Abstract: A gear selector device for a transmission of a motor vehicle in which at least one gear wheel 2, 3 and one sliding sleeve 4 are situated upon one transmission shaft 1. For axial displacement of the sliding sleeve 4 upon the transmission shaft 1, a pressure-medium actuatable shifting device 45 is used which is supplied with a control pressure medium through a hole 10 within the transmission shaft 1. When several such sliding sleeves 4, 20 are disposed upon such a transmission shaft 1, there results a higher total construction cost for the control pressure supply thereof. The object of the invention is a transmission shaft 1 having several sliding sleeves 4, 20 to reduce the total construction cost for the axial displacement of the sliding sleeves 4, 20. To the end, it is provided that the shifting devices 45, 46 of the sliding sleeves 4, 20 can be supplied independently of each other with a control pressure medium through one common pressure medium hole 6 in the transmission shaft 1.

Abstract: An all-wheel distributor transmission (1) is described for a motor vehicle comprising a planetary gear set as multiplication step (2) for a switchable off-road gear and a planetary gear set (3) with variable division for distributing a drive torque onto a front axle and a rear axle. The all-wheel distributor transmission (1) also has an adjustable lock (4) for locking between the front axle and the rear axle, the lock (4) and the multiplication step (2) being actuatable via a controllable drive device (5). The drive device (5) comprises a drive shaft (6) and two output shafts (7, 8), the first output shaft (7) being in operative connection with the multiplication step (2) and the second output shaft (8) being in operative connection with the lock (4). A torque introduced via the drive shaft (6) can be applied on the first or the second output shaft (7 or 8) according to a control of a shift unit (10) for actuating the lock (4) or the multiplication step (2).

Abstract: A six-gear or seven-gear vehicle transmission (1, 30) having one starting selector clutch (K1), two countershafts (5, 6), gear wheels non-rotatably disposed upon the input shaft (4) and designed as fixed wheels (12, 13, 14, 33, 37) which are in tooth contact with idler wheels (8, 9, 10, 15, 16, 17, 35, 36), coupling devices (22, 23, 24, 25, 31, 32) non-rotatably and axially movably supported on the two countershafts (5, 6), the same as one output gear wheel (18, 19) upon each of the two countershafts (5, 6) which are in tooth contact with one toothing (20) on a differential transmission (21) each two gear positions in a shifting gate of an H- or multi-H shifting gate (G1-G2; G3-G4; G5-G6; G7-RG) are associated with two different coupling devices (22, 23, 24, 25, 31, 32) in the transmission.

Abstract: The control of a shifting component (1) of a stepped automatic transmission is designed with one frictionally engaged element (2) and one form-locking element (3). When this shifting component (1) is engaged, a transmitting capacity of the frictionally engaged element (2) is first adjusted and when a synchronous state of the form-locking element (3) exists, the form-locking element (3) is closed. When the form-locking element (3) is closed, a transmitting capacity of the frictionally engaged element (3) is reduced. In case of a demand for disengaging the shifting component (1) before opening under load, the form-locking element (3) and the transmitting capacity of the frictionally engaged element (2) is increased so that a power flow, which is conveyed via the closed form-locking element (3) of the shifting component (1), can be conveyed via the frictionally engaged element when the form-locking element (3) is open.

Abstract: A selector transmission for a motor vehicle in which two transmission shift positions G1, G2; G3, G4; G5, G6 situated in a shifting gate 55 of an H or multi-H shifting gate 51 within a transmission 1 can be respectively shifted via two different shifting sets 29, 30, 31, 32. The transmission 1 has one transmission input shaft 5, two countershafts 15, 16, one reverse gear shaft 22 and one transmission output shaft 28 available. The fixed and idler gears of each ratio step are positioned on the transmission shafts so that, departing from a single starting and separating clutch 4 of the transmission, the transmission gears are disposed in a sequence G2 and RG, G4 and G6, G3, G1, G5.

Abstract: A motor vehicle transmission (1) which is outfitted with a start-up subassembly (A), a core transmission (B) as well as an output subassembly (C) which are drive-engineering connected with one another and are arranged in a transmission housing to reduce development, manufacturing and storage costs. Moreover, the start-up subassembly (A) contains a clutch, a double clutch (5) or a torque converter, while the core transmission (B) is constructed as a gear reduction transmission. The core transmission (B) disposes over at least one transmission input shaft (6, 7), a gear reduction shaft (19) as well as at least one transmission output which is not oriented coaxially toward the at least one transmission input shaft (6, 7). The output subassembly (C) contains transmission components for a front-transverse drive (41, 42, 43), for a front-longitudinal or rear-longitudinal drive (39) or for an all wheel drive (44, 45, 46, 47, 49, 50, 51, 52, 53, 55, 56).

Abstract: A drive train (24) of a motor vehicle with a front engine (2) and rear-wheel or all-wheel drive, in which a gear input shaft (26) from a drive technical point of view is connected to a front engine (2) and a gear output shaft (38) is connected via a longitudinal drive shaft (61) to the rear axle gearbox and in which gear wheels (27, 28; 29, 30; 31, 32; 33, 34) meshing with one another are arranged on the gear shafts, wherein for every gear transmission ratio, one gear wheel is arranged in a torsionally stationary manner on the gear shaft (26), while the respectively other gear wheel is pivotably seated on another gear shaft (38) and via coupling mechanisms (25, 35) can be connected to the gear shaft (38) that is assigned to the idler wheels (28, 30, 32, 34).

Abstract: A transmission is described, in particular an automatic transmission, which has several shift control elements (A, B, C, D, E) and several gearwheels (2, 3) which can be engaged via the shift control elements (A to E) to form a power flow, in which, to establish a transmission ratio in each case at least one of the shift control elements (A to E) is closed. The shift control elements (B, C, E), which are engaged during an up-shift, are formed as frictional shift control elements, and the shift control elements (A, D), which during up-shifts respectively only constitute a shift control element to be disengaged, are made as positive-locking gear elements.

Abstract: A transmission is described, in particular an automatic transmission for a vehicle, having at least one shift control element formed at least of a second shift control element half that can be brought into active frictional engagement with a first shift control element half. The shift control element halves can be connected to non-rotating and rotating transmission components, and a positive-locking coupling device is provided at least between the first shift control element half and the transmission components that can be connected thereto. The coupling device also comprises a synchromesh device. In addition, a method is described for controlling a transmission that has at least one shift control element and two shift control element halves which can be brought into active frictional engagement.

Abstract: An all-wheel distributor transmission (1) is described for a motor vehicle comprising a planetary gear set as multiplication step (2) for a switchable off-road gear and a planetary gear set (3) with variable division for distributing a drive torque onto a front axle and a rear axle. The all-wheel distributor transmission (1) also has an adjustable lock (4) for locking between the front axle and the rear axle, the lock (4) and the multiplication step (2) being actuatable via a controllable drive device (5). The drive device (5) comprises a drive shaft (6) and two output shafts (7, 8), the first output shaft (7) being in operative connection with the multiplication step (2) and the second output shaft (8) being in operative connection with the lock (4). A torque introduced via the drive shaft (6) can be applied on the first or the second output shaft (7 or 8) according to a control of a shift unit (10) for actuating the lock (4) or the multiplication step (2).