Abstract: A powershift transmission for an agricultural machine includes a transmission housing, an input shaft and an output shaft unit. The input shaft and the output shaft unit extend at least at a distance within the transmission housing. The transmission also includes an auxiliary shaft arranged within the transmission housing and offset between the input shaft and the output shaft unit. The input shaft and the auxiliary shaft are connected to one another via a front-mounted range unit, and the auxiliary shaft and the output shaft unit are connected to one another via a rear-mounted range unit. Each range unit includes at least two individual gear wheel pairs which are coupled or decoupled. The output shaft unit includes a main output shaft and an auxiliary output shaft coupled to one another via a reduction gear unit.

Abstract: A reverse gear set, which is adapted to be connected to a second input shaft and to be connected selectively to a first input shaft via a third switching unit, is provided in a transmission of a vehicle driving system, whereby a reverse driving can be implemented by rotating the first input shaft in a reverse direction to a direction in which the first input shaft rotates for a forward driving using the power of at least one of an engine and a motor, and plural gear of an odd-numbered gear train can be selected by first switching units.

Abstract: A transmission for a tractor has a main transmission part between a forward/reverse transmission part and a sub transmission part. The main transmission part has a driving shaft, a first sub shaft parallel with the driving shaft, a second sub shaft parallel with the first sub shaft, an output shaft arranged between the first sub shaft and the second sub shaft, first and second driving gears installed spaced to a distance from each other, third and fourth driving gears installed spaced to a distance from each other, a first output gear installed on the output shaft, a second output gear installed on the output shaft, a first clutch arranged between the first driving gear and the second driving gear, and a second clutch arranged between the third driving gear and the fourth driving gear.

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 shiftable multispeed reverse transmission having one input shaft (1) and a plurality of countershafts (2, 3, 4, 5, 6, 7) and one output shaft (8). One of gears and/or idle gears being situated upon the countershafts (2, 3, 4, 5, 6, 7) for non-rotatably connection with the countershafts, via shiftable clutches, for gear and direction change. The reduction ratios being generated by spur pinion stages and at least one shiftable planetary stage (P).

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: A reverse gear arrangement in a countershaft transmission (1, 40, 44) having at least one starting element (2, 41), at least one transmission input shaft (4, 5, 42), one countershaft (22), fixed or idler gear wheels fastened or rotatably supported on the shafts, shifting sets (20, 21, 37, 38) coordinated with the idler gears and a reverse gear shaft (30, 31) upon which a driveable gear wheel (29, 32) and a driveable gear wheel (28, 33) are fastened. It is proposed for further development of the transmission that the driveable gear wheel (29, 32) of the reverse gear (RG) be meshed with a fixed gear (12, 14) of another transmission gear which is fastened on at least one transmission input shaft (4, 5, 42).

Abstract: A method for controlling a clutch, especially a double clutch, an interruption-free manually controlled gearbox, especially a parallel gearbox. A common torque mapping for controlling the clutches is created according to the respective base torque mapping of each clutch. An interruption-free manually controlled gearbox, especially a parallel gearbox, for a vehicle having a double clutch, especially for carrying out said method. At least one control device produces a common torque mapping in order to control the double clutches according to the respective base torque mapping of each clutch.

Abstract: In a double clutch transmission in which an input shaft can be coupled by two load clutches selectively with a central intermediate shaft and a concentric intermediate shaft and each of the intermediate shafts can be operatively connected by gear stages selectively to a first or a second jackshaft arranged in the power output path to a driven vehicle axle, wherein the jackshafts are arranged parallel to the transmission input and intermediate shafts, the intermediate shafts each have at least one gear firmly mounted thereon which forms the input gear for more than one of the gear stages provided for different transmission gear ratios so as to form a compact transmission arrangement, particularly for transverse engine applications.

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 gear selector device for a transmission of a motor vehicle in which at least one gear wheel 2, 3 and one sliding sleeve 4 are situated upon one transmission shaft 1. For axial displacement of the sliding sleeve 4 upon the transmission shaft 1, a pressure-medium actuatable shifting device 45 is used which is supplied with a control pressure medium through a hole 10 within the transmission shaft 1. When several such sliding sleeves 4, 20 are disposed upon such a transmission shaft 1, there results a higher total construction cost for the control pressure supply thereof. The object of the invention is a transmission shaft 1 having several sliding sleeves 4, 20 to reduce the total construction cost for the axial displacement of the sliding sleeves 4, 20. To the end, it is provided that the shifting devices 45, 46 of the sliding sleeves 4, 20 can be supplied independently of each other with a control pressure medium through one common pressure medium hole 6 in the transmission shaft 1.

Abstract: A compact transmission includes a reliable wet brake, which is disposed in a brake chamber formed on an outer surface of a sidewall of a housing of the transmission. Engine power is transmitted through a continuously variable transmission to an input shaft of the transmission. An intermediate shaft is drivingly connected to the input shaft through a reversing mechanism for changing the traveling direction of the vehicle. An axle is drivingly connected to the intermediate shaft through a deceleration gear train. The intermediate shaft is provided thereon with the reversing mechanism and a pinion of the deceleration gear train, and projects through the brake chamber so as to be provided thereon with the wet brake. Fluid in the housing is splashed by a gear of the deceleration gear train so as to flow into the brake chamber, and is returned into the housing.

Abstract: In a powershift multi-gear transmission (1), the countershafts of the reverse gear (KR), of the forward gear (KV) and of the fourth gear (K4) are combined to form one reversing transmission unit (33) and the countershaft units of the first gear (K1), of the second gear (K2) and of the third gear (K3) are combined to form one gear transmission unit (34). The reversing transmission unit (33) is provided on any side of the input shaft (3). The gear transmission unit (34) attaches to the reversing transmission unit (33) so that the reversing transmission unit (33) and the gear transmission unit (34) are disposed in relation to the input shaft (3) in succession upon one side of the input shaft (3). The gear transmission unit (34) is preferably located on the countershaft unit of the reverse gear (KR).

Abstract: A vehicle transmission is provided that includes an input shaft, a countershaft, and an output shaft. A plurality of clutches and gears are operatively disposed on the input shaft, countershaft, and output shaft. At least one of the clutches disposed on the input shaft is identical to at least one of the clutches disposed on the countershaft and to at least one of the clutches disposed on the output shaft.

Abstract: A tractor change speed apparatus includes a manual change speed device having a combination of gear trains mounted on first and second parallel shafts and driving a change speed output shaft at various speeds. A backward and forward drive switching device is cooperable with the main change speed device for producing forward and backward drives in an equal number of speeds, wherein the forward drive is transmitted through the first shaft and the backward drive is transmitted through the second shaft. A group of gears for returning reverse drive to a forward drive transmission shaft is thereby omitted. Consequently, the backward and forward drive switching device and the entire change speed apparatus has a reduced longitudinal length.

Abstract: A powershift transmission for a work vehicle is disclosed having two modes of applying power: a direct connection through a series of gears, and a connection through a torque converter integral with the transmission. The two paths branch at the input shaft, on which is mounted and which drives a torque converter that has a gear coupled to its output. Another gear on the input shaft is connected to that shaft by a hydraulic clutch. When the clutch is engaged, the transmission provides several high-range forward gear ratios through a direct gear drive. When that clutch is disconnected, the torque converter supplies power to the transmission to low forward and low reverse ranges of gear ratios. The transmission includes a first countershaft, on which are mounted a reverse master clutch engaged in all reverse gear ratios) and a forward low range clutch, which is engaged in the low range of forward gear ratios. The reverse master clutch couples the countershaft directly to the output shaft.

Abstract: A change speed apparatus for a tractor includes a main change speed device (24) having a combination of gear trains mounted on a first shaft and a second shaft extending parallel to each other, for driving a change speed output shaft (58) at a plurality of speeds, and a backward and forward drive switching device (21) cooperable with the main change speed device (24) to produces forward drive and backward drive in an equal number of speeds. Between the main change speed device (24) and the backward and forward drive switching device (21), the forward drive is transmitted through the first shaft (45) and the backward drive is transmitted through the second shaft (44). With this construction, a group of gears for returning reversed drive to a forward drive transmission shaft is omitted from the backward and forward drive switching device (21).

Abstract: A gear change for a commercial vehicle comprising a main group defining a plurality of transmission ratios and an auxiliary group with two transmission ratios actuated by an actuator with three positions corresponding respectively to two coupling positions and one neutral position; the actuator is controlled by a control unit in response to actuating signals received by manual selectors, and it is adapted to place the auxiliary group in the neutral position if the speed of rotation of the input shaft exceeds a predetermined threshold value.

Abstract: A mechanical transmission (14) having a plurality of ratios (first-twelfth) and an automated system (10) utilizing same, has an upper group of ratios (seventh-twelfth) having a relatively small average ratio step (13%) compared to the average ratio steps (30%-40%) of comparable transmissions. This allows high-speed operation (35-70 mph) at or very nearing desired engine speed (112), emulating the characteristics of a CVT.

Abstract: A transmission device for farm tractors is disclosed. In the transmission device, a hollow travelling drive shaft and a PTO drive internal shaft are substituted for a typical hollow PTO drive shaft and travelling internal shaft, respectively. The transmission device also has a splined flange for directly transmitting the engine power from the flywheel to the PTO drive internal shaft. In a main change gear unit, a hub sleeve and a main gear shifting shaft are forged into a single structure. A super low-speed change gear unit is connected to a sub-change gear through two sets of shafts capable of allowing the super low-speed change gear unit to be independently operated from the sub-speed change gear unit. The transmission device is thus selectively operated without performing any super low-speed changing action.

Abstract: In a shift device of a change speed gearbox, a shift rod is mounted axially displaceably on a shift casing unit and on a casing part, securing the latter, of a gearbox casing, which is divided into two, and a shift rocker is pivotably mounted on two bearing brackets of the shift casing unit.

Abstract: A reverse idler shaft and washer assembly particularly suited for use in a compound transmission includes a lubricating washer having at least one notch for collecting and directing lubricating oil through a reverse idler gear bearing such that lubrication passageways are eliminated from the reverse idler shaft. The lubricating washer includes an annular region capable of supporting a clamping load through the inner race of the reverse idler gear bearing to resist rotation while allowing the outer race and the associated reverse idler gear to rotate freely.

Abstract: An indirect manual transmission for a motor vehicle having cross-country mobility includes a cross-country reduction stage connected behind the transmission unit. At least one control gear wheel constructed as a loose wheel is provided on its input shaft. This control gear wheel is constructed as a twin gear wheel and is used as a countershaft for the reduction stage. With this coaxial arrangement of the countershaft, the indirect manual transmission has a particularly compact construction.

Abstract: The invention relates to a multi-stage reversing gear (1) that is changeable under load, especially as used in construction machines. The gear has a four-speed transmission (3) preferably fitted downstream of a changing set (2). The gear ratios can be changed via synchronous clutches (24, 25). To achieve compact construction, idler gears (11, 12) of the changing set (2) permanently engage with a fixed gear (14) of the transmission (3). The fixed gear (14) is fitted on a countershaft (15). The drive pinions (16, 17 or 20, 21) of the gear ratios are arranged to the left and right of the fixed gear (14) in relation to the longitudinal section of the reversing gear (1).

Abstract: A control method/system for controlling engagement of a target gear ratio (GR.sub.T)in a vehicular automated mechanical transmission system (10) is provided. The control causes engine speed (ES) to be alternately greater than and then less than synchronous engine speed (ES=IS=OS*GR.sub.T) to cause torque reversals across the engaging positive jaw clutch associated with the target gear ratio to minimize or prevent partial engagement caused by torque lock conditions.

Abstract: A manual transmission for a motor vehicle includes an input shaft; a counter shaft constantly torque-transmittingly coupled to the input shaft and carrying driven gears; a main shaft carrying forward driven gears mounted for free rotation and being in a constant meshing relationship with respective driven gears; and a reverse shaft on which a reverse idler gear and a reverse driven gear are axially fixed. The reverse idler gear and the reverse driven gear are in continuous driving connection with the counter shaft and the main shaft, respectively. A reverse gear selector includes a sleeve axially slidably mounted on the reverse shaft between the reverse idler gear and the reverse driven gear. A locking mechanism is provided on the sleeve, the reverse idler gear and the reverse driven gear for torque-transmittingly coupling the reverse idler gear to the reverse driven gear or for disengaging the reverse idler gear from the reverse driven gear dependent on the position of the sleeve.

Abstract: An automatic transmission for motor vehicles, comprising an input shaft (2) driven by a torque converter (3). The input shaft drives via two countershafts (6, 7), an output shaft or a crown gear (42) and a differential. The countershafts each have an individual releasable gear (13, 14) in engagement with a common driving gear (12) on the input shaft, as well as individual releasable gears (8, 9) in engagement with individual drive gears (4, 5) on the input shaft. The arrangement makes up a drive module which can be used in a four-speed transmission for front-wheel drive or in a five-speed transmission for rear-wheel drive.

Abstract: A gearbox of a front wheel drive vehicle, having a transverse engine, includes a hollow main shaft carrying gears corresponding to different speeds, and has a driving input shaft extending therethrough so as to be rotatable relative to the hollow main shaft, with the driving input shaft having an end gear beyond the end portion of the hollow main shaft. An output shaft in the gearbox has output shaft gears rotatably mounted thereon, with the output shaft gears being permanently engaged with the main shaft gears. Synchronizers fix selected ones of the output shaft gears with the output shaft. A speed reducer is provided, and includes a secondary shaft that is parallel with the hollow main shaft. Two speed reducer gears are rotatably mounted on the secondary shaft and engaged with respective gears of the main shaft gears at different gear ratios corresponding to ranges of different speeds.

Abstract: The gear-change transmission has a closely stepped input group (7) before a main group for fine tuning the speed within a working range. Between the input group (7) and the main group (8) is situated a pressurized-oil cooled drag-torque reducing multi-disc starting clutch (26) so that the gears in both groups can also be easily engaged when using synchronizer positive clutches (18, 20). A reversing shaft (13) for reverse gear is fully integrated in the input group (7) and its gear clutches (F/G) can be introduced with a gear selector (83, 112) the same as for the remaining splitter gears of the input group (7). A change-over clutch (36) for an intermediate transmission (9) is optionally placed directly before the starting clutch (26) operatively and structurally on the primary shaft (32) of the starting clutch (26).

Abstract: A transmission configuration is provided which can be easily modified to provide a 12 forward, 4 reverse speed transmission, an 8 forward, 8 reverse speed transmission, an 8 forward, 4 reverse speed transmission, or a 4 forward, 4 reverse speed transmission by replacement of a few components. The overwhelming majority of the components in the transmission stay the same in any of the configurations, including most of the shafts, clutches, gears, and the housing.

Abstract: A transmission generates the travelling and PTO outputs of a farm tractor. The transmission can easily generate the travelling output of a 15-step forward movement and a 9-step backward movement and the output of a 4-step PTO by fractionalizing the number of speed changing steps. The transmission uses a large number of identically standardized gears and hub sleeves but reduces the number of built-in parts in each part of the transmission, raises the productivity by using a large number of the same parts and controls the equipment efficiently due to easy disassembly for maintenance.

Abstract: The invention concerns a multi-step speed-change transmission. An intermediate transmission (9) is situated between an input group (7) and a main group (8). A double gear (28, 29) forms an additional overdrive. The speed-change transmission according to the invention is provided for use in motor vehicles utilized in agriculture or construction.

Abstract: A multiple-speed gearbox for motor vehicles with synchronization of all gears, includes driving and driven shafts journaled in a gear/differential case, a reverse gear axle and a differential/axle drive with axle driving shafts. The driving shaft carries fixed and loose gearwheels that engage with corresponding loose and fixed gearwheels on the driven shaft. Synchronizing units are arranged between respective pairs of loose gearwheels. The synchronizing unit for the first and second gears is arranged on the end remote from the input of the driving shaft. Loose gearwheels for the first and second gears are arranged on the driving shaft (4), and the corresponding fixed gearwheels are formed on the driven shaft.

Abstract: A compound transmission (12) including main and auxiliary transmission sections (14,15) having several pin-type, double-acting, self-energizing synchronizer mechanisms (60,62,84). The several synchronizer mechanisms are configured to provide higher self-energizing forces for higher speed reduction ratio gears than for lower speed reduction gears, and to provide higher self-energizing forces for downshifts than for upshifts. The self-energizing forces are provided by improved self-energizing ramp surfaces (29e,29f,29g,29h and (111a,111b,111c,111d) formed in external splines 29 of a shaft 28 and in internal teeth extending radially inward from a shift flange 110. The shift flange carries improved pre-energizer and neutral centering assemblies (120) axially retained by end surfaces (102a,104a) of jaw clutch member (102,104).

Abstract: A gearbox for automotive vehicles includes two mutually concentrically journalled input shafts (6,9), each of which drives a respective lay-shaft (12,15). A gear wheel (17,19) disengageably mounted on each lay-shaft meshes with a common, disengageable gear wheel (22) on the output shaft (20) of the gearbox. When driving in first gear, the one lay-shaft (12) drives the other lay-shaft (15) via the disengaged or declutched common gear wheel (20) on the output shaft.

Abstract: A sixteen forward speed, four reverse speed transmission is provided having a very high efficiency and excellent shift quality. The gear ratios are selected so that a relatively large ratio spacing is provided between each gear step in the low-speed PTO usage range and in the high-speed transport usage range, while a much smaller gear ratio spacing is provided in the intermediate tillage or field usage range. The gear ratios are selected to minimize the number of clutches being changed to shift from one gear to the next, with minimal speed and momentum differences required inside the transmission during each shift. Just two shifts have a large ratio change, and they are positioned in locations having minimal usage, thereby minimizing operator awareness of these gear ratio spacings. The total number of meshes through the transmission is minimized to provide maximum efficiency.

Abstract: A drop box transmission is especially suited for use in heavy equipment of the four-wheel drive, bi-directional Type 1, that is capable of being driven in opposite directions with equal speed and power ranges. The transmission has a four shaft drop from an input shaft carrying high and low range gears alternatively driving a second shaft positioned below the input shaft. A series of gears mounted rotatably on the second shaft are in constant mesh with compatible gears on a third shaft below the second shaft. The second shaft gears are selectively and alternatively engaged with the second shaft to be driven by it. Each of these gears is in constant mesh with a corresponding gear rotating with a third shaft below the second shaft. The third shaft drives a drive gear meshing with a forward drive gear on a fourth, output shaft below the third shaft and also drives a gear on a reversing counter shaft carrying a second gear meshing with a reverse drive gear also carried on the fourth shaft.

Abstract: The present invention provides a 24 forward speed, 12 reverse speed transmission for use in a work vehicle, e.g., an agricultural or industrial tractor. The transmission uses 10 clutches, with six arranged in a speed section and four in a range section. The speed section arrangement can provide six forward and three reverse speeds, while the range section can provide four ranges. Optionally, the transmission may be provided with a selectively engageable power take-off shaft and a selectively engageable front wheel drive take-off. The entire structure provides a very small speed change requirement between the diffrent gear ratios.

Abstract: An automotive transmission includes an input shaft coupled to a torque converter or a clutch, an output shaft disposed parallel to the input shaft for driving a differential and transmission gear trains disposed between the input and output shafts. The first and second countershafts are disposed between the input and output shafts with an auxiliary transmission gear train connecting the input shaft and the first countershaft. The first and second countershafts are connected by normally meshing gears. A main transmission gear train with multiple gear ratios connects the second countershaft to the output shaft. A portion of the main transmission gear train is positioned adjacent the torque converter or the clutch to produce a compact arrangement.

Abstract: A 16-speed drop box transmission is provided in a particularly compact double-diamond arrangement. Most of the shafts in the transmission, as well as many of the gears and clutches, are identical and interchangeable. This significantly reduces the number of different parts needed to make the transmission. Most of the gears which do the actual power modification to produce the various gear ratios are rotatably mounted about these interchangeable shafts. The basic design is highly flexible, since different gears may easily be substituted for one or more of these rotatably mounted gears to produce a transmission with different gear ratios.

Abstract: A hydraulically operated transmission having first- to fourth-speed gear trains established by first-speed to fourth-speed hydraulic clutches, a one-way clutch incorporated in the first-speed gear train for permitting overrotation of an output side, and a first-speed maintaining hydraulic clutch also in the first-speed gear train parallel with the one-way clutch. The transmission includes first and second input shafts and an output shaft in parallel with one another within a transmission case. The first input shaft is connected to a fluid torque converter, through that end wall of the transmission case which is closer to an engine and to which a valve block is assembled. The first and second input shafts are rotatably connected at an opposite end to the engine, through an idle gear on the output shaft.

Abstract: An automatic transmission for a motor vehicle comprises a power transmitting system divided into two gear-change units with respect to an input shaft for receiving the power from the engine, the power being transmitted to an output shaft through the two units, each of having respective counter shafts. The counter shaft of one of the units is provided thereon with a first gear stage meshed with a first drive gear fixedly supported on the input shaft. Control of the engine braking at the first-gear stage is accomplished by the engagement or disengagement of the lock up clutch.

Abstract: A reverse gear mechanism in a vehicle gear transmission having a first shaft, a second shaft, and gear trains associated with the first and second shafts for transmitting the torque from one of the first and second shafts to the other. The reverse gear mechanism includes a reverse drive gear supported on the first shaft, a reverse driven gear supported on the second shaft, and an idle gear assembly interposed in meshing relation between the reverse drive and driven gears. The idle gear assembly is composed of a third shaft, a first idle gear supported on the third shaft and meshing with the reverse drive gear, a second idle gear supported on the third gear and meshing with the reverse driven gear, and a clutch unit interposed between the first and second idle gears for limiting the torque transmitted between the first and second idle gears to a prescribed value. The components of the power transmission mechanism can be designed reasonably and advantageously.

Abstract: A compound transmission (14) comprising an input auxiliary section (18) and a main mechanical change gear transmission (20) is provided. The auxiliary section (18) utilizes friction clutch means (50) having a first and second selectable position for engaging a direct drive or reduction input ratio and a third disengaged position allowing the auxiliary section to provide the torque break function normally provided by a master clutch. Preferably, a positive clutch disconnect (66) is interposed between the friction clutch assembly and the main transmission section (20) to provide reduced main transmission section inertia to provide quicker, easier and and lower energy synchronization of the main transmission.

Abstract: A multi-speed power shift gear transmission includes an input shaft, an output shaft and two clutch shafts arranged substantially parallel to each other. Each of the clutch shafts includes a directional clutch and two speed range clutches whereby a total of four speeds in each direction of rotation of the output shaft may be obtained. The clutch shafts are arranged to support the directional clutches at adjacent ends whereby the directional clutches may be accessed for service and repair by removal of a separate cover member and without removing any of the other clutches or gears from the clutch shafts. The opposite ends of the clutch shafts are adapted to support and locate a control valve housing for close communication of the clutch actuating fluid control valves and the transmission cooling and lubricant fluid flow paths.

Abstract: A multi-speed powershaft transmission comprising a speed transmission assembly, a range transmission assembly, and a master clutch for selectively connecting the speed and range transmission assemblies. The speed transmission assembly includes a speed input section which is connectable to a driven powershaft and a speed output section which is connected to the master clutch. A cluster gear assembly interconnects the speed input and output sections. The speed input section includes two hydraulically operated clutch assemblies capable of producing two different forward input speed ratios. The speed output section comprises a plurality of clutch operated driven gear assemblies and is capable of producing at least three equally different forward output speed ratios and one reverse output speed ratio. Any of the plurality of driven gear assemblies included in the speed output section are engaged by powershifting through the pair of hydraulically operated clutch assemblies included in the speed input section.

Abstract: A multispeed reversing transmission has a housing, an input shaft rotatable in the housing and adapted to be rotated by a drive, and an output shaft rotatable in the housing adjacent the input shaft and adapted to be connected to a load. At least one reverse gear and two different forward gears are fixed axially and rotationally on the input shaft axially spaced from one another and at least one respective reverse gear and two different respective forward gears are rotatable on the output shaft. At least one coupling member rotationally fixed but axially displaceable on the output shaft is displaceable between a reverse position operatively engaging the reversing gear of the output shaft and rotationally coupling same to the output shaft and a forward position operatively engaging at least one of the forward gears of the output shaft and rotationally coupling same to the output shaft.

Abstract: A countershaft transmission includes an input shaft, a countershaft, an output shaft, first and second disc type directional clutches associated with the input shaft, and disc type speed clutches associated with the countershaft and output shaft to selectively connect a plurality of constantly meshing gears in preselected patterns to provide three forward speeds and three reverse speeds for a work vehicle such as a track-type tractor. The gears and clutches are functionally arranged in a forward and reverse mechanism serially connected to a three-speed mechanism and a speed reduction ratio change can be made to the speed mechanism without effecting the speed reduction ratio of the forward and reverse mechanism. Reverse speeds greater than 20% faster than the corresponding forward speeds are possible using a three-gear train in the forward and reverse mechanism. The gears, and the directional and speed clutches are arranged to provide a radially and longitudinally compact transmission.

Abstract: A control system for a multi-speed powershift gear transmission having multiple hydraulically actuated speed range clutches and directional clutches includes a control valve module having solenoid operated valves for conducting pressure fluid to a selected one of the speed range clutches and a selected one of the directional clutches. A pressure regulator valve is in circuit with the directional clutch control valves and is acted on by pilot pressure fluid controlled by a proportional solenoid type control valve wherein the pressure rate of rise in the directional clutches may be selectively controlled in accordance with the particular shift condition initiated and based on a previous transmission operating condition. The control unit provides for a predetermined pressure rate of rise signal to the pressure regulator valve based on the selected shift condition and the previous operating condition of the transmission.

Abstract: A tractor transmission includes first and second hydraulically actuated disc clutches adapted to drivably connect an input shaft, which is clutched by a friction clutch to an engine, to a first and second sleeve shafts. The countershaft and the sleeve shafts support gear-pinion pairs that produce four speed ratios. The range box includes gearing mounted on an output shaft, a countershaft, and the input shaft to drive the output shaft at a slower speed than that of the countershaft when the low range is selected, to drive the output shaft in the opposite direction to its forward drive direction when reverse operation is selected, and to directly connect the countershaft to the output shaft when the high speed range is selected.