Abstract: A shifting mechanism includes a limit switch that sends an open-close signal of the switch contacts SW1, SW2, SW3 and SW4 out to a control mechanism according to a 2H-4H-N-4L shifting sequence. The switch contacts SW1 and SW2 detect the position of a slider 4H which is moved by a thrust actuator, during shifting in the range of 4H engagement to the range of N engagement. Therefore, if one of the switch contacts SW1 and SW2 is faulty, the other switch detects shifting between 4H and N. This prevents shifting into N over 4H, thereby preventing malfunction of the thrust actuator resulting from a faulty switch contact SW1 or SW2. This also avoids potential difficulties in vehicle control due to shifting characteristics and permits the maintaining of controlled driving.

Abstract: A transmission selector assembly for a vehicle having an automatic transmission settable to gear ranges of low-speed ranges, a high-speed range and a higher-speed range. The transmission selector assembly includes: a selector lever which is shiftable between forward-gear positions of, at least, a high-speed position where the transmission is allowed to be set to the high-speed range or the higher-speed range, and a low-speed position where the transmission is allowed to be set to the low-speed range; and a gearshift switch for switching the gear ranges between the high-speed range and the higher-speed range while the selector lever remains in the high-speed position, and between gear ranges other than the high-speed range and the higher-speed range while the selector lever remains in the forward-gear positions other than the high-speed position.

Abstract: For locking individual gears, a “rod-type” locking element is provided which extends in the axial direction over several operating elements and which, in the individual possible transmission shifting positions, in each case, engages with some of the existing operating elements. When one of the operating elements is shifted out of its neutral position into a shifting position, the locking rod is brought into a locking engagement with at least some of the existing operating elements.

Abstract: Method and device for providing an increment shifted transmission (9) for motor vehicles including an in-going shaft in a housing. At least one intermediate shaft in the housing exhibits at least one gear wheel (16, 17) in engagement with a gearwheel (12, 15) on the in-going shaft. A main shaft in the housing has gear wheels (15, 21, 22, 23) and is in engagement with gear wheels (18, 19, 20) on the intermediate shaft. At least one of the gear wheels in each neutrally engaging pair of gear wheels on the intermediate shaft and the main shaft are rotatably arranged about the shaft and by coupling members (13, 24, 25) being lockable onto its shaft and maneuvering members (40, 41, 42) co-operating with the coupling members controlled by a control unit (45) depending on signals fed to the control unit representative of various engine and vehicle data.

Abstract: In an automated multi-group transmission consisting of one front-mounted group, one main group and one range group and in which the front-mounted group transmission and the range group transmission comprise a first shifting position for a low-speed total transmission ratio, a second shifting position for a high-speed total transmission ratio and a third shifting position as neutral position for interrupting the torque transmission, in a gear-shifting method for gear change, the range group transmission and the front-mounted group transmission are simultaneously brought to their respective neutral shifting position, which makes it possible to shift a deceleration of the main transmission. With the start of the gear-shifting process in the neutral positions, there also begins the control of the engine rotational speed to the total ratio of the target gear.

Abstract: A shifting system for a motor vehicle transmission shifts the transmission into the neutral and returns a steering column shift lever to the neutral position from the reverse position, when the vehicle speed is above a pre-determined positive value and the shift lever is shifted into the reverse position. The system may further shift the transmission into the neutral and returns the steering column shift lever to the neutral position from the forward drive position, when vehicle speed is below a pre-determined negative value and the shift lever is shifted into the forward drive position.

Abstract: A motor vehicle includes a drive motor, a torque transfer device with an actuating device, a gearbox with at least one shift shaft, an actuating device, and a control device. The actuation of the torque transfer device and the gearbox is automatically controlled through the control device or an input thereto. The gearbox actuation includes a first and second movement component, e.g., a rotational and translation movement. The gearbox actuating device has a first and second drive dedicated to the first and second movement components. A multi part element transfers movement to the shift shaft and includes at least one axial groove for the axial guidance and rotational movement transfer, and at least one ring groove or ring groove segment for the rotational guidance and axial movement transfer. The multi part element includes at least one sleeve like element having a toothed spline, a follower, and a toothed rod.

Abstract: An automated gear selection apparatus for a gearbox having a linear gear selector is provided. The apparatus includes an actuator having a shaft displaceable between at least two predetermined positions corresponding to positions of the gear selector. A control means communicates with the actuator to control displacement of the shaft. The shaft is connectable to the gear selector, by means of a cable, for displacing the selector between gear selection positions. A quick release assembly secures the cable to the shaft and includes a manual operation handle. The apparatus also includes a user interface means operatively connected to the control means so that a user can selectively cause operation of the actuator and thus the gear selector. The apparatus provides a convenient and automated means for gear selection.

Abstract: A shift device for an inline transmission, comprising a shift shaft which is rotated during selection movements and is offset axially during shift movements, a plurality of shift members each of which being mounted movable or pivotably in the axial direction, for the actuation of at least one assigned shift clutch, a plurality of shift fingers which are secured to the shift shaft and extend in each case towards one side, each shift finger being assigned to one of the shift members and being arranged in such a way that, in a defined rotary selection position of the shift shaft, the shift finger is coupled axially to its assigned shift member, in order to drive the shift member during an axial movement of the shift shaft, and a blocking device for preventing two or more gears of the transmission from being shifted simultaneously, the blocking device having a plurality of individual blocking elements mounted fixedly with respect to the casing.

Abstract: A powershift transmission is proposed using two transmission paths, a friction clutch being assigned to each transmission path and the transmission paths being coupleable to an output shaft for torque transmission. The transmission has a device that detects the clutch torque transmitted by the friction clutch of the active transmission path, which is coupled to the output shaft, and, when the clutch torque falls below threshold value, initiates a disengagement of the active gear ratio.

Abstract: A three transmission position shift control includes a forward position, a neutral position and a reverse position, and a switch or button operable for engaging a park brake or park lock when in the neutral position. The control can include a shift lever shiftable or between the forward, neutral and reverse positions. The park switch or button which can be a momentary switch on the lever or a hand grip of the lever is operable for controlling a solenoid that activates the park brake or park lock. Park is deactivated or released by shifting into forward or reverse.

Abstract: A detent lever assembly for implementation with an electronic transmission range selection (ETRS) system that shifts a transmission range between a park position and an out-of-park position. The detent lever assembly includes a shaft rotatably supported by a housing and a detent lever rotatably supported by the shaft and rotatable between a first position and a second position. In a first mode, the detent lever is rotatable about the shaft and in a second mode the detent lever is rotatable with the shaft.

Abstract: The system of the invention for adjusting a transmission ratio in a transmission, which is built into a motor vehicle, includes at least two determining elements with the aid of which values are determined based on different determining modes. These values represent the driving behavior of the driver of the motor vehicle. According to the invention, administrator means are provided with the aid of which the determined values are called up by the determining elements. Then, at least one counter value is changed in counter means in dependence upon the called up values. Finally, the transmission ratio is set at least in dependence upon the outputted values.

Abstract: A vehicle transmission transmits torque from an engine to a drive axle and includes a power shift transmission and a reverser module. A control system and method automatically partially disengages the reverser module during a shift of the power shift transmission with nearly no effect upon the operating condition of the engine, so that a portion of the torque generated by the engine continues to be transmitted at all times to the drive axle.

Abstract: A vehicle hydraulic system (10) includes a pump (12), a low pressure line (16) and a high pressure line (30). A restriction and bypass system is provided on the low pressure system allowing charging up of an accumulator (50) on the high pressure system. Furthermore a torque sensor, D, E, F is provided on a clutch hub (96) of a multi-plate wet clutch.

Abstract: A manual transmission includes a shift body that is associated with two separate actuating devices, wherein the shift body may be a gearshift fork or a gearshift rocker. The gearshift body can be actuated selectively by one or the other actuating device. The actuating devices are preferably gearshift rods.

Abstract: A device for an automatic clutch in motor vehicles, provided with hydraulic transmitter pickup actuator arrangements and a compensation system for a hydraulic fluid. In a cylinder, a modulation limit of a piston is defined, whereby the piston cup thereof in said position comes to rest outside an opening of the compensation system disposed in the wall of the cylinder.

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Abstract: A gear change device comprising a select actuator for actuating a shift lever in the direction of selection and a shift actuator for actuating the shift lever in the direction of shift, and the select actuator has a shift lever support mechanism arranged in a casing to support the shift lever in such a manner as to slide in the axial direction and to rotate, an electromagnetic solenoid for operating the shift lever in the axial direction which is the direction of selection, a select position-limiting mechanism for limiting the operation position of the shift lever according to the thrust produced in response to the amount of electric power fed to the electromagnetic coils of the electromagnetic solenoids, and the shift actuator works to turn the shift lever support mechanism in the direction of shift.

Abstract: A transmission, in particular an automated shift transmission, includes a plurality of selectable and deselectable gear stages for implementing gear changes. The selection and deselection of the gear stages is achieved with the aid of coupling units, in particular with the aid of engageable and disengageable sliding collars. The coupling units are activatable via respective shift rails and respective actuators. The shifting times are reduced and a compact construction of the transmission is achieved by virtue of the fact that a plurality of gear stages is assigned to at least two different shift rails in such a way that respective successive gear stages are assigned to respective different shift rails. As a result, the respective shift rails can be activated at least partially simultaneously in the case of a sequential gear change. A method for controlling a transmission is also provided.

Abstract: An automatic transmission apparatus for a vehicle is provided with a control inputting apparatus (2) having a select lever (7), a power assisting apparatus (3) adding an assisting force to a control force input to the control inputting apparatus (2) so as to output to the automatic transmission (1), a first cable (4) for transmitting the control force to the power assisting apparatus (3), and a second cable (5) for transmitting an output force of the power assisting apparatus (3) to the automatic transmission (1). Further, the power assisting apparatus (3) is provided with a torque sensor (29) for detecting the control force, a position detecting means for detecting a rotation position of an output shaft (20) outputting an assisting force in addition to the control force to the automatic transmission (1), and a controller (37) for stopping the output shaft at a stop position of the output shaft in correspondence to each of preset range positions of the automatic transmission (1).

Abstract: A shift position detection apparatus for a variable speed gear wherein a shift shaft is moved in an axial direction to perform a speed changing operation. A variable speed gear includes a clutch sleeve disposed for movement in an axial direction on a counter shaft with a shift shaft disposed so as to extend in parallel to the counter shaft. A shift fork is coupled and attached to the shift shaft and has an end engaged with the clutch sleeve. The clutch sleeve is moved in the axial direction through the shift fork to select a shift position. A shift position detection apparatus includes F, R and N shift detection portions provided on the shift fork. The F shift detection portion and the R shift detection portion are spaced by approximately 60 degrees in a circumferential direction on substantially the same plane perpendicular to the axis of a cylindrical portion.

Abstract: A shift control system rotates an actuator to allow a wall of a detent plate and a roller of a detent spring to contact each other and then detects the position of contact so as to detect the position of the wall of the detent plate. After the wall position is determined, the actuator is driven in the direction opposite to the wall until the actuator reaches a position located before the wall position and distant therefrom by a predetermined amount, in order to cancel flexure or extension of the detent spring that is caused when the detent spring is pushed against the wall of the detent plate. Accordingly, such a situation where the shift position is moved by the recovery force of the detent spring can be avoided.

Abstract: A crank case 20 has a mission chamber 52 at a rear part, and a generator chamber 58 and a clutch chamber 59 are provided on both side of the crank case 20 in the direction of the crank shaft. The mission chamber 52 houses a transmission gear mechanism. The mission chamber 52 is bulged to one side in the direction of the crank shaft. A reverse idle gear 90 is disposed in the bulged part of the mission chamber 52. The reverse idle gear 90 is projected through a partition wall between the mission chamber 52 and the generator chamber 58 toward the generator chamber 58. The reverse idle gear shaft 44 has both ends supported by the left end wall 53a of the mission chamber and a shaft support member 66 secured to the end wall 53a.

Abstract: An actuating apparatus (1) for an automated multiple-ratio transmission (2) of a motor vehicle, having a shifter drum (3), actuatable by an actuating drive (5), that comprises at least one guide (9, 10) in which at least one guide element (6, 7), joined to an actuating member of the multiple-ratio transmission (2), is guided; and having at least one further separate shifter drum (4). The shifter drums (3, 4) are kinematically coupled to one another.

Abstract: A shaft actuator for a transmission comprising a first electromagnetic solenoid for operating a shifting mechanism of the transmission to a first shifted position and a second electromagnetic solenoid for operating the shifting mechanism to a second shifted position, the shift actuator for a transmission further comprising:

Abstract: A shift control apparatus for an automated twin clutch transmission includes a shifting movement detecting device operable to detect start of shifting movement of a shift instructing device and output a shift starting instruction, and a shift controller configured to perform, in response to the shift starting instruction, a pre-shift control by releasing one of the first and second engine clutches from a power transmission route of a pre-shift gear ratio and engaging one of the shift clutches corresponding to a post-shift gear ratio, and perform, in response to a shift instruction form a shift instruction outputting device, a gearshift by releasing the other of the first and second engine clutches from the power transmission route of the pre-shift gear ratio and engaging the above-mentioned one of the first and second engine clutches. A shift control method is also provided.

Abstract: In an longitudinal type automatic transmission having an input shaft having driving gears, an output shaft having driven gears that are engaged with the driving gears to constitute transmission gear trains, and changeover mechanisms for selecting into a transmission gear train for transmitting a power, the automatic transmission is constructed to have the input shaft, the output shaft, and a driving shaft coupled to a final reduction gear, and has a bypass clutch that is arranged over the final reduction gear to transmit a torque to the output shaft while executing the control in a shifting operation and a start clutch for coupling or decoupling an engine and the input shaft. An oil pump for driving the start clutch and the bypass clutch is arranged over the final reduction gear and near the bypass clutch.

Abstract: A shifting device for operating the shift lever of a transmission equipped with a synchronizing mechanism in the direction of shift, which comprises a shift actuator for operating the shift lever in the direction of shift, a shift stroke sensor for detecting the shift stroke position of said shift lever, and a control means for controlling the electric power fed to said shift actuator based on a signal from said shift stroke sensor. The control means controls the electric power fed to the shift actuator in response to the shift stroke position detected by the shift stroke sensor.

Abstract: The invention is directed to a neutral sensing switch for use with a remote vehicle starter to prevent the vehicle starter from starting a vehicle unless the shift lever for the transmission is in the neutral position. The neutral sensing switch includes a transmitter mounted on top of a shift lever which transmits a signal generally towards a receiver. The transmitter and receiver are both connected to a processing circuitry of a controller. Based on the signal detected by the receiver, the controller determines whether the shift lever is in the neutral position.

Abstract: Specific shift positions of an electrically actuated vehicle transmission, such as first to fifth, neutral and reverse gears, are detected by monitoring one or more characteristic electrical variables, e.g., actuator currents, during a shift movement of the transmission and by correlating increased or decreased levels of current with the arrival at or passage through the specific shift positions.

Abstract: A method for determining characteristic parameter values within a transmission that includes, for example, hydraulically-operated shifting elements, hydro-dynamic brakes, and hydro-dynamic torque converters. Slip regulation is used to determine the actual slip at a transmission element, whose characteristic parameter values are to be determined, before engagement. This element to be adapted is activated by means of pressure application, and thus a specified slip is set that is clearly different from the actual slip at lower torques. The applied pressure or flow may be determined from the set slip, and occurrence of a set slip allows the occurring pressures to be determined.

Abstract: A power transmission system having first to third gear pairs, each having an input gear arranged on an input shaft and an output gear arranged on an output shaft. First to third synchromeshes that may disconnect a corresponding one of the first to third gear pairs from either the input or output shaft, or perform a baulking operation for power transmission until the rotation of a corresponding one of the gear pairs and input or out shaft are synchronized, and/or connect a corresponding one of the gear pairs and either the input or output shaft by meshed engagement. When a speed position of the transmission is shifted from an M-th speed to an L-th speed, the third synchromesh moves toward the third gear pair by a predetermined amount without engaging the third gear pair so as to transmit a driving force from the input shaft to the out pout shaft.

Abstract: To provide a small-sized and lightweight gearshift operating device capable of performing the gearshift operation in a short time at low power consumption. A guide slit having a plurality of slits 41 parallel with the shift fork shafts and a plurality of slant slits 42 concentrated to the neutral point 43 from them is installed, and the follower 33 is operated along the guide slit, thus the number of times of starting and stopping the motor for the shift operation is reduced, and the load of the actuator for the selection operation is reduced.

Abstract: Axially-movable first and second shift rails (70, 72) control engagement of one of a pair of gears (37, 32, 33, 34) coupled thereto. A first shift finger (102) rotates with a drive shaft (110) and is also pivotable thereto. A second shift finger (104) is mounted on the drive shaft so as to be selectively rotatable therewith, and is formed as a bell crank lever (154) having a first limb, which non-removably engages the second shift rail, and a second limb. The first shift finger is pivoted by a solenoid actuator (134) between a disengaged position, in which the first shift finger is clear of the first shift rail and the second limb of the bell crank lever, and an engaged position in which the first shift finger engages the first shift rail or the second limb depending upon the angular orientation, or rotational position, of the first shift finger.

Abstract: A device is provided that issues a vehicle speed signal representative of a vehicle speed. A control unit is configured to carry out when, upon the transmission assuming the second speed, the vehicle speed represented by the vehicle speed signal becomes equal to or lower than a first predetermined speed, starting operation for fully releasing the engaged condition of the first clutch; when thereafter the vehicle speed becomes equal to or lower than a second predetermined speed that is lower than the first predetermined speed, starting operation for releasing the engaged condition of the second clutch; and when thereafter the vehicle speed becomes equal to or lower than a third predetermined speed that is lower than the second predetermined speed, starting operation for fully releasing the engaged condition of the second clutch and starting operation for engaging the first clutch from the fully released condition of the same.

Abstract: A strategy for overcoming a tooth butt condition includes changing a target closed clutch position over time. When a tooth butt condition exists, a controller selectively closes a clutch to provide limited engagement between the engine and the transmission. A first target closed clutch position is used on the first attempt. If the tooth butt condition is not resolved, the controller then changes the target closed clutch position to provide a different level of engagement between the engine and the transmission. This process is repeated until the tooth butt condition is resolved, a preselected period of time expires, a maximum number of attempts has been completed or the maximum desirable closed clutch position has been used.

Abstract: The entire right, title and interest in and to this application and all subject matter disclosed and/or claimed therein, including any and all divisions, continuations, reissues, etc., thereof are, effective as of the date of execution of this application, assigned, transferred, sold and set over by the applicant(s) named herein to Deere & Company, a Delaware corporation having offices at Moline, Ill. 61265, U.S.A., together with all rights to file, and to claim priorities in connection with, corresponding patent applications in any and all foreign countries in the name of Deere & Company or otherwise.

Abstract: A transmission for a working machine including a drive transmission mechanism and a working transmission mechanism operated by swinging a shift lever is provided. The drive transmission mechanism has a key-sliding transmission mechanism axially mounted on a drive shaft. The key-sliding transmission mechanism causes a selected one of a plurality of gears rotatably mounted on the drive shaft and the drive shaft to rotate together to transmit power to drive wheels.

Abstract: A select lever device for an automatic transmission includes: a torque sensor to detect an input torque to a drive shaft of a select lever; a select position sensor to detect the stroke angle of the select lever; a characteristic data storing unit in which a mechanical load characteristic of the select lever is stored; and a control unit to which signals and data of these elements are inputted. Further, the control unit includes an electric motor to output to the select lever assist torque for assisting the operating force by a driver, the assist torque being controlled based on the input torque to the select lever, the stroke angle of the select lever, and the mechanical load characteristic of the select lever.

Abstract: A transmission for working machines having a drive transmission mechanism and a working transmission mechanism which are operated by swinging a shift lever is provided. The transmission has a drive shift member for connecting the shift lever to the drive transmission mechanism and a working shift member for connecting the shift lever to the working transmission mechanism. The shift lever has a first protrusion constantly engaging the drive shift member and a second protrusion arranged to engage with or disengage from the working shift member. When the first protrusion engages the drive shift member with the second protrusion not engaged with the working shift member, only the drive transmission mechanism operates. When the first protrusion engages the drive shift member with the second protrusion also engaging the working shift member, both the drive transmission mechanism and the working transmission mechanism operate.

Abstract: A non-contacting transmission range sensor system, which includes a control device, is disclosed. The system includes a shaft coupled to the control device. A non-contacting range sensor, coupled to the shaft, generates a pulse-width modulated signal in response to rotation of the shaft. A control module, electrically attached to the non-contacting range sensor, is subject to receive the pulse-width modulated signal.

Abstract: A shifting device is provided for shifting between different operating states of a motor vehicle transmission, with a gearshift lever (1), which is mounted movably in a bracket and can be moved in a first direction between two shift gates (A, B). The gearshift lever (1) can also be moved in a second direction along a first of the said two shift gates (A) into three said shift positions (X, Y, Z). A signal transmitter is provided for sending a transmitter signal (5), and three said sensors (2, 3, 4) are arranged at spaced locations from the signal transmitter and in the form of a triangle for detecting the transmitter signal (5). The sensors (2, 3, 4) and the signal transmitter can be moved in relation to one another by the gearshift lever (1), and electric signals characterizing the particular shift position (X, Y, Z) are sent by the sensors (2, 3, 4) at least indirectly to an evaluating device by which the transmission can be put into different operating states as a function of the electric signals.

Abstract: A transmission system including a shift mechanism for operating and controlling the transmission system. To automatically detect geometric characteristic values of the transmission system or of the shifting device a selector motor and a shift motor actuate a selector finger that is displaceably mounted in a selection-shift-passageway layout. Starting from an initial position whose coordinates within the selection-shift-passageway layout are unknown, the selector finger is displaced in the directions of shifting and in the directions of selection in order to detect paths of movement in the direction of selection or shifting. The selector finger is repeatedly displaced to establish the maximum paths of movement until the predetermined transmission geometric characteristic values are completely detected. Also disclosed are a control device for controlling a transmission system that includes a shift mechanism, and a method for controlling such a transmission system.

Abstract: An actuating device for a transmission of a motor vehicle has a housing and two pistons moveably arranged in the housing. A coupling part is arranged between the two pistons and is acted on by the two pistons so as to be moved by the two pistons. The coupling part is connected to a shifting part of the transmission and is made, at least on a surface of the coupling part, of wear-resistant material. The two pistons are loosely seated on the coupling part so that these parts can align themselves properly relative to one another after mounting.

Abstract: The invention relates to a torque transmission device with at least a first, at least a second and at least a third shaft, whereby said torque transmission device comprises at least one drive mechanism which may be switched into different operating states.

Abstract: A transmission, in particular an automated shift transmission, includes a plurality of selectable and deselectable gear stages for implementing gear changes. The selection and deselection of the gear stages is achieved with the aid of coupling units, in particular with the aid of engageable and disengageable sliding collars. The coupling units are activatable via respective shift rails and respective actuators. The shifting times are reduced and a compact construction of the transmission is achieved by virtue of the fact that a plurality of gear stages is assigned to at least two different shift rails in such a way that respective successive gear stages are assigned to respective different shift rails. As a result, the respective shift rails can be activated at least partially simultaneously in the case of a sequential gear change. A method for controlling a transmission is also provided.

Abstract: A power transmission for a motor vehicle. The transmission includes a plurality of transmission ratio steps defined by pairs of gear carried on parallel shafts, and final output mechanisms for engaging desired transmission ratio steps. The final output mechanisms are operable for controlling the engagement of respective transmission ratio steps to minimize tractive force interruption by allowing rapid gear changes to be effected to reduce the times between shifts of gears. By sensing accelerator pedal position and vehicle speed a new transmission ratio step to be subsequently engaged can be pre-selected while an engaged gear remains engaged.