Abstract: In a double clutch transmission of a drive train of a vehicle with rear-axle drive or all-wheel drive and a front longitudinally mounted drive engine, wherein concentric central shafts of the double clutch transmission are supported by first and second rolling bearings in an X arrangement, third and fourth rolling bearings are provided by which the transmission output shaft is supported and the rolling bearings are preloaded and also disposed in an X arrangement in relation to the rolling bearings supporting the transmission output shaft.

Abstract: A transmission for a tractor comprises a transmission case having an opening that opens to exterior of the transmission case and a speed change device that is housed in the transmission case. The transmission also includes a cover removably attached to the transmission case for closing the opening of the transmission, a main speed change shift fork supported by the cover and capable of engaging with and moving a main speed change shifter, and a sub speed change shift fork supported by the cover and capable of engaging with and moving a sub speed change shifter. The cover is capable of mounting a creep speed change device having a creep speed position.

Abstract: In a load shiftable group transmission with a high number of gears, particularly suitable for utility vehicles, the transmission includes a dual clutch a split unit, a direct gear, a main group and a hollow shaft on a countershaft in an arrangement, wherein the various gear stages can be established by a change of the input constants within the split unit without a change in the transmission stage in the main transmission without an interruption in tractive force during shifting between two adjacent gears within the main group.

Abstract: A multiple speed power transmission comprises: an input; an output; first and second input shafts releasably coupled to the input by first and second friction clutches, respectively; a countershaft disposed parallel to the first and second input shafts; an output pinion fixed to the countershaft; an output ring gear fixed to the output and meshing with the output pinion; an intermediate shaft disposed coaxially with the countershaft; a first input pinion fixed to the first input shaft and meshing with a first gear fixed to the intermediate shaft; a second input pinion fixed to the second input shaft; a second gear disposed coaxially with the intermediate shaft; an idler gear meshing with the second input pinion and the second gear; a first coupler for releasably coupling the first countershaft to the intermediate shaft; and a second coupler for releasably coupling the intermediate shaft to the second gear.

Abstract: A multi-speed compound vehicular transmission having an auxiliary section with three countershafts, including: a main section; and an auxiliary section, wherein the main section includes an input shaft, an output shaft, a synchronizer and two countershafts symmetrically arranged on both sides of the output shaft; the auxiliary section includes an auxiliary section main shaft and a synchronizer; wherein a reduction gear is arranged on the main shaft, three countershafts are distributed with equal distance around the main shaft, and an output end of the main shaft of auxiliary section is connected to a flange.

Abstract: A system for actuating couplers to produce gear changes in a motor vehicle transmission includes first and second actuator drums supported for rotation, and first and second shift forks. Each first shift fork is driveably connected to a first actuator drum, secured to a first coupler, and displaced in response to rotation of a first actuator drum between a neutral state, wherein no gear is engaged, and at least one first drive state, wherein a gear of a first gear group is engaged. Each second shift fork is driveably connected to a second actuator drum, secured to a second coupler, and displaced in response to rotation of a second actuator drum between a neutral state, wherein no gear is engaged, and at least one second drive state, wherein a gear of the second gear group is engaged.

Abstract: The gearbox comprises: a first, inner input shaft which carries a first and a second driving gear wheel associated with odd gears and with a reverse gear; a second, outer input shaft which is disposed coaxially with the first and carries a third and a fourth driving gear wheel associated with even gears; a first output shaft which carries a first driven gear wheel meshing with the first driving gear wheel to form a first gear, a second driven gear wheel meshing with the second driving gear wheel to form a fifth gear and a third driven gear wheel meshing with the fourth driving gear wheel to form a sixth gear; and a second output shaft which carries a fourth driven gear wheel meshing with the first driven gear wheel to form the reverse gear, a fifth driven gear wheel meshing with the second driving gear wheel to form a third gear, a sixth driven gear wheel meshing with the third driving gear wheel to form a second gear and a seventh driven gear wheel meshing with the fourth driving gear wheel to form a fourth

Abstract: A parallel axes type automatic transmission including a first input shaft having m or more (m is an integer not less than 2) wet multiplate clutches and drive gears rotatably mounted, a second input shaft having n or more (n is an integer greater than m and not less than 3) wet multiplate clutches and drive gears rotatably mounted, and a third input shaft having m or less wet multiplate clutches and drive gears rotatably mounted. The automatic transmission further includes an output shaft having a fixed final drive gear and a plurality of fixed driven gears. The first, second, and third input shafts are arranged at different levels so that the second input shaft is arranged at the highest level, the first input shaft is arranged at the middle level, and the third input shaft is arranged at the lowest level.

Abstract: A multi-geared high-low clutch for construction machines with a torque converter, a drive shaft, an output shaft and several jack shafts, with distributed idlers on the shafts, fixed wheels and shift clutches, which form several reduction gear units for the gearshift and direction circuit, containing four forward gears and two reverse gears, whereby output shaft is also used as a jack shaft for a gear, with which the corresponding jack shaft of forward gear unit and the corresponding jack shaft of another forward gear unit engage with drive shaft, where both jack shafts can be rotated in every desired angle position around drive shaft, whereby corresponding jack shafts of the gears, applied to drive shaft, are arranged one behind the other on a side of the drive shaft and whereby, that corresponding jack shafts of the gears, can currently be rotated around the next visibly arranged jack shaft.

Abstract: A vehicle includes an transverse-mount engine and a transmission having an input shaft, an output shaft, a first counter shaft, a second counter shaft, a first gear change mechanism, a second gear change mechanism, and a transmission case, wherein a number of the gear pairs of the second gear change mechanism is less than a number of the gear pairs of the first gear change mechanism, and the gear pairs of the second gear change mechanism are located close to the engine in an axial direction, thereby forming a cut-out portion in the transmission case, a side frame is arranged to pass through the cut-out portion of the transmission case.

Abstract: A transmission is provided having a dual clutch, to achieve torque flow through a countershaft gearing arrangement. The countershaft gearing arrangement includes a plurality of co-planar gear sets having gears that are selectively connectable to a plurality of countershafts. At least one transfer gear set transfers torque from the counter shafts to an output shaft. The output shaft is connected to a final drive unit that has a final drive unit output shaft that is transverse to an input member connected at one end to a torque converter and at the other end to the dual clutch.

Abstract: A transmission is provided having a dual clutch, to achieve torque flow through a countershaft gearing arrangement. The countershaft gearing arrangement includes a plurality of co-planar gear sets having gears that are selectively connectable to a plurality of countershafts. At least one transfer gear set transfers torque from the counter shafts to an output shaft. The output shaft is connected to a final drive unit that has a final drive unit output shaft that is transverse to an input member connected at one end to a torque converter and at the other end to the dual clutch.

Abstract: A transmission is provided having a dual clutch and a countershaft gearing arrangement. The countershaft gearing arrangement includes a plurality of co-planar gears sets having gears that are selectively connectable to at least two countershafts. Moreover, one of the gears of the plurality of co-planar gears sets that provides a reverse gear ratio is selectively connectable to a first countershaft and is in mesh with only one other gear of the plurality of co-planar gears sets that is selectively engagable to a second countershaft.

Abstract: A transmission is provided having a dual clutch, to achieve torque flow through a countershaft gearing arrangement. The countershaft gearing arrangement includes a plurality of co-planar gear sets having gears that are selectively connectable to a plurality of countershafts. At least one transfer gear set transfers torque from the counter shafts to an output shaft. The output shaft is connected to a final drive unit that has a final drive unit output shaft that is transverse to an input member connected at one end to a torque converter and at the other end to the dual clutch.

Abstract: A transmission is provided having a dual clutch, to achieve torque flow through a countershaft gearing arrangement. The countershaft gearing arrangement includes a plurality of co-planar gear sets having gears that are selectively connectable to a first and second countershaft. A transfer gear set transfers torque from the countershaft to an output shaft. The output shaft is connected to a final drive unit that has a final drive unit output shaft that is transverse to an input member connected at one end to a torque converter and at the other end to the dual clutch.

Abstract: An electro-hydraulic control system is provided for a transmission, which is preferably a countershaft transmission, that has a three-position dog clutch actuator valve to control the position of a three-position dog clutch. At least one of the positions of the dog clutch actuator valve is established by pressurized fluid directed to the dog clutch actuator valve by two logic valves, both of which are controlled to direct pressurized fluid elsewhere in the hydraulic control system, as well.

Abstract: The invention relates to a twin clutch transmission of high efficiency which is compact in every dimension. This twin clutch transmission can be used particularly in vehicles having a longitudinally installed engine. For this purpose, the transmission input shaft and the transmission output shaft are arranged coaxially with respect to one another, whereas the two countershafts are arranged parallel to one another. Furthermore, the shift sleeves are arranged in a special way, thus making seven forward gears and a plurality of reverse gears possible.

Abstract: The invention concerns a method of controlling a twin-clutch transmission (10). When the torque transmitted in a first transmission path (C1, E2, Z8, Z9, S2, Z3, Z4) reaches an upper limit given by the torque transmission capacity of that path further additional torque produced by an engine at the drive shaft (I) is transmitted by closure of the second clutch (C2) to the output shaft (O) in parallel relationship by way of a second transmission path (C2, E1, Z1, Z2, S1, Z3, Z4). That permits the output of the engine to be better utilised and makes it possible to achieve better travel characteristics.

Abstract: A transmission system for transmitting power through a traveling transmission line and also through a PTO transmission line is disclosed. The system includes a clutch housing and a base transmission case connected via a housing frame. The base transmission case includes a front end opening and a rear end opening. A differential case is connected to the rear end opening. The front end opening is selectively connected with either a gear change speed case having a gear change speed mechanism or an HST case having an HST mechanism. When the gear change speed mechanism is selectively used, a PTO power output portion communicates with the PTO transmission line and a traveling power output portion communicates with the traveling transmission line. When the HST mechanism is selectively used, a pump shaft communicates with the PTO transmission line and a motor shaft communicates with the traveling transmission line.

Abstract: The invention concerns a gearbox wherein the clutch shaft (3) selectively drives one or the other of two input shafts (1,2) by means of two clutches (8). The pinion torques defining the successive ratios are configured such that the power is alternately transmitted by one clutch (8) and by the other when the transmission ratios are made to succeed each other sequentially upon use of the gearbox. The input shafts (1,2) are non-coaxial and bear input pinions (E3, E4, E5, E6) which mesh with the same output pinions (S234, S56R). In an improved embodiment, one (1) of the input shafts drives an intermediate shaft (15) which in turn likewise drives the same output pinions (S234, S56R) via the input pinions (E4, E6) borne by said input shaft and operating this time as freely rotating motion transmitter pinions. The invention provides a compact device, and minimization of the number of pinions.

Abstract: A multi-geared high-low clutch for construction machines and telescopic handlers, with a torque converter, a drive shaft, an output shaft and several jack shafts, with distributed idlers on the shafts, fixed wheels and shift clutches, which form several reduction gear units for the gearshift and direction circuit, containing six forward gears and three reverse gears, whereby output shaft is also used as a jack shaft for a gear, with which the corresponding jack shaft of forward gear unit and the corresponding jack shaft of a further forward gear unit engages with drive shaft. Both jack shafts can be rotated around drive shaft, where corresponding jack shafts of the gears, applied to drive shaft, are arranged one behind the other on a side of the drive shaft and where the corresponding jack shafts of the further gears, can currently be rotated around the next jack shaft.

Abstract: The invention relates to an actuator arrangement for a twin-clutch transmission which has a first and a second partial transmission. The first partial transmission contains odd forward gear stages and the second partial transmission contains even forward gear stages. At least one first and one second selector drum have in each case one controllable drive motor and at least one control cam. Each control cam is assigned at least one cam follower. The control cam of at least one selector drum encircles through at least 360°. The associated drive motor is designed to drive said selector drum through at least 360°. The gear stages are distributed on the two selector drums, and arranged on the control cams, in such a way that at least one direct multiple shift can be carried out.

Abstract: A transmission is provided having an input member, an output member, a dual clutch assembly, a plurality of countershafts, a plurality of co-planar gear sets, a plurality of interconnecting members, and a plurality of torque transmitting devices. The torque transmitting devices include synchronizer assemblies.

Abstract: The gearbox comprises a pair of coaxial input shafts, that is, an inner input shaft and an outer input shaft, a first, upper output shaft, a second, lower output shaft, and an intermediate shaft. A driven gearwheel for a fourth gear and a driven gearwheel for a reverse gear are idly mounted on the opposite ends of the upper output shaft, the driven gearwheel meshing with an intermediate gearwheel idly mounted on the intermediate shaft. A driven gearwheel for a sixth gear and a driven gearwheel for a first gear are idly mounted on opposite ends of the lower output shaft. A first driving gearwheel is drivingly connected for rotation with the outer input shaft at an end thereof and meshes both with the driven gearwheel for the fourth gear and with the third driven gearwheel for the sixth gear.

Abstract: In a double clutch transmission with a winding path power flux arrangement, which has two countershafts arranged coaxially with respect to one another and with seven forward gears and a plurality of reverse gears, for selected gears the power flux extends from a part region of the transmission forward and then again back to another part region of the transmission in such a way that only four shift clutches are needed for shifting through all the gears.

Abstract: A transmission configuration includes an automated dual-clutch transmission having two transmission sections with respective input shafts, respective output shafts and respective motor clutches. The motor clutches are connected, on a motor side thereof, to a drive shaft and to a respective one of the input shafts on a transmission side thereof. A drive-side speed sensor unit is disposed at the drive shaft. An input-side speed sensor configuration includes sensor wheels connected, fixed against relative rotation, to respective ones of the input shafts, and pulse sensors disposed stationary with respect to a housing and within an effective range of the respective sensor wheels. The input-side speed sensor configuration is configured to detect a speed of the input shafts and a direction of rotation of at least one of the input shafts. A method for controlling an automated dual-clutch transmission is also provided.

Abstract: A double clutch transmission includes a first input shaft receiving power from a crankshaft through a first clutch and comprising at least one first drive gear, a second input shaft receiving power from a crankshaft through a second clutch and comprising at least one second drive gear, a first output shaft comprising at least one first driven gear to receive the power from the second input shaft, a second output shaft comprising at least one second driven gear to receive the power from the first input shaft, and a flywheel interposed between the first clutch and the second clutch wherein a bearing supporting the flywheel is disposed on an exterior circumference of the second input shaft.

Abstract: A transmission system for a scooter has a gear train assembly and a gear shifting mechanism. The gear train assembly has an input shaft, which is provided with an integral gear, an intermediate shaft, an output shaft, an input fork, an intermediate fork, an output fork, three dog gears, four slotted gears, and gear. The system may be employed for manually or automatically changing gears in a scooter to enable the vehicle to be driven with different speeds and with varying load conditions. The system utilizes a compact three-shaft system designed to achieve required gear ratio steps in a positive efficient manner.

Abstract: The invention relates to a powershift gearbox comprising a first and a second gearbox block in which respectively one gear from a first or second set of gears associated with each gearbox block can be passed between an input shaft and an output shaft of the gearbox block. The inventive gearbox comprises a slip-free clutch arrangement between each gearbox block and a common drive shaft of the powershift gearbox, that enables the input shaft of the gearbox block to be coupled to the drive shaft either directly or by means of a common slippable clutch.

Abstract: In a double clutch transmission, the number of components of the transmission may be reduced and the gear train optimally arranged with a plurality of gears for two clutches and six-stage gear ratios. Such an arrangement proves for smooth shifting of gears to the range R and compacting of the structure of the transmission to facilitate positioning and assembly of the transmission in the vehicle.

Abstract: A power unit with a multi-stage automatic transmission having two clutches for use in a vehicle as an automatic transmission. The transmission has a first group of driving gears fixed to a tubular auxiliary main shaft end a first group of follower gears rotatably mounted on a counter shaft with a first and only clutch performing powering engagement between the main shaft end the tubular auxiliary main shaft. The transmission has a second group of driving gears rotatably mounted on the main shaft and a second group of follower gears fixed to a tubular auxiliary counter shaft with a second clutch providing power connection between the counter shaft and the tubular auxiliary counter shaft.

Abstract: A multi-speed transmission includes first and second output gear sets having co-planar intermeshing gears axially-spaced from one another. Each has a first gear intermeshing with a second gear, one of which is connected for common rotation with an output shaft or a first countershaft and the other of which is connected for rotation about and selectively engagable with the other of the output shaft and first countershaft by a respective output torque-transmitting mechanism. A direct drive torque-transmitting mechanism is selectively engageable for transferring torque from the input shaft to the output shaft when neither of the output torque-transmitting mechanisms is engaged. The first output torque-transmitting mechanism is engaged during underdrive gear ratios and the second output torque-transmitting mechanism is engaged during overdrive gear ratios. The order of engagement of torque-transmitting mechanisms during the underdrive gear ratios may be repeated during the overdrive gear ratios.

Abstract: A shifting device for a transmission, in which at least one gearshift package is allocated to two non-successive gears and each of these gearshift packages is coupled with a gearshift lever. An H- or a multiple H-shifting diagram is allocated to the gearshift lever, in which the gears that can be selected within a gearshift path are allocated to different gearshift packages. The gearshift lever and the gearshift packages are connected to a conversion device with which a gearshift lever movement to take out a previous gear in a gearshift path causes this gear to be taken out in a first gearshift package. A gearshift lever movement for putting in the new gear in the same gearshift path, a second gearshift package puts in this new gear. The conversion device functions in such a way that the gearshift lever is coupled with an axially displaceable and radially pivotable shift finger shaft.

Abstract: A design for a device for the reduction of movement of the main shaft (6) in the disengaged position in a transmission with at least two countershafts in which there is an axial transfer of forces between the drive shaft (7) and the main shaft (6) which is coaxially arranged through a connection of the main shaft (6) with a part of the axial bearing (13) on the drive shaft (7). There is a device (2) which is used to load the main shaft (6) against the drive shaft (7) through a loading of the part of the axial bearing (13) connected to the main shaft (6) against other parts or against the axial bearing (4) on the drive shaft (7).

Abstract: A gear box for selecting a gear train arranged between input and output shafts and shifting gears is used as a transmission, and furthermore, a motor 2 is connected to a differential device 111 of the input and output shafts, and a plurality of mesh mechanisms of an input shaft 4 or an assist input shaft 54 are connected, and the motor 2 is driven, thus a generating machinery 1 is started.

Abstract: A pair of first speed gears (26a, 26b) is provided between a first input shaft (14) and a first output shaft (20), and a pair of fourth speed gears (30a, 30b) is provided between a second input shaft (18) and the first output shaft. A pair of third speed gears (34a, 34b) and a pair of fifth speed gears (36a, 36b) are provided between the first input shaft and a second output shaft (22), and a pair of second speed gears (40a, 40b) and a pair of sixth speed gears (30a, 42b) are provided between the second input shaft and the second output shaft. A backward input gear (34a) integrated with the first input shaft and a backward output gear (46b) provided on the first output shaft are connected to each other via idler gears (46a, 46b) disposed on a sub shaft (24). By this arrangement the length in an axial direction of the transmission is made short.

Abstract: A powertrain having a torque converter, friction input shifting clutches and shared driving gears has an axially compact design, packages a transmission pump between the torque converter and a clutch hub and achieves seven forward speed ratios utilizing four back-to-back synchronizers.

Abstract: A powertrain having a torque converter, friction input shifting clutches and shared driving gears has an axially compact design, packages a transmission pump between the torque converter and a clutch hub and achieves seven forward speed ratios utilizing four back-to-back synchronizers.

Abstract: A device for the reduction of axial movement of the main shaft gears (2) in a transmission containing at least two countershafts. The main shaft gears (2) are held axially by two washer discs (3, 4) which is designed to be a pressing device (5, 6) on the main shaft (1) for at least one of the main shaft gears (2) against the washer disc (3) holding the main shaft gear (2) axially.

Abstract: The object of the invention is to provide a less expensive active transmission control system for an automobile, capable of disconnecting an engine, without increasing the number of dog clutches. In an active shift transmission, a second intermediate shaft is provided between a transmission input shaft connected with an engine and a transmission output shaft, and the transmission ratio is determined by the product of gear ratios of two sets of transmission gears. Further, a differential gear box is connected between both intermediate shafts and a motor is connected to the third shat of this differential gear box, so that the engine torque is borne by the motor on a temporary basis, whereby active transmission is performed. When the transmission gear of the input shaft is released, the engine rotation loss at the time of regenerative braking can be eliminated by disconnecting the engine.

Abstract: A multiple speed power transmission includes an input, first and second input shafts, first and second clutches for releasably coupling the input to the input shafts, and a set of selectable power paths connecting the first and second input shafts to the output, the power paths having at least one power path that includes both the first and second input shafts.

Abstract: A reverse gear arrangement in a countershaft transmission (1, 40, 44) having at least one starting element (2, 41), at least one transmission input shaft (4, 5, 42), one countershaft (22), fixed or idler gear wheels fastened or rotatably supported on the shafts, shifting sets (20, 21, 37, 38) coordinated with the idler gears and a reverse gear shaft (30, 31) upon which a driveable gear wheel (29, 32) and a driveable gear wheel (28, 33) are fastened. It is proposed for further development of the transmission that the driveable gear wheel (29, 32) of the reverse gear (RG) be meshed with a fixed gear (12, 14) of another transmission gear which is fastened on at least one transmission input shaft (4, 5, 42).

Abstract: A multistage transmission for an internal combustion engine has a disconnect-type clutch, a drive shaft and a driven shift on which engaged gear wheels are arranged to achieve different gear steps. Clutches actuated via shift forks are used to move the speed gears to generate a frictional connection with the gear shaft. The gear change is effected by a control cable and/or gearshift linkage. The gear pairs for the even gears and for the odd gears are arranged side-by-side like a dual clutch gear set. To implement an H shift pattern to actuate the clutches of the even gears and the odd gears a shifter shaft is provided, respectively. The two shifter shafts can be controlled via a common selector and/or shift control system.

Abstract: An input system includes an input shaft portion, including a first input shaft and a second input shaft, which is rotatably fitted on an outer circumferential surface of the first input shaft; bearings, rotatably supporting the input shaft portion; and clutches, provided at the first and second input shafts, respectively, for transmitting rotational power of an engine to the first or second input shafts. An output system includes a first output shaft and a second output shaft, a plurality of driven gearwheels, which mesh with drive gearwheels of the first and second input shafts, and synchromesh mechanisms. An oil reservoir is provided below the second output shaft for reserving lubricating oil in such an amount that driven gearwheels for low gears which are disposed on the second output shaft are submerged therein. Drive gearwheels for low gears are disposed adjacent to the bearings, respectively.

Abstract: A dual-clutch powershift transmission for use in a motor vehicle having an engine and a driveline includes an output shaft adapted for connection to the driveline, first and second input shafts, a first engine clutch operable for establishing a releasable drive connection between the engine and the first input shaft and a second engine clutch operable for establishing a releasable drive connection between the engine shaft and the second input shaft. A first constant-mesh gearset is driven by the first input shaft. A second constant-mesh gearset is driven by the second input shaft. A first shift clutch releasably engages the first gearset to establish a drive connection between the first input shaft and the output shaft. A second shift clutch releasably engages the second gearset to establish a drive connection between the second input shaft and the output shaft.

Abstract: In shift control apparatus and method for an automatic transmission in which an engine speed is inputted, and a shift change in a shift stage of the automatic transmission is performed to make a gear shift, a shift revolution synchronization control in synchronization with the engine speed is performed and, in a case where the gear shift is made under a driving state in which there is a possibility of an occurrence of a shift shock, an engagement section which performs a power transmission under a presently selected shift stage is gradually released and another engagement section which enables a power transmission through the next selection scheduled shift stage is gradually engaged without an execution of the shift revolution synchronization control.

Abstract: A six-gear or seven-gear dual-clutch transmission (1, 30) comprising two clutches (K1, 2) the input sides of which are connected with one drive shaft (2) of a prime mover and the output sides with each one of two input shafts (3, 4) disposed coaxially to each other, two countershafts (4, 5) upon which gear wheels designed as idler wheels are rotatably supported, gear wheels designed upon input shaft (3, 33, 37) and in tooth contact with idler wheels (8, 9, 10, 15, 16, 17, 34, 35, 36), coupling devices (22, 23, 24, 25, 31, 32) non-rotatably and axially movably supported on both countershafts (5, 6), and movable via setting devices and one output gear wheel (18, 19) on a respective countershaft (5, 6) which are in tooth contact with a toothing (20) on one differential transmission (21).

Abstract: A parallel axes type transmission including a first idle drive route and a second idle drive route for transmitting the relation of an input shaft to an intermediate shaft. The first idle drive route includes a one-way clutch capable of transmitting the rotation of the input shaft to the intermediate shaft only. The second idle drive route includes wet multiplate clutches for connecting gears rotatably mounted on the intermediate shaft to the intermediate shaft when engaged. Thus, the intermediate shaft is rotated at a first rotational speed through the first idle drive route and at a second rotational speed faster than the first rotational speed through the second idle drive route when the clutch is engaged.

Abstract: A stage-geared gearbox for motor vehicles, includes an unsynchronized basic gearbox, at least one synchronized auxiliary gear and at least one control unit for controlling engagement and disengagement of the gears of the gearbox and also neutral position. In the gearbox, the control unit is arranged so as, when input signals indicating that neutral position is selected are received, to put the synchronized auxiliary gear in neutral position.

Abstract: A countershaft-type transmission device has an input central shaft and an input hollow shaft and two powershift elements. One first half of the powershift elements is in connection with one drive unit and a second half of the powershift elements is connected with the input central shaft or the input hollow shaft. The input central shaft, the input hollow shaft and countershafts are supported in one housing and connected with gear wheels, which are engaged with each other by pairs and can be connected and disconnected to produce a transmission total ratio in the power flow. The input central shaft is supported in the housing via a first bearing device and the drive unit is supported via a second bearing device on a shaft connected with a drive unit, the input hollow shaft being supported on the input central shaft via a third bearing device and a fourth bearing device.