Abstract: A transmission includes a housing, an input member connectable to an engine output member, a sleeve member, and a launch clutch assembly connected to the input member and to the sleeve member, wherein the launch clutch is selectively engageable to transmit torque from the input member to the sleeve member. A first countershaft is rotatably supported within the transmission housing. A second countershaft is rotatably supported within the transmission housing. A plurality of co-planar gear sets are connected to the input member, sleeve member, and the countershafts. A plurality of torque transmitting mechanisms are provided for coupling various components of the co-planar gear sets to the input member, sleeve member, and countershafts. The selective engagement of the launch clutch assembly and the torque transmitting mechanisms establishes at least one of five forward speed ratios and a reverse speed ratio.

Abstract: A double clutch transmission with two clutches connected to a drive shaft and to one of two transmission input shafts. Fixed gears are coupled to the input shafts and engage idler gears. Several coupling devices connect the idler gears to either first or second countershafts which each have an output gear that couple gears of an output shaft such that forward and reverse gears can be shifted. A shifting device couples gears to engage power shift forward and reverse gears. Two dual gear planes each comprising one fixed gear and two idler gears which are supported by a respective countershaft. In each dual gear plane, at least one idler gear wheel can be used for at least two gears. Two single gear planes each comprise an idler and fixed gear such that at least one power shift winding-gear is engaged by a shifting device.

Abstract: A transmission, for a motor vehicle with an auxiliary drive (EM), having a first housing part (2a), a second housing part, a transmission shaft (GW), an auxiliary drive shaft which can be driven by the auxiliary drive (EM), a lay shaft (VW) that is positioned axially parallel to the transmission shaft (GW) and coaxial to the auxiliary drive shaft. The lay shaft (VW) is connected, via a spur wheel stage (Z22, Z23) with the transmission shaft (GW), and the lay shaft (VW) is connected in a rotationally fixed manner with the auxiliary drive shaft and is supported on both sides of the spur wheel stage (Z22, Z23) in a bearing device (9).

Abstract: A hub and shaft assembly includes a shaft having a portion with an enlarged diameter outer surface, a hub having an inner surface configured to engage the outer surface of the shaft, and a first fastening device positioned within a first opening formed in the engaged outer surface of the shaft and the inner surface of the hub along lengths of the shaft and the hub.

Abstract: A transmission includes an input member, an output member, a first and a second intermediate member, and a planetary gear set, all of which are coaxial and define a first axis of rotation. A first and a second layshaft are arranged to define a second axis of rotation and a third axis of rotation, respectively. Each of five sets of intermeshing gears transfer torque from a respective one of the intermediate members to a respective one of the layshafts via engagement of different respective ones of nine torque-transmitting mechanisms. A set of transfer gears transfers torque from the layshafts to the output member. One of the torque-transmitting mechanisms grounds a member of the planetary gear set to a stationary member. The nine torque-transmitting mechanisms are engagable in different combinations to establish up to eight forward speed ratios and at least one reverse speed ratio.

Abstract: A transmission mechanism with a pair of selectively engageable clutch systems has an upstream gear ratio and a downstream gear ratio that combine to provide an effective gear ratio. A different clutch drive member is associated with an input side of each of the pair of clutch systems. The clutch drive members are driven for rotation by an engine input member. The upstream gear ratio is determined by the gear ratio between the engine input member and one of the clutch drive members. Output sides of each of the clutch systems drive an associated one of a pair of non-coaxial layshafts. Pinions are located on and selectively driven by the layshafts. A countershaft is spaced from both of the layshafts, and has a plurality of gears. Each of the gears is driven for rotation by one of the pinions of the layshafts. The downstream gear ratio is determined by the gear ratio between the selected pinion and the intermeshed gear.

Abstract: A power transmission unit is disclosed which includes a first input shaft and a second input shaft which can be mutually driven by a motor shaft in opposite directions. A driven shaft can be coupled, depending on the desired sense of rotation of the driven shaft, to the first or to the second input shaft, and can engage with a first output shaft and with a second output shaft. The first output shaft can be directly coupled with the first input shaft via a first magneto-rheological clutch, and the second output shaft can be directly coupled with the second input shaft via a second magneto-rheological clutch. A magneto-rheological clutch is disclosed with a coil powered by wireless energy transmission between a sender connected to a stationary housing and a receiver rotating with the coil.

Abstract: An eight forward speed dual clutch transmission includes a pair of input clutches which selectively provide drive torque to a pair of concentric input shafts. Gears coupled to and driven by the input shafts are in constant mesh with gears freely rotatably disposed on a pair of parallel countershafts or layshafts. A plurality of synchronizer clutches selectively synchronize and connect the various gears to the countershafts or layshafts to provide a desired gear ratio in the proper sequence. Reverse gear is similarly provided through a three gear gear train. Upon the synchronization and engagement of a particular gear, the associated input clutch is activated or engaged to supply drive torque to the input shaft, through the synchronized and engaged gear pair and out the countershaft or layshaft. An additional gear on each countershaft or layshaft engages a common gear that directly drives a differential which, in turn, drives a pair of drive axles.

Abstract: A multi-gear powershift transmission for a working machine, in particular a forklift truck, which has a driveshaft (2) driven by a torque converter (1) such that, by way of fixed wheels (8, 13, 18, 23), loose wheels (10, 15, 20, 27) and shift clutches (4, 9, 19) arranged on countershafts (7, 12, 22) in a first transmission, at least two forward gears and two reverse gears can be engaged. The powershift transmission can be supplemented with a further countershaft (24) having a fixed wheel (25), a clutch (26) and a loose wheel (27) in order to produce a second powershift transmission in which three gears in the forward driving direction and three gears in the reverse driving direction are engageable.

Abstract: A dual-clutch group transmission having splitter, main and range groups. The range group is a planetary transmission with a ring gear, a sun gear and planetary gears that are supported by a carrier. Inner and outer transmission input shafts are connected to a respective first and second clutch. A main transmission shaft and shifting elements for engaging gears or forming frictional connections. Power-gearshifts, involving a shift of the range group, are enabled because the inner input shaft can be directly connected, via a shift element, to the main shaft. A hollow shaft extends coaxially over the main shaft and supports a loose wheel of a forward gear of the main group. The wheel can be rotationally fixed, via a shift element, to the hollow shaft which can be connected to the main shaft and the carrier by respective shifting elements.

Abstract: In a dual clutch transmission, a transmission control unit operates at vehicle start such that a clutch engaged is changed from a second clutch, which is on a high speed gear stage side, to a first clutch, which is on a low speed gear stage side, resulting in a torque transmission path being changed. At this time, torque capacities of the first and second clutches change so that thermal loads on the first and second clutches are equal or approximately equal according to a clutch rotational speed difference that is a rotational speed difference between the driving side and the driven side in the first clutch.

Abstract: The present invention comprehends a plurality of embodiments of a hydraulic control system for various configurations of dual clutch transmissions. The hydraulic control systems all include a regulated source of pressurized hydraulic fluid including an electric pump, a filter and an accumulator, a pair of pressure control valves and a branching hydraulic circuit including pressure or flow control valves, spool or logic valves and two position valves which collectively supply and exhaust hydraulic fluid from a plurality of shift actuators. The actuators are connected to shift rails which include shift forks and are slidable to engage synchronizers and positive clutches associated with the various gear ratios.

Abstract: A transmission (20) with three or more parallel power paths (21, 22, 23) transferring torque from the input shaft (40) to the output shaft (60). Each of said power paths consists of a summation gearbox (100, 200, 300), an electric machine (400, 500, 600) and a sub transmission (700, 800, 900). Each of said sub transmissions has one or more independently selectable gear ratios. The outputs (702, 802, 902) of said sub transmissions drive together said output shaft. Controlling toque and speed of said electric machines allows controlling torque and speed at the inputs (701, 801, 901) of said sub transmissions and allows said power paths to have different total gear ratios from said input shaft to said output shaft engaged at the same time. With this arrangement an infinitely variable transmission with hybrid functionalities and a very compact mechanical design and reduced weight can be implemented.

Abstract: A transmission includes an input member, an output member, and an intermediate member coaxially aligned with the input member and the output member. The transmission further includes at least one countershaft substantially parallel with the input member, output member and the intermediate member, and at least one gear associated with each of the input member, the output member, intermediate member, at least one countershaft. The transmission also includes a planetary gear set to operatively couple a gear of the at least one gear associated with the intermediate shaft with the output shaft, and a plurality of clutches to selectively define a torque transfer path from the input member to the output member via one or more of the intermediate member, first countershaft, second countershaft, and the at least one associated gears therewith. The plurality of clutches include a direct drive clutch to selectively couple the input member directly to the intermediate member.

Abstract: According to aspects of the disclosure, provided is a transmission control system to enable smooth engagement of meshing engagement means When establishing a forward gear position by engaging the meshing engagement means and a forward clutch while a vehicle is stationary. For example, when a synchro device is operated so as to establish a predetermined forward gear position, it becomes difficult to smoothly couple a first speed drive gear to the input shaft by the synchro device. However, temporarily engaging a reverse clutch during the process of operation of the synchro device allows a reverse torque to act on the first speed drive gear to apply torsion to a power transmission path between the first speed drive gear and a driven wheel. Furthermore, a repulsive force is applied and generates backlash between the synchro device and the first speed drive gear, thus enabling smooth operation of the synchro device.

Abstract: A gearbox arrangement including a dual-clutch gearbox and an adjoining range gearbox. The dual-clutch gearbox comprises an extra motion-transmitting connection adapted to transmit rotary motion from a primary gear to the output shaft without use of the range gearbox, so that the gearbox arrangement provides an extra gear of at least one primary gear. The extra gear is so dimensioned that it has a higher transmission ratio than the gear achieved by the primary gear with a low transmission ratio in the range gearbox, and a lower transmission ratio than the gear achieved by the primary gear with a high transmission ratio in the range gearbox.

Abstract: An arrangement of a gear (2) on a main shaft (1) of a transmission having at least two countershafts (3, 4). The gear (2) is designed as a summation gear or gear wheel, and the gear (2) is connected to the countershafts, in a rotationally drivable manner, and is disposed radially movable between the two countershafts (3, 4). The arrangement has a damping bush (5) which is disposed between the gear (2) and the main shaft (1). The damping bush (5) comprises a hard outer sliding ring (6) and an elastomeric part (7) that is in fixed connection to an inwardly facing surface of the outer sliding ring (6).

Abstract: A multi-speed transmission is disclosed having an input and output shafts supported by a housing, two gear sets each having a drive gear and a driven gear, and at least two shift forks coupled with synchronizers. An idler gear is selectively manipulated by a reverse lever to intermesh with a drive gear and a driven gear of one of the gear sets to create a reverse gear ratio. The reverse lever includes a cam portion that is selectively engageable with one of the shift forks. When the reverse lever is manipulated to move the idler gear to intermesh with the reverse gear set, the cam portion of the reverse lever triggers partial engagement of another gear set in order to synchronize the speed between the input and output shaft so that the idler gear is spinning at a similar speed as the driven gear of the reverse gear set.

Abstract: A change-gear transmission having an input shaft, a main shaft having at least one main shaft gear, a plurality of countershafts spanning between the input shaft and main shaft gear, and gear synchronizers between selectable gears. The bore of main shaft gears have a minimal radial clearance fit with its mating parts to prevent gear synchronizer wear, while the meshing between the input shaft gears and countershaft gears is equally distributed using a means to equalize the torque transfer between countershafts. The countershafts are rotatably supported and displace axially between bearing or bushing supports, while the meshed gears comprise a helical gear tooth arrangement to create axial load on the countershaft if excessive and uneven load is sensed in one countershaft over another. This presents a new and unique countershaft meshing design that allows multiple countershafts to achieve equal load sharing while permitting gear synchronizers use on the main shaft.

Abstract: In a control apparatus for an automatic transmission having multiple speeds constituted by four sets and speed selecting mechanisms corresponding to the four sets, assuming the speeds as seven among eight speeds of A to H in order of gear ratio, the four sets are constituted by a first set of A having a largest gear ratio and C that is next but one; a second set including at least H having a smallest gear ratio; a third set of B and D between two of the first set; and a fourth set including two of E, F and G between the second and third sets, and one of first and second pressure regulators selectively supplies hydraulic pressure to two of the mechanisms corresponding to the first and second sets, while the other thereof selectively supplies hydraulic pressure to two of the mechanisms corresponding to the third and fourth sets.

Abstract: A control system for a vehicle having a dry dual clutch transmission (DCT) includes a launch condition detection module, a vehicle stop module, and a vehicle launch module. The launch condition detection module detects a launch condition based on whether (i) the vehicle is on an uphill grade and (ii) a driver of the vehicle has requested power via an accelerator. The vehicle stop module stops the vehicle when the launch condition is detected by (i) commanding an on-coming clutch of the dry DCT to a predetermined position and (ii) applying brakes of the vehicle. The vehicle launch module launches the vehicle after the vehicle is stopped by (i) fully engaging the on-coming clutch of the dry DCT and (ii) opening a throttle to a desired position corresponding to the power request.

Abstract: A transmission for an industrial vehicle has an input shaft, first and second transmission mechanisms, a clutch mechanism, a rotation direction switching gear train, a speed change gear train, and an output shaft. The first and second transmission mechanisms change the speed among a plurality of speeds of rotation from the input shaft. The clutch mechanism is disposed on the input side of the transmission mechanisms and includes forward and reverse clutches and first and second snap clutches for selecting which of the first and second transmission mechanisms will receive rotational input from the engine. The rotation direction switching gear train inputs rotations for forward and reverse travel to the forward and reverse clutches. The speed change gear train inputs to the first snap clutch and the second snap clutch the output from the forward clutch and the reverse clutch.

Abstract: A transmission includes an input member, an output member, an intermediate member, and a simple planetary gear set, all of which are coaxial. A first and a second layshaft are arranged to define a second axis of rotation and a third axis of rotation, respectively. Five sets of intermeshing gears are provided, some of which are arranged to transfer torque from the input member to the layshafts, and others of which are arranged to transfer torque from the layshafts to one of the intermediate member and the simple planetary gear set. Seven torque-transmitting mechanisms are each selectively engagable to connect a different respective gear of the sets of intermeshing gears to a respective one of the layshafts or to a stationary member. The torque-transmitting mechanisms are engagable in different combinations to establish multiple forward speed ratios and a reverse speed ratio between the input member and the output member.

Abstract: A gear change device for including a first and a second primary shaft, selectively connectable to a driving shaft of a motor vehicle by a double clutch engagement device, and a first and a second secondary shaft. A plurality of gear selector devices rotatably couples each of freely rotatable gear wheels with the shaft on which it is mounted, and at least one rotatable actuator drum, for controlling the selector devices, having a plurality of cam tracks. The selector devices include respective fork-like actuator members and each has a cam follower element engaged in a respective cam track of the respective actuator drum. Each pair of cam tracks adjacent w each other provided on an actuator drum controls fork-like actuator members which are associated to different secondary shafts and which have the cam follower elements thereof engaged on the drum in positions angularly spaced with respect to each other.

Abstract: A transmission for an industrial vehicle has an input shaft; first and second transmission mechanisms each having a plurality of speed-change steps; a second transmission mechanism; a clutch mechanism; a rotation direction switching mechanism; and an output shaft. The clutch mechanism is disposed on the input side of the first and second transmission mechanisms and is provided with a forward clutch and a reverse clutch for switching between forward and reverse travel, and is further provided with first and second snap clutches for selecting which of the first and second transmission mechanisms will receive rotational input from the engine. The rotation direction switching mechanism is a mechanism for switching the direction of rotation inputted to the first transmission mechanism or the second transmission mechanism to the direction of rotation for forward travel or the direction of rotation for reverse travel in accordance with the switching of forward and reverse travel.

Abstract: A vehicle dual clutch transmission is provided which includes a first clutch housing driven along a first axis extending generally aligned with the output axis of an engine. A second clutch housing is provided which is chain driven from the first clutch housing and extends along a second generally parallel axis. First and second input shafts are respectively driven by the first and second clutches. An output shaft or shafts is provided that is driven by the input shafts and has selective meshed torsional force transferring gear contact therewith. A differential input gear is driven by the output shaft(s).

Abstract: A transmission includes an input member, an output transfer gear, first and second shaft or transmission input members, first and second counter shaft members, a plurality of co-planar gear sets, and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the input member and the output member.

Abstract: A transmission connectable to an input member and has an output member, first and second transmission input shaft members, first and second countershaft members, a reverse shaft, a plurality of co-planar gear sets and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the transmission input members and the output member.

Abstract: A propulsion system includes two electric motors, a gearbox with at least three forward gears and a control unit to control the electric motors and the engagement of the gears. The gearbox includes two primary shafts, one associated to with the odd gears and the other with the even gears and are permanently connected each to a respective electric motor. The control unit controls the two electric motors and the engagement of the gears of the gearbox to provide at least a first operating mode in which the first gear and the second gear are engaged at the same time and a second operating mode in which the second gear and the third gear are engaged at the same time. In each of these operating modes the torque being transmitted by both the electric motors.

Abstract: A vehicle drive system includes an input shaft to which a driving force of a first driving source is inputted, a first shaft idly rotating relative to the input shaft and being connectable with the input shaft, the first shaft being provided with a plurality of drive gears, a single drive gear idly rotating relative to the input shaft and being connectable with the input shaft, a second shaft arranged parallel to the input shaft and being provided with a first idler gear and a second idler gear, an output shaft arranged parallel to the input shaft and outputting the driving force to a wheel, and a plurality of driven gears idly rotating relative to the output shaft and being connectable with the output shaft, the plurality of driven gears engaging with the plurality of drive gears, respectively.

Abstract: A multi-speed transmission includes a first input shaft, a second input shaft, a first friction engagement mechanism, a second friction engagement mechanism, a first synchromesh mechanism, a second synchromesh mechanism, and a third friction engagement mechanism. A differential mechanism includes a first rotational element, a second rotational element, and a third rotational element. The first rotational element is coupled to a first countershaft. The second rotational element is coupled to a second countershaft. The third rotational element is coupled to an output member. A third synchromesh mechanism is capable of coupling a driving gear of a first gear train to the first input shaft or is capable of coupling a driven gear of the first gear train to the output member so as to enable power to be transferred between the first input shaft and the output member using the first gear train.

Abstract: A modifiable dual clutch transmission is suggested allowing to be manufactured as two transmission variations having an interdependence of fixed wheels and loose wheels that remains at the same position for both variations while the loose wheels belonging to this interdependence are provided with different diameters for providing different transmission ratios. At least one of the loose wheels in that interdependence is correlated to a different forward gear in one transmission variation compared to the other transmission variation. In both transmission variations the loose wheels relating to the respective interdependences are correlated only to even numbered forward gears or to odd numbered forward gears, preserving the advantage of the dual clutch transmission to shift between two adjacent forward gears without interruption in the tractive power.

Abstract: Provided is a shifting apparatus of a dual clutch transmission, including: a plurality of synchronizers (S1, S2, S3, S4) mounted to a first support shaft 23 or a second support shaft 24, respectively, to be positioned between driven gears (D1, D2, D3, D4, D5, D6, D7, DR) that are synchronized with drive gears (G1, G2, G3, G4, G5, G6, G7) that are connected to a first input shaft 21 or a second input shaft 22 connected to a first clutch (C1) and a second clutch (C2) of dual clutches 11; a plurality of shift forks 41, 42, 43, and 44, connected to the synchronizers (S1, S2, S3, S4) and having follower pins 41c,42c,43c, and 44c, respectively; and a cam 50 connected to the follower pins 41c, 42c, 43c, and 44c of the plurality of shift forks and formed with a cam groove 51 along the periphery thereof.

Abstract: A transmission includes an input member, an output member, first and second shafts, first and second countershafts, a plurality of co-planar gear sets, and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the input member and the output member.

Abstract: A transmission includes a transmission housing, a dual clutch assembly, a first through seven gear sets, a first transmission input shaft member rotatably supported in the transmission housing, a second transmission input shaft member rotatably supported in the transmission housing, a first countershaft rotatably supported within the transmission housing and spaced apart from and parallel with the first and second transmission input shaft members, a second countershaft rotatably supported within the transmission housing and spaced apart from and parallel with the first and second transmission input shaft members and five synchronizer assemblies each for selectively coupling at least one of the gears of the gear sets with at least one of the first countershaft and the second countershaft. The dual clutch assembly and the synchronizer assemblies are operable to achieve at least eight forward speed ratios and a reverse speed ratio between an input member and output member.

Abstract: A transmission includes an input member, an output member, first and second transmission input shafts, first and second countershafts, a plurality of co-planar gear sets and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and eight forward speed ratios between the input member and the output member.

Abstract: A self-adjusting twin or dual dry clutch assembly for a dual clutch transmission includes a single actuator. The clutch assembly includes one center and two outer clutch drive plates or discs which independently engage a pair of interleaved driven clutch plates or discs which are coupled to and drive a respective pair of transmission countershafts or layshafts. The single actuator translates an internal clutch carrier which acts upon the outer clutch plates through respective pluralities of linear one way clutches. Self-adjustment of the dual clutch assembly is achieved by additional linear one way clutches acting through pairs of spring biased control rods.

Abstract: A transmission is connectable to an input member and includes an output transfer gear, first and second shaft members, first and second countershaft members, a plurality of co-planar gear sets, and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of gears, synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the input member and the output member.

Abstract: A device for reducing rattling noises in a variable-speed transmission having a main shaft, two countershafts and gear wheels that are mounted, with some radial play relative to the main shaft, for rotation around the main shaft. To engage a gear, a respective loose gearwheel can be connected in a rotationally fixed manner to the main shaft. In a first embodiment, at least one loose gearwheel is mounted on the main shaft by at least one roller bearing, and the roller bearing is axially fixed relative to the main shaft by at least one flexibly resilient element. In a second embodiment, the loose gearwheel is supported, by a roller bearing on a component that is fixed to the housing and has radial play. The roller bearing is axially fixed relative to the component fixed to the housing by at least one flexibly resilient element.

Abstract: In a vehicle power unit including a twin clutch type transmission that includes a pair of main shafts and clutches mounted on mutually different shafts, to enable compact shaft arrangements and to achieve a reduction in the size of the unit and the surrounding areas. Axial centers of a shift drum and a countershaft are disposed across a line that connects axial centers of main shafts in a side view as viewed from a direction of an axis of each of the main shafts and the countershaft.

Abstract: To achieve downsizing of a power unit and the vicinity thereof by permitting compact axial arrangement in a straddle-ride type vehicle on which the power unit having a twin-clutch type transmission is mounted. The transmission has a pair of main shafts with respective different axes and corresponding clutches. One of respective axial centers of the main shafts is disposed on one (above) of the sides with respect to a line and the other is disposed on the other side (below), the line connecting an axial center of the counter shaft with an axial center of a pivot shaft, as viewed in side elevation from the axial direction of the main shafts and counter shaft.

Abstract: A saddle type vehicle having mounted thereon a power unit is provided with a twin clutch type transmission including a pair of main shafts and a pair of clutches along different axes, to enable a compact layout of axes and a reduction in size of the unit and its surroundings. The axis center (first main axis) of a first main shaft is disposed rearwardly of the axis center (crank axis) of a crankshaft and forwardly of the axis center (counter axis) of a counter shaft, whereas the axis center (second main axis) of a second main shaft is disposed rearwardly of the axis center (counter axis) of the counter shaft and forwardly of the axis center (pivot axis) of a pivot shaft.

Abstract: A dual drive system for driving a pair of parallel output shafts comprises a pair of idler shafts interposed between and mechanically coupled to the output shafts by a first gear train. An input shaft is aligned coaxially with and is rotatable independently of one of the idler shafts. The output shafts are driven at one speed by adjusting a clutch to directly couple the input shaft to the one idler shaft, and are driven at a second speed by adjusting the clutch to indirectly couple the input shaft to the one idler shaft via a second gear train and gears rotatable respectively on the input shaft and the one idler shaft.

Abstract: A double clutch transmission of a motor vehicle with a first input shaft (W1) formed as a hollow shaft and a longer, second input shaft (W2) arranged coaxially inside the first input shaft (W1). Each of input shaft is in driving connection, by way of an associated input constant (EK1, EK2), with at least one countershaft (W3a, W3b) arranged axis-parallel to the first and the second input shafts (W1, W2). To avoid jamming of the gearteeth (4, 5a, 5b; 6, 7a, 7b) of the respective, non-load-transmitting input constant (EK1, EK2), the fixed wheel (6), arranged on the associated input shaft (W2) in at least one of the input constants, is arranged in a rotationally fixed manner by first carrier gearteeth (19) on a support sleeve (20) which, in turn, is connected in a rotationally fixed manner by second carrier gearteeth (21, 21?) to the input shaft (W2) concerned.

Abstract: A drive arrangement for a motor vehicle includes two driven axles, wherein at least one of the axles can be connected and disconnected, with a variable speed transmission having at least one input shaft, two driven shafts, each driven shaft driving a respective axle, and several forward gears and optionally one reverse gear which can be switched via gear wheels and synchronous couplings. The drive arrangement can be easily switched between different drive modes by dividing the variable speed transmission into two sub-transmissions, of which one sub-transmission drives exclusively a first axle via a portion of the forward gears and the one driven shaft and the second sub-transmission drives both driven shafts via the remaining portion of the forward gears and optionally the reverse gear.

Abstract: The invention provides a double clutch transmission (100B), wherein for each of the countershafts (6; 7), between the corresponding driving gear (23; 24) of the corresponding countershaft (6; 7) and at least one of idler gears (8, 9, 10; 11, 12, 13, 14) of the corresponding countershaft (6; 7), there is disposed a bearing (33A; 35A) of the corresponding countershaft (6; 7). The construction of the transmission can be allowed to be more compact according to the invention.

Abstract: A double clutch assembly is provided in accordance with an embodiment. A pivot axis of a first lever and a pivot axis of a second lever is located at the same side of a first actuating element and of a second actuating element, namely at the same side of the tubular element and of the annular element. Furthermore, the first lever is provided with a first lever actuation area in form of the toe end area of the inner lever for a first actuator device, for example a piston. The first actuating element in form of the tubular element is situated in an area between the first lever actuation area and the pivot axis of the first lever.

Abstract: A power switcher mechanism (3) according to the present invention is characterized in that it includes an input shaft (41), a first output shaft (42), a second output shaft (43), a first gear set (5) and a second gear set (6), and in that one of first-input-shaft gears for change-speed stages of the first gear set (5), that is, the first-input-shaft gear (412), is positioned between two second-input-shaft gears (413, 414) of the second gear set (6) in the axial direction of the input shaft (41).

Abstract: A shifting device and a method controlling shifting of transmission comprising main gearing and a splitter group which have a common countershaft. The splitter group is a double clutch transmission having two coaxially disposed input shafts, each of which can be connected, on the input side, to a motor drive shaft and, on the output side via a shiftable input stage, to the countershaft. Each input shaft of the shifting device is allocated a shift rail. Each shift rail is axially parallel and axially displaceable and is adjustably connected to the selector sleeve of an allocated shifting group via a shift fork and has engagement openings. A selector shaft is axially parallel to the shift rails and comprises selector fingers which engaging in the engagement openings of the shift rails. The selector shaft rotates, via a selection actuator, and is axially displaced, via a shifting actuator.

Abstract: An automatic powershift vehicle transmission comprising an input shaft; an output shaft; first and second intermediate shafts parallel to the input shaft; a lay shaft parallel to the output shaft; gearing providing first, second, third and fourth forward driving paths from the input shaft to the output shaft; a first clutch and a second clutch between the ends of the input shaft to establish driving connections; a third clutch for establishing the first or third forward driving path when the first clutch is operative; and a fourth clutch for establishing the second or fourth forward driving path when the second clutch is operative.