Abstract: Motor vehicle gearbox, comprising an input shaft (2) and two countershafts (3, 4) having six pairs of interengaging gears (7-11, 15, 16, 17-20) for first to sixth gear. The disengageable gear (17) for the first gear speed engages a disengageable gear (23) on the fourth shaft (5) for reverse.

Abstract: A vehicle transmission assembly includes a source of rotary power, a clutch connected to the power source and having an output power shaft, and a plurality of gears in substantial alignment. The gears include a first gear on the output power shaft meshed with a second gear mounted on a first sub-shaft. The second gear drives a third gear mounted on an 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 sub-shaft. A three position selector assembly on the first shaft selectively powers the PTO shafts simultaneously or individually.

Abstract: A twin-clutch transmission has first and second transmission input shafts and a transmission output shaft, each input shaft having an associated friction clutch. In the initial state, the first clutch transmits engine torque in a state of static friction and the second clutch is open. In a shifting operation the second transmission input shaft is brought to a synchronous speed, thus permitting the engagement of a selected gear. In order to prevent a condition in which both clutches are in static friction engagement, which would result in locking up of the transmission, the speed of at least one clutch is maintained in the range of sliding friction to a value in the vicinity of the synchronization speed until the torque to be transmitted has been transferred steadily from the first clutch to the second clutch. A synchronizer is used when shifting up in the overrun condition.

Abstract: The present invention is directed to a reverse brake incorporated into the geartrain of a manual transmission which functions to stop inertial rotation of the input shaft prior to engagement of reverse gear. In particular, a constant-mesh gearset is operable with a first clutch to establish a forward drive connection between the input shaft and the output shaft, and is further operable with a second clutch to brake rotation of the input shaft without establishing a forward drive connection with the output shaft.

Abstract: An improved vehicular change gear transmission (100) is provided that includes a mainshaft thrust washer (32) having at least one and preferably a plurality of substantially equally circumferentially spaced depressions (48) on at least one side and preferably indexed with substantially equally circumferentially spaced depressions (58) on the opposite side thereof that are adapted to enable lubricant (9) to move radially outwardly from between mainshaft gear thrust surfaces (47, 49) disposed on opposite sides of thrust washer (32) to minimize accumulation of lubricant (9) therebetween resulting in reduced hydrodynamic drag.

Abstract: A power transmission has a pair of meshing gear input power paths and a planetary gearset output power path. The meshing gear input power path includes two pair of ratio gears and two pair of transfer gears. The power flow through the meshing gear input power path is drivingly connectible with two members of the planetary gearset. One power path from the input meshing gear is directed to the sun gear through a first transfer gear set and to the carrier assembly through a second transfer gear set and a one-way clutch during first and second ratios. During a third ratio, a direct input path to the carrier and a path through both transfer gearsets is provided. During a fourth and fifth ratio, the direct carrier input path, the meshing gear input paths and the transfer gearset input paths are utilized. Two reverse ratios are accommodated by grounding the carrier and inputting the sun gear through the ratio gear power paths and the first transfer gearset.

Abstract: A multi ratio reversing powershiftable transmission having an input shaft, an output shaft, a plurality of countershafts, a drive wheel set, a distribution wheel set and a driven wheel set. The set of drive wheels includes a driven idler gear on each countershaft which can be optionally non-rotatably connected with the contershaft to cause a change of gear and direction of the transmission. The set of distribution wheels consist of at least one fixed gear on each countershaft for commutating rotation between communicating countershafts and the fixed gears of the set of driven wheels which in turn drive the output shaft.

Abstract: A manual transmission comprising a first pivot member operatively connected to a first coupling unit on an output shaft and is selectively rotatable to drive the first coupling unit between first, neutral and second positions. A second pivot member is operatively connected to a second coupling unit on the output shaft and is selectively rotatable to drive the second coupling unit between first, neutral and second positions. A first shift rail is operatively connected to the first pivot member and is adapted to slide axially within a shift rail guide in response to rotation of the first pivot member and a second shift rail is operatively connected to the second pivot member and is adapted to slide axially within the shift rail guide in response to rotation of the second pivot member. The first and second shift rails each comprise a lock-out detent in facing relation to one another.

Abstract: A transmission shifting system for axially displacing a jaw clutch having a plurality of axially and/or radially beveled teeth for engagement with a plurality of engagement cavities formed in a mainshaft gear where a ball ramp actuator or a cam ramp mechanism is used to axially displace the jaw clutch. An electrical coil is used to electromagnetically couple a control ring to the mainshaft gear using a clutch plate and an actuation ring is nonrotatably connected to the mainshaft. In an alternative embodiment, the actuation ring is formed as part of the jaw clutch and the control ring remains stationary relative to a mainshaft. A plurality of flux grooves are utilized to channel magnetic forces between the clutch plate and the mainshaft gear.

Abstract: Motor vehicle gearbox with a parking brake, consisting of a toothed wheel (30) non-rotatably mounted on a reverse gear shaft (5) and a locking arm (33) swingably mounted in the housing (1) of the gearbox and having a detent (33a) which can be inserted into a tooth space (32) in the toothed wheel with the aid of a knob (41) on the selector shaft (38) of the reverse gear fork (37). The reverse gear shaft has a non-rotatable gear (29) meshing with a final drive, so that locking the reverse gear shaft locks the vehicle drive wheels.

Abstract: The invention relates to a multispeed powershift reversing gear. To achieve a compact design, especially an axially short construction, in a multipseed reversing gear each countershaft has mounted on it a single clutch, an idler gear and up to two fixed gears. Gearwheels of reversing fear form a drive gear set, a distributor gear set and s driven gear chain. Besides the ratio of the drive gear set, a different ratio related to another clutch is established through an independent drive chain consisting of a fixed gear and an idler gear with a clutch. With the same essential design, different gear configurations can be constituted with different numbers of gears and different center distances. The reversing gear is especially designed for use in construction machinery.

Abstract: A countershaft transmission is provided for a motor vehicle having a prime mover. The transmission comprises a first input shaft carrying a first input gear, a second input shaft coaxial with the first input shaft carrying a second input gear, and a countershaft carrying a plurality of loose gearwheels, each of the loose gearwheels in meshing engagement with one of the input gears, respectively. A fixed gearwheel is carried by the countershaft in meshing engagement with the gearwheel on the first input shaft. A synchronizing clutch is carried by the countershaft for driving engaging one of the loose gearwheels carried by the countershaft to select a gear ratio. A first clutch is driven by the prime mover. The first clutch is releasably drivably connectable to the first transmission input shaft and the second transmission input shaft. A second clutch is interposed between the first clutch and the second input shaft for drivably connecting the first clutch and the second input shaft.

Abstract: A toothed-wheel gear change with power distribution over several layshafts (6, 7) having a radially and axially supported input shaft (2) and an output shaft (main shaft) (9) which is floating. At least one input gear (3, 4) provided on said input shaft (2) transmits the torque to gears (8) meshing therewith and firmly connected with the layshafts. The loose gears (10) are axially secured but radially free on the input and output shafts. A movable securing device (12, 13) makes possible the radial fixing of the input gear (3, 4).

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

Abstract: The invention relates to a powershiftable multi-ratio reversing gear, especially for use in building machines. The clutches (17, 18, 23 and 26) are fitted between a fixed and a loose pinion. The loose pinions, which can rotate at relatively high speeds, are connected to the inner plates of a set of plates (39). The outer plates are fitted in the clutch housing of each of the clutches. This provides advantages for hydraulic operation of the clutches.

Abstract: A manual transmission comprising an input shaft, an output shaft, an intermediate shaft having a transfer gear fixed thereto. First and second constant-mesh gearsets are supported between the input and output shafts and a first synchronizer clutch is provided for selectively engaging either of the first and second gearsets for drivably connecting the output shaft to the input shaft and establish first and second forward speed ratios therebetween. Third and fourth constant-mesh gearsets are supported between the input shaft and the intermediate shaft. A fifth constant-mesh gearset is supported between the input and output shafts and is meshed with the transfer gear for drivably connecting the intermediate shaft to the output shaft. A second synchronizer clutch is provided for selectively engaging either of the third and fourth gearsets for drivably connecting the intermediate shaft to the input shaft for establishing third and fourth speed ratios between the input shaft and output shaft.

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 twin-clutch-type transmission, which has a general input shaft, a first clutch connected with a first clutch output shaft, a second clutch connected with a second clutch output shaft, a sub shaft, and a general output shaft disposed parallel to the first clutch output shaft and the second clutch output shaft, is improved to effectively use the space around the sub shaft. A first gear connected to the first clutch output shaft and a second gear connected to the sub shaft associatingly interlock the sub shaft and the first clutch output shaft while being meshed to each other. A fifth gear and a sixth gear disposed on the general output shaft are respectively meshed with the third gear and the fourth gear which are connected to the second clutch output shaft and selectively connected to the general output shaft with a first synchronizing device disposed on the general output shaft, and interlock the second clutch output shaft and the general output shaft in association with the third gear and the fourth gear.

Abstract: A change-speed gear unit has an output shaft, connected to a parallel input shaft in two forward gear ratios by a forward-speed gear stage. The output shaft is connected to a differential gear unit in one forward gear ratio by an auxiliary gear stage, and in the other forward gear ratio by a gear stage used as a gear constant.

Abstract: A six speed vehicle gearbox, comprising an input shaft (2) and two countershafts (3,4) which has six pairs of inter-engaging gears (7-11,30,14,16,18,19,21,23,31) for first to sixth inclusive. The disengageable gear (18) for the first gear speed engages a disengageable gear (23) on a fourth shaft (5) for the reverse gear.

Abstract: Disclosed is a reverse synchronizer mechanism for a manual transmission of a vehicle including a reverse idle drive gear rotatably mounted on a reverse idle shaft and engaging with an input first speed gear, which is integrally formed around an input shaft, to rotate therewith; a reverse idle driven gear integrally mounted on the reverse idle shaft; a reverse output gear mounted on an output shaft and engaging with the reverse idle driven gear so as to rotate therewith; and a synchronizing mechanism, which is provided between the reverse idle drive gear and the reverse idle driven gear, for synchronizing and transmitting power of the reverse idle drive gear to the reverse idle driven gear. Both the reverse idle drive gear and the reverse idle driven gear are made of helical gears.

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

Abstract: A compact manual transaxle includes an input shaft having five 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 a speed gear meshed with the other input gear 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. The transaxle further includes a pair of synchronizer clutches for establishing four forward gears by selectively coupling the four speed gears to the first intermediate shaft and a synchronizer clutch for establishing one additional forward gear and the reverse gear by selectively coupling the speed gear and reverse gear to the second intermediate shaft.

Abstract: A transmission gear train has a clutch designed to minimize shift shock upon engagement while still exhibiting relatively rapid initial engagement. To this end, a face cavity is formed in the clutch actuating piston which acts as an accumulator into which hydraulic fluid flows for a period of time after initial clutch engagement. This fluid flow causes clutch pressure to be lower than system main pressure while the accumulator is filling, thereby providing a cushioning effect which reduces shift shock. Use of the accumulator or face cavity eliminates the need for a stepped piston and the additional seals and flow passages normally required for a stepped piston, thus simplifying clutch manufacture and operation.

Abstract: A reverse idler shaft and washer assembly particularly suited for use in a compound transmission includes a lubricating washer having at least one notch for collecting and directing lubricating oil through a reverse idler gear bearing such that lubrication passageways are eliminated from the reverse idler shaft. The lubricating washer includes an annular region capable of supporting a clamping load through the inner race of the reverse idler gear bearing to resist rotation while allowing the outer race and the associated reverse idler gear to rotate freely.

Abstract: A high-capacity compound transmission (200/400) of lighter weight and/or shorter axial length than comparable prior art transmissions is provided. In one embodiment, the compound transmission of the present invention utilizes main and auxiliary section countershafts (324, 362) which are coaxial and define a countershaft assembly supported solely by bearings in the transmission housing (214) forward and rearward end walls (214A, 214B) and by intermediate bearing means (324B) carried by a partial intermediate housing wall (214C) axially aligned with the axial travel space (380) of a mainshaft clutch (64). The mainshaft (346) is supported solely at the forward and rearward ends thereof on or by the rearward end of the input shaft (16) and forward end of the output shaft (358).

Abstract: A transmission for an electric vehicle that allows forward movement in a first shift stage with hydraulic pressure failure and permits forward and rearward towing. The first shift stage of the transmission T is established by a main first-shift gear 19 which is brought into and out of engagement with a main shaft Sm connected to an electric motor Mm through a towing clutch 50, and by a counter first-shift gear 26 carried on a counter shaft Sc with one-way clutch 47 interposed therebetween. During backward towing of the vehicle, the rotation of a driven wheel is reversely transmitted by way of the counter shaft Sc, the one-way clutch 47, and the counter first-shift gear 26 to the main first-shift gear 19, but by actuating the towing clutch 47 into a disengaged state to disengage the main first-shift gear 19 from the main shaft Sm, the electric motor Mm can be prevented from being forcibly driven and being damaged.

Abstract: A vehicle transmission presents a main stage and a range reducer cascade connected to each other. The main stage includes an input shaft, two drive shafts coaxial with each other and selectively connected to the input shaft by respective hydraulic clutches, a countershaft, and a driven shaft connectable to the countershaft according to a number of gear ratios. The countershaft is selectively connectable to one of the drive shafts directly or via an inverting train by means of a first synchronized clutch, and is selectively connectable to the other drive shaft according to a step-down ratio and a step-up ratio by means of a second synchronized clutch. The hydraulic clutches and first and second synchronized clutches are controlled by an electronic control unit in response to manual operation and in predetermined sequences.

Abstract: A simple transmission (10) and compound transmission (100, 200, 300) having an extended range and/or number of gear ratios and minimized center distance and/or axial countershaft length is provided by the use of compounded countershafts ( 16, 116, 216, 316). Each of the compounded countershafts comprises a first portion (20) and a second portion (22) wherein the second portion telescopically surrounds the first portion and is supported for relative rotation thereon by bearing means (28, 128, 228, 328) carried by said first portion. In the compound transmission embodiments, the use of compounded countershafts allows the use of splitter-type auxiliary sections (114, 214, 314) and non-synchronized splitter jaw clutches (76).

Abstract: In a change-speed gearbox or motor vehicles with a front molted transverse drive unit comprising a change-speed gearbox in line with an engine and a final drive (10) which is driven by the output gearwheel (9) of the change-speed gearbox and has its main axle mounted in the gearbox housings 1, 2, the final drive (10) is a bevel gear right-angle drive consisting of a crown wheel (11) and a pinion (12) and the crown wheel (11) is arranged on an axle member (13) consisting of the same material as the gearbox housings.

Abstract: A motor vehicle transmission system including frictional coupling devices disposed in series connection with respective gear trains between input and output shafts, a one-way clutch disposed in series connection with each of at least one of the gear trains except the smallest gear ratio gear train, for transmitting power from the input shaft to the output shaft, and a shift controller operable during forward running of the vehicle to operate the frictional coupling devices for simultaneous slipping or partial engagement of selected frictional coupling devices, particularly, upon and immediately after starting of the vehicle.

Abstract: Motor vehicle gearbox of the "power shift" type with two intermediate shafts (3, 4) for alternately transmitting an input torque to an output shaft (5). The intermediate shafts each present a pair of lockable gear wheels (10, 11 and 15, 16, resp.), rotatably mounted on respective shafts and lockable by couplings (12, 13 and 18, 19, resp.). The gear wheels engage with a pair of gear wheels (20, 21) common for both the intermediate shafts, mounted rotatably on the output shaft and drivably coupled together in order to allow torque transmission from the one intermediate shaft (3) to the other intermediate shaft (4) via either one or both of the common gear wheels (20, 21).

Abstract: The invention relates to a power-shiftable multiple gear reversing transmission (1). It is a transmission in a countershaft design, such as specially used in construction machines. To achieve a high number of light parts and keep low the development of noise, it is proposed according to the invention to situate a single clutch (21 to 24) upon each countershaft (17 to 20). The idler gears (25 to 28) associated with the clutches (21 to 24) form a driving gear chain (29). The solution according to the invention is particularly distinguished by a small axial length of the countershafts. It is possible thus to use helical gearings with large angles of slope.

Abstract: In a transmission with a countershaft and a planetary reduction gear unit, particularly for automobiles, having an input shaft (1) an output shaft (2), an intermediate shaft (23) fixed and loose pinions and gears which are in constant mesh alternately with one another and are releasably connectable to the shafts. The planetary reduction gear unit (28) comprises a ring gear (30) fixed against rotation, a sun wheel (33) driven by way of a set of pinions and gears and mounted on the intermediate shaft (23) and a planet carrier (32) connected to the output shaft. A member of a pinion-gear pair (16) is carried by the intermediate shaft (23) and is releasably connectable to the intermediate shaft (23) and the output shaft (2).

Abstract: An automatic transmission system includes a drive device, electronic control and a valve control. An accelerator pedal, a brake pedal, speedometer and a gear will send signals to the electronic control. Based on these signals, the electronic control will control the valve control. Hydraulic fluid is provided to the drive device based upon operation of the valves in the valve control. The drive device contains a plurality of clutches for each of the valves of the valve control. These clutches are sequentially engaged by sequential operation of the valves in order to connect the engine shaft with an axle of the vehicle to thereby drive the vehicle.

Abstract: In a transmission, an input set of rotatable gears is meshed with an input gear that is fixed to an input shaft which receives input. Through an arrangement of shafts and gears, any selected rotatable gear of the input set can be fixed to its shaft and drivingly connected to any selected one of a set of gear ratio combinations that are formed using a plurality of the gears in order to provide speeds at an output end of an output shaft for output. A gear ratio sequence, formed by drivingly connecting a plurality of the gears, provides a decrease in speed for at least one of the gear ratio combinations and an increase in speed for at least one other of the gear ratio combinations. A middle range of speeds for the output includes at least one speed that is lower than at least one of a low range of speeds for the output and at least one other speed that is higher than at least one of a high range of speeds for the output.

Abstract: A high-capacity compound transmission (200) of lighter weight and/or shorter axial length than comparable prior art transmissions is provided. The compound transmission of the present invention utilizes main and auxiliary section countershafts (324, 362) which are coaxial and define a countershaft assembly supported solely by bearings in the transmission housing (214) forward and rearward end walls (214A, 214B) and by a single bearing carried by a minimal intermediate housing wall (214C). The mainshaft (346) is supported solely by tapered surfaces at the forward and rearward ends thereof, which abut complimentary tapered surfaces on or carried by the rearward end of the input shaft (16) and forward end of the output shaft (358). The auxiliary countershafts (362) may be generally tubular (362D) to allow for rear mounting of main section-driven PTO devices.

Abstract: A compound transmission comprising a main section and an auxiliary section is disclosed. The auxiliary section includes an auxiliary drive gear rotatably mounted on an input shaft, and a reduction set including a splitter gear and a deep reduction gear rotatably mounted on an output shaft. Each of the auxiliary section gears is engaged with a corresponding auxiliary countershaft gear. A first clutch rotatable with the input shaft couples either the auxiliary drive gear or the splitter gear to the input shaft. A second clutch rotatable with the output shaft couples either the splitter gear or the deep reduction gear to the output shaft. One of the four main section forward gears may be clutched in from either of two sides to give a ten forward speed compound transmission which uses a standard 5-speed shift pattern.

Abstract: The invention relates to a multi-stage reversing gear (1) that is changeable under load, especially as used in construction machines. The gear has a four-speed transmission (3) preferably fitted downstream of a changing set (2). The gear ratios can be changed via synchronous clutches (24, 25). To achieve compact construction, idler gears (11, 12) of the changing set (2) permanently engage with a fixed gear (14) of the transmission (3). The fixed gear (14) is fitted on a countershaft (15). The drive pinions (16, 17 or 20, 21) of the gear ratios are arranged to the left and right of the fixed gear (14) in relation to the longitudinal section of the reversing gear (1).

Abstract: A bicycle transmission, comprising a primary axis mechanically linked to bicycle pedals, an intermediate axis, and a final axis, mechanically attached to the bicycle drive wheel. Gears of different sizes are located on each axis. The intermediate axis contains gears mounted in fixed locations along the intermediate axis. The primary axis has a group of gears that are movable along the primary axis so as to vary which gears on the primary axis engage gears on the intermediate axis. The final axis also has a group of gears that are movable along the final axis, so as to vary which gears on the final axis engage gears on the intermediate axis. Gear covers engage gears on the primary axis and final axis to move them along the primary axis and final axis, so as to obtain various combinations of gears, to vary the overall gearing ratios between the pedals and the drive wheel.

Abstract: Motor vehicle gearbox with an input shaft (2), two countershafts (3,4) and an output shaft (5). On the first countershaft (4) there is a rotatable gear (30) which cooperates with brake elements through which a frictional torque is transmitted via a gear (10) on the output shaft to the second countershaft (3) and from the second countershaft to the output shaft (5) and back to the first countershaft (4).

Abstract: An improved vehicle transmission which substantially reduces the noisy rattle normally produced by interengagement of the input shaft and the input drive gear of the transmission when the engine of the vehicle is operating at idle speed and the transmission is in neutral. The input shaft and the input drive gear are in constant driven relationship. In the inventive structure, the interengageable spline teeth of the input shaft and the input drive gear of the transmission are provided with a greater backlash than is normally used. The intermittent firings of the engine normally cause nonsynchronous rotation of the input shaft relative to the input drive gear with attendant engagement of their respective spline teeth. The increased backlash provides greater spacing between the interengaging teeth which substantially eliminates the engagement of the spline teeth and attendant rattle noise.

Abstract: A transmission assembly adapted to be mounted on a front of a vehicle axle casing as a substitute for a hydrostatic transmission comprises a transmission casing (1) and a drive shaft (2) at a high level, a speed-change shaft (4) at a low level, and an intermediate shaft (3) at a level intermediate between the drive and change shafts. These shafts extend within the transmission casing axially of this casing. The intermediate shaft is located aside in a direction across the casing. A clutch (5) is disposed on the drive shaft at an axial mid portion of this shaft, and a hollow shaft (6) which is driven to rotate by the drive shaft through the clutch is disposed on the drive shaft at one axial side of the clutch. A first mechanical speed-change mechanism (7) is disposed between the hollow shaft and intermediate shaft, whereas a second mechanical speed-change mechanism is disposed between the intermediate shaft and change shaft.

Abstract: A compound vehicular transmission having a main section and an auxiliary section which includes an auxiliary countershaft gear assembly having an auxiliary countershaft, a first auxiliary countershaft gear fixed to the auxiliary countershaft and constantly meshed with an output shaft range gear, and a second auxiliary countershaft gear selectively coupleable to the auxiliary countershaft and constantly meshed with an intermediate shaft output gear. A jaw clutch is provided for coupling either the auxiliary countershaft to the main countershaft, or the auxiliary countershaft to the second auxiliary countershaft gear. This allows fewer gears to be utilized to achieve a desired number of speed ratios. Since the auxiliary countershaft drive gears are clutched only when used, this arrangement reduces spin back speed of the intermediate shaft to accommodate smoother and faster shifting of the transmission.

Abstract: A gear mounting for use in a compound change gear transmission (10) having an intermediate wall portion (50), and a shaft support portion (66) axially spaced from the intermediate wall portion (50). Disposed axially between the intermediate wall portion and the shaft support portion is a gear member (48). The intermediate wall portion and shaft support portions define aligned shaft bores (92,96) with the shaft member (98) disposed therein, and including retention means (122) to retain the shaft member within the bores. The shaft member defines lubricant passage means (100) permitting flow of lubrication fluid through the shaft and into a set of bearings (64) which receive the forward end of an adjacent countershaft (60). The outer surface of the shaft member (98) defines an inner race for a set of bearings (120) disposed between the shaft and the gear member (48). The disclosed mounting arrangement substantially simplifies and strengthens the mounting of the gear member (48).

Abstract: A stepped motor vehicle transmission comprises an input shaft, a first and a second intermediate shaft and an output shaft. The shafts are arranged parallel to each other, but only two each are arranged in a common plane. Toothed wheels are provided on the shafts meshing in pairs with each other. Gearshift sleeves are provided for drivingly connect one each loose toothed wheel of the pairs with the respective shaft on which they are journaled. The respective other toothed wheels of the pairs are designed as fixed wheels. The input shaft, the first intermediate shaft and the second intermediate shaft are each provided with a gearshift sleeve being displaceable in two gearshift directions each for engaging a total of five forward gears and one reverse gear. One supplemental fixed toothed wheel on the first intermediate shaft meshes with a loose toothed wheel on the input shaft. Further, one supplemental fixed toothed wheel on the second intermediate shaft meshes with a toothed wheel on the output shaft.

Abstract: The invention relates to a gearbox switchable under load, which has an input shaft coupled to at least one further shaft, which extends parallel to the input shaft, via pairs of gearwheels to achieve different gear stages. One gearwheel of each pair of gearwheels is rotatively fixedly connected to one of the two shafts and the other gearwheel of each pair of gearwheels is optionally rotatively fixedly connectable to the other of the two shafts by a respective friction coupling.

Abstract: A change gear device (11) is disclosed of the type including a pair of substantially identical countershafts (27,29). The device includes a hydraulic PTO comprising a pair of fluid displacement mechanisms (71,73), each of which comprises a gerotor pump, and each of which receives input torque from one of the countershafts, by means of a pair of PTO input shafts (61,63), respectively. The PTO input shafts are clutched to the respective countershafts. The pressurized fluid output of the two fluid displacement mechanisms (71,73) is combined at a port (133), or other suitable location. Preferably, the two displacement mechanisms (71,73) are substantially identical, such that equal torques are transmitted through the transmission countershafts (27,29) while the hydraulic PTO of the invention is in operation.

Abstract: A vehicular transmission is provided with an improved rotary countershaft assembly (100) that eliminates the prior art practice of securing countershaft gears (10) and (12) to adjacent sections (S.sub.1) and (S.sub.2) of a countershaft (2) by separate keys (14) and (22) disposed in separate grooves (16) and (19) respectively by a singular key (26) disposed in a groove (16) and whose radial thickness is adapted to enable countershaft gear (12) to rotate countershaft (2) in the absence of groove (19).

Abstract: A power transmission has three axes on which rotatably supported gears and selectively operable clutches are disposed to provide five forward speed ratios. The two highest speed ratios (fourth and fifth) have identical input clutch and gear units. The fourth ratio, the torque transmission path, includes a transfer gear ratio and utilizes the second speed ratio gears to develop a speed ratio different from the fifth speed ratio.