can be engaged via the shift control elements (A to E) to form a power flow, in which, to establish a transmission ratio in each case at least one of the shift control elements (A to E) is closed. The shift control elements (B, C, E), which are engaged during an up-shift, are formed as frictional shift control elements, and the shift control elements (A, D), which during up-shifts respectively only constitute a shift control element to be disengaged, are made as positive-locking gear elements.

Abstract: When in a change speed mode, the transmission has an input shaft that provides driving power to an axially aligned but separately rotatable output shaft through a countershaft assembly situated alongside the input shaft and containing a series of change speed gears. A special slider assembly located on the input shaft and the output shaft between the input and output gears is in meshing engagement with the output gear at this time to operably connect the output gear with the output shaft. When the slider assembly is shifted to its fully forward direct drive mode, however, the countershaft assembly is decoupled from the input shaft and the slider assembly serves to directly couple the input shaft with the output shaft.

Abstract: In the transmissions of the background art, two larger-diameter gears are mounted on a final shaft thereby causing an increase in weight of the transmission. The present invention reduces the weight of a transmission by mounting only one larger-diameter gear on a final shaft.

Abstract: A transmission including a drive shaft that can be connected with a drive motor. The transmission has at least two input shafts that are part of respective separate, parallel transmission paths that each include a plurality of gear trains defining respective transmission ratios. At least one clutch is provided to enable a transmission step to be shifted with reduced tractive force interruption during a shift between different gears.

Abstract: An automated multi-speed transmission includes an engine clutch operable to establish a releasable drive connection between the engine and an input shaft, an output shaft adapted to transfer power to the driveline, and a synchromesh geartrain having a plurality of constant-mesh gearsets that can be selectively engaged to establish a plurality of forward and reverse speed ratios. The transmission also includes power-operated dog clutches for selectively engaging the constant-mesh gearsets, and a controller for controlling coordinated actuation of the engine clutch and the power-operated dog clutches. The power-operated dog clutch associated with the low and the top gear are used during downshifts and upshifts, respectively, to actuate a clutch assembly for synchronizing the speed of the input shaft and the selected gear prior to engagement of its corresponding dog clutch.

Abstract: An electromechanical transmission for use with a motor vehicle having an internal combustion engine includes a planetary gear assembly, an electric drive, a changeover gear assembly, and a driven shaft. A planetary gear assembly includes an input shaft and first and second output shafts, wherein the input shaft is coupled to a crankshaft of the internal combustion engine. The electric drive includes first and second rotors connected to two of the input shaft and two output shafts of the planetary gear assembly, respectively. A changeover gear assembly includes first and second gear shafts connected to the two output shafts of the planetary gear, respectively. The changeover gear assembly also includes a first gear wheel pair rotatably mounted to the first gear shaft and a second gear wheel pair rotatably mounted to the second gear shaft. The changeover gear assembly further includes a shifting mechanism operatively associated with each gear shaft and the corresponding gear wheel pair.