Abstract: A shift mechanism for a transmission having a first and a second combination of gears is disclosed. The shift mechanism has a rod member and a hydraulic actuator operatively connected to an end of the rod member. The hydraulic actuator is configured to move the rod member between a first position at which the first combination of gears is engaged to transmit power, a second position at which the second combination of gears is engaged to transmit power, and a third position at which neither the first nor the second combination of gears is engaged to transmit power. The hydraulic actuator has a first piston slidably connected to the rod member, a second piston fixedly connected to the rod member, and a housing. The housing forms three chambers and has only two fluid conduits in communication with the three chambers.

Abstract: A synchronizer actuating system with selectives for use in dual clutch transmission is provided. The synchronizer actuating system includes an apply finger and a fork mounted on a shift rail. The fork grips a synchronizer sleeve that supports a synchronizer. The synchronizer is moveable to a neutral position. A three area piston assembly is operable to engage and actuate the apply finger. The three area piston assembly includes a hydraulic neutral position. A selective element is coupled to the synchronizer actuating system to calibrate the hydraulic neutral position of the three area piston assembly to the neutral position of the synchronizer sleeve.

Abstract: A gearbox shifting point for producing a rotationally fixed connection between at least one gearwheel and one shaft. The gearbox shifting point comprises a shaft, a shifting sleeve and two gearwheels. The two gearwheels are each rotatably mounted in relation to the shaft. The shifting sleeve is mounted in a rotationally secured fashion on the shaft. The shifting sleeve and the gearwheels are embodied in such a way that a positively locking, rotationally fixed connection can be produced between the shifting sleeve and in each case one gearwheel. In order to improve problems with respect to a gearshifting hole or blockage of the gearbox, the shifting sleeve interacts with the two gearwheels in such a way that at least one positively locking, rotationally fixed connection is always produced between the shifting sleeve and one of the gearwheels.

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: In a group transmission device comprising a splitter group transmission unit and at least one active actuating unit for introducing an actuating torque into the splitter group transmission unit, an open- and/or closed-loop control unit is provided for adapting the actuating torque introduced into the splitter group transmission unit to at least one synchronized shifting operation to be executed by means of the splitter group transmission unit without synchronizing ring.

Abstract: In a hybrid vehicle provided with a power dividing mechanism comprising a clutch mechanism, an ECU performs speed-change control. In the control, the ECU performs an engage preparing process if it is necessary to engage clutch plates of the clutch mechanism with each other. In the process, the ECU switches a reference value which is referred in a feedback control for performing a rotation synchronization and a position synchronization for the clutch plates from a calculated value which is calculated from a pulse signal of first rotational sensor mounted the clutch plate to an estimated value which is estimated from a pulse signal of each of second and third rotational sensors for detecting rotational speed of each motor generators if clutch rotational speed as rotational speed corresponding to the clutch plate as an engagement element decreases to less than a criterion value.

Abstract: The invention relates to an interface system for a vehicle having a starter motor and a transmission control lever. There is a need for such an interface system which senses control lever position and prevents starter motor operation unless the control lever is in a park position. The interface system includes a plurality of magnet members generating magnetic fields, and a plurality of magnetic sensors or Hall effect switches mounted to the lever so that movement of the lever causes the magnetic sensors to move through the magnetic fields. An interface circuit is connected to the starter motor and to the magnetic sensors. The interface circuit and the sensors cooperate to generate lever position signals. The interface circuit and the sensors also cooperate to prevent activation of the starter motor unless the lever is in its park position. Thus, the same lever position sensors are used by the transmission control system and are used to control operation of the starter.

Abstract: An arrangement of a hydraulically actuated shift actuator including a shift cylinder (3), arranged outside the hydraulic control unit of a transmission. The shift cylinder (3) of the shift actuator is fixed on a flat or circular machined area (2) on the inside of a housing (1). The side of the housing (1) facing away from the shift cylinder (3) has a flat surface (4) on which the hydraulic control unit (5) is fixed in a hydraulically leak-proof manner.

Abstract: A method for shifting a gear into a gear position in an automated shift transmission with several gears and an automated shift transmission adapted to perform said method are suggested. Via a shifting fork, a shifting sleeve can be shifted from a neutral position into respective gear positions and reaches on its way a pull-in position where the shifting sleeve is automatically forced in direction of the gear position. It is achieved that the pull-in position is safely reached by checking whether the shifting fork has reached a first threshold value, a second threshold value, and whether it has come to a standstill therebetween. Accordingly, an increased shifting force can be applied. Albeit allowing production tolerances in the transmission, the respective gear position is safely reached.

Abstract: A gear selector apparatus for a transmission having a first gear and a second gear selectively engageable to a shaft through a synchronizer. The gear selector apparatus includes a hydraulic actuator, a gear selection fork engaged with the actuator, a guide bar fixed for common movement to the gear selection fork, a detent mechanism disposed in contact with a first edge of the guide bar, a position sensor disposed in contact with a second edge of the guide bar, a first and a second pressure control valve in communication with the hydraulic actuator, a controller in electrical communication with the position sensor and the first and second pressure control valve. The controller includes a control logic sequence.

Abstract: A multi-speed internal bicycle hub transmission assembly includes a stationary hub axle, a driver, a hub shell, a power transmission mechanism and a shift control mechanism. The stationary hub axle includes a positioner that is movable in a radial direction. The driver and the hub shell are rotatably supported to the hub axle. The power transmission mechanism is operably disposed between the driver and the hub shell for transmitting rotational power from the driver to the hub shell through a plurality of power transmission paths. The shift control mechanism includes a pawl control member movable in rotational directions relative to the hub axle to a plurality of orientations. Each orientation corresponds to selection of a corresponding one of the plurality of power transmission paths of the power transmission mechanism. The positioner is disposed to urge the pawl control member to remain the selected orientation.

Abstract: A shift operation device includes: a shift operation member including: a shaft portion; and an arm portion protruding in a radial direction with respect to a center axis of the shaft portion and being rotated around the center axis to perform shift operation of a gear; and a plurality of shift rail members, each of which includes: a rail portion; a shift fork portion; and a shift lug portion capable of being engaged with the arm portion. An engagement portion of the shift lug portion includes a pair of columnar projections arranged at positions mutually different in the shift direction and the select direction. When the shift lug portion is retained in a neutral position, pressure receiving surfaces of the columnar projections are approximately positioned on a reference orthogonal surface superimposed on the center axis and orthogonal to the rail portion.

Abstract: A transmission controller includes a rotatable shaft that controls engagement and disengagement of a variable speed clutch. An actuator, such as an electric motor, drives the shaft. The shaft is rotated alternately in the normal and reverse directions by supplying a low level current to such an extent that a clutch transfer mechanism is not operated by the rotation. Rotation stop positions are detected. A play area between the rotation stop positions is calculated and can be used to correct for manufacturing inaccuracies or for wear occurring over time.

Abstract: A twin clutch type speed change control system changes over the gear position by switching between a pair of clutches, to reduce the collision sound generated between a free gear and a slide member at the time of changeover of the gear position. In the twin clutch type speed change control system designed to perform gear position changeovers between odd-ordinal gear positions and even-ordinal gear positions through a process in which an engaged clutch is disengaged whereas a disengaged clutch is engaged, the formerly disengaged clutch is supplied with a minute oil pressure P1 toward the clutch engaging side and is thereby preliminarily moved by a minute amount toward the clutch engaging side, at the time of changeover of the gear position.

Abstract: In a gear shift device for an automated shift transmission of a motor vehicle having a main transmission and an auxiliary group, wherein a series of gear shift elements, for example in the form of gear shift forks, have to be operated, piston cylinder units for shifting the main transmission are combined in a gear shift module and the piston cylinder units for shifting the auxiliary group are arranged spaced apart from the gear shift module of the main transmission but connected to the gear shift module via a fluid line.

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: In an automated split path transmission with at least six forward speeds and three characteristic transmission steps (sI, sII, sIII), which decrease with the height of the forward speed, one of the forward speeds is a direct gear and the power of a further forward speed passing through two constant gearsets of the split path group.

Abstract: A transmission for a vehicle in which changing a shift position is achieved by sliding a shifter. In sliding the shifter to change the established condition of gear trains respectively corresponding to a plurality of shift positions, the transmission of power from an engine to a main shaft is cut off. A feed mechanism for sliding the shifter is configured to reduce the sliding speed of the shifter in a neutral condition, or to cause the sliding operation of the shifter to have a single stopping action in the neutral condition during the sliding operation of the shifter in changing the established condition of the gear trains. The resulting configuration reduces the engagement noise when changing the shift position.

Abstract: A vehicle has an engine, an accelerator for controlling the rotary speed of the engine, an axle and a multi-speed transmission for transmitting power from the engine to the axle. The multi-speed transmission includes an odd-numbered speed drive train for an odd-numbered speed level, a first clutch for the odd-numbered speed drive train, an even-numbered speed drive train for an even-numbered speed level, and a second clutch for the even-numbered speed drive train. In correspondence to operation of the accelerator and an actual speed of the axle, either the odd-numbered speed drive train or the even-numbered speed drive train is selected so as to transmit power from the engine to the axle. A shift-up or shift-down timing between the odd-numbered speed level and the even-numbered speed level relative to variation of the actual speed of the axle is changed according to detection of a tilt angle of the vehicle or a weight of the vehicle.

Abstract: A gear shifting device for shifting gears of a transmission comprises: at least one guide rail each extending in a longitudinal axis thereof; a plurality of shift effecting members (e.g., shift forks or the like) configured to move a plurality of corresponding sliding sleeves coupled to the guide rail for shifting gears upon actuation of a shift actuator, the shift effecting members each having a terminal end portion with a finger receiving opening formed therein, the finger receiving opening extending in a direction generally parallel to the longitudinal axis of the guide rail; and a shift shaft extending in a direction generally parallel to the longitudinal axis of the guide rail, the shift shaft having a shift finger coupled thereto.

Abstract: A transmission device (1) having a switching element, which is actuated by at least one electric component (5, 17) which is part of an actuator (4). The electric actuator component is linked to a countershaft (3) of the transmission and rotates at the speed of countershaft (3) during operation, and is functionally connected through an electric transformer rotary transformer device (15) with further enclosure mounted components of the transmission device (1). Via the transformer device (15), electric energy and/or data can be exchanged, through collector ring contacts, using inductive or capacitive coupling between the enclosure mounted components of transmission device (1) and at least one electric actuator component (5, 17) which is linked with the countershaft (3).

Abstract: A device for controlling a hydraulically operable switching element (2) of an automatic transmission of a vehicle with a position valve mechanism (3) having a main switch piston (6) which is spring biased into a first switch position and a second switch position with a pilot pressure (P_MV) which is adjustable through an electrically operated actuator (5). An additional switch piston (7) and the main switch piston (6) are axially actuated in a valve housing (8). Depending on the position of the pistons (6, 7), faces (6A, 7A) of the respective pistons are either spaced apart or adjacent. The additional switch piston (7) is adjustable depending on a pilot pressure (p_K) of a switching element which engages a gear for forward drive.

Abstract: A semiautomatic vehicle gearbox comprising, for said gearbox, a shift lever (10) directly coupled to the gearbox itself; a shaft of said gearbox; and connection means between said shift lever and said shaft; characterised by comprising a sensor (20) for sensing the operation of said shift lever coupled to said connection means.

Abstract: To lower the center of gravity of the entire engine including a speed-change actuator for realization of the lowered center of gravity of a vehicle in which the engine is mounted and to suppress the effect on an arrangement space for components above the engine. In an engine including a transmission which is provided in a power transmission pathway to a drive wheel, a counter shaft which is an output shaft of the transmission, an engine case in which a crankshaft and the transmission are accommodated, and a speed-change actuator which is attached to the engine case, the speed-change actuator is arranged below relative to the counter shaft.

Abstract: A pressure assisted park servo assembly for an automatic transmission includes a servo or spool valve which receives pressurized hydraulic fluid from various sources including two solenoid valves and transmission ports. The servo valve controls two flows of pressurized hydraulic fluid to a servo assembly to place the transmission in or release it from park. The improved park servo assembly exhibits enhanced operating speed.

Abstract: An actuation force transmission mechanism is provided 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 in sliding directions; 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 relative movement of one of the first and second coupling parts when moved relatively from the neutral position against an urging force of the biasing mechanism. When the shift actuator is stroked by a predetermined amount, the first coupling part can move relative to the second coupling part against the urging force until the first coupling part is stopped by the stopper mechanism, at which point, the first and second coupling parts can move together.

Abstract: An actuator device for a motor vehicle transmission, the motor vehicle transmission having:—at least two shafts;—a plurality of gear sets for the achievement of different gear steps;—a plurality of shift mechanisms that may be operated to produce or release a rotationally fixed shaft-gear connection; the actuator device having:—a plurality of output elements that can be moved in order to operatively engage in shift mechanisms of the transmission—a main actuator device having at least one main actuator element that is movable for the engagement of gears, the main actuator element preferably being an output element—a secondary actuator device having at least one movably mounted secondary actuator element, which is movable for the disengagement of gears, the at least one secondary actuator element preferably being an output element, the main actuator device and the secondary actuator device cooperating to produce controlled relative movements of at least two output elements.

Abstract: A method for shifting an automated transmission situated in a drive train of a motor vehicle between an engine and a drive axle and having at least one multi-speed main transmission and a two-speed range change group rear-mounted thereon. The main transmission has at least one counter shaft with a transmission brake. A clutch engages the prime mover and the main transmission and the range change group is shifted via unsynchronized dog clutches which are combined in pairs in a common shift set and have two shift positions and one neutral position such that, during a range change gear shift both in the main transmission and the range change group a change between two ratio stages occurs. A range change up-shift includes synchronizing the input shaft and the target gear utilizing the transmission brake and passively synchronizing the dog shifted transmission parts by the edge beveling of the concerned dog clutches.

Abstract: A hydraulic control apparatus for an automatic dual clutch transmission, comprising a first clutch with a first partial transmission and a second clutch with a second partial transmission, as well as a shifting system for engaging/disengaging gears of the two partial transmissions, a control unit having a first pressure regulator and a second pressure regulator actuating the first and second clutches and actuating the shifting system, and a switching apparatus. The shifting apparatus comprises a first changeover valve and a second changeover valve. Both changeover valves can be shifted from a first to a second position for allowing a safe emergency running mode of a motor vehicle in case of any failure of the first or second pressure regulator.

Abstract: A rod-lock mechanism is provided in an automatic transmission for a vehicle. The rod-lock mechanism has an engaging pin which will be engaged with a rod when the rod is in its initial position, so as to hold the rod in its initial position. The rod-lock mechanism further has an electric actuator for driving the engaging pin when electric power is supplied, so that the engaging pin is brought out of engagement from the rod. A forced parking current supply unit controls electric power supply to the electric actuator. When the electric power is supplied to the electric actuator, the rod is moved in a direction of a parking position to bring a vehicle into a parking condition.

Abstract: A vehicular transmission includes a shift drum center with a plurality of gear train establishment notches disposed, equally spaced apart from each other, on the outer periphery thereof. The gear train establishment notches establish a specific gear train selected from among a plurality of gear trains by selectively engaging a drum stopper arm therein. The shift drum center further includes half neutral notches to be engaged with the drum stopper arm. The half neutral notches are disposed on the outer periphery of the shift drum center and at a central portion between each pair of the gear train establishment notches, respectively. The resulting configuration effectively suppresses an engagement noise during changing of a gear position through a sliding motion of a shifter.

Abstract: A work machine gear shifting control system provides gear shifting conditions for an automatic gear shifting mode in accordance with work site conditions. An area 62 of a display device 49 displays a permissible velocity setting range and setup operation guidance, and another area 64 shows guidance to indicate whether the setting is acceptable or unacceptable. When the traveling velocity falls within the permissible velocity setting range, the displayed guidance changes to indicate that the setting is acceptable. When, in this instance, an operator presses a setup switch 23 with desired timing, a transmission gear shifting control section 45 acquires the prevailing vehicle velocity and velocity ratio (or vehicle velocity), and stores adjustment values in an adjustment value storage section 43 so that the vehicle velocity and velocity ratio become the gear shifting control threshold values for normal gear shifting control (steps S535 to S545).

Abstract: A power-assisted gearshift mechanism for a manual transmission, comprising a shift rail mounted for axial movement to select one or more gears, a control arm engageable with the shift rail to cause axial movement of the shift rail in response to operation of a operator control, and a fluid pressure actuator, the fluid pressure actuator comprising a piston moveable in a cylinder, wherein fluid pressure in the cylinder causes force to be applied to the shift rail, the cylinder having a fluid supply connection and a fluid exit connection, and wherein the fluid exit connection is closeable to cause the fluid pressure within the cylinder to change, and the fluid exit connection comprising a bore within the shift rail, wherein movement of the control linkage is operable to open or close the bore.

Abstract: A drive train is used at least including an input shaft and an output shaft. A clutch member is rotatable by a clutch shaft about an axis of rotation. The clutch shaft is supported for lateral movement along the axis of rotation to move the clutch member to cooperate with the drive train at a first lateral position to cause the output shaft to turn and to move the clutch member to a second lateral position to disengage the output shaft from rotation of the input shaft. A permanent magnet is supported by one end of the clutch shaft and arranged for receiving an external magnetic biasing force along the axis of rotation to selectively move the clutch member between the first and second lateral positions. A traveling shaft can be used to support a selected gear for movement by the permanent magnet to implement transmission and reversing configurations.

Abstract: A parking switching valve includes a spool that is movable to a first position and to a second position. The parking switching valve also has an oil chamber that generates a biasing force from a difference in the pressure receiving area between the land portions of the spool. The oil chamber has a second input port to which a line pressure is input while the spool is in the second position. Because the line pressure is input to the second input port, a biasing force is generated so that the spool is held in the second position against a spring. As a result, a parking device is held in a parking release state.

Abstract: As one example, a propulsion system for a vehicle is provided, comprising: a propulsion device configured to provide mechanical work via a crankshaft; a transmission having an input shaft coupled with the crankshaft and an output shaft, wherein said transmission includes a plurality of selectable gear ratios between the input and output shaft; at least one drive wheel coupled with the output shaft; an actuation device configured to adjust the selected gear ratio of the transmission; and a control system configured to adjust an electrical signal provided to the actuation device to obtain an indication of a temperature dependent electrical parameter of the actuation device and to adjust the selected gear ratio of transmission by varying the signal provided to the actuation device in response to said indication.

Abstract: In a gear shift module for an automatic transmission of a motor vehicle including a series of gear shift elements for example in the form of gear shift forks, which are operated for the shifting of gears, a gear shift module is provided which has a module baseplate forming part of the cylinders of piston-cylinder units and at least part of a housing of a countershaft brake and a central clutch disengager of a starting clutch. These parts can be manufactured jointly providing for lower manufacturing and assembly costs.

Abstract: A gearbox arrangement for a drive train of a motor vehicle, such as a double clutch gearbox arrangement or a power shift gearbox arrangement, has at least one group of gear-shifting elements (1, 2) which can be actuated for engaging and disengaging at least one respective gear of the gearbox arrangement in that they are moved relative to a gearbox housing between at least one neutral position, in which no gear associated with the gear-shifting element is engaged, and at least one engaged-gear position, in which a gear associated with the gear-shifting element and the engaged-gear position is engaged.

Abstract: A motorcycle in which the clutch on-off operation and the gear-shift operation of the transmission are automated that can be driven when the actuator fails without complication of the structure and upsizing of the power unit. A crankcase of a power unit accommodates a transmission including a plurality of gears, a gear-shift clutch that is engaged or disengaged at gear-shift operation, and a shift shaft that engages or disengages the clutch and provides gear change of the transmission. Part of the shift shaft projects from the crankcase. A projecting portion of the shift shaft and an output shaft of an actuator are connected together on the outside of the crankcase with a connecting device. The connecting device is detachably connected to the projecting portion of the shift shaft or the output shaft of the actuator.

Abstract: A power tong having a ring gear, a gear train, a motor and a gear shift mechanism. The gear shift mechanism further includes a linear actuator and a shift arm connect to the linear actuator. A drive gear is positioned on a drive shaft extending from the motor and this drive gear includes an upper and lower set of drive teeth having beveled top portions. The shift arm engages the drive gear between the upper and lower set of drive teeth and movement of the linear actuator causes the drive gear to engage one of at least two gears in the gear train.

Abstract: A control apparatus of a transmission, in which an ECU controls the transmission to upshift when an upshift condition is satisfied, controls the transmission to downshift when a downshift condition is satisfied, and cancels an upshift and maintains the speed ratio of the transmission when, before the upshift is completed, the upshift condition ceases to be satisfied even if a downshift condition is not satisfied.

Abstract: An electronic control system for a transmission includes a transmission controller selectively actuating the transmission between a plurality of gear positions including a reverse position and at least two forward positions, a manually-operable gear shifter selectively providing first command signals to the transmission controller to actuate the transmission between at least a portion of the plurality of gear positions, and a voice recognition system selectively providing second command signals to the transmission controller to actuate the transmission between only a portion of the plurality of gear positions. Preferably, the voice commands actuate the transmission only between the forward gear positions.

Abstract: A driving force interrupting mechanism includes input and output members. A coupling sleeve is to be movable on the input and output members along a rotational axis. A fork is swingable around a swing shaft to move the coupling sleeve between a connecting position and a disconnecting position. The coupling sleeve is positioned on both of the input and output members in the connecting position. The coupling sleeve is positioned on either the input member or the output member in the disconnecting position. An operating member is integrally rotatable with the swing shaft. A spring is provided on the swing shaft between the operating member and the fork relatively rotatably with respect to the swing shaft. A motion of one of the operating member and the fork follows a motion of another of the operating member and the fork via an elastic force of the spring.

Abstract: A shift control device in which a number of times that an angle change amount per a defined time period is successively equal to or less than a determined value is calculated, when a rotation angle of a shift shaft is equal to or more than a threshold value. In addition, an abutting state determination is performed that determines whether the number of times is equal to or above a threshold value, and if it is determined that there is an abutting state (namely, the shift shaft has reached an actual mechanical maximum rotation angle), processing shifts to an engagement process of a shift clutch.

Abstract: A power transmission controlling apparatus for controlling a power transmission mechanism provided with a main transmission 2 and an auxiliary transmission 2 to be operated in any one of the changeable high and low speed output states. The auxiliary transmission 20 is operative to perform a changing operation to change one of the high and low speed output states into the other thereof when outputting a drive power and constructed to return its starting position when the changing operation is brought out of an allowable condition preliminarily set based on the operation states of the main transmission 20 in the time period from the time the changing operation starts to the time the changing operation is finished so that the changing operation can be smoothly and stably performed with no unpleasant gear noises.

Abstract: A clutch actuation system for engaging and disengaging a clutch includes a hydraulically-actuated piston movable in response to hydraulic pressure to an apply position in which the piston is operable to engage the clutch. An electro mechanical actuator is movable in response to electric power to contact the piston at the apply position such that the clutch is maintained in an engaged state by the actuator, thereby permitting hydraulic pressure to be released. A method of controlling engagement of the clutch is also provided.

Abstract: A control device of a vehicle which switches a lockup clutch to an operating state depending upon vehicle conditions determines switching of the lockup clutch from lockup-ON switching lines established when the lockup clutch is in an engaged state, or from lockup-OFF switching lines established when the lockup clutch is in a released state. When switching of the lockup clutch is determined based on one of the lockup-ON switching lines and the lockup-OFF switching lines, a determination based on the other switching lines is selected as an effective determination about switching once the same switching of the operating state as that determined based on the above-indicated one of the switching lines is determined based on the other switching lines.

Abstract: A coupling device for coupling rotatable bodies together includes first and second rotatable bodies, a plurality of coupling members for selectively coupling the first and second rotatable bodies together to transfer drive between the rotatable bodies, and an electro-magnetic actuator for controlling engagement of the coupling members. The coupling device can be incorporated into a transmission system, which includes first and second drive shafts, first and second gear sets mounted on the shafts for transferring drive between the shafts, a selector for selectively transferring drive between the first shaft and either the first or second gear set, and an electro magnetic actuator for controlling engagement of the engagement members and the drive formations.

Abstract: The invention relates to a gear actuator for a motor vehicle transmission design, that has several ratio steps for forming gears, whereby the gear actuator has a gear-shift shaft that is mounted so that it can rotate for the shifting of gears and that is mounted so that it can slide axially for the selection of gears and whereby the gear actuator also has a shift gate, whereby the shift gate also has a fixed mounted first shift gate part that is especially a shaft or an axle, as well as a second shift gate part that is mounted so that it can move axially and move in rotation or swivel, which is especially a disk or plate and is coupled with the gear-shift shaft and whereby the first shift gate part has several axially spaced recesses, into which the second shift gate part can be swiveled depending on its axial position.

Abstract: A shift actuator disposed outside a power unit that is easily positioned in the neutral position during mounting. A motorcycle equipped with a shift actuator includes a transmission; a shift shaft for changing the gears of the transmission; and a crankcase that covers the shift shaft and the transmission. The shift actuator includes a motor; an output shaft connected to the shift shaft with a connecting device therebetween; a worm gear interposed between the motor and the output shaft; a case supporting the motor, the output shaft, and the worm gear; and a potentiometer supported by the case and sensing the position of the output shaft. The worm gear transfers a driving force from the motor to the output shaft but transfers no driving force from the output shaft to the motor.