Abstract: A multi-gear-speed transmission includes cam rods in sliding contact with an inner peripheral surface of an inner cavity of a gear shaft; pin members inserted in pin holes bored in the gear shaft in the radial directions and which are advanced or retreated by alternatedly making contact with the sliding contact surfaces of the cam rods and cam grooves. Swing claw members are rotatably supported on pivot pins provided in the gear shaft and which are advanced or retracted by the pin members to be engaged with or disengaged from gears (n). The swing claw members and the pivot pins are embedded in recessed parts formed in the outer periphery of the gear shaft, annular bearing collar members externally fitted over the gear shaft are arranged to press the pivot pins from the outer side, and the gears (n) are rotatably borne on the bearing collar members.

Abstract: A system for actuating gear changes in a motor vehicle transmission includes an electric motor including a motor shaft supported for rotation about an axis, first and second actuator drums supported for rotation substantially parallel to the axis, and a drive mechanism including a first power path driveably connecting the motor shaft and the first drum, and a second power path driveably connecting the motor shaft and the second drum.

Abstract: A system for actuating couplers to produce gear changes in a motor vehicle transmission includes first and second actuator drums supported for rotation, and first and second shift forks. Each first shift fork is driveably connected to a first actuator drum, secured to a first coupler, and displaced in response to rotation of a first actuator drum between a neutral state, wherein no gear is engaged, and at least one first drive state, wherein a gear of a first gear group is engaged. Each second shift fork is driveably connected to a second actuator drum, secured to a second coupler, and displaced in response to rotation of a second actuator drum between a neutral state, wherein no gear is engaged, and at least one second drive state, wherein a gear of the second gear group is engaged.

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: The constant-mesh transmission includes a gear case, an input shaft, a counter shaft and an output shaft. An input drive gear integral with the input shaft meshes with the counter shaft drive gear. First, second and third speed counter shaft gears are integral with the counter shaft. A fifth speed counter shaft gear and a counter shaft sprocket are journaled on the counter shaft. First, second and third speed driven gears are journaled on the output shaft and in mesh with the first, second and third speed counter shaft gears. A reverse driven sprocket is journaled on the output shaft. A fifth speed output shaft gear is secured to the output shaft. A chain is trained around the sprockets. Clutch assemblies are mounted on the output shaft and a clutch is mounted on the counter shaft. A clutch locks gears to the output shaft for first and second speed. A clutch locks a gear to the output shaft for third speed or locks the input shaft to the output shaft for fourth speed.

Abstract: The invention provides a multi-gear ratio gearbox with a reverse. The gearbox is characterized by having a very short overall length. It has an input drive shaft (11) and an output shaft (12) in coaxial relationship, two counter shafts (13 and 14) arranged in parallelism thereto and furthermore groups of gear wheels mounted on these shafts, the gear wheels in such groups being placed in three gear wheel planes. The clutches for coupling the different gear wheels with their shafts are in a common plane which for its part is between the gear wheel planes. This arrangement leads to an extremely compact design of the gearbox, more particularly as regards its axial length so that the gearbox is specially well suited for combination with a coaxial change-speed transmission on the output side. If such further transmission is an epicyclic gearing unit the overall length will be within the length range of plain transmissions as so far proposed.

Abstract: A gearbox-transmission, especially for power vehicles, with synchronized reverse gear, an intermediate-gearwheel providing for the reversal of direction consists of two loose-gearwheels located on the same axis which is beside the input and output shafts, of which the one loose gearwheel engages the input-shaft via a loose-gearwheel and the fixed-gearwheel of one forward-gear, and the other engages the output-shaft via the loose-gearwheel and the fixed-gearwheel of another forward-gear. The two reverse gear loose-gearwheels are connectable with each other by means of a shift-clutch. In this way no additional gearwheels are needed on the input- and output-shaft for the reverse-gear so that the structural length of such a transmission can correspondingly be reduced.

Abstract: A transmission comprises gear trains which provide increasing speed ratios and two clutches which are operable independently to provide alternative paths through the gear trains between an input and an output. The gear trains provide alternate ratios driven respectively through one and the other clutch. The input comprises a first shaft drivable by one clutch and a shaft drivable by the other clutch. A layshaft is provided through which drive in a selected ratio is transmitted from one of the first and second shafts to the other to drive the output which is also a shaft. One of the first and second shafts has a gear thereon which meshes with a gear on the output shaft.

Abstract: A transmission apparatus for a vehicle comprising a casing, an input shaft, an output shaft parallel to the input shaft having at least four gear trains interposed between the two shafts through respective clutches, at least one of the respective clutches being an in-common clutch used in common to two of the at least four gear trains, and at least one selection mechanism provided separately from the common clutch. The two gear trains are those differentiated in change speed stage one from another by three stages. The two gear trains are arranged so that in the case of power transmission through any selected gear train other than the two gear trains, such one of the two gear trains that has a change speed stage nearer the change speed stage of the selected gear train has been selected by the selection mechanism.

Abstract: A rotary transmission is of the dual clutch kind and includes three gear trains through which the clutches providing alternative drive paths between a common input shaft and a common output shaft. One clutch drives the output shaft either through a two-wheel gear train or through a three-wheel train of which the first wheel is a gear wheel driven directly from the input shaft, the second wheel is a gear wheel interengaged with the first wheel and journalled on the output shaft and the third wheel is a sleeve wheel journalled on and engageable with the output shaft so that the second wheel drives the output shaft through the sleeve wheel. The other clutch is arranged to drive the output shaft either through a two-wheel gear train of which the second gear wheel is provided by the sleeve wheel or through a six-wheel gear train of which all the gear wheels are members of the first, second and third mentioned trains.

Abstract: A rotary transmission has an input shaft, an output shaft, two layshafts, two drive clutches and gear trains selectively engageable by dog clutches to transmit drive from the input shaft to the output shaft according to the state of engagement of the drive clutches and dog clutches. A transfer gear train and dog clutch is provided for drive between the layshafts, a further dog clutch being provided between one of the layshafts and the output shaft. The transmission provides six sequential speed ratios with pre-selection of adjacent ratios, alternate speed ratios being driven respectively through one and the other clutch.

Abstract: A hydro-mechanical change speed mechanism of the type useful in road sweeping vehicles and the like in which the vehicle is required to travel from place to place at normal road speed but also requires the ability to travel at a relatively reduced speed while carrying out its main function such as road sweeping. The change speed mechanism herein disclosed is inserted into the normal drive train so that the input shaft 11 for the mechanism mates with the output shaft from a vehicle gear box and the output drive shaft from the mechanism 12 drives the driven wheels of the vehicle via a cardan shaft. A selector mechanism 41, 42, 43 enables the input and output shafts 11 and 12 to be mechanically directly connected together, or via respective first and second gear trains 15 and 16, to a vehicle drive pump 13 and a hydraulic motor 17 respectively. A hydraulic connection between the vehicle pump and the hydraulic motor results in an alternative hydraulic coupling between the input and output shafts 11 and 12.

Abstract: A torque transfer mechanism is disclosed for incorporation in a four-wheel drive vehicle for establishing high and low speed power paths to front and rear drive axles. The torque transfer mechanism comprises an input shaft for receiving power from an engine and a pair of output shafts for delivering power to the drive axles. Constant mesh gearing is provided to operatively connect the input and output shafts in desired power paths. The gearing comprises an input gear set and an output gear set. Each gear set includes a plurality of gears provided with clutch means adapted to be selectively engaged by a pair of clutch collars. The clutch collars can be operated simultaneously in the same axial direction by a single shift fork to drive the front and rear axles in either the high or low speed power path.