Abstract: A vehicle transmission includes a toothed gear, a shift sleeve, a shift fork configured to actuate the shift sleeve, and a fork bend partially surrounding the shift sleeve in an installed state. At least one region of the fork bend has an axial step. The at least one region having the axial step has a shape of a circular ring section substantially extending at an angle of 180 degrees in a circumferential direction of the fork bend. The axial step has two radially adjacent sections arranged axially offset in relation to one another. One section of the fork bend partially engages in the toothed gear in an initial switching state and a second section of the fork bend overlaps with one side wall of a groove in the shift sleeve in an axial direction.

Abstract: A vehicle transmission includes a toothed gear, a shift sleeve, a shift fork configured to actuate the shift sleeve, and a fork bend partially surrounding the shift sleeve in an installed state. At least one region of the fork bend has an axial step. The at least one region having the axial step has a shape of a circular ring section substantially extending at an angle of 180 degrees in a circumferential direction of the fork bend. The axial step has two radially adjacent sections arranged axially offset in relation to one another. One section of the fork bend partially engages in the toothed gear in an initial switching state and a second section of the fork bend overlaps with one side wall of a groove in the shift sleeve in an axial direction.

Abstract: The invention relates to a dual clutch transmission comprising two input shafts (11a, 12a; 11b, 12b) which are provided for respectively linking to a power shift clutch (K1a, K2a; K1b, K2b), a first countershaft (13a; 13b) arranged offset parallel to the input shafts (11a, 12a; 11b, 12b), a second countershaft (14a; 14b) arranged offset parallel to the input shafts (11a, 12a; 11b, 12b), at least five gear wheel planes (Z1a-Z5a; Z1b-Z5b) which each comprise a fixed gear (Z11a-Z51a; Z11b-Z51b) permanently connected in a rotationally fixed manner to one of the input shafts (11a, 12a; 11b, 12b), wherein one of the gear wheel planes (Z4a; Z4b) comprises an idler gear wheel (Z42a; Z42b) arranged coaxially relative to the first countershaft (13a; 13b) and an idler gear wheel (Z43a; Z43b) arranged coaxially relative to the second countershaft (14a; 14b), which form a gear wheel pair for shifting into at least one reverse transmission gear (R1a, R2a), at least nine shift units (S1a-S9a; S1b-S9b) for producing an opera

Abstract: In an automated split path transmission with at least six forward speeds and three characteristic transmission steps (sI, sII, sIII), which decrease with the height of the forward speed, one of the forward speeds is a direct gear and the power of a further forward speed passing through two constant gearsets of the split path group.

Abstract: The invention relates to a crystalline micronisate of (1 ?,2?,4?,5?,7?)-7-[(hydroxydi-2-thienylacetyl)oxy]-9,9-dimethyl-3-oxa-9-azoniatricyclo[3.3.1.02,4]nonane-bromide, processes for preparing it and its use for preparing a pharmaceutical composition, particularly for preparing a pharmaceutical composition with an anticholinergic activity.

Abstract: In an automated split path transmission with at least six forward speeds and three characteristic transmission steps (sI, sII, sIII), which decrease with the height of the forward speed, one of the forward speeds is a direct gear and the power of a further forward speed passing through two constant gearsets of the split path group.

Abstract: The invention relates to a crystalline micronisate of (1?,2?,4?,5?,7?)-7-[(hydroxydi-2-thienylacetyl)oxy]-9,9-dimethyl-3-oxa-9-azoniatricyclo[3.3.1.02,4]nonane-bromide, processes for preparing it and its use for preparing a pharmaceutical composition, particularly for preparing a pharmaceutical composition with an anticholinergic activity.

Abstract: The invention relates to a crystalline micronisate of (1 ?,2?,4?,5?,7?)-7-[(hydroxydi-2-thienylacetyl)oxy]-9,9-dimethyl-3-oxa-9-azoniatricyclo[3.3.1.02,4]nonane-bromide, processes for preparing it and its use for preparing a pharmaceutical composition, particularly for preparing a pharmaceutical composition with an anticholinergic activity.

Abstract: A system includes a unit for controlling a transmission line of a motor vehicle with a transmission. The transmission has a plurality of wheel sets for engaging and disengaging transmission gears and a plurality of shift clutches which can be operated by an operating device for engaging and disengaging transmission gears. In the transmission, at least one shift clutch to be shifted is operable while a shifted shift clutch is still engaged. The unit (10) is designed to guide at least during one shifting operation the shift clutch (S1,3, S2,4, S5,6) to be shifted to its synchronizing point when the shifted shift clutch (S1,3, S2,4, S5,6) is still engaged, and to guide an input clutch (11) of the transmission at least before the end of a synchronizing operation of the shift clutch (S1,3, S2,4, S5,6) to be shifted by way of an actuator (12) of the transmission into its opening position.

Abstract: The invention relates to a crystalline micronisate of (1&agr;,2&bgr;,4&bgr;,5&agr;,7&bgr;)-7-[(hydroxydi-2-thienylacetyl)oxy]-9,9-dimethyl-3-oxa-9-azoniatricyclo[3.3.1.02,4]nonane-bromide, processes for preparing it and its use for preparing a pharmaceutical composition, particularly for preparing a pharmaceutical composition with an anticholinergic activity.

Abstract: A system includes a unit for controlling a transmission line of a motor vehicle with a transmission. The transmission has a plurality of wheel sets for engaging and disengaging transmission gears and a plurality of shift clutches which can be operated by an operating device for engaging and disengaging transmission gears. In the transmission, at least one shift clutch to be shifted is operable while a shifted shift clutch is still engaged. The unit (10) is designed to guide at least during one shifting operation the shift clutch (S1,3, S2,4, S5,6) to be shifted to its synchronizing point when the shifted shift clutch (S1,3, S2,4, S5,6) is still engaged, and to guide an input clutch (11) of the transmission at least before the end of a synchronizing operation of the shift clutch (S1,3, S2,4, S5,6) to be shifted by way of an actuator (12) of the transmission into its opening position.

Abstract: A change gear unit has an output shaft which can be engaged into a drive connection with a parallel input shaft. The output shaft can be engaged into the drive connection by at least three gear wheel stages in order to form forward gears. Also, the output shaft can be engaged with a vehicle axle differential gear unit by two gear wheel stages. The differential gear unit has output shafts that are parallel with respect to the central axis of the change gear unit.

Abstract: A change-speed gear unit has an output shaft, connected to a parallel input shaft in two forward gear ratios by a forward-speed gear stage. The output shaft is connected to a differential gear unit in one forward gear ratio by an auxiliary gear stage, and in the other forward gear ratio by a gear stage used as a gear constant.

Abstract: In a gearwheel change transmission, an input shaft, an output shaft and a countershaft are connected to one another by three bound gearwheel stages.

Abstract: In a bearing arrangement for gearbox shafts in a motor vehicle change-speed gearbox, an output shaft is rotatably supported and also fixed substantially immovably in the directions of the axis of rotation by one rolling contact bearing arrangement in each case relative to a coaxial input shaft and a gearbox casing.

Abstract: A change-speed gearbox having two countershaft transmission each connected by a frictional driving clutch to an input shaft and having a single common countershaft. Two gear wheel stages of the countershaft transmissions can be optionally connected into the driving connection between the input and output shafts by a change-speed clutch. One of the two gear wheel stages of one countershaft transmission is allocated to the reverse gear, and one of the two gear wheel stages of the other countershaft transmission is used both in reverse gear and in second gear.