Abstract: A power unit of a utility vehicle includes a power source for travel of the utility vehicle, a continuously variable transmission, a gear transmission, a first clutch, a second clutch, and an output mechanism. The gear transmission includes a first GT input shaft, a second GT input shaft, a GT output shaft, a first GT intermediate shaft, a second GT intermediate shaft, first speed-change gears, second speed-change gears, a first transmission gear, and a second transmission gear. The first clutch is configured to disable power transmission from the power source to the first GT input shaft. The second clutch is configured to disable power transmission from a CVT output shaft of the continuously variable transmission to the second GT input shaft.

Abstract: Some embodiments are directed toward a transmission having a torque input and output, drive members selectively engageable for sequentially changing gear ratio between the torque input and output, the transmission also having a shaft with a shifting feature. The transmission includes a drum having a track around its outer perimeter and arranged such that torque can be transferred by rotating the shaft, the drum capable of being moved along the length of the shaft, a biasing mechanism for urging the drum towards a rest position along the length of the shaft, and a drive member selector member provided in operative relation to the track, wherein by rotating the shaft the drive member selector member can be selectively urged into contact with a first drive member for drivingly engaging therewith in a first torque connection or into contact with a second drive member for drivingly engaging in a second torque connection.

Abstract: A gearbox may include a gearbox case with a wear sleeve disposed within a shaft bore, and a gear assembly mounted on a shaft and disposed within the shaft bore. The gear assembly may include a bearing that engages the wear sleeve. A method of repairing a gearbox case may include uncoupling a top piece and a bottom piece of the gearbox case, forming an oversize bore in a shaft bore of the gearbox case to remove a damaged area, and installing a wear sleeve in the oversize bore.

Abstract: A transmission comprising an input shaft connectable to a power generation device such that the input shaft is rotatable at a power input rotational speed, an output shaft connectable to a driveline of the vehicle, and a plurality of gear sets selectable to operably connect the input shaft to the output shaft providing a rotational speed reduction ratio therebetween. The gear sets comprise a master active gear set having a master gear ratio, a slave active gear set having a slave gear ratio, and a passive gear set having a passive gear ratio. The passive gear set is operable to selectively engage the master and slave active gear sets to provide the high numeric compound ratio rotational speed reduction that is the product of the master active gear ratio, the slave active gear ratio and the passive gear ratio.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A shift control circuit operates a shift actuator using a first opposing pulse command and a first actuating pulse command, and releases pressure with shift actuating and opposing volumes of the shift actuator upon determining a shift completion event.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A shift control circuit operates a shift actuator using a first opposing pulse command and a first actuating pulse command, and releases pressure with shift actuating and opposing volumes of the shift actuator upon determining a shift completion event.

Abstract: An earth working machine (10), encompassing a drive motor (42) and a working apparatus (22) drivable by the drive motor (42) so as to move rotationally, the drive motor (42) being connected to the working apparatus (22), for transfer of a torque, with interposition of a shiftable transmission (50; 150) comprising at least two gearing stages having different torque transfer ratios, is characterized in that by means of a first gearing stage of the shiftable transmission (50), an input shaft (48), coupled on the input side to the drive motor (42), of the shiftable transmission (50) is connectable in torque-transferring fashion directly to an output shaft (52), coupled on the output side to the working apparatus (22), of the shiftable transmission (50) so as to rotate together at the same rotation speed; and by means of a second gearing stage of the shiftable transmission (50), the input shaft (48) is connectable in torque-transferring fashion, with interposition of a transmission assemblage (64), to the output s

Abstract: A gear selector comprising a gate pattern and a gear lever arranged to be moveable within the gate pattern, the gate pattern comprising: a high range gate sub-pattern comprising one or more high range gear planes for moving the gear lever into to select a high range gear; a low range gate sub-pattern comprising one or more low range gear planes for moving the gear lever into to select a low range gear; a neutral plane extending transversely with respect to the high and low range gear planes; and a force profile arranged to urge the gear lever when in the neutral plane toward a resting position in one of the one or more high range gear planes, the force profile comprising a first interference arranged to divide the high range gate sub-pattern from the low range gate sub-pattern, wherein the gear lever is moveable past the first interference from the high range gate sub-pattern to the low range gate sub-pattern when a first predefined action is performed by an operator moving the gear lever.

Abstract: A power transmission apparatus for a vehicle is disclosed. The power transmission apparatus includes a first input shaft selectively connected to an engine output shaft through a first clutch, a second input shaft configured as a hollow shaft that is disposed on the outer circumference of the first output shaft without rotational interference and selectively connected to the engine output shaft through a second clutch, a third input shaft configured as a hollow shaft that is disposed on the outer circumference of the second output shaft without rotational interference and selectively connected to the engine output shaft through a third clutch. The transmission apparatus further comprises an output shaft placed parallel to the first, second, and third input shafts at a certain distance.

Abstract: A device includes a transmission and an electric machine for a hybrid drive of a motor vehicle, and the transmission includes first and second subtransmissions. The substransmissions each have an input shaft and they share an output shaft. The input shafts of the subtransmissions can be selectively coupled to the output shaft via form locking clutches of the subtransmissions. In particular, a first input shaft of the first subtransmission is allocated to a first friction locking clutch while a second input shaft of a second subtransmission is allocated to a second friction locking clutch. Furthermore, a third clutch is incorporated between an input drive side clutch half of the first friction locking clutch and an input drive side clutch half of the second friction locking clutch.

Abstract: A power transfer unit for an all-wheel drive drivetrain that includes an engine, a transmission having a pump for circulating hydraulic fluid from a sump, and a driveshaft. The power transfer unit includes an input for receiving driving power from the transmission, an output for delivering driving power to the driveshaft, a first clutch, a first fluid supply path for delivering the hydraulic fluid from the pump to the first clutch, and a fluid return path for returning the hydraulic fluid from the power transfer unit to the sump of the transmission.

Abstract: A power transmission system for a vehicle and a vehicle including the same are provided. The power transmission system includes an engine unit to generate power, input shafts to receive power from the engine unit, an output shaft to transfer the power from the input shafts, linked gears rotatable differentially relative to the output shaft to mesh with driving gears on the input shafts, an output unit coupled on the output shaft to transmit the power to the front wheels of the vehicle, a synchronizer disposed on the output shaft to selectively engage with the linked gears, a first motor generator to perform power transmission with at least one of the input shafts and the output shaft, one or more second motor generators to drive two front wheels of the vehicle, and one or more third motor generators to drive two rear wheels of the vehicle.

Abstract: A system and method of controlling a continuously variable transmission with variator speed ratio (VSR) closed-loop feedback is provided. The method includes determining a desired VSR based on at least one of the driver and vehicle inputs, determining a motor position adjustment needed to adjust the position of a roller to achieve the desired VSR, driving the motor based on the determined motor position adjustment needed, sensing a transmission output speed as the motor is being driven, determining an actual VSR as the motor is being driven, and providing closed-loop feedback corresponding to any difference between the actual VSR and the desired VSR and driving the motor to eliminate the difference, thereby achieving the desired VSR.

Abstract: A transmission has a three input torque-transmitting mechanism, such as friction clutches, to achieve torque flow through a countershaft gearing arrangement. The transmission includes an input member, an output member, an input clutch assembly having three input clutches and a countershaft gearing arrangement. The countershaft gearing arrangement is operatively connected with the input clutch assembly and includes: co-planar intermeshing gear sets, first and second countershafts, first, second and third intermediate input shafts.

Abstract: A supercharger transmission includes a first chamber having timing gears operatively disposed therein. A second chamber has transmission gears operatively disposed therein. An oil fill level is defined in the second chamber. A bearing retention wall is disposed between the first chamber and the second chamber. The bearing retention wall includes a return port to allow fluid communication between the first chamber and the second chamber. The return port is an aperture defined in the bearing retention wall below the oil fill level. The bearing retention wall also includes a crosstalk port to allow fluid communication between the first chamber and the second chamber. The crosstalk port is an aperture defined in the bearing retention wall above the oil fill level.

Abstract: A gear box includes an output shaft defining multiple output drivers and includes a plurality of gear sets having the same diametral pitch. A common input shaft is operatively attached to each of the plurality of gear sets such that the gear sets rotate continuously and concurrently with rotation of the input shaft. Each of the output drivers is operatively attached to the output shaft and rotatably driven by a respective one of the plurality of gear sets. The multiple output drivers share a common axis of rotation with the output shaft. The output speed of the gear box may be changed by disconnecting one of the output drivers from a driven device and reconnecting another one of the output drivers to the driven device. The output speed of the gear box may be changed without having to disengage and/or change out any of the gears in the gear box.

Abstract: A multi-clutch transmission for a motor vehicle with a prime mover has a main transmission, a range section and an output shaft, the main transmission including one input shaft, a main shaft and a main countershaft, the main shaft being rotationally fixed with a range input shaft of the range section, the range section including a range main shaft that is rotationally fixed with the output shaft, a range countershaft, range gearwheels that can selectively transfer power from the range input member to the range countershaft and on to the range main shaft, and range clutches, the multi-clutch transmission including a by-passing torque path in which power can be transferred when the range section is shifted, and where the by-passing torque path includes a by-passing clutch that selectively can rotationally lock the main countershaft to the range countershaft.

Abstract: The invention relates to a gear motor series having two pinions with different numbers of teeth (z1a, z1b), and several toothed wheels with different numbers of teeth (z2a, z3a, z4a), the pinions and the toothed wheels being designed such that each pinion, in several predetermined axial distances (a), can be paired with one of the toothed wheels in order to form a first gear stage. According to the invention, one individual toothed wheel is provided for each predetermined axial distance (a), which is embodied such that it can be optionally paired with the one pinion or with the other pinion to form a first gear stage.

Abstract: A motorcycle transmission assembly including a transmission housing having a hollow interior. The assembly includes a gear train having gears mounted in the hollow interior of the housing. The train includes an input operatively connectable to a motor of the motorcycle and an output operatively connectable to a drive wheel of the motorcycle. The transmission assembly includes a brake rotor having opposite faces operatively connected to the output of the gear train via at least one gear. The transmission assembly includes a brake caliper fixedly mounted with respect to the transmission housing having opposing brake pads. Each of the pads is positioned on one of the brake rotor faces. The pads are moveable between a running position in which the pads are spaced from the faces and a braking position in which the pads engage the faces to resist rotation of the gear and thereby the output.

Abstract: A method of shifting at least one of a speed increasing stage (H) and/or a speed reductions stage (L) in a claw shifted transfer gear box (VG) in a drive train of a vehicle having a drive engine and a load shiftable shift transmission (SG). The transfer gearbox (VG) is shifted into the neutral position (N) and, after the synchronization, is shifted into the speed increasing stage (H) or the speed reductions stage (L). During synchronization, the shift transmission (SG) is decelerated or accelerated, by activating at least an additional shift element, so that the output rotational speed (n_SG) of the shift transmission (SG) is matched to the output rotational speed (n_VG) of the transfer gearbox (VG), multiplied by the target gear ratio in the transfer gear box (VG).

Abstract: In a drive train of a motor vehicle having an engine and a dual-clutch gearbox for transmitting engine power to driven wheels of the motor vehicle, an additional gearbox having at least two shift positions with different transmission ratios is arranged between the engine (5) and the driven vehicle wheels in series with the dual clutch gearbox.

Abstract: A method of shifting at least one of a speed increasing stage (H) and/or a speed reductions stage (L) in a claw shifted transfer gear box (VG) in a drive train of a vehicle having a drive engine and a load shiftable shift transmission (SG). The transfer gearbox (VG) is shifted into the neutral position (N) and, after the synchronization, is shifted into the speed increasing stage (H) or the speed reductions stage (L). During synchronization, the shift transmission (SG) is decelerated or accelerated, by activating at least an additional shift element, so that the output rotational speed (n_SG) of the shift transmission (SG) is matched to the output rotational speed (n_VG) of the transfer gearbox (VG), multiplied by the target gear ratio in the transfer gear box (VG).

Abstract: In a twin-clutch transmission, when a third shift valve (for example) goes out of order and the shift change accordingly becomes incapable of being carried out, the hydraulic pressure outputted from the third shift valve is controlled by a fourth shift valve operated by a first shift solenoid for a first shift valve. Accordingly, the hydraulic pressure outputted by a second linear solenoid is supplied to one of second hydraulic actuators, thereby enabling one of second predetermined transmission gear stages to be pre-shifted by use of a second power transmission path. When the first shift valve is used as a fail-safe, it is possible for the vehicle to make a minimum necessary run by setting up one of the second predetermined transmission gear stages. Furthermore, the fourth shift valve is driven by use of the existing first shift solenoid, thus minimizing the number of parts and cost.

Abstract: An arrangement for inhibiting axial movement of a range clutch in a transmission includes a driver adapted to move the range clutch axially on an output shaft between a high range position and a low range position, a sensor arrangement adapted to sense at least one of reverse rotational direction and potential reverse rotational direction of at least one of a main shaft and the output shaft and to generate an inhibit range shift signal upon sensing at least one of reverse rotational direction and potential reverse rotational direction, and a controller adapted to inhibit operation of the driver upon receipt of the inhibit range shift signal from the sensor arrangement. A transmission and a vehicle including such an arrangement are also disclosed. A method for inhibiting axial movement of a range clutch in a transmission, and a method of retrofitting a transmission with an arrangement for inhibiting axial movement of a range clutch are also disclosed.

Abstract: In a group transmission having a number of countershafts, wherein three input constants are provided on a transmission input shaft for driving a countershaft such that the group transmission is of very short construction, the transmission input shaft is connectable to an intermediate shaft for direct power transmission, with the countershaft being disconnectable in the direct gear in order to avoid drag losses.

Abstract: Electromotive auxiliary drive, particularly a wiper drive, with an electric motor and a downstream gear forming an output shaft of the auxiliary drive, presenting at least two gear stages arranged in series in a drive train between the electric motor and the output shaft, of which one first gear stage is designed in the manner of a worm gear consisting of a worm and of a gearwheel or worm wheel interacting with this worm.

Abstract: The invention relates to an automated multi-group transmission of a motor vehicle and a method for its operation, with at least two gearing groups successively disposed in the power flow of the drive train, with a clutch assembly having at least one start-up clutch, by means of which a connection can be established between a drive shaft of a drive motor and a transmission input shaft associated with a first gearing group, with a shifting device, by means of which a connection can be established between the transmission input shaft and a transmission main shaft associated with a second gearing group, whereby the transmission main shaft is designed as a transmission output shaft or is at least functionally connected to a transmission output shaft, and with a means by which the tractive force gear shifting can be carried out.

Abstract: A motorized machine with a “mutually definite units of energy for forced energy economy” (MDUFEE) gearbox family with a simplified shifting pattern of shifting mechanisms to cause a real gear dependence on mechanical inertia created by the weight of a load and a fast changeable resistant force in response to the movement. Each gearbox includes a sufficient number of gearsets with gear ratios selected from a faltering geometric sequence and arranged to provide a sufficient number of torques and overdrive speeds to the output shaft to satisfactorily operate the machine over a conventional range of machine speeds and at least limit the use of the acceleration system in the motor to reduce the heat and power generated from a the motor to less than 50 percent that used to generate a similar conventional range of machine speeds using a motor with a conventional gear box.

Abstract: In a load shift transmission for a utility vehicle having a transmission input shaft, a split group, a main group and a range group, a dual clutch with two input shafts, a main shaft and a countershaft with input constants including loose gear wheels, one loose gear wheel of an input constant is selectively rotationally fixedly connectable by means of shift elements to either one of the input shafts which can in each case be coupled by means of clutches (K1,K2) to the main transmission input shaft, the countershaft can be driven by one of three input constants with power being transmitted via the countershaft in all forward gears with the exception of a direct gear. The arrangement provides, with a simple design, for the possibility to carry out sequential shifts and multiple up-shifts and multiple down-shifts without an interruption in traction force.

Abstract: In a commercial vehicle transmission with a main group and a downstream group including a downstream group countershaft, the downstream group includes means for decoupling the downstream group countershaft in direct through drive so that in direct through-drive the countershaft does not run in an oil sump and no churning losses occur thereby increasing vehicle transmission efficiency.

Abstract: Disclosed is a multi-stage transmission which ensures that gear shifts are efficiently performed with a small number of component parts, smooth operations are performed with small forces, there are no loss of changeover time during gear shifts and no loss of the driving force, and the shift shock is small. The transmission has a driven gear shaft 12, in which are provided a first swing pawl member 25 engageable in a rotational direction with a first gear n1, a second swing pawl member 25 engageable in the rotational direction with a second gear n2 which is one step lower in reduction ratio, a third swing pawl member 24 engageable in the opposite rotational direction with the first gear n1, and a fourth swing pawl member 24 engageable in the opposite rotational direction with the second gear n2. A first cam rod 21 and a second cam rod 22 are provided which are slidable axially on and along the surface of an internal hole of the driven gear shaft 12.

Abstract: A multi-stage transmission has driving gears m and driven gears n supported on a hollow driven gear shaft 12. The driven gears n are individually engageable with and disengageable from the hollow driven gear shaft 12. The driving and driven gears m, n mesh constantly. The multi-stage transmission is intended to reduce friction loss between the hollow driven gear shaft 12 and cam rods 21,22 provided within the driven gear shaft 12 for engagement and disengagement between the driven gears n and the driven gear shaft 12. There are provided swing pawl members 24, 25 for controlling engagement and disengagement between each of the driven gears n and the driven gear shaft 12, and cam rods 21, 22 inserted in the driven gear shaft 12 to slide relative to the internal surface of the shaft 12 to operate the swing pawl members 24, 25.

Abstract: A transmission for a tractor has a forward/reverse transmission unit for selectively changing a rotational direction of power of a first shaft connected with an engine and transmitting the power to a second shaft connected with an axle shaft, a main transmission unit installed between the second shaft and the axle shaft and having a plurality of gears to speed-change the power transmitted from the second shaft in four-speed, and a sub-transmission unit installed between the main transmission unit and the axle shaft and having a plurality of gears to speed-change again the power transmitted from the main transmission unit in four-speed. The transmission realizes forward/reverse 16-speed while having a compact structure.

Abstract: A rotary machine is provided having rotating forward and rearward work members having cyclic non-constant angle motion there between, the machine includes a rotating shaft and a first gear eccentrically mounted with the rotating shaft. A reaction gear in mesh with the first gear causes the first gear to rotate with respect to the rotating shaft. First and second connecting rods are pivotally connected with the first gear. First and second crank arms are pivotally connected with the respective first and second connecting rods. First and second coaxial shafts are connected with the respective first and second first crank arms. The first shaft is connected with at least one forward work member. The second shaft is connected with at least one rearward work member.

Abstract: The invention relates to a transmission (10) for transmitting a torque generated by a drive engine (74) to at least one drive axle (76, 78) of a vehicle (72). The vehicle (72) is in particular an agricultural or industrial utility vehicle. The transmission (10) comprises at least one main transmission unit (12) which can function independently. The main transmission unit (12) has a gear transmission and/or an auxiliary-range transmission. It is possible for an option transmission module (14) to be adapted onto the main transmission unit (12). It is possible by means of the option transmission module (14) to expand the functionality of the transmission (10). It is intended to specify and further develop a transmission (10) with which it is possible to provide, in particular from an economical aspect, a diverse range of transmissions for vehicles (72) of a series, and in which the installation space between the drive engine (74) and the main transmission unit (12) can be better utilized.

Abstract: A drive unit located in a power path between a transmission output and the wheels of a vehicle for reversing the direction of the transmission output includes a gear set including an input driveably connected to the transmission output, and a gearset output alternately rotating in a forward rotary direction and an underdriven reverse rotary direction relative to the speed and direction of the transmission output. A drive mechanism transmits power between the gearset output and the wheels.

Abstract: A multi-group transmission of a vehicle is arranged in a drivetrain and includes traction force support during gearshift operations. A clutch mechanism, including a frictional clutch and two shifting clutches is arranged between a drive motor with a driveshaft and a transmission input shaft, such that the driveshaft can be connected to the transmission input shaft by one shifting clutch in a first shift position in combination with the frictional clutch or in a second shift position with bridging of the frictional clutch, such that the driveshaft can be directly connected to a main transmission shaft by the other shifting clutch in a shift position in active combination with the frictional clutch. In a method for operating the transmission, the frictional clutch is controlled and operated in combination with the first shifting clutch as a starting clutch and with the second shifting clutch as an intermediate-gear clutch.

Abstract: A transmission including a primary shaft rotatably supported, a drive pulley mounted on the primary shaft, a secondary shaft rotatably supported, a driven pulley mounted on the secondary shaft, a belt wrapped between the drive pulley and the driven pulley, a first output shaft rotatably supported, a second output shaft rotatably supported, a low/reverse drive gear provided on the primary shaft, a low driven gear provided on the second output shaft and meshing with the low/reverse drive gear, and a reverse driven gear provided on the first output shaft and meshing with the low driven gear.

Abstract: A multi-group transmission of a motor vehicle which includes at least two transmission groups arranged in a drivetrain and a way for supporting traction force during gearshifts such that traction-force gearshifts are maintained with improved shifting comfort at comparatively low cost, little design effort and compact installation space demands. At least one electromagnetic clutch is a change-under-load unit by which, bypassing the force flow of at least one main group made as a gear-change transmission, an active connection can be formed between a driveshaft and a main transmission shaft or a transmission output shaft. During a gearshift operation, an active connection is temporarily made between a driveshaft and a main transmission shaft or a transmission output shaft by way of at least one electromagnetic clutch designed as a change-under-load unit.

Abstract: This invention relates to a main-box-and-auxiliary-box-structural twin-countershaft twelve-speed transmission, with a main box and an auxiliary box mainly. Said main box has an input shaft (1), a main shaft (10) and two countershafts (14) arranged symmetrically at the two sides of the main shaft, there being provided corresponding gear drive between the main shaft and the countershafts, there being provided six gears positioned independently and three synchronizers (4) on the main shaft, shift forks (5) for the synchronizers are connected to a shift lever via shift fork shafts (16) and via an operation mechanism.

Abstract: An automated multi-group standard transmission, for a utility vehicle, and a process for changing gears in the multi-group transmission. The multi-group transmission includes at least two multi-speed transmission groups arranged one after the other, such that a multitude of gears can be shifted. A transmission input shaft that can be connected to an engine, via a startup element, is associated with a first transmission group and a second transmission main shaft is associated with a second transmission group. Load shifting mechanisms produce a temporary direct connection between the transmission input shaft and the transmission main shaft such that an intermediate gear can be shifted during a gear change from an original gear into a target gear. The load shifting mechanism enables gear changes that are virtually free of interruptions in load transfer during a gear change from a lower to a higher gear, thus increasing a high operational comfort.

Abstract: An embodiment provides a shift inhibitor apparatus. At least a portion of the range actuating assembly is moveable between a range first ratio and a range second ratio. The portion of the range actuating assembly is moveable, at least in part, in response to a fluid pressure. The range chamber is selectively in fluid communication with a vent. The shift inhibitor includes a main section neutral interlock having an interlock chamber. At least a portion of the main section neutral interlock is moveable between a first condition and a second condition. The interlock chamber is selectively in fluid communication with the vent. The range chamber can be exhausted such that the range section is selectively switched from the first ratio to the second ratio. The interlock chamber can be exhausted such that the main section neutral interlock is selectively switched from the first condition to the second condition.

Abstract: A light and small-sized gear type multi-stage automatic transmission capable of eliminating the power loss in comparison with a current automatic transmission and usable also for a large-sized vehicle by diversifying gears, wherein backward position, and a neutral position and several gear blocks for changing the shift between HIGH and LOW are combined to operate the transmission with the microcomputer operation. Since the gear for changing the shift between HIGH and LOW can provide the number of speed change by the number of grade of the number of the gears to be combined, the gear for changing the shift between HIGH and LOW can improve the fuel consumption and can cope with an engine brake by utilizing the combination of an electronic parking brake with the selection of the gear. In addition, since the same gear block is used, the manufacturing cost is remarkably reduced.

Abstract: In an automatic load shift transmission including a transmission output shaft arranged coaxially with respect to a twin clutch disposed at the transmission input side, a countershaft is provided comprising only fixed gears and all the freely movable gears and the shift elements are arranged on the shafts extending along the axis of the twin clutches and the input and output shafts.

Abstract: An engine for an offroad vehicle including a crankcase, a transversely extending crankshaft, and a transmission connected to the crankshaft. The transmission includes a drive pulley, a driven pulley, and a drive belt connecting the drive pulley and the driven pulley. The driven pulley includes a fixed half and a movable half. A spring is adapted to bias the movable half toward the fixed half. A transmission primary shaft is connected to the drive pulley and is coaxial to the crankshaft. A transmission main shaft is connected to the driven pulley. A transmission case is connected to the crankcase. The crankcase includes a cavity and the transmission case includes an opening that corresponds with the cavity such that the main shaft extends through the cavity and the opening. The spring is at least partially positioned within the cavity.

Abstract: A stage-geared gearbox for motor vehicles, includes an unsynchronized basic gearbox, at least one synchronized auxiliary gear and at least one control unit for controlling engagement and disengagement of the gears of the gearbox and also neutral position. In the gearbox, the control unit is arranged so as, when input signals indicating that neutral position is selected are received, to put the synchronized auxiliary gear in neutral position.

Abstract: An indexing and braking mechanism for a manual transmission having a shifting mechanism and at least one rotatable drive shaft is disclosed. The mechanism includes an indexing mechanism for controlling movement of the shifting mechanism between at least a first position and a neutral position. The indexing mechanism has a plate having a plurality of notches formed thereon, wherein one notch corresponds to the first position and another notch corresponds to the neutral position. A locking mechanism is provided for selectively limiting movement of one of the at least one rotatable drive shaft. The locking mechanism is adapted to selectively engage the plurality of notches to selectively maintain the indexing mechanism in one of the first position and the neutral position. The locking mechanism includes an indexing lever having a contact surface for contacting the rotatable drive shaft.

Abstract: A gear position in an automotive gearbox is detected on the basis of measuring a value indicative of the speed of a rotating shaft between an engine and the gearbox, and a value indicative of the speed of an output shaft from the gearbox, and calculating a quotient of these two speeds. If for a predetermined period of time the quotient is between upper and lower limits about a quotient value pertaining to the respective gear position, it is decided that a gear position obtains. Through information about a selected split position of a split gear it is as possible gear position rule out all gear positions which do not correspond to the selected split position, thereby enabling said upper and lower limits to be raised and lowered respectively for the remaining gear positions which correspond to the selected split position.

Abstract: A command assembly for controlling a splitter in a transmission allows shifting between first and reverse-low gears while the splitter is engaged without requiring the splitter to cycle during the shift. The command assembly creates a signal path for a split enable signal that keeps the transmission in the split mode as long as the transmission engages a low rail of a main drive box. By creating a separate signal path for the split enable signal when the transmission is operating in split mode, the splitter does not need to be cycled when the driver shifts between first and reverse-low gears.