Abstract: A vehicle transmission includes a transmission input and output along with a main shaft and a countershaft that create a plurality of transmission ratios for providing different gears when combined. The vehicle transmission also includes a range change transmission. The vehicle transmission also has, in the direction of the propulsion power flow from the transmission input to the transmission output, a performance interface downstream of the countershaft and upstream of the range change transmission for connecting an electric motor.

Abstract: A power assisting transmission system of a power assisting bike drives a gear of the transmission system to produce a lateral force in forward and backward pedaling and to detect an axial displacement of a sliding gear in the transmission system to output a voltage signal to control motive power for driving a motor, to achieve forward and backward transmissions or a back pedaling brake effect.

Abstract: A harmonic reducer with clutch function includes a circular spline, a mounting base, a flexspline and a wave generator. When a power source drives the wave generator to rotate in a first direction, a one-way clutch engages to lock the mounting base so as to deform the flexspline and hence rotate the circular spline in the first direction. When an external force is applied to the output shaft in the first direction, the mounting base is driven by the flexspline so the one-way clutch disposed thereon is disengaged by a force in a second direction. At this moment, the rotation speed of the wave generator is equal to zero relative to the flexspline, so the wave generator can be driven by the circular spline to rotate along with the flexspline, and the central axel of the wave generator can be driven to rotate as well.

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: A driving force transmission device for a hybrid vehicle is provided with a motor which drives a rotation shaft, and a connection/disconnection switching device which switches between connection and disconnection of driving force for driving wheels, the driving force being transmitted from an engine. The driving force transmission device is also provided with the auxiliary device driving mechanism, which includes one or more auxiliary device driving shafts for transmitting driving force to the in-vehicle accessory devices, one or more rotation transmission sections which transmit at least either engine's driving force or motor's driving force to one or more accessory device driving shafts via the rotation shaft, and a plurality of one-way clutches provided between the one or more rotation transmission sections and the one or more accessory device driving shafts.

Abstract: A power takeoff unit transmits torque taken from a transmission of a vehicle to an output shaft. The power takeoff unit is comprised of a casing combinable with the transmission at a first end; a first shaft receiving the torque about a first axis; a second shaft rotatable about the first axis; a clutch slidably fitting with the second shaft and being directed to the first shaft, the clutch being movable along the first axis between a first position to interrupt transmission of the torque and a second position to transmit the torque from the first shaft to the second shaft; a first gear projecting from the bearing toward the first end and being rotatable along with the second shaft without any support excepting the bearing; and a third shaft including a second gear meshing with the first gear, thereby outputting the transmitted torque.

Abstract: A transmission mechanism with a pair of selectively engageable clutch systems that 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: In a control apparatus for an automatic transmission having multiple speeds constituted by four sets and speed selecting mechanisms corresponding to the four sets, assuming the speeds as seven among eight speeds of A to H in order of gear ratio, the four sets are constituted by a first set of A having a largest gear ratio and C that is next but one; a second set including at least H having a smallest gear ratio; a third set of B and D between two of the first set; and a fourth set including two of E, F and G between the second and third sets, and one of first and second pressure regulators selectively supplies hydraulic pressure to two of the mechanisms corresponding to the first and second sets, while the other thereof selectively supplies hydraulic pressure to two of the mechanisms corresponding to the third and fourth sets.

Abstract: An externally toothed portion of a cup-shaped flexible externally toothed gear of a wave gear device is flexed into an ellipsoidal shape by a six-roller-type wave generator. A region of an inner peripheral surface of the ellipsoidally flexed externally toothed portion that is positioned on a major axis of the ellipsoidal shape is maximally inclined. First rollers of the wave generator are arranged so that the incline is identical to the incline of the region of the inner peripheral surface. A circular outer peripheral surface of the first rollers can be brought into contact with the region of the inner peripheral surface in an external-tooth tooth-trace direction without deflection; therefore, the angular transmission precision of the wave gear device can be improved.

Abstract: A transmission for a motorcycle has an input shaft, an output shaft, a plurality of speed change input gears, and a plurality of speed change output gears, and performs shifting by a shift mechanism. The speed change input gears are fixed to one of the input shaft and the output shaft, e.g., the input shaft, in the axial direction and about the axis, the speed change output gears are fixed to the output shaft in the axial direction and are fitted to be rotatable about the axis, and a plurality of slider rings for dog-coupling are fixed to the other shaft about the axis and are provided to be slidable in the axial direction. An engaging hole is formed in the slider rings, and the speed change gears on the other shaft are formed with an engaging projection which can engage with the engaging hole by the movement of the slider rings in the axial direction.

Abstract: A transmission includes an input member, an output member, first and second transmission input shafts, first and second countershafts, a plurality of co-planar gear sets and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and six forward speed ratios between the input member and the output member.

Abstract: An automatic transmission having high pressure actuation and low pressure lube includes a hydraulic circuit (110) having a source of pressurized fluid (112), an actuation circuit (114) that delivers pressurized fluid to actuate components of the transmission, and a cooling circuit (116) used to cool components of the transmission. The source of pressurized fluid includes a motor 118, a first pump 120 operatively driven by the motor 118, and a second pump 122 selectively driven by motor 118. A clutch mechanism 124 is connected between the motor 118 and the second pump 122 so as to selectively engage and disengage the second pump 122 in driven relationship with the motor 118 so that the second pump 122 selectively supplies pressurized fluid to the cooling circuit 116 when the clutch mechanism 124 is engaged.

Abstract: A transmission particularly for bicycles, which is capable of multi-speed gear-shifting by means of reverse rotation and comprises: a transmission axle rotatable in both positive and reverse directions, a speed-changing gear set, a speed-changing cam set, and a transmission seat. The speed-changing gear set comprises a plurality of transmission gears and speed-changing gears which are respectively engaging with the transmission gears. When the transmission axle rotates reversely, the speed-changing cam set can be driven in order to control and decide which transmission gear of the speed-changing gear set is to be engaged and driven by the transmission axle during positive rotation, so as to achieve the feature of multi-speed gear-shifting by means of reverse rotation.

Abstract: A magnetic gear arrangement comprises: a first gear system having a plurality of first gear members, each first gear member generating a respective first magnetic field for that gear member; a second gear system having a second gear member generating a second magnetic field; and a coupling device which provides arrangements of interpoles between the first gear system and the second gear system. The first gear members are changeably selectable by the coupling device such that the interpoles couple the first magnetic field of a selected first gear member to the second magnetic field to produce a gear ratio between the first gear system and the second gear system, the gear ratio being changeable by changing the selected first gear member.

Abstract: Two-gear transmissions for electric machines are provided, which include a primary shaft; a secondary shaft; a first gear set which includes a first driving gearwheel and a first driven gearwheel, one of these gearwheels including a first hub and a ring gear; a second gear set which includes a second driving gearwheel and a second driven gearwheel; an overrunning clutch interposed between the ring gear and the first hub; a first coupling device arranged to connect the ring gear for rotation directly with the respective shaft and comprises a second hub and a sliding sleeve; a second coupling device arranged to connect either the second driving gearwheel or the second driven gearwheel for rotation with the respective shaft; connection elements connecting the first hub for rotation with the second hub; and elastic elements applying on the first and second hubs a biasing torque to urge them towards an end-of-travel position.

Abstract: In a transmission series different versions of lubricant supply pumps have a uniformly designed and dimensioned coupling pin between lubricant supply pump and transmission drive shaft or take-off shaft. In addition different versions of lubricant supply pumps have a uniformly designed and dimensioned mechanical interface on their drive shaft-side housing end face side. This mechanical interface includes a centering shoulder radially surrounding the coupling pin and a circle of holes concentric to the centering shoulder provided with threaded holes for attachment screws on the drive shaft-side end face side of the lubricant supply pump.

Abstract: A powered vehicular interlock system includes a powered vehicle with a propulsion means, a final drive means, a braking means, and a vehicle operator's chamber having a floor and a seat. The system includes an automatic transmission, a braking activation interface located close to the floor on the floor first side section, and a propulsion activation interface located close to the floor on a floor second side section. The system includes a propulsion deactivation interlock system having a braking activation sensor, a deactivation module, and a power supply. In a first position, the propulsion deactivation interlock system is adapted to allow the powered vehicle to be propelled. For operation, upon activation of the braking activation interface to a second position, the propulsion deactivation interlock system adapted to prohibit the powered vehicle from being propelled.

Abstract: A dog-clutch transmission system having dog-clutches is provided that can effectively lower the sound resulting from the engagement of dogs during the meshing of gears. A dog-clutch transmission system includes first gears installed adjacent to each other on respective shafts so as not to be rotatable relatively to the respective shafts and to be axially slidable; and second gears installed so as to be rotatable relatively to the respective shafts and not to be axially slidable. Each of the first gears has dog-teeth projecting in the axial direction and each of the other gears has dog-holes recessed in the axial direction. Speed-stages are switchable by bringing the dog-teeth and the dog-holes into engagement and disengagement. A speed-change ratio proportion of a change-speed ratio at an arbitrary n-speed speed-stage to a speed-change ratio at a (n+1)-speed speed-stage is set at 0.725 or more.

Abstract: A hydraulic circuit (88) for an automatic transmission (10) that employs a shift actuation valve (96) that controls the actuation of the synchronizer (29) for selectively controlling gear engagement. The shift actuation valve (96) includes a valve member (114) having at least one valve element (122) with an outer diameter (162) and a metering face (164). The metering face (164) is adapted to control the flow of pressurized fluid between an inlet (108) and an outlet (110) of the valve body (102). The metering face (164) includes a flow force compensating annular void (166) disposed adjacent the outer diameter (162) and that is defined by a lead angle ? measured between the outer diameter (162) and a line intersecting the outer diameter (162) and tangential to the annular void (166). A solenoid (104) is employed to move the valve member (114) between predetermined positions.

Abstract: A transmission system has a clutch module with a single input and two outputs. First and second clutch devices are positioned between the input and the two outputs. A transmission module, having two inputs and a single output, includes two sub-transmissions where at least a single speed transforming gear or a single transmission clutch is located between an input and an output of each sub-transmission. The two outputs of the clutch module are connected here to the two inputs of the transmission module. Between the input and the first output of the clutch module is located a first planetary gear set, and between the input and the second output is located a second planetary gear set.