Abstract: A multi-speed transmission of countershaft design having a main countershaft and a hollow countershaft arranged concentrically and having likewise two load-shift elements. A first half of the shift elements is connected with a drive unit and a second half of the shift elements is connected to a gearbox input shaft. The gearbox input shafts and countershafts are mounted in a housing and connected to gear wheels, which intermesh in pairs as gear wheel pairs and can be connected or disconnected in order to reduce the overall gear ratio in the power flow. The main countershaft is mounted directly on the housing in the area of its first end and in the hollow countershaft in the area of its second end. The hollow countershaft is mounted in the housing in the area of its end that faces toward the end of the main countershaft that is mounted in the hollow countershaft.

Abstract: A multi-speed transmission for transmitting power from a power source includes a torque converter as well as dual clutches which may be arranged as dual input clutches or dual output clutches. To combine the smoothness and ratio boosting effects of a torque converter with the low spin loses associated with synchronizers used in dual clutch designs. The torque converter and dual clutches as well as synchronizers and a plurality of intermeshing gears are utilized to transfer torque from an input member to an output member at a plurality of speed ratios.

Abstract: A vehicle transmission is provided with two coaxially mounted input shafts having input gears, a pair of clutches to selectively transmit a driving torque of a power source to the input shafts, a plurality of output shafts having output gears, and a plurality of gear selectors. The gear selectors selectively connect and disconnect the gears to their respective shafts in order to selectively establish a plurality of forward driving speed ratios and at least one reverse driving speed ratio by selectively controlling the gear selectors and the first and second clutches. The gears are arranged such that only two sets of the gear pairs are used in establishing a torque transmitting path from one of the input shafts to a final reduction gear output shaft when at least one of a forward gear is selected other than a first forward gear.

Abstract: A transmission comprising three parallel shafts and gearwheels carried by the shafts, which intermesh with one another in pairs for transmitting torque either between the first shaft and the third shaft, or between the second shaft and the third shaft. At least one gearwheel in each pair of intermeshing gearwheels is rotatably supported on its shaft and can be locked to or disengaged from its shaft by means of associated clutch members. Gearwheels on the first shaft and second shaft are coordinated by clutch members, by means of which at least two gearwheels on each shaft can be disengaged from their shaft but coupled together for rotation together in order to permit the transmission of torque from the first shaft via the third and the second shaft back to the third shaft, and from the second shaft via the third and the first shaft back to the third shaft.

Abstract: In the transmissions of the background art, two larger-diameter gears are mounted on a final shaft thereby causing an increase in weight of the transmission. The present invention reduces the weight of a transmission by mounting only one larger-diameter gear on a final shaft.

Abstract: The transmission comprises: a first input shaft carrying first, second and third driving gearwheels associated to odd gears and to a reverse gear; a second input shaft made in the form of a hollow shaft coaxial with the first input shaft and carrying fourth and fifth driving gearwheels associated to even gears; a first friction clutch for coupling the first input shaft to a driving shaft of the vehicle; a second friction clutch for coupling the second input shaft to the driving shaft; a first output shaft arranged parallel to the first and second input shafts and carrying a first idle driven gearwheel meshing with the first driving gearwheel for providing a first gear, a second idle driven gearwheel meshing with the second driving gearwheel for providing a third gear and a third idle driven gearwheel meshing with the fifth driving gearwheel for providing a sixth gear, as well as a first engagement sleeve for selectively engaging the first or the third gear and a second engagement sleeve for engaging the sixth

Abstract: Engine torque selectively inputted through first and second input shafts is received and changed selectively by first and second output devices respectively having first and second output shafts. A reverse driven gear is axially offset from drive gears on the first and second input shafts such that some gear teeth of the reverse driven gear are close to an exterior circumference of one of the first and second input shafts.

Abstract: A transmission (1) having at least one transmission input shaft (4), at least one countershaft (5), one reverse gear shaft (30) and at last one transmission output shaft (6) in which, upon at least one transmission input shaft and at least one countershaft, idler gears designed as helical-cut spur gears are supported and fixed gears are fastened which forming gear pairs are in tooth contact with each other, and having shifting sets (32, 33, 34, 35) situated on the transmission input shaft and the countershaft. To implement a low shaft deflection, it is posed that the helix angles (39, 40, 42, 43) of the toothings of gear wheels (21, 22, 24, 25) driving the countershaft and the helix angle (41) of the driven gear wheel (23) on the countershaft be selected so that the toothing forces and bending torques resulting therefrom which act on the countershaft dissolve at least partly in relation to the shaft.

Abstract: In a double clutch transmission, particularly for front wheel drive cars with transversely mounted engines, the power path for the reverse speed extends through the same path as that for the second forward speed, both using the same input clutch, while the power path for the first forward speed extends through the other input clutch of the double clutch so that shifting between the reverse and first speeds can be accomplished under engine power.

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

Abstract: A manual transmission for a motor vehicle with a front transverse drive, has a wheel set which consists of a transmission input shaft and at least two transmission output shafts, both engaged via a gearwheel with the spur wheel of an axle differential. A-rotationally fixed connection of the loose wheels and/or gearshift wheels provided on the two transmission output shafts with the coupling units assigned to them is provided by gearshift forks displaceably arranged on the shift axles and selectable and operable via at least one gearshift lever shaft. For bearing and/or accommodation of the gearshift axles and the gearshift lever shaft, a common bearing unit is provided. The bearing unit is arranged between the wheel set (transmission input shaft, transmission output shaft) and the central opening in the axial differential.

Abstract: A dual clutch transmission with two clutches, two relative coaxial input shafts, two relative coaxial countershafts, two drive constants (gear trains, as well as one concentric transmission output shaft to the two drive shafts. Such a transmission structure is to be further embodied in such a way that through minor variations of gear mechanisms based on a construction module concept, seven-speed and eight-speed dual clutch transmissions with different direct gears, a different number of overdrive gears as well as different overall gear ratios can be manufactured. In accordance with a generic dual clutch transmission, the two countershafts by way of a coupling device can be rotationally connected with each other, and that on the countershaft embodied as hollow shaft, an idler gear is rotationally mounted, which meshes with a fixed gear on the transmission output shaft.

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 shaft 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: In a double clutch transmission in which an input shaft can be coupled by two load clutches selectively with a central intermediate shaft and a concentric intermediate shaft and each of the intermediate shafts can be operatively connected by gear stages selectively to a first or a second jackshaft arranged in the power output path to a driven vehicle axle, wherein the jackshafts are arranged parallel to the transmission input and intermediate shafts, the intermediate shafts each have at least one gear firmly mounted thereon which forms the input gear for more than one of the gear stages provided for different transmission gear ratios so as to form a compact transmission arrangement, particularly for transverse engine applications.

Abstract: A motor vehicle transmission having two intermediate shafts, which can alternately be driven via disengageable primary gearwheels, and drive a main shaft, via gearwheels on the respective main shaft and intermediate shaft, which gearwheels engage with one another in pairs. Mounted on an input shaft are two lockable and disconnectable drive gearwheels, one of which directly drives the primary gearwheels in a first rotational direction, whilst the other of which, via an intermediate gearwheel, drives the primary gearwheels in an opposite direction. The realization produces a transmission having an equal number of forward and reverse gears, which can be shifted without interruption of torque.

Abstract: Since the first-speed-ratio counter gear is carried by the first countershaft, the second countershaft carries other counter gears which transmit the relatively small drive torque, such as the forth-speed-ratio counter gear, the second-speed-ratio counter gear and the sixth-speed-ratio counter gear. Thus, there can be provided the twin-clutch transmission with two countershafts disposed coaxially which can surely obtain the advantage of making the transmission for transmitting the sufficiently large drive torque compact.

Abstract: The transmission includes: a first input shaft carrying drive gearwheels for first gear, third gear, fifth gear, sixth gear and reverse; a second input shaft, coaxial to the first, carrying drive gearwheels for second gear and fourth gear; first and second clutches for coupling the first and the second input shafts respectively to a drive shaft of the motor vehicle; and at least one output shaft carrying a plurality of driven gearwheels, each meshing, either directly or indirectly, with a corresponding drive gearwheel; a first engagement sleeve associated with the drive gearwheels or driven gearwheels of first and third gears; a second engagement sleeve associated with the drive gearwheels or driven gearwheels of second and fourth gears; a third engagement sleeve associated with the drive gearwheels or driven gearwheels of fifth and sixth gears; and a fourth engagement sleeve associated with the drive gearwheel or driven gearwheel of reverse gear.

Abstract: A gearbox for maximizing the number of torques produced with the least loss of energy by using a geometric sequence of terms of ratios for the gears and having the separation in the degree of the common ratio uniform for all the gearsets between the same two shafts. The gearbox has high number of useable torques to gears plus shafts ratio. The gearbox can be used for gearboxes in any types of machines where torques or speeds are used.

Abstract: A transmission system is provided utilizing multiple sets of clutch friction elements, each engaged to transfer torque from a torque input, such as an engine, to different gear ratios. The sets of clutch friction elements are operated simultaneously to provide a blended, gear ratio to a drivetrain. By varying the engagement of the clutch elements, and thus the proportion of the torque transferred to the gear ratio associated with each set of friction elements, an intermediate, effective gear ratio is developed. This effective gear ratio can be increased or decreased in response to external stimuli, such as vehicle and/or engine sensors, by modifying the degree of engagement of each set of clutch friction elements, and thus the proportion of torque transferred by each set of elements to its associated gear ratio.

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 dual clutch transmission for a motor vehicle having a synchronizer actuation interlock system includes two input shafts, a counter shaft, and a plurality of gear sets rotatively disposed on the shafts. The gear sets are adapted to be operatively engaged to and disengaged from their respective shafts. A plurality of synchronizers are disposed about the gear sets and the synchronizers are adapted to operatively engage and disengage the gear sets to and from their respective shafts. A plurality of hydraulically actuated shift actuators are each operatively connected to one of the plurality of synchronizers. Each shift actuator is adapted to cause its respective synchronizer to engage and disengage its respective gear sets to and from their respective shaft and further adapted to provide a hydraulic interlock that prevents an associated shift actuator on the same shaft from hydraulically actuating when the shift actuator is already engaged.

Abstract: A multi-speed, dual clutch transmission includes an input shaft, an output shaft, and first and second countershafts. The first and second countershafts are axially displaced from the input shaft, the output shaft and from one another. Four intermeshing gear pairs, an interconnecting gear set having first, second and third members, a first single gear and an idler gear, some of which are engageable with at least some of the shafts via a first clutch, a second clutch, and six torque-transmitting mechanisms, establish eight forward speed ratios and one reverse speed ratio. Furthermore, shifting between the forward speed ratios is dynamic.

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: An input shaft 10 is connected rotationally with an intermediary shaft 20 through a connecting drive gear GCV, a connecting first idle gear GC1, a connecting second idle gear GC2 and a connecting driven gear GCN. A fourth speed drive gear G4V, which is formed in a one-piece body with a reverse drive gear GRV, is provided rotatably over the input shaft 10, and a third speed drive gear G3V is provided rotatably over the intermediary shaft 20. Both the third speed drive gear G3V and the fourth speed drive gear G4V mesh with a third and fourth speed driven gear G34N, which is provided rotatably over an output shaft 40. Also, a reverse driven gear GRN, which is connected rotationally with the reverse drive gear GRV through a reverse idle gear GRI, is provided rotatably over the output shaft 40.

Abstract: An input shaft 10 is connected rotationally with an intermediary shaft 20 through a main drive gear GMV, a connecting idle gear GCC and a connecting driven gear GCN and also connected rotationally with a countershaft 30 through the main drive gear GMV and a main driven gear GMN. A fourth speed drive gear G4V, which is provided on the countershaft 30, meshes with a fourth and sixth speed drive gear G46V, which is provided rotatably over the input shaft 10. Both the fourth and sixth speed drive gear G46V and a fifth speed drive gear G5V, which is provided rotatably over the intermediary shaft 20, mesh with a fourth, fifth and sixth speed driven gear G456N, which is provided on the output shaft 50.

Abstract: The invention provides a change gear, in particular in motor vehicles. This transmission comprises input and output shafts, a drive shaft that is in torque transmitting connection with the first and second output shafts; a first group of gear sets comprising at least one first gear set; a second group of gear sets comprising at least one second gear set; an itermediate shaft; and a first gear section. The input shaft is connectable with the first output shaft by the first group of gear sets. A second gear section is providcd in which the intermediate shaft is connectable to the second output shaft by the second group of gear sets. The intermediate shaft is in gearing connection with the first input shaft.

Abstract: A transmission includes an input, a first layshaft, a second layshaft, a first power path for transmitting power between the input and first layshaft and producing a first ratio of a speed of the first layshaft and a corresponding speed of the input, a second power path for transmitting power between the input and second layshaft and producing a second ratio of the speed of the second layshaft and corresponding speed of the input; and a clutch for releasably connecting the input and the output.

Abstract: In a motor vehicle engine and transmission support arrangement at the front end of a motor vehicle wherein the engine has a drive shaft with a drive wheel mounted thereon, and a torque converter unit with an input shaft and an input wheel mounted on the input shaft which is vertically displaced from the output shaft of the engine a power transmission structure is disposed between the drive wheel of the engine and the input wheel of the torque converter unit for transmitting the engine power to the torque converter unit.

Abstract: In a counter shaft type transmission equipped with a pair of transmission gear trains, the input shaft of the first gear train is connected with the engine and the second gear train is connected with the engine via a motor. The torque of the first gear train is briefly shifted onto the second gear train while a gear change in the first gear train is accomplished. By setting the gear ratio of the second gear train to a half-position of gear ratio of the first gear train, motor capacity and battery capacity can be reduced, reducing transmission cost. Further, with the motor, torque transfer becomes possible for both up-shift and down-shift and, since continuous ratios can be achieved, drivability of an automobile improves.

Abstract: An input shaft 10 is connected rotationally with a first countershaft 40 through a second main drive gear GM2V and a second main driven gear GM2N, and a second countershaft 50 is provided externally, coaxially and rotatably with respect to the first countershaft 40. A first main drive gear GM1V which is provided on the input shaft 10, always meshes with a first main driven gear GM1N, which is provided rotatably over the second countershaft 50. A fourth, sixth and seventh speed drive gear G467V, which is provided rotatably over the input shaft 10, always meshes both with a fourth speed drive gear G4V, which is provided rotatably over the second countershaft 50, and with a fourth, fifth, sixth and seventh speed driven gear G4567N, which is provided on the output shaft 60.

Abstract: A power transmission for a motor vehicle includes an input, a first layshaft, a second layshaft, an intermediate layshaft, a first power path for transmitting power between the input and first layshaft and producing a first ratio of a speed of the first layshaft and a corresponding speed of the input, a second power path for transmitting power between the input and second layshaft and producing a second ratio of the speed of the second layshaft and corresponding speed of the input, a speed reduction power path driveably connected to the intermediate layshaft, couplers for the first and second layshafts to various gearsets, a range coupler for coupling the output alternately to the speed reduction power path and the intermediate layshaft, and a clutch for releasably connecting the input and second power path.

Abstract: A multiple speed transaxle includes first and second input shafts, first and second output shafts, a layshaft, an idler shaft, a first set of selectable torque paths between the first input shaft and first output shaft, a second set of selectable torque paths between the second input shaft and the second output shaft, the second set including the layshaft and idler shaft, and a selectable torque path between the first input shaft and second output shaft including the layshaft and idler shaft.

Abstract: Method and arrangement for gear upshifting in a motor vehicle. The arrangement includes an internal combustion engine (1) with an engine-braking device (52), an automated disk-clutch (3), a multi-stage gearbox (9), in the casing (8) of which an input shaft (7), an intermediate shaft (11) and a main shaft (10) are mounted, and an intermediate shaft brake (50) for braking the intermediate shaft (11). When the upshifting takes place, the disk clutch (3) is disengaged and the intermediate shaft (11) is disengaged from the main shaft (10). The intermediate shaft brake (50) is activated so that the rotational speed of the intermediate shaft (11) is adapted to the next gear selected at the same time as the rotational speed of the engine (1) is adapted to the rotational speed of the input shaft (7) in the new gear by virtue of the engine-braking device (52) being activated.

Abstract: An integrated control module for a dual clutch transmission having an integrated shift actuator position sensor assembly that includes a valve body having a plurality of raised portions juxtaposed to each other with a plurality of shift actuator bores piston bores formed therein. A plurality of shift actuators are adapted to operatively move the synchronizers of said transmission to affect gear changes, and include a plurality of shift actuator pistons slidingly disposed within the shift actuator bores. A hydraulic control assembly is adapted to control the operative hydraulic functions of the transmission. A transmission control assembly in electrical communication with the hydraulic control assembly and with a higher level vehicle control system provides the requisite signals to control the hydraulic control assembly.

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 transmission includes a plurality of ratio gear members, a planetary splitter, and a plurality of splitter control gear members. The ratio gear members are divided between two countershafts and two input clutches such that two power paths are provided from the transmission input. The splitter control gear members are disposed on the output of each of the ratio gears to establish input power paths to the planetary splitter, which delivers power to the transmission output shaft. By providing selective engagement of two selectively operable input clutches, a plurality of mechanical clutches and the planetary splitter gearset eight forward speed ratios are provided. A ninth forward ratio is provide by a mechanical clutch directly interconnecting one of the input clutches with the transmission output shaft in bypassing relation to the planetary splitter.

Abstract: A bearing system for coaxial input shafts of a twin-clutch transmission mounts the outer input shaft rotatably on the inner input shaft via at least two internal radial roller bearings which are mounted on the inner input shaft. The outer input shaft is secured in an axial direction thereof via two axial roller bearings which are effective in respective opposite directions. The inner input shaft is secured in an axial direction thereof and is rotatably mounted, via a fixed roller bearing, in an external housing wall on the engine-remote side of the transmission housing. The inner input shaft is mounted rotatably and displaceably in the axial direction in an internal housing wall of the transmission on the engine side via an external radial roller bearing which is mounted on the outer input shaft.

Abstract: A multiple speed transaxle includes first and second input shafts, first and second output shafts, a layshaft, an idler shaft, a first set of selectable torque paths between the first input shaft and first output shaft, a second set of selectable torque paths between the second input shaft and the second output shaft, the second set including the layshaft and idler shaft, and a selectable torque path between the first input shaft and second output shaft including the layshaft and idler shaft.

Abstract: A parallel manual transmission for a four-wheel drive is provided and includes two input shafts, each of which can be non-rotatably coupled via its own clutch to a shaft that is powered by a drive engine.

Abstract: A transmission, having a first input shaft X1, a second input shaft X2, an output shaft Xs and an idle shaft XR, wherein two gears G1, G2 are carried on a sleeve SG fitted rotatably on said first input shaft X1, and one (G1) of said gears of said sleeve SG engages with a gear G16 being fixedly carried on said counter shaft Xs, while the other gear G2 engages with a gear G7 being fixedly carried on said output shaft Xo, and further, a coupling C1 is attached between said one (G1) of said gears and the other gear G2, to fix selectively said gear G1 or G2 to said input shaft X1, is provided in the present invention.

Abstract: An automated multiple-gear transmission which includes a single planetary assembly having an annular gearwheel connected to a transmission output shaft, a first input shaft connected to one of the solar gearwheel or the planetary gearwheel web and a second input shaft connected to the other of the solar gearwheel and the planetary gearwheel web. A gearwheel assembly is connected from a transmission input shaft and includes a single countershaft and plurality of transmission ratio gearsets and a plurality of shift control elements for selectively connecting the first and second planetary assembly input shafts to the transmission ratio gearsets and a transmission housing.

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 countershaft transmission includes an input member drivingly connected to a power source and at least one directional clutch assembly structured and arranged to be selectively engageable with the input member. At least one speed clutch assembly is structured and arranged to be selectively engageable with the at least one directional clutch assembly. A dual range assembly is structured and arranged to be selectively engageable with the at least one speed clutch assembly. An output member is selectively engageable with the dual range assembly wherein a rotational speed of the input member is transformed to one of a high range speed or a low range speed of the output member through the dual range assembly.

Abstract: A shift control apparatus for an automated twin clutch transmission includes a shifting movement detecting device operable to detect start of shifting movement of a shift instructing device and output a shift starting instruction, and a shift controller configured to perform, in response to the shift starting instruction, a pre-shift control by releasing one of the first and second engine clutches from a power transmission route of a pre-shift gear ratio and engaging one of the shift clutches corresponding to a post-shift gear ratio, and perform, in response to a shift instruction form a shift instruction outputting device, a gearshift by releasing the other of the first and second engine clutches from the power transmission route of the pre-shift gear ratio and engaging the above-mentioned one of the first and second engine clutches. A shift control method is also provided.

Abstract: A multiple speed transmission includes first and second concentric input shafts, an output shaft, an auxiliary shaft, a first clutch for driveably connecting and disconnecting the first input shaft, and a second clutch for driveably connecting and disconnecting the second input shaft. First pairs of mutually engaged gears include a first member supported on the first input shaft, and a second member supported on the output shaft. Second pairs of mutually engaged gears includes a first member supported on the second input shaft, and second member supported on the output shaft. A gear wheel, supported on the auxiliary shaft, engages a gear of a second pair on the second input shaft. A planetary gearset includes a ring gear driveably engaged with a member of the first pair on the first input shaft. The carrier of the gearset is held against rotation in reverse drive and released in forward drive.

Abstract: A power transmission for a motor vehicle includes an input, first and second input shafts, a layshaft, drive elements connecting the input shafts to the output and layshaft, couplers, a first clutch for connecting and disconnecting the input and the first input shaft, and a second clutch for connecting and disconnecting the input and the second input shaft. A first torque path driveably connects the first input shaft to the layshaft. A second torque path driveably connects the second input shaft to the layshaft. A third torque path driveably connects the layshaft and output. A bridge torque path driveably connects the first input shaft and the output.

Abstract: A transmission includes an input shaft, an output shaft, a first layshaft disposed parallel to the input shaft and the output shaft, a speed reduction gear connected between the output shaft and the first layshaft in a constant-mesh manner, and a plurality of transmission gear pairs provided between the input shaft and the first layshaft or output shaft to mutually engage and to transmit the rotational force of the input shaft to the output shaft, wherein the transmission further includes an input gear fixedly attached to the input shaft, a second layshaft disposed parallel to the input shaft, a second layshaft gear that engages the input gear and is disposed on the second layshaft, and a braking mechanism for braking the input shaft by braking the second layshaft gear.

Abstract: In the transmissions of the background art, two larger-diameter gears are mounted on a final shaft thereby causing an increase in weight of the transmission. The present invention reduces the weight of a transmission by mounting only one larger-diameter gear on a final shaft.

Abstract: A hybrid powertrain system is provided that includes a first prime mover having a rotational output, a second prime mover having a rotational output, and a transmission having a main shaft supporting at least two main shaft gears thereon. The transmission includes a first independent countershaft drivingly connected to the first prime mover and including at least one ratio gear supported thereon that meshes with a respective main shaft gear. A second independent countershaft is drivingly connected to the second prime mover and includes at least one ratio gear supported thereon that meshes with a respective main shaft gear. The ratio gears on the first and second countershafts cooperate with the main shaft gears to provide at least one gear ratio between the first and second countershafts and the main shaft. A shift control mechanism selectively engages and disengages the first and second countershafts for rotation with the main shaft.

Abstract: An automatic transmission having input and output shafts, a plurality of gear trains, a shift mechanism, and a sub clutch. An actuator operates the shift mechanism to shift the gear trains according to a driving state of the vehicle. The sub clutch transmits the driving force from the input shaft to the output shaft during gearshift. The driving force transmitting path in which the sub clutch is disposed, forms a third speed gear train that is the third gear counted from the gear having the maximum speed ratio. The sub clutch functions as a third speed shift mechanism for the third speed gear train.