Abstract: A method for determining the position of a shifting element (11), for example of a sliding sleeve in an automatic transmission of a motor vehicle, with the element actuated by way an actuating element, for example comprising a shifting rod (8) and a shifting fork (10), via an operating element (1). From the actuating pressure and/or the shifting force of the operating element, deformation of the actuating element, for example the shifting rod (8) and/or the shifting fork (10), is determined which result in the position of the shifting element being determined with greater precision.

Abstract: A control apparatus for a shift-position changing mechanism includes a detection unit that is provided on a path along which the operation member with a magnetic member moves, and that detects a change in the magnetic field due to a positional change of the operation member; and a determination unit that determines the shift position corresponding to the operated position of the operation member based on the detected change in the magnetic field and predetermined multiple modes of changes in the magnetic field, which correspond to the respective shift positions. The predetermined modes are set such that, when the detected change in the magnetic field is influenced by a change in the magnetic field due to a factor different from the positional change of the operation member, a likelihood that the determination unit determines that the running shift position, at which a vehicle is able to run, is selected is reduced.

Abstract: An embodiment provides a method shifting a multispeed transmission. The multispeed transmission includes multiple gear paths having alternating speed ratios and a plurality of shift members. Each shift member is selectively moveable to engage a speed ratio of the transmission. The method includes directing a shift finger to contact a first shift member, moving the first shift member generally in a first generally orthogonal direction to engage a first gear, and moving the shift finger in a second generally orthogonal direction to an intermediate configuration. The shift finger will not contact a selector rail when moved in the first direction when the shift finger is in the intermediate configuration. The method also includes moving the shift finger generally in the second generally orthogonal direction to a second engaged configuration. The shift finger will contact a second shift member when moved in the first direction when the shift finger is in the second engaged configuration.

Abstract: A lock arrangement for a transmission, in particular in the form of a parking-lock arrangement for an automated transmission. The lock arrangement is prestressed by a first spring accumulator into a locking position in which the transmission is locked. The lock arrangement is capable of being shifted by means of an actuator from the locking position into a release position in which the transmission is released. The lock arrangement has an electronically activatable blocking device which is designed for blocking the lock arrangement mechanically in the locking position.

Abstract: A range selection control system for a transmission facilitates safe operation of a power take off. A fluid actuated range piston assembly within a range cylinder moves between low range and high range positions. Range cylinder and range piston assembly define sealed high range and low range chambers. A neutral cylinder intersects range cylinder. A fluid actuated neutral piston assembly within neutral cylinder defines a neutral chamber. Neutral piston assembly engages range control piston assembly responsive to pressurization of neutral chamber. Neutral piston assembly is received by an engagement feature of range piston assembly when range control piston assembly is in a neutral position, retaining range piston assembly there. An electrically responsive locking mechanism locks neutral piston assembly in place when range piston assembly is in the neutral position. The locking is controlled by a condition of an electrical switch indicating a transmission condition.

Abstract: A shift-by-wire control system includes a parking lock device that brings an output shaft of an automatic transmission device to a lock state when a range switching unit switches to the P-range. The parking lock device brings the output shaft to a lock-release state when the range switching unit switches to another shift range. An electric motor actuates the range switching unit and the parking lock device in accordance with an instruction of an operator. A manual device transmits manual operation force of the operator to the parking lock device when the electric motor stops. The manual device includes a one-way transmission unit permitting transmission of the manual operation force in a direction toward the lock state, and prohibiting transmission of the manual operation force in a direction toward the lock-release state.

Abstract: A single motor transmission shifting mechanism with exactly one electric motor for generating drive motions for selecting, and for generating drive motions for shifting gears of a motor vehicle transmission device, and with a threaded spindle for switching from a mode, in which selection motions can be effectuated, into a mode, in which shifting motions can be effectuated, and with a shifting shaft, which can be moved in axial direction for selecting, and which can be rotated around its longitudinal axis for shifting, wherein all components, transferring the drive load for shifting from the electric motor to the shifting shaft during shifting operation, maintain their axial position relative to the longitudinal axis of the threaded spindle during this shifting operation.

Abstract: A shift fork actuation system includes an actuator housing defining a piston cavity and a piston assembly having three pistons with three different surface areas responsive to fluid pressure to establish positions of the piston assembly within the piston cavity. A stopping mechanism, such as a shoulder formed by the actuator housing at the interface of different bores in the piston cavity, interferes with one of the surface areas to prevent movement of one of the pistons past the stopping mechanism. A neutral position of a shift fork is established by interference of the piston assembly with the stopping mechanism. A slot in the piston assembly captures a finger extension from the shift rail to act as an anti-rotation feature, ensuring that a magnet embedded in the piston assembly as part of a sensor assembly is properly positioned.

Abstract: The device comprises four shift forks, each slidable among a first engagement position, a second engagement position and an intermediate neutral position between the two engagement positions, and an operating unit comprising four double-acting hydraulic actuators identical to each other and arranged to control each the displacement of a respective shift fork among the two engagement positions and the neutral position. The operating unit further comprises a support plate having holes for fixing to the gear case, and an actuator block accommodating the hydraulic actuators. The support plate and the actuator block are integrated to form a single body. In the assembled condition of the operating unit on the gear case, the actuator block is disposed on the side of the support plate facing towards the inside of the gear case.

Abstract: A device for actuating components of a motor vehicle has at least two electric motors, each of which has at least one stator unit and one rotor unit, and a control device for the electric motors, which has at least one logic device and one power device. The control device is fixedly connected to at least one component of both electric motors.

Abstract: In a method for controlling, and a control device of, an automated non-synchromesh multi-speed motor vehicle transmission, wherein, upon selection of a target gear, a form-fitting connection is to be established between shift elements of the target gear, wherein, however, with a certain rotational speed difference between the shift elements which causes chattering, no engagement takes place during actuation of the shift actuator for the target gear, when, upon monitoring, a certain chattering of the shift elements is detected, and, as a result, the engagement of the target gear is aborted in order to prevent the transmission from being damaged.

Abstract: The electro-hydraulic control system comprises a gear shift control device and a hydraulic control circuit. The gear shift control device includes four shift forks, operatively associated each to a respective engagement sleeve of the transmission to cause this latter to move between first and second engagement positions, and an operating unit comprising four double-acting hydraulic actuators arranged to control each the displacement of a respective shift fork. The hydraulic control circuit comprises a supply unit, a distributor valve adapted to select every time one of the four hydraulic actuators and two solenoid valves adapted to control the hydraulic actuator selected by the distributor valve. The distributor valve has four operating positions, each of which corresponds to the selection of a respective hydraulic actuator. The two solenoid valves are arranged to be connected each to a respective pressure chamber of the hydraulic actuator selected by the distributor valve.

Abstract: A transmission mechanism is provide that can be interposed between a shift actuator and a shift shaft. The mechanism can include first and second coupling parts that can be coupled for movement relative to each other; a biasing mechanism that can be configured for urging the first and second coupling parts toward a neutral position; and a stopper mechanism that can be configured for stopping the relative movement of one of the first and second coupling parts when moved relatively from the neutral position against urging force of the biasing mechanism. When the shift actuator is stroked by a predetermined amount, a dog can be compulsorily disengaged as the first and second coupling parts are moved together by the stopper mechanism, and engaged as one of the first and second coupling parts moves relatively against the urging force, for allowing smooth shift change.

Abstract: A deceleration device for a power turret clutch, which outputs dynamic power to a spindle connector, comprises a deceleration gear assembly, a slide gear shaft, a displacement driving unit, and a transmission spindle. The displacement driving unit and the transmission spindle respectively drive the slide gear shaft to slide axially and rotate, whereby the slide gear shaft can supply dynamic power. The slide gear shaft has a gear. The gear engages with the deceleration gear assembly or the spindle connector according to the position the slide gear shaft slides to. According to whether the slide gear shaft engages with the deceleration gear assembly or the spindle connector, one of two rotation speeds is selected to output dynamic power via the single transmission spindle.

Abstract: A shift control device is provided for reducing a shock generated at a clutch engagement moment in a gearshift operation in a straddle type vehicle having a shift control device that makes the clutch operation and the gearshift operation using the power of an actuator. The actuator is controlled based upon a rotational position and a speed of a shift shaft. When the rotational position of the shift shaft is located between a first position and a second position, the shift shaft is rotated at a speed slower than a rotational speed at which the shift shaft is rotated before reaching the first position to engage a gearshift clutch at a low speed. The first position and the second position are set in such a manner that the gearshift clutch is in a halfway engaged state when the shift shaft is located at a rotational position between the first position and the second position.

Abstract: A device for supplying pressure from an energy storage device to a piston gear shifting actuator by way of a valve device is provided. A pressure regulating and/or control device is used to regulate and/or control the pressure applied to the piston actuator. The pressure regulating and/or control device regulates and/or controls the pressure according to at least one following quantity: temperature, in particular a transmission operating temperature, the load state of the motor vehicle provided with the transmission, and the slope of a surface along which the motor vehicle provided with the transmission runs.

Abstract: A method and apparatus for cycling a neutral switch of an automated mechanical transmission includes software which, either independently or by operator command through a shift actuator having side-to-side motion capability and sensors, controls a select piston and cylinder assembly to provide shift rail motion along a transverse axis of the transmission which simulates operator commanded motion of a shift rail of a conventional (manual) transmission as the operator checks for neutral. Such activity may release a malfunctioning neutral switch thereby providing a proper neutral indication to associated transmission and engine components to, for example, permit starting of the engine.

Abstract: A drive force transmitting apparatus for a vehicle including a drive source, a drive force transmitting path adapted to be connected to a drive shaft to transmit a drive force from the drive source to the drive shaft, and a clutch mechanism capable of connecting and disconnecting the drive force transmitting path. The drive force transmitting apparatus further includes a parking mechanism provided in the drive force transmitting path and capable of stopping the rotation of the drive shaft and an actuator mechanism capable of selectively operating the clutch mechanism and the parking mechanism.

Abstract: In a clutch engaging and disengaging operation at the time of a shift change, a state in which the clutch position of the clutch is at a specific value between a first clutch position at which a half clutch state finishes and a second clutch position at which the clutch is in a mechanical maximum disengaged state is maintained until completion of a gear change is detected by a gear position sensor. Therefore, even if a dog abutment state occurs between first gears with engaging projections and second gears with engaging recesses, the dog abutment can be resolved properly.

Abstract: The invention relates to a regulating mechanism for operating an actuator or connecting element (11, 12) of an automatic transmission. The regulating mechanism has an actuator (3), a regulating mechanism (4), a transmission element (6), and an output element (8, 9). According to the present invention, the actuator (3) is configured as a three phase motor, advantageously as an asynchronous motor. The torque (M) of the actuator (3) is converted into an actuating force (S) in the transmission element (6), which is then applied to a regulated and or connecting element (11, 12).

Abstract: A control system for a vehicle transmission implements a method of controlling the transmission. The system includes a device for selecting the desired operating mode of the transmission, such as a gear shift lever, and a transmission sensor for sensing the actual operating mode of the transmission. A display is in communication with the device and the transmission sensor and displays both the desired operating mode and the actual operating mode of the transmission. A controller is in communication with the transmission and controls the operating mode of the transmission. An occupancy sensor, in communication with the controller, verifies that the driver is in the driver seat before the controller allows the transmission to be shifted out of a park mode.

Abstract: An electromechanically activated motor vehicle transmission (31, 14) such as an automated manual transmission (31) or a transfer case (14). This transmission includes at least a transmission housing (11), an electromagnetic selecting or shifting device (1) and an electric motor (2, 8, 22) by which the selecting or shifting device (1) can be actuated. In the inventive motor vehicle transmission (31, 14), the electric motor (2, 8, 22) of the selecting or shifting mechanism (1) arranged within the transmission housing (11) and the motor housing (9, 12, 24) of the electric motor (2, 8, 22) is designed so that it corresponds to a portion of the transmission housing (11).

Abstract: In a method for shifting gears of an automatic transmission, in which a shift finger can be moved by a selective actuator along a selective path into various selective positions, out of which the shift finger can be moved via a shift actuator into different shift paths and the shift finger engages a gear each when it is moved into an end region of a shift path, the selective actuator is activated for verifying the correct function of the selective actuator and its connection to the shift finger prior to each engagement of a new gear within a shift path such that by approaching the edge of the shift gear the respective shift path is detected.

Abstract: A selector fork arrangement for a manual transmission in a motor vehicle is suggested that largely comprises a fork body (1) and carrying element (2,3) that connect the fork body (1) to the control rod (9). Fork body (1) and carrying elements (2, 3) are cut entirely from flat metal and are riveted to one another by means of rivet projections (7, 8, 15), which are themselves formed from the flat metal, and complementary rivet openings in the carrying elements (2, 3). This selector fork arrangement satisfies all requirements in terms of strength and functionality, can be produced and assembled in a simple manner, and does not require any adjustment or finishing processes after assembly and prior to installation in the manual transmission.

Abstract: The invention relates to a transmission device for motor vehicles, wherein the transmission device has several wheel sets for forming gears and wherein the transmission device has an internal gear shift and a gear actuator for actuating the internal gear shift for engaging and disengaging gears, and wherein the transmission device has a transmission housing in which the wheel sets provided for forming gears are held, wherein the gear actuator has two separate function modules, of which a first one is a drive module and of which a second is an actuating module, wherein the drive module has at least one, especially electronically-controlled, drive device like an electric motor and wherein during engaging and disengaging gears, the actuating module is in the power flow between the drive module and the internal gear shift and wherein the actuating module and the drive module are mounted separately on the transmission housing.

Abstract: A method for controlling a gear-shifting process from an initial gear to a target gear in a manual transmission with active interlock. According to the method, the active interlock gear-shifting mechanism includes at least one shifting finger which co-operates with a selector fork, and has a layout geometry including a finger and a cam. The method contains the following steps: the selector fork of the initial gear is brought into a reliable shifting position by a method for compensating errors on the gear shifting mechanism, and/or the selector fork of the target gear is brought into a reliable shifting position a method for compensating errors on the gear shifting mechanism, before the target gear is engaged, when ever a temporarily non-critical gear-shift is to be carried out.

Abstract: A position detecting device is basically provided with a control section, a detecting section and a setting section. The control section repeatedly controls a gear connecting mechanism in a vehicle transmission to selectively perform a gear connecting operation to obtain a selected gear range and a gear releasing operation to release the selected gear range after the gear connecting operation has been performed. The detecting section detects a position of a connecting member of the gear connecting mechanism after the gear connecting operation has been performed. The setting section sets a shift completion position at which connecting of the selected gear range is determined to be completed based on a plurality of positions of the connecting member of the gear connecting mechanism detected by the detecting section.

Abstract: A machine having an operator interface for requesting an action from an actuator of the machine includes a movable component of the operator interface. The movable component is movable among at least two positions. One of a magnet and a Hall effect sensor is positioned to move in response to movement of the movable component. The other of the magnet and the Hall effect sensor has a stationary position relative to the movable component. A pulse width modulator is operably coupled to the Hall effect sensor for producing a first pulse width modulated signal. The first pulse width modulated signal is altered in response to movement of one of the Hall effect sensor and the magnet relative to the other. An electronic controller is in communication with the pulse width modulator and the actuator and is configured to actuate the actuator in response to evaluation of the first pulse width modulated signal.

Abstract: An All-Terrain Vehicle (ATV) having a transmission assembly featuring an improved gear arrangement is disclosed. The transmission assembly includes a first gear having a central opening, the first is disposed such that the axis of the fork rod of the transmission passes through the central opening of the first gear.

Abstract: A hydraulic control circuit for a transmission includes a plurality of solenoids and valves in fluid communication with a plurality of actuators. The actuators are operable to actuate a plurality of torque transmitting devices. Selective activation of the solenoids allows for a pressurized fluid flow to activate at least one of the actuators in order to shift the transmission into a desired gear ratio.

Abstract: The invention relates to a set of devices for changing the gear ratio in a gearbox without false neutral positions. A casing includes: on a first axis, the shaft of the crankset including a primary sprocket, a tertiary shaft including fixed tertiary sprockets and tertiary sprockets on a free wheel; on a second axis, a secondary shaft includes a primary sprocket and secondary sprockets with inner flutes capable of free rotation on a smooth cylindrical bearing of the secondary shaft. The claims also relate to the following devices: each secondary sprocket has associated thereto one or more ratchets urged by a spring into a flute of the smooth bearing. A shuttle controlled by the user and moving inside the shaft applies a pressure, via spring loaded tabs, on the ratchets of the associated sprocket, which permits the engagement of two neighbouring sprockets during a gear change without any blocking or false neutral position.

Abstract: Systems and methods for user control of vehicular transmission shift points. In one embodiment, a user may control a transmission shift point by adjusting a selector having non-discrete selectable positions. Such selector may generate a signal indicative of its position to a transmission controller. The transmission controller may receive the signal from the selector and determine at least one transmission shift point based upon the selector position. The transmission controller may thereby control the transmission to effectuate a gear change when the shift point is achieved. In some embodiments, the selector may comprise a rotary potentiometer, a rotary encoder, an inline potentiometer, an inline encoder or the like.

Abstract: A dual clutch transmission comprising a first partial transmission and a second partial transmission is described. A first group of forward gears is allocated to the first partial transmission, a second group of forward gears is allocated to the second partial transmission, each one of the forward gears comprises a particular transmission ratio, two adjacent forward gears comprise adjacent transmission ratios with no transmission ratio of any other forward gear in between, and at least two adjacent forward gears are allocated to the second partial transmission. The invention comprises further a control method for controlling the dual clutch transmission such that a torque transmitting gap is closed when gear shifting between the aforementioned two adjacent gears.

Abstract: An electro-hydraulic control system is provided for a transmission, which is preferably a countershaft transmission, that has a three-position dog clutch actuator valve to control the position of a three-position dog clutch. At least one of the positions of the dog clutch actuator valve is established by pressurized fluid directed to the dog clutch actuator valve by two logic valves, both of which are controlled to direct pressurized fluid elsewhere in the hydraulic control system, as well.

Abstract: A selector drive for automatic manual transmissions has an electric motor, the rotational motion of which can be transmitted to the selector mechanism for the selection of a selector position by way of a mechanical transmission chain. An electric motor (1) of the mechanical transmission chain is an electric motor with defined step width, whereby the required step number for the selection of the selector position in the selector mechanism can be determined through fixed geometrical conditions or distances according to the stipulations of the individual step angle of the electric motor and the distance between the selector positions.

Abstract: A gear transmission mechanism (2) for motor vehicles having a main shaft (10, 12) and a countershaft (14) parallel to one another, on which different gears for different gear ratios are arranged. The countershaft (14) is arranged above a horizontal plane (X-Y axis) containing a main shaft axis (16) with respect to the axle system of the vehicle so that installation space for the functional components (gearshift elements 18, a hydraulic system 20) of the transmission is available below the gearset formed by the gearbox wheels.

Abstract: A conveyor coupler system for efficiently increasing the longevity and productivity of the conveyor. The conveyor coupler system generally includes a coupler including a first portion and a second portion, wherein the first portion extends from the second portion. The first portion includes a first connecting portion, wherein the first connecting portion extends within the first portion and includes at least one slot. The second portion includes a second connecting portion extending within the second portion and including a plurality of ridge members. The first connecting portion connects to a first planetary gear structure of a conveyor unit and the second connecting portion connects to a second planetary gear structure of the conveyor unit.

Abstract: A motor vehicle transmission actuator for operation of a motor vehicle transmission, including gearsets which form different ratios, whereby the transmission actuator has a threaded shaft with at least one first threaded section, embodied as a right-handed thread and at least one second threaded section, embodied as a left-hand thread with just one electric motor for driving in the selection direction and the switching direction.

Abstract: A method for variable operation of a vehicle transmission using rough road sensing includes defining a first set of parameters to calibrate the vehicle transmission for a smooth road condition and a second set of parameters to calibrate the vehicle transmission for a rough road condition. The method includes sensing a road condition, generating a road condition signal corresponding to the road condition, and measuring a magnitude of the road condition signal. The method includes switching from the first set of parameters to the second set of parameters to operate the vehicle transmission when the magnitude of the road condition signal exceeds a first predetermined threshold. The method includes switching from the second set of parameters to the first set of parameters to operate the vehicle transmission when the magnitude of the road condition signal is less than a second predetermined threshold that is different than the first predetermined threshold.

Abstract: A gear change control device for improving the stability of shift changes in a straddle-type vehicle. In response to an operation of a shift up switch or a shift down switch, the target angular position (?max(up), ?max(down), ?meet(up), ?meet(down), ?on(up), ?on(down)) and the rotational speed (vmax(up), vmax(down), vo(up), vo(down), v12(up)-v34(up), v21(down)-v43(down)) of a shift shaft are set based on a gear change command input signal inputted from the shift up switch or the shift down switch to a CPU. The shift shaft is rotationally driven at the set rotational speed until the set target rotational position is reached.

Abstract: A shift range switching apparatus connects with a motor for switching a shift range of an automatic transmission. The shift range switching apparatus includes a switching unit that is operated by the motor for switching the shift range. The shift range switching apparatus further includes a control unit that outputs a driving current to the motor for switching the shift range to one of a P range, an R range, an N range, and a D range. The control unit controls the driving current at one of a plurality of set values in accordance with a switching pattern of the shift range. The switching pattern may be defined by a combination of two of the P range, the R range, the N range, and the D range.

Abstract: The invention relates to a gearbox comprising a shift fork (4) that is displaced by an actuator using a shaft (2), whereby a rotational displacement of said shaft is translated into a displacement of the shift fork. To achieve an accurate displacement with minimum installation space, the gate (14) is configured on a sleeve (13) that is connected to the shift fork unit (4) in a rotationally fixed manner, said sleeve acting on the shift fork unit (4) in the direction of the displacement by means of a spring (24) and the shaft (2) runs through the sleeve (13), said shaft comprising a finger (11) that protrudes radially and co-operates with the gate. The shift fork unit (4) forms a housing (8) that surrounds the sleeve (13) and the spring accumulator (24) and that comprises bearing surfaces (34), by means of which the shift fork unit (4) is guided on the shaft (2) in the direction of the displacement.

Abstract: A shift range switching device is provided to a shift-by-wire system for an automatic transmission device. The shift range switching device includes a range switching unit for switching a shift range of the automatic transmission device between a P range and the other range. The shift range switching device further includes an actuator including an electric motor and a reduction device. The reduction device transmits driving force of the electric motor to the range switching unit for actuating the range switching unit as instructed. The reduction device has a variable reduction ratio. The reduction device transmits the driving force in switching of the shift range from the P range to the other range at a reduction ratio, which is greater than a reduction ratio in switching of the shift range from the other range to the P range.

Abstract: A speed changing transmission mechanism of a sheet laminating apparatus includes a reverse module, a power output shaft, a first power output roller, a second power output roller, a first belt, a second belt, a power input module and a shift module. By means of the reverse module, the power input module and the shift module, the speed changing transmission mechanism is capable of hot laminating the sheet article and withdrawing the jammed sheet article.

Abstract: A method implements a starting process for an internal combustion engine which has a drive unit and a transmission with at least two transmission input shafts and a multiple clutch device, in particular a double clutch device. During the starting process, the first gear is engaged in a first clutch of the multiple clutch device and is activated, while the second gear speed is engaged in a second clutch of the multiple clutch device but not activated. During the starting process, a current velocity is compared with a predefinable reference velocity, and when the reference velocity is reached a control unit causes the first clutch to be opened and thus causes the first gear to be deactivated while, in parallel with this, the second clutch is closed and the second gear is thus activated.

Abstract: A method and system for executing a shift from a first fixed gear to a second fixed gear in a powertrain system comprising a two-mode, compound-split, electro-mechanical transmission operative to receive a speed input from an engine is described. It includes deactivating an off-going clutch, and generating a time-based profile for rotational speed of an oncoming clutch. The input speed is controlled based upon the rotational speed of the oncoming clutch and an output of the transmission. The oncoming clutch is actuated, preferably when the input speed is synchronized with a rotational speed of an output shaft of the transmission multiplied by a gear ratio of the second fixed gear, preferably after a predetermined elapsed period of time in the range of 500 milliseconds.

Abstract: A sheet feeder has a transmission mechanism which includes an output gear mesh with a transmission gear train, and a switch element, disposed between the transmission gear train and the output gear, for switching a rotational direction of the output gear. The switch element includes a movable arm, a driving gear driven by the transmission gear train, a switching gear set attached to the arm and meshing with the driving gear, and a clutch device for restricting movement of the arm to enable the switching gear set to be disengaged from the output gear. When the output gear meshes with the switching gear set, the output gear and a transmission shaft of the sheet feeding mechanism may change the direction of their rotation. When the output gear is disengaged from the switching gear set, the output gear and the transmission shaft of the sheet feeding mechanism are not driven by a power source.

Abstract: The invention relates to a transmission device for a motor vehicle comprising a plurality of connecting elements that are mounted in an axially movable manner and are each provided with a shift mouthpiece and comprising an actuating device having a control shaft that is mounted in a swiveling and axially movable manner, on which is provided a main control element and at least one secondary control element, the at least one secondary control element having functional regions for a movement in the same direction as well as functional regions for movement in the opposite direction, the at least one secondary control element extending in its neutral position essentially perpendicular to the direction of movement of the connecting elements, and, with respect to this neutral position on the secondary control element and on at least one shift mouthpiece, the particular functional regions for the movement in the same direction being designed with a bent shape and being axially symmetric to the particular, likewise be

Abstract: A drive unit includes an engine and a transmission having a variable transmission ratio. An instantaneous setpoint power output quantity of the drive unit is determined from an intended power output. The setpoint power output quantity is a function of the instantaneous transmission ratio of the transmission at least for a given intended power output.

Abstract: A gear change control system of an automatic transmission, include: a shift member, including a shaft portion which is disposed in such a manner that a selection axis thereof is oriented in a selecting direction and including an arm portion; shift fork portions, operable to make gear shifts of gears; shift rail members, connected to the sift fork portions and arranged in such a manner that shift axes thereof are oriented in a shifting direction; and shift lug members, projecting from the shift rail members and including pillar-shaped portions. The arm portion swings about the selection axis to apply a pressure in the shifting direction from one side of the pillar-shaped portion so as to cause the shift fork portion to perform a shift making operation, and to apply a pressure in the shifting direction from the other side of the pillar-shaped portion so as to cause the shift fork portion to perform a shift withdrawing operation.