Abstract: A manual transmission for a motor vehicle includes an input shaft; a counter shaft constantly torque-transmittingly coupled to the input shaft and carrying driven gears; a main shaft carrying forward driven gears mounted for free rotation and being in a constant meshing relationship with respective driven gears; and a reverse shaft on which a reverse idler gear and a reverse driven gear are axially fixed. The reverse idler gear and the reverse driven gear are in continuous driving connection with the counter shaft and the main shaft, respectively. A reverse gear selector includes a sleeve axially slidably mounted on the reverse shaft between the reverse idler gear and the reverse driven gear. A locking mechanism is provided on the sleeve, the reverse idler gear and the reverse driven gear for torque-transmittingly coupling the reverse idler gear to the reverse driven gear or for disengaging the reverse idler gear from the reverse driven gear dependent on the position of the sleeve.

Abstract: A power transmission has a plurality of parallel axes on each of which is disposed a shaft supporting a pair of selectively operable friction torque transmitting devices and gear members. One of the parallel axes supports an input shaft, which is drivingly connected to two of the other shafts through one-way devices and a chain drive. A transfer shaft is disposed in parallel with the other axes to transmit drive forces from the interconnected shafts to an output shaft. The transfer shaft has a gear member meshing with the gear members on the input driven shafts, which is effective to transmit the drive to the output shaft, which in turn is connected to a conventional output assembly such as a differential.

Abstract: An apparatus for transmitting drive from an engine through a main clutch to front or rear wheels of a working vehicle, includes a main change speed device and an auxiliary change speed device. The main change speed device includes a first shaft, an intermediate shaft, and a main shaft disposed in an end-to-end relationship with the first shaft and extending parallel to the intermediate shaft. The auxiliary change speed device includes an output shaft axially overlapping and extending parallel to the main shaft, and a creep shaft extending parallel to the output shaft. The intermediate shaft supports a first shift clutch for selectively providing a first and a second speed stages. The main shaft supports a second shift clutch for selectively providing a third and a fourth speed stages. The output shaft supports a third shift clutch for selectively providing a high speed state and an ultralow speed state, and a fourth shift clutch for selectively providing a low speed state and a backward drive state.

Abstract: A compound transmission is disclosed comprising a main section connected in series with a splitter type auxiliary section. A splitter clutch collar is fixed for rotation with a mainshaft and is axially movable therealong. In one embodiment, a blocking mechanism includes a pair of spaced apart rings having pins extending therebetween and through certain openings in a radially extending flange of the splitter clutch collar. Each of the pins has a shoulder cooperating with the associated flange opening for blocking engagement of the splitter clutch collar with either the mainshaft gear or a splitter gear when the splitter clutch collar and the gear to be engaged are not rotating at substantially the same speed. In a second embodiment, the blocking mechanism includes a pair of spaced apart rings having a plurality of legs extending therebetween and through certain of the openings in the flange.

Abstract: In a gearwheel change transmission, an input shaft, an output shaft and a countershaft are connected to one another by three bound gearwheel stages.

Abstract: An automatic transmission includes a first transmission mechanism having a first shaft connectable to an output shaft of an engine, a second transmission mechanism associated with the first transmission mechanism, and having a second shaft in parallel with the first shaft, the second transmission mechanism being adapted for changing the torque speed of the first shaft, a hydraulic housing for accommodating a hydraulic control device for the second transmission mechanism, the second hydraulic housing being arranged above the second transmission mechanism, and an axis of the second shaft being positioned on either the same horizontal plane as an axis of the first shaft or a horizontal plane above the axis of the first shaft.

Abstract: A countershaft type multi-speed power transmission has a plurality of gear meshes disposed on three axes including a forward final drive gear and a reverse final drive gear. Both the low forward ratio and the reverse ratio drive paths include a common one-way device. The gear meshes and a plurality of selectively operable friction clutches are positioned on shafting disposed on the three axes to provide a compact overall axial length for the transmission assembly.

Abstract: A compound transmission comprising a main section and an auxiliary section is disclosed. The auxiliary section includes an auxiliary drive gear rotationally fixed to a mainshaft, an intermediate shaft having a reduction gear rotatably mounted thereon, and an output shaft having a splitter gear rotatably mounted thereon. Each of the auxiliary section gears is engaged with a corresponding auxiliary countershaft gear. A range clutch rotatable with the intermediate shaft selectively clutches the auxiliary drive gear or the reduction gear to the intermediate shaft, and a splitter clutch rotatable with the output shaft selectively clutches the intermediate shaft or the splitter 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 nine forward speed compound transmission which uses a standard 5-speed shift pattern.

Abstract: A "5.times.2" compound transmission is disclosed. A main section includes a mainshaft and two countershafts. The mainshaft has a spool gear rotatably mounted thereon and reverse and four forward gears rotationally fixed thereto. A first clutch splined on the first countershaft couples one of two countershaft gears rotatably engaged with a mainshaft gear to the first countershaft. A second clutch splined on the second countershaft couples one of two countershaft gears rotatably engaged with the other mainshaft gears to the second countershaft. An auxiliary section includes an output shaft and third and fourth countershafts. The third and fourth countershafts are concentric with the first and second countershafts, respectively, and are rotatably driven by the spool gear. The third and fourth countershafts have gears rotatably engaged with the fourth forward mainshaft gear and an output shaft splitter gear.

Abstract: A compound transmission comprising a main section connected in series with an auxiliary section is disclosed. The auxiliary section includes a splitter clutch rotatable with a main section mainshaft, and an output shaft having a splitter gear and a reduction gear rotatably mounted thereon. An auxiliary drive gear is rotatably mounted on an extension of the splitter gear. A pair of auxiliary section countershafts have first, second and third countershaft gears rotationally fixed thereto and rotatably engaged with the auxiliary drive gear, splitter gear and reduction gear, respectively. A synchronized range clutch rotatable with the output shaft has a first position for coupling the reduction gear to the output shaft to provide low range ratios, and a second position for coupling the splitter gear to the output shaft to provide high range ratios. The splitter clutch has a first position for coupling the mainshaft to the splitter gear and a second position for coupling the mainshaft to the auxiliary drive gear.

Abstract: A compound transmission comprising a main section and auxiliary section is disclosed. The main section provides five forward gears. The auxiliary section includes an auxiliary drive gear rotatably mounted on an input shaft, and two splitter gears rotatably mounted on an output shaft. Each of the auxiliary section gears is engaged with a corresponding auxiliary countershaft gear. A first splitter clutch rotatable with the input shaft couples either the auxiliary drive gear or the first splitter gear to the input shaft. A second splitter clutch rotatable with the output shaft couples either the first splitter gear or the second splitter gear to the output shaft. Other embodiments having an auxiliary drive gear rotationally fixed to the input shaft are also disclosed.

Abstract: An auxiliary transmission section for a compound change gear transmission includes a mainshaft input gear rotationally fixed to an auxiliary section input shaft, a mainshaft splitter gear coaxial with and rotatable relative to the auxiliary section input shaft, an output shaft range gear coaxial with and rotatable relative to the output shaft, an auxiliary section countershaft assembly having an auxiliary countershaft, a countershaft splitter gear coaxial with and rotatable relative to the auxiliary countershaft and constantly meshed with the mainshaft input gear, a first auxiliary countershaft gear rotationally fixed to the auxiliary countershaft and constantly meshed with the mainshaft splitter gear, and a second auxiliary countershaft gear rotationally fixed to the auxiliary countershaft and constantly meshed with the output shaft range gear, a first one-position splitter clutch for coupling the mainshaft splitter gear with the auxiliary section input shaft, a second one-position splitter clutch for coupli

Abstract: A countershaft transmission has an input shaft and a coaxial output shaft which are disposed in parallel with a pair of countershafts. The countershafts position and support a floating bearing support which is positioned to support ends of the input and output shafts. The countershafts each have a selectively engageable clutch disposed thereon which selectively control the establishment of drive ratios between the input shaft and the respective countershafts. A plurality of forward and reverse ratios are selectively established, between the input and output shafts through the countershafts, by selectively engaging a plurality of synchronizers. The synchronizers cooperate with a plurality of ratio gears on the countershafts and output shaft to establish the ratios. The ratio gears that establish the lowest forward ratios are fully disengageable from their respective countershafts.

Abstract: A compound transmission (110) of lighter weight and/or shorter axial length as compared to comparable prior art transmissions is provided. The compound transmission of the present invention utilizes main transmission section countershafts (124) and auxiliary transmission section countershafts (162) which are coaxial and am supposed for independent rotation within a common transmission housing (116) solely by means of bearings (126, 162D) carried by the forward transmission end wall (116A) and the rearward transmission end wall (116B). The transmission mainshaft (146) is supposed for rotation within the transmission housing solely by the input shaft (118) and/or the output shaft (158). One of the countershafts (162) and/or the mainshaft (146) may be of a tubular structure and telescopically surrounds the other of the countershafts (124) and one of the input and/or output shafts, respectively.

Abstract: Power shift motor vehicle gearbox with an input shaft (1), two counter-shafts (2, 3) and a central synchronizer (30). The input shaft has a gear wheel (5) in engagement with a gear wheel (6) freely rotatably mounted on one counter-shaft (2) and lockable by a friction clutch (7) to the shaft. The gear wheels form a pair for driving the counter-shaft. The input shaft also has a freely rotatably mounted gear wheel (8) which can be locked by a friction clutch (10) to the shaft. The gear wheel (8) engages a gear wheel (9) on the other counter-shaft (3) for driving the same when the clutch is engaged.

Abstract: Gearbox with hydrostatic motors particularly for earth-movers, including a first hydrostatic motor and a second hydrostatic motor, each of which is connected respectively to a first countershaft and to a second countershaft by virtue of respective first and second transmission elements. The first countershaft and the second countershaft respectively support a plurality of input gearwheels which can be selectively coupled to a respective countershaft by virtue of selection elements. The input gearwheels mesh with respective secondary gearwheels so as to define gear ratios. The secondary gearwheels are supported by a secondary shaft to which they can be selectively coupled by virtue of the selection elements. A first output gearwheel is keyed on the secondary shaft and meshes with a second output gearwheel which is keyed on an output shaft.

Abstract: A countershaft automatic transmission for vehicular use is disclosed. The transmission has four forward gears which operate using two clutches and two dual synchronizers, The two clutches are mounted on a main shaft with associated gear clusters and the synchronizers are mounted on a countershaft with associated mating gear clusters. Reverse gear uses another synchronizer mounted on a lay shaft with associated gearing. Gear engagement is accomplished by actuating a hydraulic clutch after having shifted a synchronizer to select the gear to be engaged.

Abstract: A multispeed transmission for motor vehicles includes, rotatably mounted in a gearbox housing (4), an input shaft (1) carrying fixed gear wheels and loose gear wheels, a first driven shaft (2) carrying loose gear wheels and fixed gear wheels and a second driven shaft (3), both the driven shafts (2 and 3) engaging, respectively, via first and second fixed final drive pinion (5 and 6), with a driving gear (7) of a differential (8) that drives front wheel drive shafts by way of constant velocity joints. All gears including the reverse gear are synchronized. The fixed gear wheels (10 and 12) for the first and second gears are carried on the input shaft (1). The loose gear wheels (11 and 13) for the first and second gears, together with their associated synchronizer (21), are carried on the first driven shaft (2).

Abstract: A multiple ratio transmission includes an auxiliary countershaft assembly including a auxiliary countershaft, a first auxiliary countershaft gear fixed for rotation on the auxiliary countershaft and constantly meshed with an output shaft range gear, and a second auxiliary countershaft gear rotationally fixed to the auxiliary countershaft and constantly meshed with an intermediate shaft output gear for coupling either the intermediate shaft or main countershaft of a main transmission section thereby allowing fewer gears to be utilized to achieve a desired number of speed ratios.

Abstract: A thrust washer and retainer ring combination is provided for a vehicular transmission (100) of the type having adjacent mainshaft gears (12) and (18) floating about a mainshaft (2) that have respective flanges (40) and (42) extending radially inwardly theretowards. A thrust washer (32) is disposed in a groove (38) between flanges (40) and (42) and a pair of retainer rings (28) and (30) are respectively disposed in grooves (34) and (36) adjacent a side of flanges (40) and (42) facing away from each other to prevent gears (12) and (18) from moving axially away from each other. Retainer rings (28) and (30) have an axial width "X" that is greater than the axial width "Y" of thrust washer (32) such that thrust washer (32) cannot be inadvertently received into retainer ring grooves (34) and (36) and the radial height of thrust washer (32) is preferably high enough to prevent it from being received into retainer ring grooves (34) and (36).

Abstract: A gear speed change system includes an input shaft, an output shaft coaxial therewith, a first counter shaft disposed parallel to the input and output shafts, and a second counter shaft coaxial with the first counter shaft. The input shaft and the first counter shaft, and the second counter shaft and the output shaft are coupled at a fixed ratio, respectively. One of gear sets selectively couples the input shaft to the second counter shaft and the output shaft to the first counter shaft, respectively. A clutch is provided between the first and the second counter shafts. With this construction, speed changes by the first counter shaft, the second counter shaft, and the combination of the first and second counter shafts may be effected, thereby reducing the number of required gear sets as compared with that of the speed change steps. The first counter shaft and the second counter shaft may be replaced with each other.

Abstract: A gear change for a vehicle comprising an external box made from an aluminum alloy, a main group, a driving shaft of which is adapted to be driven by an engine of the vehicle and a driven shaft of which may be drivingly connected with the driving shaft via a plurality of pairs of gears defining different transmission ratios, and an auxiliary epicyclic group connected in cascade with the main group in which the driven shaft is loaded axially by an elastic member which maintains it in contact with an axial abutment elements to ensure its correct axial positioning upon variations in play due to differential thermal expansion with respect to the box.

Abstract: A compound helically geared transmission (310) of lighter weight and/or shorter axial length than comparable prior art transmissions is provided. The compound helically geared transmission of the present invention utilizes main and auxiliary section countershafts (324, 362) which are coaxial and supported solely by bearings in the transmission housing (316) forward and rearward end walls (316A, 316B). The mainshaft (362) 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 (318) and forward end of the output shaft (358).

Abstract: A countershaft transmission has an input shaft and a coaxial output shaft which are disposed in parallel with a pair of countershafts. The countershafts position and support a floating bearing support which is positioned to support ends of the input and output shafts. The countershafts each have a selectively engageable clutch disposed thereon which selectively control the establishment of drive ratios between the input shaft and the respective countershafts. A plurality of forward and reverse ratios are selectively established, between the input and output shafts through the countershafts, by selectively engaging a plurality of synchronizers. The synchronizers cooperate with a plurality of ratio gears on the countershafts and output shaft to establish the ratios. The ratio gears that establish the lowest forward ratios are fully disengageable from their respective countershafts.

Abstract: A countershaft transmission has an input shaft and a coaxial output shaft which are disposed in parallel with a pair of countershafts. The countershafts position and support a floating bearing support which is positioned to support ends of the input and output shafts. The countershafts each have a selectively engageable clutch disposed thereon which selectively control the establishment of drive ratios between the input shaft and the respective countershafts. A plurality of forward and reverse ratios are selectively established, between the input and output shafts through the countershafts, by selectively engaging a plurality of synchronizers. The synchronizers cooperate with a plurality of ratio gears on the countershafts and output shaft to establish the ratios. The ratio gears that establish the lowest forward ratios are fully disengageable from their respective countershafts.

Abstract: A countershaft transmission has an input shaft and a coaxial output shaft which are disposed in parallel with a pair of countershafts. The countershafts position and support a floating bearing support which is positioned to support ends of the input and output shafts. The countershafts each have a selectively engageable clutch disposed thereon which selectively control the establishment of drive ratios between the input shaft and the respective countershafts. A plurality of forward and reverse ratios are selectively established, between the input and output shafts through the countershafts, by selectively engaging a plurality of synchronizers. The synchronizers cooperate with a plurality of ratio gears on the countershafts and output shaft to establish the ratios. The ratio gears that establish the lowest forward ratios are fully disengageable from their respective countershafts.

Abstract: An automatic multistage transmission for vehicles has an input shaft and two output shafts parallel to the input shaft and includes two gear stages which are capable of shifting by way of frictional engagement and other gear stages engagable by gear tooth engagement. In pull operation, the first transmission stage is constantly in engagement by means of a rotatably supported gear connectable through a first sliding bushing. The fixed gear of the first transmission stage is coupled through a reversing pinion to a reversing gear rotatably supported on one of the output shafts which can be connected through a second sliding bushing to the output shaft on which it is mounted.

Abstract: A transmission has a drive shaft, at least two countershafts, and an output shaft. A set of gearwheels is arranged on the drive shaft, the gearwheels meshing pairwise with corresponding gearwheels on the countershafts. Gearshift sleeves provide non-rotatable interlocking of one gear wheel each of the pairs to the respective shaft on which it is provided, while the respective other gearwheel of the pair is non-rotatable interlocked to the shaft on which it is provided. Further, the countershafts each have a gearwheel meshing with a corresponding gearwheel on the output shaft. Each two gearwheels on the input shaft simultaneously mesh with one gearwheel on the first countershaft and mesh with one gearwheel on the second countershaft.

Abstract: A gear shaft assembly (42) is provided including a shaft (5) having a first set of gear teeth (6) formed integrally in a second portion (51) thereof and extensions of said teeth extend axially over an adjacent reduced diameter second portion (50) for receivably mounting a second gear (7) for rotation with the shaft.

Abstract: A multiple-step transmission for vehicle with a drive engine has several speed steps with corresponding pairs of gear wheels. The first speed step is arranged within the transmission so that it can also be used for transfer of driving force during shifting. In addition, special methods are described for carrying out shifting procedures with the aid of the highest or lowest gear.

Abstract: A transmission configuration is provided which can be easily modified to provide a 12 forward, 4 reverse speed transmission, an 8 forward, 8 reverse speed transmission, an 8 forward, 4 reverse speed transmission, or a 4 forward, 4 reverse speed transmission by replacement of a few components. The overwhelming majority of the components in the transmission stay the same in any of the configurations, including most of the shafts, clutches, gears, and the housing.

Abstract: A transmission generates the travelling and PTO outputs of a farm tractor. The transmission can easily generate the travelling output of a 15-step forward movement and a 9-step backward movement and the output of a 4-step PTO by fractionalizing the number of speed changing steps. The transmission uses a large number of identically standardized gears and hub sleeves but reduces the number of built-in parts in each part of the transmission, raises the productivity by using a large number of the same parts and controls the equipment efficiently due to easy disassembly for maintenance.

Abstract: In a three-shaft type automatic transmission, a fifth frictionally engaging element is mounted on a second central shaft, and first and second frictionally engaging elements and third and fourth frictionally engaging elements are mounted respectively on first and third shafts which are disposed on opposite sides of the second shaft. When one of the first and third shafts is used as an input shaft, the second shaft is an output shaft. When one of the first and third shafts is used as an output shaft, the second shaft is an input shaft. The first and second frictionally engaging elements and the third and fourth frictionally engaging elements on the opposite sides of the second shaft are symmetrically disposed to reduce dead space and make the transmission case small. Because the positional relationship between the input and output shafts can be transposed, the property of the transmission for general purpose is enhanced.

Abstract: The invention concerns a multi-step speed-change transmission. An intermediate transmission (9) is situated between an input group (7) and a main group (8). A double gear (28, 29) forms an additional overdrive. The speed-change transmission according to the invention is provided for use in motor vehicles utilized in agriculture or construction.

Abstract: This invention is concerned with an improved system of dynamic balancing of the primary and secondary vibrations associated with combustion and inertial momentum effects, in particular, in single cylinder engines. By means of the primary and secondary balancing shafts, the invention achieves maximum balancing effects in small spaces, by combining the power transmission and dynamic balancing functions of the shafts; by mechanical arrangement of the primary and secondary balancing shafts in the vicinity of and parallel with the crank shaft; and by a judicious choice of the inter-shaft distances to permit placing the largest possible momentum balancing weights to the balancing sections.

Abstract: An improved elongate key (92) is provided for securing thrust washers to a mainshaft (48) of a transmission (100). Key (92) has a substantially triangular cross-sectional configuration having rounded intersections between adjacent surfaces rendering it easily insertable axially through keyways defined between external axially extending grooves (66) in mainshaft (48) and aligned internal grooves (86) in the thrust washer which itself is preferably provided with rounded corners (90) to enhance the strength thereof.

Abstract: A multiple-speed gearbox for motor vehicles with synchronization of all gears, includes driving and driven shafts journaled in a gear/differential case, a reverse gear axle and a differential/axle drive with axle driving shafts. The driving shaft carries fixed and loose gearwheels that engage with corresponding loose and fixed gearwheels on the driven shaft. Synchronizing units are arranged between respective pairs of loose gearwheels. The synchronizing unit for the first and second gears is arranged on the end remote from the input of the driving shaft. Loose gearwheels for the first and second gears are arranged on the driving shaft (4), and the corresponding fixed gearwheels are formed on the driven shaft.

Abstract: A power transmission has an input shaft, an output shaft and a transfer or secondary input shaft disposed on parallel noncoaxial axes. A transfer gear train including a gear member supported on each axis is connectible to the input shaft through a forward friction clutch for drivingly connecting the input shaft and the transfer shaft through a one-way drive connection to the output shaft. The transfer gear train provides the first and lowest forward drive ratio between the input and output shafts through the one-way drive connection. A plurality of friction clutches on the input and transfer shafts and associated reaction gears on the shafts are selectively operable to provide a plurality of higher forward ratios during which the one-way device permits the output shaft to overcome the transfer gear mounted thereon.

Abstract: A mechanical stepped gearbox comprises a number of gear wheel pairs (25-34) which interact with one another and are arranged on an input shaft (19), an output shaft (22), and a first side shaft (24). The gear wheel pairs can be selectively coupled in order to form different gear ratios. In addition to this, the gearbox comprises, arranged on a second side shaft (40), a gear wheel (39) which is used both in order to bring about a reverse gear and in order to transmit driving force to the first side shaft (24). The gearbox can thus be designed with short axial extend even when the gearbox comprises many gear steps.

Abstract: A gear retainer (200) is provided that features a thrust washer (54) that is secured in a transverse groove (40) in a transmission mainshaft (3) for rotation therewith and extends outwardly therefrom into a groove defined between a radially outwardly extending second surface (50) and a retainer ring (58) disposed in a slot (47) in an axially extending first surface (46) defining a recess (42) in a floating mainshaft gear (20encircling mainshaft (3). Gear retainer (200) is operative to limit axial movement of gear (20) and to transmit axial thrust to mainshaft (3) that may have been imparted thereto by a clutching mechanism (24) during the process of clutching gear (20) to mainshaft (3). In another embodiment a gear retainer (300) is provided that includes a spacer (62) between ring (58) and thrust washer (54) that is secured for rotation with gear (20) and is operative to increase contact surface area between ring (58 ) and thrust washer (54).

Abstract: A modular transmission is provided having a variety of flexible modules. These include very basic speed gearbox and range gearbox modules to which other modules can be added. The other modules can include a front wheel drive module, a supplemental reduction module, and an intermediate module. The intermediate module can include additional ranges and/or a creeper gear. The entire structure is highly flexible, and allows ready construction of a transmission to meet a particular customer's needs out of standard components which can be produced in mass quantities.

Abstract: A compound transmission (12) including main and auxiliary transmission sections (14,15) having several pin-type, double-acting, self-energizing synchronizer mechanisms (60,62,84). The several synchronizer mechanisms are configured to provide higher self-energizing forces for higher speed reduction ratio gears than for lower speed reduction gears, and to provide higher self-energizing forces for downshifts than for upshifts. The self-energizing forces are provided by improved self-energizing ramp surfaces (29e,29f,29g,29h and (111a,111b,111c,111d) formed in external splines 29 of a shaft 28 and in internal teeth extending radially inward from a shift flange 110. The shift flange carries improved pre-energizer and neutral centering assemblies (120) axially retained by end surfaces (102a,104a) of jaw clutch member (102,104).

Abstract: A gearbox for automotive vehicles includes two mutually concentrically journalled input shafts (6,9), each of which drives a respective lay-shaft (12,15). A gear wheel (17,19) disengageably mounted on each lay-shaft meshes with a common, disengageable gear wheel (22) on the output shaft (20) of the gearbox. When driving in first gear, the one lay-shaft (12) drives the other lay-shaft (15) via the disengaged or declutched common gear wheel (20) on the output shaft.

Abstract: A drop box transmission is especially suited for use in heavy equipment of the four-wheel drive, bi-directional Type 1, that is capable of being driven in opposite directions with equal speed and power ranges. The transmission has a four shaft drop from an input shaft carrying high and low range gears alternatively driving a second shaft positioned below the input shaft. A series of gears mounted rotatably on the second shaft are in constant mesh with compatible gears on a third shaft below the second shaft. The second shaft gears are selectively and alternatively engaged with the second shaft to be driven by it. Each of these gears is in constant mesh with a corresponding gear rotating with a third shaft below the second shaft. The third shaft drives a drive gear meshing with a forward drive gear on a fourth, output shaft below the third shaft and also drives a gear on a reversing counter shaft carrying a second gear meshing with a reverse drive gear also carried on the fourth shaft.

Abstract: The invention concerns a gearbox (9). On the gearbox is front-mounted a hydrodynamic torque converter (3). The gearbox (9) has hydraulically actuatable gear clutches (17, 18, 23 and 28) which are designed structurally alike. The gears (14, 15, 16, 19, 20, 21, 22, 24, 26 and 27) are in constant engagement with each other. In order to reduce the development of noise, the gears are high and helically toothed. The gearbox is especially suited for use in vehicles in which special importance is attached to comfortable riding. Such vehicles are, for instance, passenger cars and mobile homes.

Abstract: A modular drive axle having left and right drive wheels and axles that are coupled to a differential. The left and right axles are in line and define a transverse axis. A bevel gear assembly having first and second bevel gears mounted on a drive shaft directs rotary motion from a transmission to the differential for driving the drive wheels. The bevel gear assembly drive shaft is perpendicular to the transverse axis and the transmission which is operatively coupled to the bevel gear assembly and arranged parallel to the transverse axis. The transmission is a collar shift transmission having an input collar with two output surfaces. The first output surface of the input collar drives a fixed countershaft gear having first and second output surfaces. The first and second output surfaces drive first and second intermediate gears.

Abstract: The present invention provides a 24 forward speed, 12 reverse speed transmission for use in a work vehicle, e.g., an agricultural or industrial tractor. The transmission uses 10 clutches, with six arranged in a speed section and four in a range section. The speed section arrangement can provide six forward and three reverse speeds, while the range section can provide four ranges. Optionally, the transmission may be provided with a selectively engageable power take-off shaft and a selectively engageable front wheel drive take-off. The entire structure provides a very small speed change requirement between the diffrent gear ratios.

Abstract: A control for an extended range splitter type compound transmission (10) comprising a main transmission section (12) connected in series with a splitter type auxiliary transmission section (14) connected in series with an extended range section (15) is provided. The main section shift lever (72) has a first (1) and a second (1E) position for selection of low ratio (50). Selection of the second position (1E) will automatically cause the extended range section clutch (206) to be shifted to the speed reduction position thereof.

Abstract: A transmission includes a main shaft and a counter shaft. The gear ratio is changeable in accordance with the engagement between a main shaft gear train mounted on the main shaft and a counter shaft gear train mounted on the counter shaft. A low speed gear mechanism provides an extremely low speed range and includes a low speed shaft provided with a gear train and disposed coaxially with the main shaft. A first changeover sleeve is movable in order to bring the low speed shaft into and out of engagement with the main shaft. A second changeover sleeve is movable for selectively shifting a forward low speed gear train and a reverse low speed gear train into driving engagement between the low speed shaft and the counter shaft.

Abstract: A transmission of compact construction particularly suitable for use on a crawler mini shovel car having a boom mounted on a front portion of the vehicle body and an engine and a transmission mounted on rear portions of the vehicle body. The transmission includes an input shaft disposed within a transmission case in a longitudinal direction of the vehicle FR (forward-reverse) transmission shafts rotatably provided on the opposite sides of the input shaft in parallel relation therewith and coupled with the input shaft through gears, a worm gear provided at an end portion of each FR transmission shaft, and a worm wheel meshed with the corresponding one of the worm gears on the FR transmission shafts and mounted on each of worm wheel shafts coupled with left and right crawler drive shafts through reducing gears.