Abstract: The multi-speed boat transmission for propulsion systems having a basic transmission for transmitting the motor power to a fixed propeller or water jet has, in addition to a preferably single-speed basic transmission (2), a separate front-mounted transmission (1) for flange-mounting to the basic transmission (2) and stepping-up parts (7, 8, 12), the countershafts (5) being distributed around the periphery of the main shaft (10) of the basic transmission in a manner such that no additional forces act upon the main shaft (10).

Abstract: This invention is concerned with improvements to a ledger for a rod-making machine of the type comprising a rod supporting part (14, 16) which is pivotally mounted on two linear motion devices (10; 12) each comprising a fixed gear (A), a first orbiting gear (B) which is preferably smaller than the fixed gear, and a pair of connected coaxial gears (C) and (D) of different diameter which also orbit about the axis of the fixed gear and which mesh respectively with the fixed gear and first orbiting gear (B), such that the effective gear ratio between the fixed gear (A) and the first orbiting gear (B) via the other two gears is 2:1, the rod supporting part being pivotally connected to the first orbiting gear (B) or to a crank connected thereto. According to the main improvement, an assembly including gears B, C and D and parts carrying them at appropriate positions is arranged to be readily replaceable to achieve a rod length change.

Abstract: A method of controlling a dual clutch transmission of a motor vehicle, wherein the first clutch acts to transmit torque to the first driven gear, and the second clutch acts to transmit torque to the second driven gear. The steps involved in controlling the transmission include determining a predetermined first clutch slip value based on the perceived vehicle loading, initiating launch of the motor vehicle with both the first and the second clutch partially engaged, determining the vehicle inertia value based on the summation of instantaneous vehicle inertia values during vehicle launch, and controlling either the first or the second clutch to disengage when the predetermined first clutch slip value is reached.

Abstract: The invention relates to a bearing for a toothed wheel (24) of a toothed gear in the area between a first shaft (20) and a second shaft (46) which can rotate coaxially and at different rotational speeds in relation to each other to compensate for axial forces in the direction of the axis of rotation (12) of the shaft (20, 46). The toothed wheel (24) is mounted on a plate (26) provided between a first (28) and a second (30) axial bearing. A plate (10, 14) is provided between the first shaft (20) and the first axial bearing (28) and between the second axial bearing (30) and the second shaft (46), respectively, which contacts the relevant shaft (20, 46) on a line (16, 18) and effects conical deforming movements about the lines (16, 18).

Abstract: An automated twin-clutch multi-speed transmission includes a first engine clutch operable to establish a releasable drive connection between the engine and a first input shaft, a second engine clutch operable to establish a releasable drive connection between the engine and a second input shaft, an output shaft and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the input shafts and the output shaft. The transmission further includes power-operated dog clutches for selectively engaging constant-mesh gearsets associated with the geartrain, and a transmission controller for controlling coordinated actuation of the first and second engine clutches and the power-operated dog clutches. A clutch control system includes a first hydraulic pump driven by the first input shaft, a second hydraulic pump driven by the second input shaft, and flow control valving for controlling fluid flow between the first and second pumps.

Abstract: An automated dual-countershaft twin-clutch multi-speed transmission adapted to transfer power from the engine to a driveline of a motor vehicle. The transmission includes a first master clutch operable to establish a releasable drive connection between the input shaft and a first countershaft, a second master clutch operable to establish a releasable drive connection between the input driveline, and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the countershafts and the output shaft. The transmission further includes power-operated shiftable overrunning clutches for selectively engaging constant-mesh gearsets associated with the geartrain, and a transmission controller for controlling coordinated actuation of the first and second master clutches, and the shiftable overrunning clutches to permit non-power interrupted (“powershift”) sequential gear changes automatically without input from the vehicle operator.

Abstract: An automatic transmission, especially for a motor vehicle, having a plurality of torque transmission paths which can be selectively activated for torque transmission. The torque transmission paths have different transmission characteristics and, based on their transmission characteristics, can be ordered in a sequence of torque transmission paths has a clutch arrangement by which at least one of the torque transmission paths can be activated. It is provided that the clutch arrangement has a clutch unit which is associated with a group of torque transmission paths and by which a torque transmission path of a group of torque transmission paths can be selectively activated.

Abstract: An automated twin-clutch multi-speed transmission adapted to transfer power from the engine to one or more drivelines of a motor vehicle. The transmission includes a first engine clutch establishing a releasable drive connection between the engine and a first input shaft, a second engine clutch establishing a releasable drive connection between the engine and a second input shaft, an output shaft connected to the driveline, and power-operated dog clutches for selectively engaging constant-mesh gearsets. A transmission controller coordinates actuation of the first and second engine clutches and the power-operated dog clutches to permit non-power interrupted (“powershift”) sequential gear changes automatically without input from the vehicle operator.

Abstract: An automated twin-clutch multi-speed transmission is disclosed which functions to transfer power from the engine to one or more drivelines of a motor vehicle. The transmission includes a first engine clutch operable to establish a releasable drive connection between the engine and a first input shaft, a first motor/generator connected to the first input shaft, a second engine clutch operable to establish a releasable drive connection between the engine and a second input shaft, a second motor/generator connected to the second input shaft, an output shaft adapted to transfer power to the driveline, and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the input shafts and the output shaft.

Abstract: A compact manual transaxle includes an input shaft having a fixed transfer gear, a reduction shaft having two reduction gears, one of which meshing with the transfer gear, a mainshaft having three input gears and an output shaft supporting three speed gears meshing with the three input gears. The transaxle further includes a pair of synchronizer clutches for establishing a direct and a reduction gearset flow path, and a pair of synchronizer clutches for establishing the forward gear speed ratios by selectively coupling the three speed gears to the output shaft. A reverse gear assembly is provided for establishing a reverse gear. A locking mechanism is provided for selectively inhibiting rotation of a carrier assembly of the reverse gear assembly so as to cause the output to be driven in an opposite direction relative to the input for providing a reverse gear.

Abstract: An automated twin-clutch multi-speed transmission adapted to transfer power from the engine to the driveline of a motor vehicle. The transmission includes a first engine clutch operable to establish a releasable drive connection between the engine and a first input shaft, a second engine clutch operable to establish a releasable drive connection between the engine and a second input shaft, an output shaft adapted to transfer power to the driveline, and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the input shafts and the output shaft.

Abstract: An automated twin-clutch multi-speed transmission is disclosed which functions to transfer power from the engine to one or more drivelines of a motor vehicle. The transmission includes a first engine clutch operable to establish a releasable drive connection between the engine and a first input shaft, a first motor/generator connected to the first input shaft, a second engine clutch operable to establish a releasable drive connection between the engine and a second input shaft, a second motor/generator connected to the second input shaft, an output shaft adapted to transfer power to the driveline, and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the input shafts and the output shaft.

Abstract: A powershift transmission for a work vehicle is disclosed having two modes of applying power: a direct connection through a series of gears, and a connection through a torque converter integral with the transmission. The two paths branch at the input shaft, on which is mounted and which drives a torque converter that has a gear coupled to its output. Another gear on the input shaft is connected to that shaft by a hydraulic clutch. When the clutch is engaged, the transmission provides several high-range forward gear ratios through a direct gear drive. When that clutch is disconnected, the torque converter supplies power to the transmission to low forward and low reverse ranges of gear ratios. The transmission includes a first countershaft, on which are mounted a reverse master clutch engaged in all reverse gear ratios) and a forward low range clutch, which is engaged in the low range of forward gear ratios. The reverse master clutch couples the countershaft directly to the output shaft.

Abstract: An electro-mechanical automatic transmission is provided including a first input shaft and a second input shaft concentric with the first input shaft. A plurality of drive gears are rotatably mounted to the first input shaft. An idler gear is provided in meshing engagement with an input gear on said second input shaft. The idler gear drives a lay shaft which is also provided with a plurality of drive gears rotatably mounted thereon. The first input shaft and the lay shaft are provided with synchronizer devices for selectively engaging the drive gears thereto. A driven shaft is provided with a plurality of driven gears in meshing engagement with the drive gears. The electro-mechanical automatic transmission is provided with a pair of electro-mechanical clutch actuators for selectively disengaging dual clutches which transmit engine torque to the input shafts, as well as an electro-mechanical shift actuator system which operatively engage the synchronizer devices for selectively engaging the drive gears.

Abstract: A compact manual transaxle includes an input shaft having a fixed transfer gear, a reduction shaft having two reduction gears, one of which meshing with the transfer gear, a mainshaft having three input gears and an output shaft supporting three speed gears meshing with the three input gears. The transaxle further includes a pair of synchronizer clutches for establishing a direct and a reduction gearset flow path, and a pair of synchronizer clutches for establishing the forward gear speed ratios by selectively coupling the three speed gears to the output shaft. A reverse gear assembly is provided for establishing a reverse gear. A locking mechanism is provided for selectively inhibiting rotation of a carrier assembly of the reverse gear assembly so as to cause the output to be driven in an opposite direction relative to the input for providing a reverse gear.

Abstract: Apparatus for balancing loading in a direct drive transmission in which the power input to the transmission is divided between and among intermediate drive shafts and delivered to the output of the transmission, and wherein balancing mechanisms are in constant contact with, and senses the forces on, the intermediate shafts resulting from the delivery of power from the input to the intermediate shafts, and balances those forces among the intermediate shafts to deliver optimum power to the transmission output.

Abstract: A transmission for a vehicle having a sub shaft supported in casings via bearings, and an input gear, an output gear, and a boss of a clutch outer, etc. stacked on the sub shaft and retained by a cotter key. The input gear and the output gear are helical gears, and thrust forces acting on the two gears are generated in opposite directions. A rightward thrust force acting on the input gear is borne by the casing via an annular projection, the sub shaft and the bearing, and a leftward force acting on the output gear, which is separated from the cotter key by a gap, is borne by the casing via the bearing provided on the side face of the output gear. This arrangement eliminates any need for fixing gears supported on a shaft of a transmission by a nut or a bolt in the axial direction, thus saving space and reducing the number of parts.

Abstract: A double clutch transmission in connection with an electric unit, as well as a method for operating the transmission.

Abstract: A compact transmission comprises a first input shaft 1, a second input shaft 2 and a counter shaft 3, which are disposed parallel with one anther.

Abstract: A parallel shaft transmission comprising: an input shaft 1, first counter shaft 2, second counter shaft 3, output shaft 4 that are parallel to each other; set of two first change gear trains 21a, 22a, 21b, 22b disposed between the input shaft 1 and first conter shaft 2; first and second clutch means 11, 12 for connecting and disconnecting the input shaft 1 and first change drive gear; set of two second change gear trains 22a, 23a, 22c, 23c disposed between the first counter shaft 2 and second counter shaft 3; third and fourth clutch means for connecting ad disconnecting the second counter shaft 3 and second change driven gear; third change gear trains 23d, 24d disposed between the second counter shaft 3 and output shaft 4; and fifth clutch means 15 for connecting and disconnecting the first counter shaft 2 and output shaft 4.

Abstract: A speed changeable gear drive apparatus is transmits a drive of an output shaft of an electrically powered motor to drive a wheeled vehicle. The apparatus includes a drive shaft coupling with the output shaft to rotate about a first axis and having first and second driving gears with different numbers of teeth. A driven shaft with a second axis is disposed parallel to the drive shaft. A first driven gear is secured on the driven shaft, meshes with the first driving gear, and has a first hub portion provided with a plurality of first spline members. An annular bearing member is sleeved on the first hub portion. A second driven gear is mounted on the driven shaft, meshes with the second driving gear, and has a second hub portion provided with a plurality of second spline members, and an annular anchoring member extending from the second hub portion towards the first driven gear.

Abstract: In a four parallel shaft type automatic transmission, the driving force of a main shaft is transmitted to a first sub-shaft and a second sub-shaft via a gear train. A first speed clutch provided on the first sub-shaft and a fourth speed clutch and a fifth speed-reverse clutch provided on the main shaft on the left-hand side of the gear train are placed so that they are aligned in a direction perpendicular to the shafts, and a second speed clutch provided on the first sub-shaft and a third speed clutch provided on the second sub-shaft on the right-hand side of the gear train are placed so that they are aligned in a direction perpendicular to the shafts. Therefore, the overall axial length of the five clutches can be shortened so reducing the size of the automatic transmission.

Abstract: A sychronized transmission structure (100) providing a relatively low inertia for the synchronized jaw clutches (50, 52, 54) to act upon. The transmission input shaft (104) is splined to the master clutch driven members (14B), carries the synchronized jaw clutches for rotation therewith and supports the drive gears (106, 108, 110, 112 and 114) for rotation thereon by means of needle bearings (48) or the like. Countershaft gears (118, 120, 124, 126 aqnd 128) are constantly meshed with a drive gear or an idler meshced to a drive gear. The transmission output shaft (102) carries an output gear (132) fixed thereto, which is constantly meshed with a countershaft gear (130).

Abstract: A power-shifted transmission for industrial vehicles comprises a transmission casing and input and output shafts rotatably mounted on the transmission casing. The input and output shafts are drivingly connectable to each other through a forward shaft assembly, a reverse shaft assembly and an intermediate shaft assembly. The forward shaft assembly is rotatingly driven by the input shaft and operable to deliver the torque of the input shaft to the output shaft at a first or second forward gear ratio. The reverse shaft assembly is rotatingly driven by the forward shaft assembly and operable to deliver the torque of the input shaft to the output shaft at a first or second reverse gear ratio. The intermediate shaft assembly is rotatingly driven by the reverse shaft assembly and operable to deliver the torque of the input shaft to the output shaft at a third forward gear ratio.

Abstract: In a variable-ratio gear transmission, an input shaft is connected to output shaft by two partial transmissions each having an intermediate shaft, and the intermediate shafts are connected to the input shaft each by a powershift clutch. The intermediate shafts are connected for their part to a common countershaft by gear stages that are each associated to one gear, the countershaft being connected to the output shaft by a gear constant. In order to make possible a multiplicity of double shifts while skipping gears, the partial transmissions each have associated to them an auxiliary gear stage, whose gear ratio is equal to the gear ratio of a gear stage belonging, in each case, to the other partial transmission. The auxiliary gear stages are combined into one single gear stage through the mediation of an auxiliary countershaft, so that a main shaft gearwheel, connected by two gear-type clutches to the two intermediate shafts, engages with two idlers mounted, in each case, on one of the countershafts.

Abstract: In a multiple-speed grearbox having a selectively switchable dual friction clutches, a first clutch connected to a first input shaft, a second friction clutch connected to a second input shaft, gears belonging to gear pairs arranged on the first and second input shafts and meshing with gears on two countershafts, one of the countershafts provided with an output pinion, the gear pairs including a fixed gear and a loose gear connected selectively with its drive shaft by a synchronizer clutch, two loose gears having with synchronizing clutches arranged between these gears arranged on the first and second input shafts, and two pairs of loose gears having synchronizer clutches arranged between them arranged on the countershaft forming the output shaft.

Abstract: A transmission for a dune buggy includes an engine, a gearbox, a rear transmission set and a differential. The engine has a drive wheel attached thereto. The gearbox has an input axle mounted therein and extending through the gearbox to connect with a driven wheel. A belt connects the drive wheel and the driven wheel. The gearbox has an output axle mounted therein and extending through the gearbox to connect with a sprocket wheel. The rear transmission set has a first rear wheel axle, a second rear wheel axle and a sprocket. The sprocket is mounted on the second rear wheel axle and is connected to the sprocket wheel by a chain. The differential connects the first rear wheel axle and the second rear wheel axle. The gearbox has several axles and multiple gears. By the engagement of these axles and gears, the transmission can provide a forward drive train or a reverse drive train for a dune buggy.

Abstract: A toothed gear transmission is described, in which an input shaft is connected to a differential by a first and a second partial transmission, which are disposed parallel to each other in the power flow and which both have a frictionally engaged load shifting clutch and an intermediate shaft. The elements are disposed concentrically to each other and coaxially to the input shaft, and each intermediate shaft can be effectively connected to the input shaft through the load shifting clutch. At least one toothed gear for each intermediate shaft is provided, of which at least one can be effectively connected to a first driven shaft disposed parallel to the intermediate shafts, which directly or indirectly outputs to the differential gear.

Abstract: In a vehicle wherein a supplementary speed change mechanism (12; 112) having selectively operable two fluid-operated clutches (29F, 29R; 129L, 129H) and a main speed change mechanism (15; 18) having selectively operable plural fluid-operated clutches (36, 37, 38; 45, 46, 47) are connected in series, and wherein fluid pressure applied to the clutches of supplementary speed change mechanism is once reduced in response to the shifting operation of main speed change mechanism, a flow control valve (50) is connected to an output flow path (49) of a pump (49) for dividing its inflow into a constant flow and a surplus flow. A flow divider valve (52; 52A) is provided for dividing the constant flow into two flows of a constant ratio one of which is supplied to the clutches of main speed change mechanism and the other of which is supplied to the clutches of supplementary speed change mechanism. The surplus flow is used as lubricant supplied to the clutches of supplementary speed change mechanism.

Abstract: A multi-speed transmission suitable for automotive-type use employs paired helical gears. For each speed of the transmission, at least one pair of helical cut gears is mounted on an input drive shaft for engaging and mating at least one pair of helical cut gears mounted on an idler shaft. During load transmission for a given speed, the helical gear pairs on the idler shaft center themselves on the helical gear pairs on the drive shaft to balance load transmission amongst gears. The idler shaft would also have at least one pair of helical cut gears to engage and mate at least one pair of helical cut gears on a power output shaft.

Abstract: A multi-speed transmission assembly including a gear box portion having first and second inputs and an output; the first input is connectable to a pump portion of the torque converter, whereas the second output is selectively connectable to an impeller portion of said torque converter such that separate torque converter and direct drive paths are established from a prime mover to the transmission output. Clutches are used to selectively couple the first and second inputs with their associated driving elements. The gear box includes two countershafts having their axes arranged to be parallel and spaced apart from each other and parallel and spaced from an axis of an output shaft. The axes are arranged in a triangular relationship which enables a “straight through” version, a “short drop” version and a “long drop” version of the transmission to be easily manufactured using a commonality of components.

Abstract: A manual transmission has a main gear box and an auxiliary box with an input shaft extending along an axis from a first end that extends into the auxiliary box for transmitting power to the auxiliary box. The auxiliary box has an output shaft having a second end adjacent the input shaft and coaxial with the axis for transmitting power out of the auxiliary box. A first gear is supported by the input shaft at the first end, and a second and third gear are supported by the output shaft. At least one countershaft having fourth, fifth, and sixth gears affixed to a shaft engages the first, second, and third gears, respectively. A synchronizer and a clutch collar are supported by the output shaft for engaging one of the first, second, and third gears. The arrangement eliminates an intermediate shaft that was required in the prior art.

Abstract: A motor vehicle stepped transmission comprises a transmission input shaft ich is driven by an engine output shaft via a separating clutch. Further, it comprises a transmission output shaft arranged colinearly with the transmission input shaft. A countershaft is arranged parallel to the transmission output shaft. A plurality of gearwheel sets is provided for establishing forward and reverse gears within the transmission. A sub-plurality of the gearwheel sets each comprises a loose wheel. The loose wheels are rotatably arranged on a shaft and are adapted to be rigidly connected to the shaft by means of a gearshift clutch for shifting into one of a sub-plurality of the forward and reverse gears. Another of the gearwheel sets is associated to another of the forward and reverse gears and is adapted to be switched by means of a friction clutch. A toothed wheel within the other gearwheel set and associated to the other gear is arranged on an additional shaft extending parallel to the transmission output shaft.

Abstract: A transmission comprising gear case bottom part 72 and rear cover 73; shaft 19 supported on bearings 34 and 37; shaft 20 supported on bearings 33, 38 and 39; shaft 21 supported on bearings 35, 36 and 40 and shaft 22 supported on bearings 41 and 42.Shaft 19 carries a cluster of seven gears 1, 2, 3, 4, 5, 6 and 7 all of them being integral part of the shaft. These gears are positioned along the shaft from the smallest gear 1 to the largest gear 7. Each gear on shaft 19 is permanently meshed with a gear on either shaft 20 or shaft 21. Gear 1 is meshed with gear 8, gear 2 with gear 9, gear 3 with gear 10, gear 4 with gear 11, gear 5 with gear 12, gear 6 with gear 13 and gear 7 with gear 14. Gear 17 on shaft 21 and gear 18 on shaft 20 are meshed with gear 16 on the output shaft 22. All gears on shafts 20, 21 and 22 in FIG. 1 and gear 65 on shaft 61 in FIG. 2 are rotating on angular contact ball bearings with their inner rings fixed to the shafts.

Abstract: A multi-speed transmission for bicycles, comprising: a housing including spaced, opposing face plates, each face plate having a pedal shaft opening and a secondary shaft opening; a pedal shaft rotatably disposed within said pedal shaft openings; a secondary shaft disposed within said secondary shaft openings, wherein the secondary shaft is spaced from the pedal shaft and substantially parallel thereto; and a pedal shaft set of gears mounted on the pedal shaft between the face plates, comprising: (1) a first set of pedal shaft gears mounted on the pedal shaft, (2) a second set of pedal shaft gears rotatably mounted on the pedal shaft, and (3) a third set of pedal shaft gears rotatably mounted on the pedal shaft including first means for selective driving engagement with the second set of pedal shaft gears, the third set of pedal shaft gears including a drive gear means.

Abstract: A mechanical transmission (14) having a plurality of ratios (first-twelfth) and an automated system (10) utilizing same, has an upper group of ratios (seventh-twelfth) having a relatively small average ratio step (13%) compared to the average ratio steps (30%-40%) of comparable transmissions. This allows high-speed operation (35-70 mph) at or very nearing desired engine speed (112), emulating the characteristics of a CVT.

Abstract: A multiple countershaft transmission including a housing containing at least two countershafts having parallel axes of rotation and being fixed against all movement except rotative with respect to the housing. The housing mounts an input shaft and a mainshaft having a common axis of rotation. The input shaft is free to rotate relative to the mainshaft. The input shaft and mainshaft are fixed against all movement except rotative with respect to the housing. The input shaft mounts an input gear for rotative movement therewith. The mainshaft extends through and mounts a plurality of mainshaft gears which are free to rotate with respect to the mainshaft. The rotational axes of the countershafts are parallel to, equidistant from, and preferably symmetrically spaced about the common input shaft, mainshaft rotational axis. Each mainshaft gear and the input gear meshes with an axially aligned gear on each countershaft. The gear tooth count within each set of axially aligned countershaft gears is identical.

Abstract: A compact six-speed fully-synchronized manual transaxle includes an input shaft having four fixed input gears, a first intermediate shaft rotatably supporting four speed gears meshing with four of the input gears, a second intermediate shaft rotatably supporting two speed gears meshed with two of the input gears and a reverse gear meshed with a speed gear on the first intermediate shaft, and a differential. A transfer gear on each intermediate shaft is meshed with a final drive gear fixed to the differential.

Abstract: Motor vehicle gearbox with two concentrically mounted input shafts (6, 9) each driving an individual lay shaft (12, 15), said lay shafts being located at different radial distances (S.sub.1, S.sub.2) from an output shaft. Opposite gears (16, 17, 18, 19) meshing in pairs with a common gear (21, 22) on the output shaft (20) have different numbers of teeth, due to the teeth of one gear being addendum modified in relation to the teeth of the other gear.

Abstract: A direction-reversing mechanism (20) is disposed between a primary shaft (17) and output shaft (19) which are arranged in parallel with each other with the output shaft being arranged at a level lower than that of the primary shaft. A first fluid-operated speed change mechanism (23) is disposed between a first drive shaft (21), arranged co-axially with and coupled to the output shaft, and a first driven shaft (22) arranged in parallel with the drive shaft. The drive shaft is arranged at a level lower than that of the driven shaft, and plural fluid-actuated clutches (63, 64, 65) are mounted on the drive shaft. A second fluid-operated speed change mechanism (24) is disposed between a second drive shaft (26), arranged co-axially with and coupled to the first driven shaft, and a second driven shaft (27) arranged in parallel with the second drive shaft.

Abstract: The present invention is directed to a six-speed manual transmission comprised of an input shaft, an output shaft, first and second input gears fixed to the input shaft in mesh with first and second speed gears rotatably supported on the output shaft, third and fourth input gears rotatably supported on the input shaft, an output gear rotatably supported on the output shaft and having a third speed gear meshed with the third input gear and a fourth speed gear meshed with the fourth input gear, a first transfer gear meshed with the fourth speed gear, a second transfer gear, a third transfer gear fixed to the output shaft and meshed with the second transfer gear, a first clutch for selectively coupling either of the first and second speed gears to the output shaft, a second clutch for selectively coupling either of the third and fourth input gears to the input shaft, a third clutch for selectively coupling the first transfer gear to the second transfer gear, and a fourth clutch for selectively coupling the outpu

Abstract: Motor vehicle gearbox with alternately driven, double concentric input shafts (6,9) , double lay shafts and an output shaft (19). The outer input shaft (9) is mounted in a front end wall (12) of the gearbox housing. The inner input shaft (6) is mounted in the outer shaft and has at its proximal portion a shaft end (17), which extends into a bore (18) in the output shaft and is carried in the bore in two bearings (20,22) spaced from each other.

Abstract: A motor vehicle gearbox with two concentrically mounted input shafts, each driving an individual layshaft, having gears in engagement with gears on an output shaft. One layshaft has a central synchronizing device, by means of which the layshaft, which is driveably coupled to the momentarily non-driven input shaft, can be accelerated up to a rotational speed determined by the selected gear speed. The central synchronization device has a friction clutch and two synchronization gears, one of which is wider than the other and is lockable to the shaft with the aid of an engaging sleeve, so that driving torque can be transmitted via the synchronization gear.

Abstract: A vehicle transmission assembly includes a power means, a clutch connected to the power means and having an output power shaft, and a plurality of gears and substantial alignment. The gears include a first gear on the power shaft meshed with a second gear mounted on a first idler shaft. The second gear driving a third gear mounted on another idler shaft. The third gear drives a fourth gear mounted on a first PTO shaft. A second PTO shaft is operatively connected to the first shaft. A three position selector assembly on the first shaft selectively powers the PTO shafts simultaneously or individually. The method of connecting a single PTO shaft transmission assembly includes adding a second PTO shaft to said power means, and imposing a multi-position selector assembly to the gears to permit said PTO shafts to be operated together or individually.

Abstract: A transmission device for farm tractors is disclosed. In the transmission device, a hollow travelling drive shaft and a PTO drive internal shaft are substituted for a typical hollow PTO drive shaft and travelling internal shaft, respectively. The transmission device also has a splined flange for directly transmitting the engine power from the flywheel to the PTO drive internal shaft. In a main change gear unit, a hub sleeve and a main gear shifting shaft are forged into a single structure. A super low-speed change gear unit is connected to a sub-change gear through two sets of shafts capable of allowing the super low-speed change gear unit to be independently operated from the sub-speed change gear unit. The transmission device is thus selectively operated without performing any super low-speed changing action.

Abstract: An electro-mechanical shift actuator system is provided for a transmission having dual input shafts and with a plurality of drive gears rotatably mounted to each input shaft and having synchronizer mechanisms for engaging each drive gear to one of the input shafts. The shift actuators include an electric motor and a reduction gear assembly for driving a barrel shaped shifter cam having a pair of cam grooves therein. The cam grooves are engaged by shift lugs mounted to a shift rail. The shift rails include shift forks for actuating synchronizers mounted on the input shafts for engaging selected drive gears.

Abstract: A twin-clutch transmission having the driving gear wheels of adjacent gears on different transmission input shafts permits skipping one gear stage while shifting gears, i.e. shifting between gears whose driving gear wheels are on the same transmission input shaft, by using an auxiliary gear on the other transmission input shaft to supply a filler torque while shifting between the initial gear and a selected gear.

Abstract: A manual transmission for use in motor vehicles is disclosed. The transmission includes an input shaft, an output shaft, and a plurality of constant-mesh gearsets that can be selectively engaged for establishing corresponding forward gears therebetween. In addition, a reverse gear assembly is provided for establishing the reverse gear. The reverse gear assembly includes an idler shaft, a first idler gear rotatably supported on the idler shaft and which is driven by the input shaft, a second idler gear fixed to the idler shaft and meshed with a reverse output gear fixed for rotation with the output shaft, and a synchronizer clutch operable for selectively coupling the first idler gear to the idler shaft to establish the reverse gear.

Abstract: A manual power transmission includes a transmission casing, input and output shafts coaxially aligned with each other and a layshaft accommodated within the transmission casing and positioned below the input and output shafts. The input and output shaft has a plurality of gears of a varying size or diameter mounted thereon and associated with gearshifting positions and the layshaft has a corresponding number of countergears of a varying size or diameter mounted thereon and paired with the gears on the input and output shafts. Some of the countergears which serve as an idle gear are so juxtaposed in a direction axially of the layshaft that an envelope enclosing all of the those countergears while touching respective outer perimeters of those remaining countergears represents a generally barrel shape having a generally intermediate portion thereof bulged radially outwardly with respect to the layshaft.

Abstract: A compact manual transmission includes an input shaft having four fixed input gears, a first intermediate shaft rotatably supporting two speed gears meshing with two of the input gears, a second intermediate shaft rotatably supporting three speed gears meshed with three of the input gears and a reverse gear meshed with a speed gear on the first intermediate shaft, and an output shaft. Two speed gears on each of the intermediate shafts meshes with common input gears. A transfer gear on each intermediate shaft is meshed with the output shaft. The transmission further includes a synchronizer clutch for establishing two forward gears by selectively coupling the two speed gears to the first intermediate shaft and a pair of synchronizer clutches for establishing three forward gears and the reverse gear by selectively coupling the three speed gears and reverse gear to the second intermediate shaft.