Abstract: A motor vehicle gearbox having a hydrodynamic retarder (12) and at least one connection (23) for a power take-off drive. The retarder (12) can be driven by an output shaft (5) of the gearbox (1) via a spur gear stage (11) having a drive gear (9) and an output gear (10). The drive gear (9) engages with at least one further output gear (13) by which at least one further power take-off drive (17, 21) can be driven.

Abstract: A motor vehicle gearbox having a hydrodynamic retarder (12) and at least one connection (23) for a power take-off drive. The retarder (12) can be driven by an output shaft (5) of the gearbox (1) via a spur gear stage (11) having a drive gear (9) and an output gear (10). The drive gear (9) engages with at least one further output gear (13) by which at least one further power take-off drive (17, 21) can be driven.

Abstract: A transmission (68) with load distribution to two countershafts (70, 72) has a switching equipment (2) with a synchronization apparatus (14, 54) and two constant gear wheel trains (42, 44) of which at least one constant gear wheel train (42) serves to transfer torque introduced into the transmission (68) to that countershaft (70) on which an auxiliary output (PTO) is arranged. The gear wheel (40) of the second constant gear wheel train (42), which is not arranged on one of the countershafts (70, 72), is fixed radially in a coupling apparatus (32, 62, 64) such that the coupling apparatus (32, 62, 64) allows radial play of the gear wheel (40) in relation to the shaft (4) on which the gear wheel (40) is arranged. An Oldham clutch (32) represents such a coupling apparatus.

Abstract: A transmission (68) with load distribution to two countershafts (70, 72) has a switching equipment (2) with a synchronization apparatus (14, 54) and two constant gear wheel trains (42, 44) of which at least one constant gear wheel train (42) serves to transfer torque introduced into the transmission (68) to that countershaft (70) on which an auxiliary output (PTO) is arranged. The gear wheel (40) of the second constant gear wheel train (42), which is not arranged on one of the countershafts (70, 72), is fixed radially in a coupling apparatus (32, 62, 64) such that the coupling apparatus (32, 62, 64) allows radial play of the gear wheel (40) in relation to the shaft (4) on which the gear wheel (40) is arranged. An Oldham clutch (32) represents such a coupling apparatus.

Abstract: The invention relates to a synchronizer clutch (1) comprising a sliding sleeve (17) with selector teeth (19), two synchronizing rings (28, 29) with locking teeth (30, 31) and friction surfaces (24, 25) situated on both sides of the sliding sleeve (17) and rotatable around a limited rotation angle, and two clutch bodies (20, 21) with coupling teeth (22, 23) and counter friction surfaces (26, 27) interacting with the synchronizing rings (28, 29) wherein the sliding sleeve (17) is constantly connected with a transmission element (3) by a sleeve guide (3) so as to be torsionally resistant and, when engaged, is connected with one of the clutch bodies (20, 21) with positive fit by the selector teeth (19) and the coupling teeth (22, 23).

Abstract: The invention concerns a clutch (1) comprising a sliding sleeve (17) with selector teeth (19), two synchronizing rings (28, 29) situated on either side of the sliding sleeve (17) with locking teeth (30, 31) and friction surface (24, 25) which can be turned about a limited rotation angle in relation to the sliding sleeve (17) and two clutch bodies (20, 21) with clutch teeth (22, 23) and counter friction surface (26, 27), the clutch bodies (20, 21) interacting with the synchronizing rings (28, 29) wherein the sliding sleeve (17) is constantly connected with a gear element (3) in a way torsionally resistant and when engaged is connected to one of the clutch bodies (20, 21) via the selector teeth (19) and the clutch teeth (22, 23) with positive fit.

Abstract: The invention describes a vehicle transmission (2) with helical toothing wherein a first shaft (4, 60, 100, 104, 160, 162, 220, 300) and one substantially coaxial second shaft (28, 62, 102, 180, 246, 302) have a mechanism (36-50, 76-84, 120-154, 226, 234, 244, 306) between them for the transmission of axial forces and simultaneously allow rotation movement and radial mobility of the shafts relative to one another. Axial forces, particularly resulting from the helical toothing, can also be transmitted in transmissions having several countershafts.

Abstract: A toothed-wheel gear change with power distribution over several layshafts (6, 7) having a radially and axially supported input shaft (2) and an output shaft (main shaft) (9) which is floating. At least one input gear (3, 4) provided on said input shaft (2) transmits the torque to gears (8) meshing therewith and firmly connected with the layshafts. The loose gears (10) are axially secured but radially free on the input and output shafts. A movable securing device (12, 13) makes possible the radial fixing of the input gear (3, 4).

Abstract: A support for a gear wheel, used in a toothed gear change transmission having a shaft and a gear wheel, where the support provides both sufficient axial fixing and radial play between the gear wheel and the shaft, necessary to compensate for working loads. The support is used with a gear wheel having internal teeth with at least one discontinuity in the internal teeth and a groove extending into the internal teeth. The support has a first disc with external teeth and at least one mating discontinuity in the external teeth, whereby the internal and external teeth and the discontinuities, respectively, can coincide with one another. A locking mechanism locks the position of the first disc relative to the gear wheel. To prevent against axial movement of the first disc against the direction of insertion into the groove, the support also includes a securing device.

Abstract: A range-change gearbox arrangement on the main casing of a multi-ratio gearbox in which the clutch of the range-change gear is fitted in a second casing and a part of the clutch is supported by an intermediate plate located between the main and second casings. The intermediate plate (4) is secured to the main casing (2) and is supported thereon by a plurality of studs (6) which may be bearing studs for gear-wheels (34), especially reverse gear intermediate wheels.

Abstract: In a range change transmission for vehicles which is designed as planetary transmission (2), a sun gear (3) is driven by a drive shaft (4) of an added basic transmission while a planet carrier (8) of the planetary transmission (2) is rigidly connected with an output shaft (9) of the range change transmission. To engage a low ratio group of the range change transmission, a ring gear (6) is connected with a transmission casing (1) by means of a sliding sleeve (25). In a direct through drive, the sliding sleeve (25) connects the ring gear (6) with a planet carrier (8). The construction costs should be reduced by using a single-piece synchronizer ring (22), the single-piece synchronizer ring which is effective for both shift directions cooperating by both its friction faces (23) with bevel faces (18 and 19) on the transmission casing (1) and on the planet carrier (8).

Abstract: A gear shift device e.g. for a six-speed automotive speed change transmission with a gear shift lever for selection and shifting of all gears and with shift rails for the shifting of gears in one shift path has an H-shaped shift pattern similar to a four-speed transmission and has means for fixing or returning of a central selection and shift shaft or rotating shaft and/or the gear-shift lever into predetermined shift paths, e.g. the gears 3/4, where for the shift path of the gears 5/6 a retention device is provided additionally, which upon completed or nearly completed shift into the next higher, that is sixth gear, retains the central selection and shift shaft or the rotating shaft and/or the gear-shift lever in this shift path and upon completed or nearly completed shift into the next lower, that is fifth gear, permits the return of the central selector and shift shaft or the rotating shaft and/or the gear-shift lever into a lower shift path, e.g.

Abstract: A plurality of control rods (41, 43, and 42, 44) extend transversely of a locking plate (3) through which at least three of the control rods are locked in a neutral position by cammed displacement of the locking plate in response to axial displacement of another of the control rods from the neutral position. Locking grooves (45) in the control rods are aligned in the neutral position and the rods are engaged therein by locking edges (31, 32) formed on the locking plate facing opposite directions for either cammed displacement of the locking plate or locking of the rods. The locking plate is displaceable within a housing (11) along a path transverse to the control rods and about a pivot axis (52) fixed to the housing.