Abstract: The noise caused by the coupling and decoupling of the gear generated when ignition on and off of a dual-clutch mounted vehicle in the P range are switched to each other, and the merchantability of the vehicle can be increased by improving the noise performance of the vehicle by preventing the noise generated by the coupling of the gear as possible from being remarkable in other shift ranges.

Abstract: A manual transmission for vehicles minimizes rotational inertia and improves rattle as a consequence of preventing unnecessary idling of a first speed gear and a reverse speed gear by maintaining a first input gear to be a free gear state at all shift-speeds except a first forward speed and a reverse speed.

Abstract: A transmission (12) for a vehicle (10) includes a gear shaft (24) having an external periphery (57) and a hub (54). The hub (54) is rotatably secured and axially moveably connected to the external periphery (57) of the gear shaft (24) and has a plurality of external teeth (62). The transmission (12) also includes a gear (56) connected to the gear shaft (24). An external periphery (66) of the gear defines teeth (67). The transmission further includes a shift collar (44) having a bore (64) through the shift collar (44). The shift collar (44) has internal teeth (65) that engage the teeth (62) of the hub (54). The gear and the shift collar (44) have a first configuration where all of the teeth (65) of the shift collar (44) are spaced from all of the teeth (67) of the gear (56) and a second configuration (70) where at least some teeth (65) of the shift collar (44) engage teeth (67) of the gear (56). The shift collar (44) defines a feature (71) for limiting the axial motion of the shift collar (44).

Abstract: A transmission includes first and second rotating shafts arranged in parallel and multiple gear sets including gears fixed to the first rotating shaft and rotatable gears rotatably supported on the second rotating shaft. Each gear set includes first and second engagement units engaged with first and second engagement-target portions formed on end surfaces of each rotatable gear and transmitting torque in first and second rotational directions; and a shift mechanism axially and independently moving the first and second engagement units. Each one of the first and second engagement units has a slanted portion allowing the engagement unit to withdraw from the rotatable gear when the other one of the engagement units is disengaged and torque transmitted in a corresponding direction is input. Each one of the first and second engagement unit of each gear set moves integrally with the other one of the engagement units of an adjacent gear set.

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

Abstract: An actuating assembly for actuating synchronizing elements of a centrally synchronized dual-clutch transmission having at least a first part-transmission (6) and a second part-transmission (7) such that at least one synchronizing element is associated with each of the first and the second part-transmission (6, 7). A common actuator (1) is provided for actuating at least the synchronizing elements of the two part-transmissions.

Abstract: A reversing gear (13d) is disposed between a fifth fixed gear (13a) having a smallest outer diameter among respective gears provided in a first main shaft (4) and a second main shaft (5) and a sixth idling gear (13b) having a smallest outer diameter among respective gears provided in a first sub-shaft (6) to always mesh with the respective gears. A first synchronizing sleeve (21) is disposed to overlap a bearing (8a) of a third sub-shaft (8) in the axial direction of the second main shaft (5). A second synchronizing sleeve (22), a third synchronizing sleeve (23), and a fourth synchronizing sleeve (24) are disposed to overlap a bearing (8b) of the third sub-shaft (8) in the axial direction of the second main shaft (5).

Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.

Abstract: A method of controlling a transmission brake that is actuated by inlet and outlet valves. For determining when to transmit a disengagement signal for opening the outlet valve, the current input and output speeds are determined and the respective gradients of these speeds are calculated. Variation of the input speed, during the disengagement of the brake, is determined as a function of the input gradient, the optimum time for reaching the synchronous speed, during brake disengagement, is determined from the input speed variation as a function of the output gradient, and the time interval until transmission of the disengagement signal is determined as a function of the current input and output speeds and their gradients, by a back-calculation from the time when the synchronous speed is reached, taking a disengagement dead time of the brake, between transmitting the disengagement signal and start of disengagement, into account.

Abstract: A shift device has lever members arranged between a sleeve, a hub, and synchronizer rings to amplify and transmit pressing force of the sleeve to one of the synchronizer ring. The lever members include first lever members for one of the synchronizer rings, and second lever members for the other of the synchronizers. The first lever members and the second lever members are alternately arranged at the both sides of the hub with a phase shift in a rotational direction.

Abstract: A shift device has lever members arranged between a sleeve, a hub, and synchronizer rings to amplify and transmit pressing force of the sleeve to one of the synchronizer ring. The lever members include a top portion and arm portions at the both sides of the top portion. The lever members are provided with a torque receiving surface capable of receiving friction torque from projections of the synchronizer rings on an intermediate portion of each arm portion between the top portion and a second slide surface provided on each end of the arm portions.

Abstract: A shifting device for a gearbox which has at least one sliding sleeve that is placed on a transmission shaft in a rotationally fixed and axially movable manner. One idler gear, which is rotationally supported on the transmission shaft, is located at on one side adjacent the sleeve. The sliding sleeve can be axially moved, by an actuating element, from a neutral position into a shifting position toward the idler gear, and upon reaching the shifting position, couples the idler gear with the transmission shaft. The associated actuating elements are arranged in a stationary manner and, upon actuation, engage with at least one shifting groove, provided on an outside diameter of the at least one sliding sleeve and has a curve-shaped path, in the axial direction, so that rotation of the transmission shaft axially shifts the sliding sleeve according to the further path of the shifting groove.

Abstract: A multiplexed electromechanical shift mechanism includes a single linear actuator with multiple independently selectable linkages actuating a clutch and multiple gears for use in motor vehicle transmissions such as a dual clutch transmission. The linear actuator may be a ball screw, a planetary roller screw or hydraulic or pneumatic operator capable of controlling bi-directional linear motion of an output member. A plurality of linear clutches selectively couple the output member to one of a plurality of linkages adapted to transfer the bi-directional motion of the output member. One of the linkages is coupled to and engages an input (main) clutch of the transmission and the remaining linkages are coupled to and bi-directionally translate shift forks and synchronizer clutches which achieve gear selection and engagement.

Abstract: A mechanical gearbox for motor vehicles presenting: a first shaft; a second shaft; a plurality of gear pairs, each of which mechanically couples the first shaft to the second shaft, defines a corresponding speed and comprises a first gear mounted on the first shaft and a second gear which is mounted on the second shaft and permanently meshes with the first gear; a plurality of synchronizers, each of which is mounted coaxially to a shaft between two gears of two gear pairs and is adapted to be actuated to alternatively engage the two gears to the shaft; and an actuation system for displacing each synchronizer alternatively in the two senses along the respective shaft and comprising a plurality of forks, each of which envelops a corresponding synchronizer; the gear pair of two consecutive speeds are arranged so as to be engaged by two different synchronizers; and the actuation system independently actuates the synchronizers.

Abstract: A vessel propulsion apparatus includes a second shaft that is inserted in a first driven gear and in a second driven gear, that is connected to a dog clutch, and that is arranged to undergo a thrust. The vessel propulsion apparatus includes a first bearing disposed between the first driven gear and the second shaft, a second bearing disposed between the second driven gear and the second shaft, and a case to which a thrust applied to the second shaft is transmitted via the first bearing and the first driven gear or via the second bearing and the second driven gear. The vessel propulsion apparatus includes an adjusting member disposed between the second shaft and at least one of the first driven gear and the second driven gear and arranged to apply a preload onto the first bearing and the second bearing.

Abstract: A transmission includes an input shaft for receiving rotation of an engine, an intermediate shaft connected to the input shaft via a damping mechanism, drive gears, driven gears, and an output shaft. Rotation of the input shaft is transmitted to the driven gears, which are inserted into the output shaft to be free to rotate, via the damping mechanism, the intermediate shaft, and the drive gears. A gear shift is performed by fixing one of the driven gears to the output shaft to be incapable of relative rotation using a selector mechanism. An impact generated when the gear is fixed is absorbed and dampened by the damping mechanism, which is interposed between the input shaft and the intermediate shaft.

Abstract: A vehicle drive system includes: an engine outputting a rotational torque; a drive shaft; a dog-clutch automatic transmission which includes an input shaft, an output shaft, plural idler gears idly rotatably arranged at one of the input shaft and the output shaft, plural fixed gears fixed to the other of the input shaft and the output shaft and engageable with the idler gears, respectively, plural dog clutches provided at a shaft at which the idler gears are arranged, and a selection mechanism moving each dog clutch in an axial direction of the shaft to allow the dog clutch to be engaged with the idler gear and to allow the dog clutch to be disengaged from the idler gear; a clutch arranged between the drive shaft and the input shaft; and a shift execution device configured to execute an up-shift operation from a present gear stage to a subsequent gear stage.

Abstract: An embodiment provides a shift inhibitor apparatus for a multiple speed transmission main section. The transmission includes an input shaft and an output shaft The transmission main section has a plurality of selectively engageable ratios. The transmission also has a range section shiftable between a range high ratio and a range low ratio. The shift inhibitor includes an interlock moveable between a locked condition and a released condition, wherein the interlock selectively prevents a gear shift in the transmission main section. The shift inhibitor also includes a range sensor valve. The range sensor valve selectively detects a range shift of the range section. The range sensor valve selectively causes the interlock to be positioned in the released condition upon detection of a completed range shift. The interlock is selectively positioned by a fluid.

Abstract: A power transmission device is comprised of a first shaft having a first gear and a second gear and capable of being drivingly coupled with the engine; a second shaft drivingly coupled with the electric motor and the first shaft; a third gear meshing with the first gear to form a first gearing having a first gear ratio; a fourth gear coaxial with the third gear, the fourth gear meshing with the second gear to form a second gearing having a second gear ratio; a third shaft coaxial with both the third gear and the fourth gear, the third shaft being drivingly coupled with the axles; a first clutch configured to selectively connect and disconnect the third gear with the third shaft; and a second clutch configured to selectively connect and disconnect the fourth gear with the third shaft.

Abstract: A synchronizer hub comprises a one-piece, disk-shaped base body having a longitudinal extent, an external toothing on an outer periphery of the base body, and an internal toothing on an inner periphery of the base body. The external toothing is divided into a plurality of tooth segments which, as viewed in the longitudinal extent, alternately extend from the base body in opposite directions.

Abstract: A mechanism with an inner race, which has cams, an outer race and rollers between the cams and the outer race. The inner race has a first notch while the outer race has a second notch with a narrow portion and a wider portion. A member is disposed in the first and second notches. Positioning of the member in the first notch and the narrow portion of the second notch inhibits relative rotation between the inner and outer races and power is not transmitted between the outer race and a power transmitting member, such as a gear. Positioning of the member in the first notch and the wider portion of the second notch permits some relative rotation between the inner and outer races to cause the cams to urge the rollers outwardly so that the outer race frictionally engages the power transmitting member to facilitate transmission of rotary power therebetween.

Abstract: A synchronizer assembly includes a synchronizer sleeve that engages a first gearwheel of the transmission. The synchronizer sleeve and the first gearwheel are rotatable about a shaft, and the synchronizer sleeve is axially moveable along the shaft. The synchronizer assembly further includes a synchronizer ring that contacts a second gearwheel of the transmission to selectively engage the synchronizer sleeve. The synchronizer ring includes a synchronizer spring that selectively abuts the second gearwheel to push the synchronizer ring against the synchronizer sleeve, and a plurality of lugs that engage the second gearwheel. The synchronizer spring is retained on the plurality of lugs.

Abstract: A synchronizing device of a transmission is provided with a cylindrical synchronizer body having an external toothing. A shifting sleeve includes, but is not limited to an internal toothing. The internal toothing axially displaceably meshes with the external tooting of the synchronizer body. A synchronizing ring includes, but is not limited to a locking gear rim. In clearances distributed on the circumference of the synchronizer body, pre-synchronizing elements are arranged. The pre-synchronizing elements are in spring-elastic engagement with the shifting sleeve and are arrested by the shifting sleeve in a middle position. A face end of the locking gear rim includes, but is not limited to outward bulges in direction of the pre-synchronizing elements subject to the setting of spacing between synchronizing ring and pre-synchronizing elements.

Abstract: A sleeve has splines formed with a groove, a high-speed-stage slanting surface and a turn-off slanting surface. A synchronizer ring has splines and first projecting portions. Lever members are arranged among the sleeve, the hub and the synchronizer ring to transmit pushing force from the sleeve to the synchronizer ring. The synchronizer ring is pushed against a speed gear to generate frictional torque, being pushed by the lever members pressed by a high-speed-stage slanting surface. The lever members turn over and transmit pushing force applied from a turn-over slanting surface to the synchronizer ring so as to press a frictional surface against a cone surface to synchronize them when the sleeve moves in a direction opposite to the speed gear. A diameter of the first inner diameter portion is set larger than that of the second inner diameter portion.

Abstract: A synchronizer for a transmission includes a shift rail, a first sleeve, a second sleeve, and a stopper. The shift rail includes a first shift fork and a second shift fork that are provided integrally with each other. The first sleeve is movable in a first direction along an axial direction from a predetermined first standby position to synchronize a first gear with a rotating shaft. The second sleeve is movable in a second direction along the axial direction from a predetermined second standby position to synchronize a second gear with the rotating shaft. A distance between the second sleeve at the predetermined second standby position and the stopper in the axial direction is smaller than a distance between the first sleeve at the predetermined first standby position and the third gear in the axial direction.

Abstract: A power assist element for arrangement in a synchronizer hub of a transmission synchronization device includes a base body, which has a height, a longitudinal extension and a lateral extension, and which in the direction of the longitudinal extension comprises includes two opposite, distal end sections. In at least one end section a functional surface is formed, which in the installed state cooperates with the synchronizer hub. On the base body between the two distal end sections a central elevation is formed for engagement in a sliding sleeve groove on a bottom of a sliding sleeve. The central elevation includes at least one additional functional surface which can be brought into active connection with the sliding sleeve. The functional surface in the distal end section(s) is at an acute angle to the greatest longitudinal extension of the base body and oriented at an angle to the longitudinal extension.

Abstract: A shifting assembly for shifting the reverse gear of a variable-speed gearwheel transmission. The shifting assembly comprises a reverse-gear gearwheel mounted to rotate on a transmission shaft which has a first tooth array. A clutch body, that is rotationally fixed to the transmission shaft which has a second tooth array, is associated with the reverse-gear gearwheel. The first and the second tooth arrays are axially forced into engagement in order to engage the reverse gear. A synchronizer ring, connected to the reverse-gear gearwheel, has a friction surface which engages another mating friction surface during synchronization. The synchronizer ring and the reverse-gear gearwheel can rotate relative to one another by a limited angular amount between a blocking position and a through-connection position. A stressing element, arranged between the synchronizer ring and the reverse-gear gearwheel, pre-stresses the synchronizer ring relative to the reverse-gear gearwheel in the direction of a blocked position.

Abstract: A clutch assembly for connecting a shaft to a rotary member mounted on said shaft in a rotationally fixed manner comprises: a sliding sleeve which is rotationally fixed to the shaft, is axially slidably mounted on said shaft and is provided with a first gearing. A clutch body is rotationally fixed to the rotary member and provided with a second gearing which can mesh with the first gearing to connect the shaft and the rotary member in a rotationally fixed manner. And, a locking synchronization unit having a synchronizer ring with a friction surface the ring permitting the speeds of the shaft and the rotary member to be synchronized before the meshing of the first and second gearings. The locking synchronization unit further comprises a locking member which is coupled to the sliding sleeve by a detent groove and to the synchronizer ring in the rotational direction (D) by a pair of locking surfaces.

Abstract: A shift device has lever members. These top portions engage with cut-off portions of a hub, being inserted in a groove portion of a shift sleeve. Slanted surfaces of the sleeve contact with the top portions to be capable of transmitting axial pressing force on the pressure-receiving surfaces of the ring. Friction torque acts on the members through first projections of the ring. The members has first slide surfaces contactable with first guide surfaces of the hub at both end portions in a rotational direction of the top portions, and second slide surfaces contactable with second guide surfaces of the hub at both end portions of the members.

Abstract: A transmission having an input shaft and an output shaft, where an input gear is rotatably fixed for common rotation by the input shaft, an output gear is rotatably fixed for common rotation by the output shaft, and a third shaft is disposed generally parallel to the input and output shafts and has an outer surface that includes a splined portion and a non-splined portion. A reverse gear assembly rotatably fixed for common rotation by the third shaft includes a reverse gear, a synchronizer member, an annular retaining member, and a synchronizer spring. The reverse gear is disposed on the third shaft, and has a hub extending from a first side. The reverse gear assembly is selectively axially moveable along the third shaft to engage the input and output gears.

Abstract: A shifting sleeve for selectively engaging a transmission gear in a vehicle transmission is provided. The transmission gear has at least one opening defined therein. The shifting sleeve comprises at least one tooth for selectively engaging the at least one opening defined in the transmission gear. The at least one tooth extends from the shifting sleeve body and has a first portion, a second portion and a third portion. The first portion has a top surface disposed at a first height and the second portion has a top surface disposed at a second height, the first height being greater than the second height. The third portion is disposed between the first and second portions, and has a top surface disposed at an angle and extending between the top surfaces of the first and second portions.

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

Abstract: A transmission is provided that includes at least first and second rotatable shafts, at least first and second pairs of meshing gearwheels, each of which includes an idle gearwheel rotatably mounted on the second shaft, at least one synchronizer which is displaceable along said second shaft between first and second engaged positions in which it locks one of the idle gearwheels to the second shaft via a neutral position, and a hydraulic actuator for displacing the synchronizer. The actuator includes a cylinder and a piston which is displaceable within the cylinder delimiting first and second chambers. The volume of the first chamber is smallest when the actuator is in the first engaged position and the volume of the second chamber is smallest when the actuator is in the second engaged position. The piston further delimits at least a third chamber within the cylinder.

Abstract: A method for performing gear shifting by engaging a coupling element with a gear wheel includes moving the coupling element relative to the gear wheel from a disengaged position to an engaged position, in which a particular gear is selected. A speed of the coupling element relative to a speed of the gear wheel is controlled during movement of the coupling element so that a speed difference is maintained until the coupling element reaches the engaged position.

Abstract: A transmission mechanism with a pair of selectively engageable clutch systems has an upstream gear ratio and a downstream gear ratio that combine to provide an effective gear ratio. A different clutch drive member is associated with an input side of each of the pair of clutch systems. The clutch drive members are driven for rotation by an engine input member. The upstream gear ratio is determined by the gear ratio between the engine input member and one of the clutch drive members. Output sides of each of the clutch systems drive an associated one of a pair of non-coaxial layshafts. Pinions are located on and selectively driven by the layshafts. A countershaft is spaced from both of the layshafts, and has a plurality of gears. Each of the gears is driven for rotation by one of the pinions of the layshafts. The downstream gear ratio is determined by the gear ratio between the selected pinion and the intermeshed gear.

Abstract: A lock pin-type automobile synchronizer includes a higher gear conical ring (1) and a lower gear conical ring (4) which are arranged at the sides of a sliding gear sleeve (3). A higher gear lock pin (2) is fixed to one side of the higher gear conical ring (1). A lower gear lock pin (5, 6) is fixed to one side of the lower gear conical ring (4). A pin hole corresponding to the higher gear (2) lock pin and the lower gear lock pin (5, 6) is arranged on the sliding gear sleeve (3). The number of lower gear lock pins (5, 6) is higher than the number of higher gear lock pins (2).

Abstract: A speed change control system for industrial vehicle, includes: a speed ratio detecting unit that detects a speed ratio of speeds of an input shaft and of an output shaft of a torque converter; speed changer for operating based on the torque converter speed ratio that shifts up or down a speed stage of a transmission in response to the detected speed ratio; a braking detection unit that detects an operation of a braking device for traveling; and a downshift limit unit that permits a downshift to a 1st speed by the speed changer when a non-operation of the braking device is detected by the braking detection unit and limits a lowest speed stage upon downshift by the speed changer to a 2nd speed when an operation of the braking device is detected.

Abstract: According to aspects of the disclosure, provided is a transmission control system to enable smooth engagement of meshing engagement means When establishing a forward gear position by engaging the meshing engagement means and a forward clutch while a vehicle is stationary. For example, when a synchro device is operated so as to establish a predetermined forward gear position, it becomes difficult to smoothly couple a first speed drive gear to the input shaft by the synchro device. However, temporarily engaging a reverse clutch during the process of operation of the synchro device allows a reverse torque to act on the first speed drive gear to apply torsion to a power transmission path between the first speed drive gear and a driven wheel. Furthermore, a repulsive force is applied and generates backlash between the synchro device and the first speed drive gear, thus enabling smooth operation of the synchro device.

Abstract: A multi-speed transmission is disclosed having an input and output shafts supported by a housing, two gear sets each having a drive gear and a driven gear, and at least two shift forks coupled with synchronizers. An idler gear is selectively manipulated by a reverse lever to intermesh with a drive gear and a driven gear of one of the gear sets to create a reverse gear ratio. The reverse lever includes a cam portion that is selectively engageable with one of the shift forks. When the reverse lever is manipulated to move the idler gear to intermesh with the reverse gear set, the cam portion of the reverse lever triggers partial engagement of another gear set in order to synchronize the speed between the input and output shaft so that the idler gear is spinning at a similar speed as the driven gear of the reverse gear set.

Abstract: A synchronizer system and method allow synchronization of a plurality of rotating parts by determining a measured or calculated starting relative speed of the plurality of rotating parts, and based on the starting relative speed selecting a predetermined synchronizer force profile from among a plurality of candidate profiles for synchronizing the plurality of parts prior to engagement. The selected profile is retrieved and applied to a synchronizer between the plurality of parts to be engaged, and when the relative speed between the plurality of parts to be engaged becomes substantially zero, the plurality of parts can then be engaged to one another.

Abstract: A transmission is disclosed having an input shaft or member, an output shaft or member, a plurality of meshing gears, a plurality of synchronizers and a reverse idler gear assembly. The reverse idler gear assembly includes an idler gear member, a synchronizer member and a retainer member. The synchronizer member has a pair of tabs that engage grooves on an idler shaft and interface with a synchronizer spring to apply a force from the synchronizer member on the retainer member and create a braking friction to slow down the idler gear assembly and the input shaft prior to meshing with the gear of the output shaft.

Abstract: A gear synchronizing system having a component carrier, wherein the component carrier accepts a splined shaft therethrough and interact with the splined shaft to allow transfer of rotation between the splined shaft and the component carrier while also allowing the component carrier to slide axially along the splined shaft relative to an associated friction plate. The component carrier includes a plurality of friction members pivotably coupled within walled recesses of the component carrier, such that when the component carrier is urged toward the associated friction plate, at least a portion of the contact surface of the friction members initially contacts a surface of the friction plate and, as the component carrier continues to be urged toward the associated friction plate, each friction member is rotated, such that at least a portion of the contact surface of each friction member continues to contact a surface of the friction plate.

Abstract: A synchronizing clutch having a component carrier, wherein the component carrier accepts a splined shaft therethrough and interact with the splined shaft to allow transfer of rotation between the splined shaft and the component carrier while also allowing the component carrier to slide axially along the splined shaft relative to an associated friction plate. The component carrier includes a plurality of friction members pivotably coupled within walled recesses of the component carrier, such that when the component carrier is urged toward the associated friction plate, at least a portion of the contact surface of the friction members initially contacts a surface of the friction plate and, as the component carrier continues to be urged toward the associated friction plate, each friction member is rotated, such that at least a portion of the contact surface of each friction member continues to contact a surface of the friction plate.

Abstract: A speed control method for an automatic transmission includes a first synchronizing process, in which a first clutch portion is operated to be in an engaging state in order to synchronize a first input shaft to a power source, a second synchronizing process, in which the first input shaft is synchronized to the output shaft by operating a gear train connected the first input shaft so as to be in an engaging state, after the first clutch portion is operated so as to be in the disengaging state and a torque transmission path switchover process for switching a torque transmitting path from a second input shaft to the first input shaft by operating the first clutch portion so as to be in an engaging state while the second clutch portion is operated so as to be in an disengaging state.

Abstract: A manual transmission for vehicles minimizes rotational inertia and improves rattle as a consequence of preventing unnecessary idling of a first speed gear and a reverse speed gear by maintaining a first input gear to be a free gear state at all shift-speeds except a first forward speed and a reverse speed.

Abstract: A gear shifting system is described that includes an first shaft that is connected to a motor to be rotated thereby, a synchronizing gear, a first insert unit and a second insert unit protrude at both sides thereof, a first gear and a second gear configured to rotate around the first shaft, a first plate and a second plate, a first engagement aperture and a second engagement aperture, and a second shaft. The second shaft is configured to move the synchronizing gear in an axial direction so that the first insert unit is inserted into the first engagement aperture or the second insert unit is inserted into the second engagement aperture to transfer a torque of the synchronizing gear to the first gear or the second gear.

Abstract: The invention relates to a gear shifting point (10) for producing a rotationally fixed connection between a toothed wheel (16, 18) and a shaft (12). Said gear shifting point (10) comprises a shaft (12), a sliding sleeve (24) and at least one toothed wheel (16, 18). The toothed wheel (16, 18) is mounted rotationally with respect to the shaft (12). The sliding sleeve (24) is mounted on the shaft (12) in such a way that it is not rotatable therewith. The toothed wheel (16, 18) and the sliding sleeve (24) are embodied in such a way that a rotationally fixed connection can be produced therebetween in the coupled state of the gear shifting point (10) and no connection can be produced between the toothed wheel (16, 18) and the sliding sleeve (24) in the neutral state of the gear shifting point (10).

Abstract: A manual transmission includes an input member, an output member, a transmission input shaft, a countershaft, a reverse shaft, a plurality of co-planar gear sets, and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of synchronizer assemblies. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the input member and the output member.

Abstract: A releasable drive connection includes a ring including teeth angularly spaced about an axis, and grooves, each groove formed in an axial end of the ring and aligned angularly with a space between consecutive ring teeth; and a sleeve supported for axial movement, including first teeth angularly spaced about the axis, engageable with the ring teeth, each first tooth having a first length; and second teeth, each second tooth aligned with one of the first teeth, having an axial length shorter than the first length, and including a pointed end for engaging one of the grooves and permitting the first tooth to extend between and engage consecutive gear teeth.

Abstract: A synchronizing device of a transmission is provided with a cylindrical synchronizer body having an external toothing. A shifting sleeve includes, but is not limited to an internal toothing. The internal toothing axially displaceably meshes with the external tooting of the synchronizer body. A synchronizing ring includes, but is not limited to a locking gear rim. In clearances distributed on the circumference of the synchronizer body, pre-synchronizing elements are arranged. The pre-synchronizing elements are in spring-elastic engagement with the shifting sleeve and are arrested by the shifting sleeve in a middle position. A face end of the locking gear rim includes, but is not limited to outward bulges in direction of the pre-synchronizing elements subject to the setting of spacing between synchronizing ring and pre-synchronizing elements.