Abstract: A countershaft-type dual clutch transmission for a vehicle has two clutches having input sides connected to a driveshaft (AN) and output sides connected respectively to one of two transmission input shafts arranged coaxial to a mainshaft axis. A sub-transmission is associated in each instance with the transmission input shafts, at least two countershafts, a plurality of gear planes to which are assigned gear ratio steps, and at least one output shaft which can be connected to the sub-transmissions via an output gear plane. Only six gear planes with at least nine assigned gear ratio steps can be realized via only four double shift elements and at least one single shift element. Each countershaft can be coupled with four gear ratio steps via double shift elements, and one of the transmission input shafts can be coupled with a gear ratio step via a single shift element.

Abstract: A transmission configuration for a vehicle with at least a wet clutch (7) functioning as starting element. A coolant and a lubricant supply is provided via at least a pump device (5) which can be driven by a drive motor (1) of the vehicle. The pump device (5) can be driven in such a way that the conveyed flow volume of the pump device (5) is proportional to the rotational speed difference between the rotational speed of the drive motor (1) and the rotational speed of the clutch (7) which is designed and functions as the starting element.

Abstract: A transmission configuration for a vehicle with at least a wet clutch (7) functioning as starting element. A coolant and a lubricant supply is provided via at least a pump device (5) which can be driven by a drive motor (1) of the vehicle. The pump device (5) can be driven in such a way that the conveyed flow volume of the pump device (5) is proportional to the rotational speed difference between the rotational speed of the drive motor (1) and the rotational speed of the clutch (7) which is designed and functions as the starting element.

Abstract: A power-split transmission with a variator (1) is proposed, which is constructed as a toroid or friction wheel variator, as a band or chain variator, as a tapered ring transmission or as a continuous hydrostatic transmission, with a variator output transmission (2) including a planetary gearset (9) and a further planetary gearset (3), which, connected before the variator in the direction of the flux of force, serves as a distribution transmission, and, connected behind the variator in the direction of the flux of force, serves as a summation transmission for the power-splits, in which the variator output transmission (2), the variator (1) and the additional planetary gearset (3) are arranged coaxially, and wherein the spatial arrangement of the variator output transmission (2), the variator (1) and the planetary gearset (3) in the output direction are indicated by one of the following schemata; variator (1)—variator output transmission (2)—planetary gearset (3); variator (1)—planetary gearset (3)—variator out

Abstract: A split power transmission with a variable drive, a brake, a clutch, an integrating transmission containing a planetary set, the internal gear forming the output of the transmission, and an additional planetary set located between the drive shaft and the transmission. A portion of the transmission drive shaft power is transferable to the transmission which includes a secondary shaft located axially parallel to the variable drive. The power of the variable drive is directed towards the integrating transmission via the secondary shaft by using a defined transmission ratio. Torque division in the low cruising range and is achieved by locking the brake connecting the internal gear of the planetary set located between the drive shaft, and the transmission to the unit. Whereas in the high cruising range, by engaging the clutch the sun gear of the transmission is interlocked with the internal gear of the transmission.

Abstract: A split power transmission with a variable drive, a brake, a clutch, an integrating transmission containing a planetary set, the internal gear forming the output of the transmission, and an additional planetary set located between the drive shaft and the transmission. A portion of the transmission drive shaft power is transferable to the transmission which includes a secondary shaft located axially parallel to the variable drive. The power of the variable drive is directed towards the integrating transmission via the secondary shaft by using a defined transmission ratio. Torque division in the low cruising range and is achieved by locking the brake connecting the internal gear of the planetary set located between the drive shaft, and the transmission to the unit. Whereas in the high cruising range, by engaging the clutch the sun gear of the transmission is interlocked with the internal gear of the transmission.

Abstract: A vehicle gearbox having an input shaft, an output shaft and a countershaft, which is arranged to parallel to the axis of shafts and can be drivingly connected by gear sets to shafts via separating clutches, wherein four gear sets and a reversing gear set having an idler and a fixed gear form a main gearbox group and two gear sets having an idler and a fixed gear form a downstream area gearbox. The separating clutches and the idlers of the main gearbox group are arranged on the input shaft while the idlers of the area gearbox group rest on the countershaft, wherein the gearbox diagram, the switchgear and the gearbox housing for a vehicle gearbox with six forward gears are the same as those for a vehicle gearbox with eight forward gears.

Abstract: A power distributed 2-range transmission comprising one frictional wheel variator (1), one planetary gear (2) arranged coaxially to the frictional wheel variator (1), detachably connectable therewith via one shifting element (K2) and comprising two shifting elements (Kr, K1) and one lateral shaft (9) which connects the frictional wheel variator (1) with the planetary gear (2), the planetary gear (2) containing two minus planetary gear sets (3, 4).

Abstract: A distributed multi-range transmission is proposed which has one variator (1) designed as toroidal or friction gear variator, as band or chain variator, as cone ring transmission, or as continuously variable hydrostatic transmission, one planetary gear set (3) which engaged in power flow direction before the variator (1) serves as distributor transmission and engaged in power flow direction behind the variator serves as summarizing transmission for the power branches comprising shifting elements (K1, K2) which separately engaged, respectively engage the lower or the upper speed range, the power of the variator being conveyed to the output via a variator output transmission (2) or a shaft (6) situated paraxially with the variator and one direct or overdrive gear is provided in which no power flows via the variator and in direct gear or overdrive operation uncouples the variator from the power flow.

Abstract: A power distributed 2-range transmission comprising one frictional wheel variator (1), one planetary gear (2) arranged coaxially to the frictional wheel variator (1), detachably connectable therewith via one shifting element (K2) and comprising two shifting elements (Kr, K1) and one lateral shaft (9) which connects the frictional wheel variator (1) with the planetary gear (2), the planetary gear (2) containing two minus planetary gear sets (3, 4).

Abstract: A continuously variable toroidal transmission comprising at least one input disc and at least one output disc has several friction wheels (10, 19′, 10″) between the inner surfaces of the input and output discs, on pivoting bodies (2, 2′, 2″) of a support element (1), retained by wheel carriers (9, 9′, 9″) and pivotally supported. The wheel carriers (9, 9′, 9″) of the friction wheels (10, 10′, 10″) are connected with the pivoting bodies (2, 2′, 2″) by one coupling element (19). The coupling element (19) has a ball guide (25) with a longitudinal hole (22) for movement in linear direction along the axis of the appertaining wheel carrier (9, 9′, 9″).

Abstract: In an all-wheel toroid transmission, the distribution of the torque and the power to the front axle (7) and the rear axle (6) of the vehicle takes place via a friction wheel variator (1) for a vehicle with a friction wheel variator (1).

Abstract: A vehicle gearbox having an input shaft (9), an output shaft (10) and a countershaft (11), which is arranged to parallel to the axis of shafts (9, 10) and can be drivingly connected by gear sets (I to VI and W) to shafts via separating clutches (a to g), wherein four gear sets (I, II, III, IV) and a reversing gear set (W) having an idler (20, 21, 22, 23, 26) and a fixed gear (13, 14, 15, 16, 19) form a main gearbox group(28) and two gear sets (V, VI) having an idler (24, 25) and a fixed gear (17, 18) form a downstream area gearbox (29). The separating clutches (a, b, c, d, g) and the idlers (20, 21, 22, 23, 26) of the main gearbox group (28) are arranged on the input shaft (9) while the idlers (24, 25) of the area gearbox group (29) rest on the countershaft (11), wherein the gearbox diagram, the switchgear and the gearbox housing for a vehicle gearbox with six forward gears (1 to 6) are the same as those for a vehicle gearbox with eight forward gears (1 to 8).

Abstract: A continuously variable friction gear with two gear units is so designed that the two supports of each gear unit are connected to one another in each case by endless chains extending at an angle to the longitudinal axis of the continuously variable friction gear, in such manner that one chain loops round the first (front) support of the first gear unit and the second (rear) support of the second gear unit, and the other chain loops round the second (front) support of the first gear unit and the first (rear) support of the second gear unit, and each endless chain is associated with a control device which is arranged between the two chain strands of an endless chain and acts upon their inner sides with an adjustable force. Accordingly, the angular and transmission ratio adjustment takes place directly, without axial displacement.

Abstract: A power branched transmission is proposed, including a frictional wheel variator and two planetary gears, whereby the frictional wheel variator (1), the first planetary gear (2) and the second planetary gear (3) are all positioned coaxially and behind each other in the direction of power flow.

Abstract: A split performance power train is proposed, comprising a friction wheel variable speed transmission and a planetary gear set laid out as an accumulated set of gears. A first planetary gear set (2) and a third planetary gear set (4) are envisioned and the friction wheel variable speed transmission (1), the first planetary gear set (2) and the second planetary gear set (3) are laid out as an accumulated set of gears and the third planetary gear set (4) is coaxial and arranged consecutively in the direction of the flow of the power.

Abstract: A transmission for a vehicle with an input drive shaft (10), a coaxial output drive shaft (11) and a counter shaft (12, 13) which is installed axis-parallel to the input and output shafts (10, 11) and can be driveably connected with the input and output shafts (10, 11) by gear sets (I to V and W) and shifting clutches (a to e, g, h), whereby certain gear sets (I, II, III, W) form a principal gear-drive group (29) and two gear sets (IV, V) form a range group (30) located proximal to the output shaft (11). The proposal is that between the input drive shaft (10) and the output drive shaft (11) a coaxial intermediate shaft (14) is located, in which a first shifting clutch (a) can connect the intermediate shaft (14) to the input drive shaft (10) and a sixth shifting clutch (f) can connect the intermediate shaft (14) with the output shaft (11).

Abstract: The continuously variable friction gear transmission has one housing and one variator which is inserted therein and which is mounted on a power frame. In order to provide this variator in the form of an operationally capable autarchic unit, the support pistons for the trunnions are integrated in the power frame.

Abstract: The transmission unit, especially designed for a motor vehicle, possesses a housing with an input drive shaft with at least one output drive shaft and with an arrangement for the variation of the gear ratio whereby, within the housing a starting element is provided, which is connected to a stepless transmission which, in turn, is in connection with power split apparatus that possesses a first output drive shaft for the rear axle drive and a second output drive shaft, which is connected with a differential for a front axle drive.

Abstract: A method and device are described for issuing a feedback signal to the driver of a motor vehicle as soon as an admissible constant load limit of a shifting element in a motor vehicle transmission, especially a starting clutch in an automatic transmission, is exceeded. The feedback signal to the driver takes the form of a haptic signal via an accelerator pedal of the motor vehicle as pulsated motion of the throttle pedal.