Abstract: A transmission is connectable to an input member and includes 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: An automated group transmission having a multi-stage main transmission (HG), a splitter group (VG) connected upstream from the main transmission (HG) and a two-stage range-change group (BG) connected downstream of the main transmission (HG), such that the splitter group (VG) is connected, via a controllable separator clutch, to a drive motor. The main transmission (HG) and the range-change group (BG) are of either a synchronized or an unsynchronized design and the shifting clutches of two respective transmission ratio steps, in at least one of the partial-transmissions (VG, HG, BG), are respectively combined in a common shifting packet with two shift positions and a neutral position. To speed up most range shifts, it is provided that in the main transmission (HG) the shifting clutches associated with the lowest transmission ratio step (G1) and with the highest transmission ratio step (G4 or G3) are combined in a common shifting packet (S1/4 or S1/3).

Abstract: A vehicle powertrain comprising dual torque input clutches and a multiple speed transmission with ratio range gearing is disclosed. The range gearing provides increased gear ratio coverage. A transition between a low speed ratio range and a high speed ratio range is achieved with no torque interruption. A shift from one gear ratio to an adjacent gear ratio in a speed ratio range during a shift sequence is preceded by preselecting the adjacent gear ratio.

Abstract: A device for reducing rattling noises in a variable-speed transmission having a main shaft, two countershafts and gearwheels 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: A motor vehicle comprising: a power source capable of driving the motor vehicle, a gearbox coupled to the power source; and a gear shift commander having a normal state, a prepare state and a shift state; wherein the vehicle is configured to, in response to the gear shift commander entering the prepare state, cause the gearbox and/or the power source to undergo a preparatory adjustment in preparation for an up or down shift; and the vehicle is configured to make an up or down shift in response to the gear shift commander entering the shift state.

Abstract: The invention concerns a gearbox (21) for a lift truck with telescopic jib. Such a gearbox comprises a torque converter (30) in input, and an output shift (45), characterized in that it comprises: an input shaft, called primary shaft, connected to the torque converter (30) and whereon is arranged a clutch mechanism (32); a secondary shaft (35) driven in rotation by the clutch mechanism (32); two pinions, namely first (37) and second (38) pinions, mounted freely rotatable on the secondary shaft (5) and capable of being driven alternately therewith depending on the movement of a synchronizing device; a tertiary shaft (40) coupled with the secondary shaft (45) through the first pinion (37) and a reversing pinion (42) driven by the second pinion (38), the tertiary shaft (40) comprising a plurality of pinions (39, 41, 46, 47) for coupling with the output shaft (45), in accordance with the desired transmission ratio.

Abstract: A clutch temperature prediction module for a dual clutch transmission (DCT) includes at least one clutch slip power module that determines a first clutch slip power of a first clutch and a second clutch slip power of a second clutch. A temperature calculation module receives the first clutch slip power, the second clutch slip power, an ambient air temperature, an engine oil temperature, and a transmission oil temperature, and calculates at least one clutch plate temperature and a clutch housing temperature based on the first clutch slip power, the second clutch slip power, the ambient air temperature, the engine oil temperature, and the transmission oil temperature using a linear time-invariant (LTI) model.

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: 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 speed control method for an automatic transmission includes a first synchronizing process, in which a first clutch portion is operated to be in an engaging state in order to synchronize a first input shaft to a power source, a second synchronizing process, in which the first input shaft is synchronized to the output shaft by operating a gear train connected the first input shaft so as to be in an engaging state, after the first clutch portion is operated so as to be in the disengaging state and a torque transmission path switchover process for switching a torque transmitting path from a second input shaft to the first input shaft by operating the first clutch portion so as to be in an engaging state while the second clutch portion is operated so as to be in an disengaging state.

Abstract: An automated transmission comprises a hydraulic control device and one or more hydraulically actuated gear units. The hydraulic control device comprises a control unit for setting actuating pressures on the gear units; a base pressure control valve for adjusting a hydraulic base pressure of the hydraulic control device; and a device for controlling the base pressure control valve dependent on the actuating pressures. The automated transmission further comprises a device for switching through an actuating hydraulic pressure to the base pressure control valve. A method comprises the method steps of adjusting a hydraulic base pressure at the hydraulic control device; adjusting actuating pressures for actuating one or more transmission units; switching through one of the actuating pressures to the base pressure control valve; and adjusting the hydraulic base pressure by one of the actuating pressures.

Abstract: In twin clutch device used in an engine transmission, there are coaxially and adjacently arranged a first disk clutch and a second disk clutch of a hydraulic pressure type that displace a pressing member in an axial direction with externally supplied hydraulic pressure to exert a predetermined engagement force, and the first disk clutch and the second disk clutch respectively have: an engagement side hydraulic chamber that gives the pressing member a pressing force towards a clutch engagement side; and a pressure compensation hydraulic chamber that gives the pressing member a pressing force toward a clutch disengagement side to compensate a pressure of a returning action thereof.

Abstract: A dual clutch transmission is provided including a transmission input member, a first output member, a first, second, third and fourth gear sets, a first and second countershafts, and a first and second sleeve shafts. In operation, the first countershaft is engaged to the first sleeve shaft or the second countershaft is engaged to the second sleeve shaft, at least one of the first and second gears of the first and second gear sets is engaged to at least one of the first and second sleeve shafts, and at least one of the first and second gears of the third and fourth gear sets is engaged to at least one of the first and second countershafts to establish at least eight forward speed ratios between the transmission input member and the output shaft.

Abstract: A drive unit comprises a clutch arrangement and a transmission which is connected to the clutch arrangement by way of a shaft arrangement. A fluid supply device is arranged radially inside the clutch arrangement and around the shaft arrangement, in order to supply the clutch arrangement with fluid. The shaft arrangement extends into the transmission. The transmission comprises a plurality of transmission components along the shaft arrangement. The components are supplied with fluid for at least one of lubrication and cooling purposes. A radial inlet duct leads from the fluid supply device into the interior of the shaft arrangement. An axial duct extends inside the shaft arrangement. At least one radial outlet duct inside the transmission leads from the axial duct to the transmission components, in order to supply these with fluid.

Abstract: A transmission, in particular a dual clutch transmission, has a plurality of transmission shafts and a fastening apparatus for at least one fixed gear on one of the transmission shafts. The fixed gear is held axially on the transmission shaft by way of a fastening nut. The fixed gear is formed with a recess around the transmission shaft in a region that lies radially below the gear toothing system. A fastening sleeve is positioned in the recess between the fixed gear and the transmission shaft in a section which adjoins a fastening nut. During the clamping of the fastening nut, the latter bears against the fastening sleeve. As a result, the transmission of micromovements to the fastening nut is minimized or prevented, with the result that loosening of the fastening nut does not take place during the operation of the transmission.

Abstract: A speed change device for a traveling vehicle comprising: a thrust shaft connected to an engine; a speed change mechanism for changing between a high and a low speed provided to the thrust shaft; a counter shaft for transmitting an output from the speed change mechanism for changing between a high and a low speed; a mechanism for switching between advancing and retracting provided to the counter shaft, the mechanism having a forward-rotation idler gear rotatably supported on the thrust shaft; a speed change shaft for transmitting reverse-rotation power from the counter shaft as forward-rotation power via the forward-rotation idler gear; a driven shaft provided as an extension to the thrust shaft; and a main speed-change mechanism having a driving gear group provided to the speed change shaft and a driven gear group provided to the driven shaft.

Abstract: A multi-speed countershaft transmission for a vehicle is provided. The transmission includes a main shaft and countershaft gears that receive input directly from an input member. A plurality of torque transmitting mechanisms may be selectively applied to synchronize a range gear to a countershaft. The countershaft transfers torque to an output gear set, which may transfer torque to a planetary gear set. The available range gears include a plurality of forward speed ratios and at least one reverse speed ratio. One or more power take-off sections may also be provided. One or more other torque transmitting mechanisms may be selectively applied to bypass the countershaft and/or to couple the planet carrier of the planetary gear set to another component of the planetary gear set.

Abstract: A double clutch transmission with two clutches that have inputs connected to a drive shaft and outputs which are each connected to one of first and second transmission input shafts. Fixed gears are coupled to the input shafts and engage idler gears. Several coupling devices connect the idler gears to a respective countershaft which have an output gear that couples with an output shaft such that forward and reverse gears can be shifted. First and second dual gear planes each comprise two idler gears supported by a respective countershaft, and one fixed gear. In each of the first and the second gear planes, at least one idler gear is used for two gears. First and second single gear planes each comprise an idler gear and a fixed gear such that at least one winding-path gear can be shifted via at least one, non-engaged coupling device, assigned to one of the output gear.

Abstract: A drive assembly for a motor vehicle with a transmission that can be powershifted and comprises splitter and main transmissions, input and output shafts, loose and fixed gearwheels which form transmission gears, and shifting devices for coupling the loose gearwheels to at least one of the transmission shafts. The splitter transmission has first and second gear constants, and the inputs of the first and second gear constants can be driven by the outputs of two clutches whose inputs can be driven by a motor. One of the clutches is a frictional starting and shifting clutch and the other is a claw clutch, the inputs of the first and second gear constants can be driven alternatively by the output of the starting and shifting clutch, and that by way of the output of the claw clutch the input of only one of the gear constants can be driven.

Abstract: A dual-clutch transmission comprising clutches with input sides coupled to an input shaft and output sides respectively coupled to two transmission input shafts. Toothed idler gearwheels are mounted to rotate on countershafts while toothed fixed gearwheels are connected to the first and the second transmission input shafts and engage with the idler gearwheels. Coupling devices are provided for connecting the idler gearwheels to the countershaft, and drive output gearwheels are fixed to the countershafts and couple an output shaft, while a shifting element couples the input shafts such that eight forward gears and at least one reverse gear can be engaged. Four wheel planes are arranged in the transmission such that at least one winding gear can be engaged by the shifting element.

Abstract: A transmission for a motor vehicle is provided that includes, but is not limited to, a drive shaft and at least two countershafts which can be driven by the drive shaft with opposite rotational directions. A first one of the countershafts carries a hollow shaft which can be fixed to the first countershaft and on which a first driven gearwheel is rotationally fixed. Further, on the hollow shaft, a second gearwheel is rotatably attached which meshes with a fixed gearwheel of the second countershaft. A selector sleeve is rotationally fixed on the hollow shaft and is displaceable between an engagement position at a selector gearing of the second gearwheel and an engagement position at a selector gearing of the first countershaft.

Abstract: In a twin clutch type speed change control system in which changeover of gear position is carried out by switching between a pair of clutches, to suppress the noises of clutch being in the disengaged condition during a normal operation with a fixed gear position. In the twin clutch type speed change control system, changeover of gear position between an odd-ordinal gear position and an even-ordinal gear position is effected by disengaging an engaged clutch and engaging a disengaged clutch. During the normal operation with a fixed gear position, the clutch being in the disengaged condition is supplied with a minute oil pressure toward the clutch engaging side, whereby the clutch is moved by a minute amount toward the clutch engaging side.

Abstract: An improved eight speed chainless drive includes a gear case housed within the hub of the driving wheel of a utility tricycle with a drive shaft on the axis of the wheel. Three counter shafts rotatably mounted on ball bearings in the gear case are equally spaced around the drive shaft with six gears fixed on each counter shaft. The two gears on one end of each counter shaft are in constant mesh with two drive gears which can be selectively locked to the drive shaft, and the four gears on the other end are in constant mesh with four gears rotating freely on a driven gear carrier rotatably mounted on a ball bearing on the drive shaft, with provisions for selectively locking any one of the four to the driven gear carrier. Spring-loaded pawls mounted on steel pins in the end of the driven gear carrier engage a ratchet ring fixed in the wheel hub for driving the wheel.

Abstract: In a motor vehicle transmission with a power take-off drive, an auxiliary drive clutch in the form of a jaw clutch is arranged in the torque flow downstream of the transmission input clutch for coupling the power take-off drive to the transmission input shaft under the control of the drive motor clutch while the transmission is disconnected.

Abstract: An automated multi-group standard transmission, for a utility vehicle, and a process for changing gears in the multi-group transmission. The multi-group transmission includes at least two multi-speed transmission groups arranged one after the other, such that a multitude of gears can be shifted. A transmission input shaft that can be connected to an engine, via a startup element, is associated with a first transmission group and a second transmission main shaft is associated with a second transmission group. Load shifting mechanisms produce a temporary direct connection between the transmission input shaft and the transmission main shaft such that an intermediate gear can be shifted during a gear change from an original gear into a target gear. The load shifting mechanism enables gear changes that are virtually free of interruptions in load transfer during a gear change from a lower to a higher gear, thus increasing a high operational comfort.

Abstract: A multi-step transmission having at least a reverse drive gear, several forward drive gears, a main shaft (1) and two counter shafts. The power flow in forward drive can be split up and be distributed to both counter shafts and further transferred to the main shaft (1). The forward drive gears each include two counter shaft gears and one idle gear which is supported on the main shaft (1). In contrast, only one of the two counter shafts (2) is assigned and associated with a reverse gear (3) such that the flow of power, in a reverse drive gear (3), is transferred through a single counter shaft (2).

Abstract: A vehicle includes an engine, a pair of side frames extending along a vehicle body, and a transmission adapted to be axially connected with the engine and transversely mounted on the vehicle body, including, an input shaft, an output shaft, a first counter shaft, a second counter shaft, a reverse shaft, a first gear mechanism, a second gear mechanism, a third gear mechanism, a reverse movement gear mechanism and a transmission case, wherein the first and second gear mechanisms are arranged relatively close to the engine, the third gear mechanism is arranged more remote from the engine than the second gear mechanism, the transmission case includes a back wall portion having a first back wall portion, a second back wall portion and a third back wall portion, thereby forming a cut-out portion at an upper portion of the back wall portion.

Abstract: A gearbox for a motor vehicle is provided that includes, but is not limited to two coaxial input shafts carrying gearwheels, and three layshafts selectively drivable by the input shafts. Each gearwheel of the input shafts meshes with at least one gearwheel of the two layshafts. The three layshafts carry three pinions meshing with a same output gearwheel, and the third layshaft further carries a reverse gearwheel meshing with a gearwheel of the first layshaft.

Abstract: A gear change device for a motor vehicle includes a first and a second primary shaft coaxial with respect to each other, selectively connectable to the driving shaft of the motor vehicle by means of a double clutch engagement device, and a first and a second secondary shaft, whose axes are parallel and spaced from the common axis of said primary shafts, and having respective output gear wheels intended to mesh with the gear wheel of a differential. A plurality of pairs of gear wheels correspond to a plurality of forward gear ratios and to at least one reverse gear ratio. The gears of each pair are one rigidly connected in rotation with one of the primary shafts or with one of the secondary shafts while the other is freely rotatable respectively on one of the secondary shafts or on one of the primary shafts. A parking gear wheel is operatively connected to said first secondary shaft cooperating with a lock device for locking the gear change device in the parking condition.

Abstract: A drive has a drive source with an outgoing drive shaft, which can be connected via a clutch to a first input of a gear, which is formed by an input shaft. The gear also has an output, which is formed by an output shaft. The gear also has a second input, which is formed by a gear wheel of a first gear wheel pair concentrically present on the input shaft and which can be directly connected via a further clutch to the drive shaft. The drive also has a pre-reduction, which is formed by a planetary gear with three rotation bodies, one of which is connected to the input shaft, one to the drive shaft and one that can be connected via a clutch or brake to the fixed entities.

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: A twin clutch transmission for reducing the frequency of hit noise occurring in a dog clutch when shifting from neutral to a first speed. The twin clutch transmission includes a plurality of pairs of gears according to the number of speed stages between dual-structured main shafts and a countershaft. A twin clutch is disposed on the main shafts wherein a rotational drive force of an engine is transferred or blocked. A transmission between adjacent speed change gears on each shaft by a dog clutch occurs with a shift drum for switching between an engagement condition of the dog clutch by driving a shift fork. The patterns of guide grooves in the shift drum are formed wherein the dog clutches for a first speed gear and a second speed gear engage simultaneously when the shift drum is rotated by predetermined angles to shift from neutral to the first speed.

Abstract: The disclosed powershift transmission comprises nine clutches and eighteen gears, not including the clutches and gears necessary for reverse modes. The disclosed powershift transmission provides twenty-four forward modes; a high total transmission ratio of 26.2; and smooth shift steps that are, generally, 15% or less. As such, the disclosed transmission utilizes a minimum number of components, while still being extremely functional and versatile.

Abstract: A dual clutch transmission includes odd-numbered forward traveling speed drive trains to be activated by engaging a first clutch, even-numbered forward traveling speed drive trains to be activated by engaging a second clutch, and a plurality of backward traveling speed drive trains including at least one backward traveling train to be activated by engaging either the first or second clutch. While a reverse mode is set and when a reverser operation means is shifted between a forward traveling position and a backward traveling position, the first and second clutches are alternately engaged/disengaged for a forward/backward traveling speed shift between a backward traveling speed set by at least one backward traveling speed drive train and a forward traveling speed set by any one forward traveling speed drive train activated by engaging the first or second clutch which is different from the first or second clutch adapted to be engaged for activating the at least one backward traveling speed drive train.

Abstract: A gearbox is provided for a motor vehicle that includes, but is not limited to at least a first input shaft and at least a first output shaft. The first input and output shafts carrying at least a first drive gearwheel and a first driven gearwheel, respectively, for establishing a forward gear ratio, and a second drive gearwheel and a second driven gearwheel, respectively, coupled by a 10 first intermediate gearwheel for establishing a reverse transmission ratio. The second driven gearwheel meshes with a third driven gearwheel on a second output shaft for establishing a further forward gear ratio.

Abstract: A transmission connectable to an input member and having an output transfer gear, first and second transmission input 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 double-clutch transmission is provided that includes, but is not limited to an inner input shaft inside an outer input shaft. Two clutch discs are connected to the inner input shaft and the outer input shaft, respectively. A first layshaft and a second layshaft are spaced apart from the inner input shaft and arranged in parallel to the inner input shaft. One or more of the two layshafts comprise a fixed output gearwheel for outputting a drive torque. Gearwheels are arranged on the shafts. The gearwheels comprise six gearwheel groups for providing six forward gears and one reverse gear. Each of the gearwheel groups comprises a first fixed gearwheel on one of the inner input shaft meshing with one of the idler gearwheels on one of the first layshaft, the second layshaft, or the third layshaft. Furthermore, a second fixed gearwheel meshes with a second gear idler gearwheel and a fourth gear idler gearwheel.

Abstract: A vehicle transmission includes a pinion secured to an input shaft, a gear meshing with the pinion, an idler secured to the gear, a reverse gear meshing with the idler and secured to a second idler, a low gear supported on a layshaft and meshing with the second idler, and a coupler connecting the low gear to the layshaft.

Abstract: Gearing for a vehicle transmission includes meshing forward gears and an idler, a reverse gear engaging the idler, a low gear engaging the reverse gear, a final drive, and a low gear drive path including the idler, the forward, reverse and low gears and the final drive.

Abstract: A power transmission mechanism having a dog clutch for freely connecting and disconnecting power transmission between a first rotor and a second rotor on a common rotational shaft. The dog clutch has a plurality of dog jaws in one of the rotors and has, in the other rotor, a plurality of recess portions or other dog jaws to which the former dog jaws can be engaged. Tapered surfaces are formed at an end face of each of the former dog jaws in the axial direction and each of wall surface portions formed between the recess portions or an end face of each of the latter dog jaws.

Abstract: A twin clutch type transmission that permits a quick shifting of a mechanical clutch without shock. Numbers of gear teeth of speed-change gears of odd and even-numbered gear ranges, which mesh with the same output gear, are made to be identical each other gear ratios of input gear trains of even and odd-numbered gear ranges are configured so that the speed-change ratios between adjoining gear ranges will form a geometric progression; and gear ratios between speed-change gears of odd and even-numbered gear ranges are configured to be proportional to square of the common ratio. In speed-changing intermediate shaft on which the speed-change gear is installed is coupled with input shaft through friction clutch, and speeds of revolutions of the speed-change gear and the intermediate shaft on which such speed-change gear is installed are brought into synchronized state.

Abstract: A dual clutch transmission having improved packaging and reduced spin losses provides a five, six or seven forward speeds and reverse. An input shaft includes two or three gears which are in constant mesh with and directly drive associated gears freely disposed on a pair of parallel quills. Synchronizer clutches associated with these driven gears selectively synchronize and connect the gears to the quills which are, in turn, connected to countershafts residing within the quills. Additional gears which are in constant mesh with a pair of ring (output) gears are synchronized and connected to the countershafts by additional synchronizer clutches. Activation of two synchronizer clutches and one input clutch provides a selected gear ratio and transfers torque from the input shaft to the output ring gears.

Abstract: A multi-speed countershaft transmission for a vehicle is provided. The transmission includes a main shaft and countershaft gears that receive input directly from an input member. A plurality of torque transmitting mechanisms may be selectively applied to synchronize a range gear to a countershaft. The countershaft transfers torque to an output gear set, which may transfer torque to a planetary gear set. The available range gears include a plurality of forward speed ratios and at least one reverse speed ratio. One or more power take-off sections may also be provided.

Abstract: An automatic dual clutch transmission includes an input clutch which selectively connects a prime mover to an electric motor. The electric motor, in turn, is connected to the inputs of a pair of coaxial friction clutches. Each of the coaxial outputs of the friction clutches drives an input gear with meshes with a pair of gears, one of which is associated with each of a respective pair of layshafts or countershafts. On each countershaft, between the pair of gears driven by the outputs of the two clutches, are a pair of synchronizer clutches which selectively synchronize and connect one of the two gears to the associated countershaft. A similar arrangement of a second pair of gears separated by synchronizer clutches connects the countershafts through a selected gear to a pair of output gears coupled to and driving a differential cage or spool.

Abstract: A motor vehicle transmission having at least two transmission groups and a method for operation of the transmission in which a mechanism is provided for maintaining traction force during gearshifts. A first friction clutch is an intermediate-gear clutch connected to a driveshaft of the motor and to a main transmission shaft which is connected with a transmission output shaft, the second friction clutch is a change-under-load clutch connected to the driveshaft and to a loose wheel of a second gear constant of a splitter group, and the third friction clutch is a change-under-load clutch connected with the driveshaft and with a loose wheel of a first gear constant of the splitter group. A direct connection can be formed in the transmission between the driveshaft and the main transmission shaft by way of the intermediate-gear clutch and the gear constants of the splitter group can be shifted, under load, by the change-under-load clutches.

Abstract: A multi-group transmission of a vehicle is arranged in a drivetrain and includes traction force support during gearshift operations. A clutch mechanism, including a frictional clutch and two shifting clutches is arranged between a drive motor with a driveshaft and a transmission input shaft, such that the driveshaft can be connected to the transmission input shaft by one shifting clutch in a first shift position in combination with the frictional clutch or in a second shift position with bridging of the frictional clutch, such that the driveshaft can be directly connected to a main transmission shaft by the other shifting clutch in a shift position in active combination with the frictional clutch. In a method for operating the transmission, the frictional clutch is controlled and operated in combination with the first shifting clutch as a starting clutch and with the second shifting clutch as an intermediate-gear clutch.

Abstract: In a load shiftable group transmission with a high number of gears, particularly suitable for utility vehicles, the transmission includes a dual clutch a split unit, a direct gear, a main group and a hollow shaft on a countershaft in an arrangement, wherein the various gear stages can be established by a change of the input constants within the split unit without a change in the transmission stage in the main transmission without an interruption in tractive force during shifting between two adjacent gears within the main group.

Abstract: The invention essentially relates to a method for blocking wheels of a vehicle when stopped in which a transmission device (1) is placed between an output (2) of a heat engine (3) and a wheel (5) axle shaft (4). This device (1) comprises an input shaft (13) connected to the output (2) of the engine (3), an output shaft (31) connected to the wheel axle shaft (4), and at least one electrical machine (6, 7). The device also comprises a mechanical assembly (12) interconnecting the input shaft (13), the output shaft (31) and the shaft (8, 9) of the machine. This assembly (12) is connected to a bridge (15) that, in turn, is connected to the wheel (5) axle shaft (4). The invention provides that, in order to block the wheels when the vehicle is stopped and to limit an observable torque on the elements of the assembly (12), the wheel axle shaft is blocked by the mechanical assembly.

Abstract: A transmission is provided having an input member, an output member, a dual clutch assembly, two countershaft gearing arrangements, one planetary gear set, a plurality of interconnecting members, and a plurality of torque transmitting devices. Each of the countershaft gearing arrangements includes a plurality of co-planar gear sets. The torque transmitting devices include a combination of clutches, brakes, and synchronizers.

Abstract: A drive train for a motor vehicle including a main engine, an auxiliary engine, and a parallel shaft transmission. The transmission includes: at least one input shaft connected to the main engine by a clutch device, at least one output shaft including a drive pinion that engages with a differential ring gear, a countershaft that is not coaxial with the input and output shafts, and a plurality of synchronizers configured to connect the input shaft to the output shaft selectively in rotation. The countershaft is fitted with a drive wheel connected to the auxiliary engine and that is permanently rotatably linked to the input shaft.