Abstract: In a motor vehicle transmission, gears representing different transmission ratios are engaged by applying a force to an actuator output element that couples a selected gear to a rotary shaft. A synchronizing device blocks the coupling of the gear to the shaft until at least an approximate synchronization of rpm-rates has been achieved. A synchronization threshold position corresponding to the blocked condition of the actuator element is stored in a memory of a controller device. The controller device periodically performs an automatic adaptation of the stored value for the synchronization threshold position.

Abstract: The object of the present invention is to provide a synchro-spring to be used in a synchronizing mechanism having insert-shifting keys. Said synchro-spring is characterized by shaping convex forms in the portions which come into contact with said insert-shifting keys, and when this synchronizing mechanism is used for an automobile transmission, an enough capacity of the synchronizer ring can be ensured without increasing the size of the synchronizing mechanism, and smooth gear shifting is attained, and then excellent operability can be acquired.

Abstract: An automated vehicle transmission having a wet clutch and an auxiliary motor that is operatively connected to the transmission to overcome residual torque forces in the wet clutch. Residual torque forces in the wet clutch may prevent disengagement of a gear train and also prevent the transmission from shifting into neutral. A control system determines whether residual torque is resisting the disengagement of the gear train for more than a predetermined time period. According to the method, if a shift is delayed for more than the predetermined time period, the auxiliary motor is actuated to apply an oppositely oriented torque to the transmission gear train to overcome the residual torque and allow the transmission to shift into neutral.

Abstract: A transmission in which an electric motor is inserted between a couple of clutch shafts of a twin-clutch type automatic transmission with the torque and speed of the electric motor being controlled. The pre-stage gear is released after the torque transfer is completed with the electric motor, and the clutch is exchanged after synchronizing the motor speed with the electric motor. Friction control of the clutch is not performed.

Abstract: An interaxle differential is provided which includes a side gear, a clutch gear torsionally locked on a first input shaft and axially slidably mounted thereon and an annular piston mounted in a differential casing for urging the clutch gear into engagement with a side gear and a spring to urge the clutch gear to an unlocked position.

Abstract: A synchronizing arrangement in a planetary gear has an axially movable ring gear which for various gearchange positions can be coupled to either of two coupling rings, situated on their respective sides of the planetary gear, via synchronizing rings which belong to these coupling rings, are capable of limited rotation relative to the ring gear and have external locking teeth to prevent gear engagement before synchronization is achieved. The ring gear is provided with two grooves which run round its inside and each accommodates a ring-shaped locking device for transferring axial force to the respective synchronizing ring at the time of gear engagement. The respective locking device is also situated in an external groove in the relating synchronizing ring and can be compressed in the radial direction.

Abstract: A power transmission system is provided which can prevent a feeling of inertia travel due to torque transmission interruption occurring when a dog clutch is engaged to shift the speed position, without increasing the axial length of a transmission. An input shaft is connected to a prime mover via a main clutch. Gear pairs are formed by input and output gears arranged on the input shaft and output shafts, respectively. A dog clutch connects one of the gear pairs to the input or output shaft. An auxiliary shaft is connected to the prime mover. Transmission paths are formed on the auxiliary shaft for transmitting the driving force of the prime mover to the output shaft at different gear ratios. In shifting the speed position, an assist clutch supplies the driving force to the output shaft via the auxiliary shaft and a selected transmission path.

Abstract: Effects caused by unevenness among drive power sources and transmission torque changing apparatus and aging effects in a vehicle transmission are controlled without using sensors. A power train control unit releases engine torque through an assist clutch to release at least a part of gear train transmission torque to shift a meshing clutch toward a release position. During the gear release, a load is applied in a direction in which the meshing clutch is shifted toward the release position, before the transmission torque of the gear train is completely released, and the meshing clutch is shifted to the release position when at least a part of the transmission torque of the gear trains is released.

Abstract: A vehicle transmission system has a gear-type transmission with a plurality of gears and a plurality of claw clutches which transmits a torque between an input shaft of said gear-type transmission and an output shaft of said gear-type transmission. The transmission changes transmission courses by engaging with and/or disengaging from the gears and the claw clutches, and forms another transmission course via a torque controller between the input shaft of the gear-type transmission and the output shaft of said gear-type transmission during a period between a first transmission course and a second transmission course formed by the gears and the claw clutches. A torque capacity of the torque controller is greater than the maximum output shaft torque of the transmission.

Abstract: In a gear-jumping-proof positive-locking clutch for connecting a vehicle transmission shaft to a transmission component mounted coaxially and rotationally with it, the positive-locking clutch includes an axially displaceable sliding sleeve on which at least one locking roller element may be supported which is displaceable in a radial locking recess with axial displacement of the sliding sleeve due to a radial force component. In a gear-jumping-proof positive-locking clutch which does not cause any transmission noise when disengaged, the positive-locking clutch is free of synchromesh bodies and the locking roller element is axially displaceable.

Abstract: An electromagnetic shift arrangement for a transmission (2) with gear wheels (4, 6) arranged on a gear shift (12) rotatable about an axis (20) which can be non-rotatably connected with the gear shaft (12) to form a ratio step via an axial movement of a shift dog (18) along the axis (20). An electromagnetic device (24, 26, 40) is provided which is adequate for axial movement of the shift dog (18) along the axis (20). The electromagnetic device (24, 26, 40) is disposed in the area of the shift dog (18) and acts upon the shift dog (18) directly without shift fork.

Abstract: This system comprises an engine 1, a transmission device 4, a clutch 3 for engaging/disengaging the engine 1 with/from the transmission device 4, a rotational electric device 2, a power transmission mechanism 5 for inputting the rotation of the rotational electric device 2 to the transmission device, and an accumulator element 7 for accumulating electrical power supplied by the rotational electric device 2. A control unit 20 determines a gear change instruction for the transmission device 4, and if gear change instruction is determined, it disengages the clutch 3, and controls the rotation of the rotational electric device 2 in such a manner that the rotational speed of the input shaft of the transmission device becomes a target rotational speed required for a gear changing operation.

Abstract: A method for operating a power transmission to produce gear ratio changes includes driveably connecting the transmission input and output in the off-going gear through a friction clutch and primary power path, establishing a potential drive connection between the input and output through a secondary power path, releasing the friction clutch, driveably connecting the input and output through the secondary power path, establishing a potential drive connection between the input and output through the primary power path in the oncoming gear, reapplying the friction clutch, driveably disconnecting the input and output through the secondary power path, and driveably connecting the input and output in the oncoming gear ratio through the friction clutch and primary power path.

Abstract: The power transmission mechanism reliably starts an internal combustion engine that is stopped during travel of a vehicle. While the internal combustion engine is stopped and the internal combustion engine and the transmission are disengaged by the main clutch, it is determined whether the mode is the EV travel mode, corresponding to the driving mode by the electric motor. In the case of the motor driving mode, and if the vehicle speed is less than a predetermined value, the engine is started in a neutral mode. If the vehicle speed is higher than a predetermined value, the engine is started in a standby mode. When starting in the standby mode, a gear set is selected based on the vehicle speed, and the input shaft and the output shaft are engaged.

Abstract: A method for operating a transfer case synchronized range shift mechanism. The range shift mechanism can be selectively actuated for establishing a four-wheel high-range drive mode, a neutral mode, and a four-wheel low-range drive mode. The synchronized range shift mechanism is comprised of a first input gear system, a second input gear system, and an output gear system. The output gear system is comprised of a rotary output member that may be selectively engaged with either the first input gear system or the second input gear system, depending on which four-wheel-drive operating mode the vehicle operator selects. The range shift mechanism is further comprised of a synchronizing mechanism. The method for controlling the speed of the range shift as a means for reducing the time it takes to perform the range shift.

Abstract: A method of changing gear in an automated transmission system of a motor vehicle having a multi-ratio gearbox with an input shaft and an output shaft, a take-up clutch located between the input shaft and an output shaft of an engine, a number of pairs of intermeshing gears.

Abstract: The synchronizer for a manual transmission ensures a spline-aligned during the coupling of the sleeve to the clutch gear. This prevents collision between the sleeve and the clutch gear and improves shifting motion.

Abstract: An automatic transmission has a first axis (input axis) 102 for inputting the power, a second axis (output axis or couner axis) 103 for outputting the driving force source, at least one or more first gear group which consists of drive gears 111, 112 fixed on the first axis, and a driven gear 122 provided so as to engage or run idle with respect to the second axis with being engaged with the drive gear, and at least one or more second gear group which consists of driven gears 123, 124, 125 fixed on the second axis, and a drive gear 114, 115 provided so as to engage or run idle with respect to the first axis with being engaged with the driven gear. The automatic transmission further comprises a torque transferring mechanism 140 for transfering the torque between said driven gear which can run idle with respect to the second axis and the driven gear fixed to the second axis.

Abstract: An automatic transmission having change gears which include a first path to directly transmit torque of an input shaft to an output shaft, and a second path to transmit the torque through an intermediate shaft on a driving force path from the input shaft to the output shaft. The first path includes at least one output gear on the output shaft which is engageable and disengageable by a shift sleeve. The output gear is connected at downstream thereof to the second path. The second path includes a first intermediate gear on the intermediate shaft to input the torque, a clutch, and a second intermediate gear rotatably supported through the clutch to output the torque. The output shaft includes a middle speed output gear to mesh with the second intermediate gear so as to form a middle-speed change gear.

Abstract: A control unit associated with the cooling fluid supply switches the flow of cooling fluid on or off by controlling the cooling fluid supply in the course of a respective shifting process in which the transmission is shifted up from a lower gear to a higher gear or in down from a higher gear to a lower gear to deliberately exert inertial forces on at least one of the plate carriers by means of the flow of cooling fluid and, therefore, to act on this plate carrier in an accelerating or decelerating manner or in order to deliberately prevent inertial forces of this type being exerted on at least one of the plate carriers by the flow of cooling fluid.

Abstract: An automatic transmission having gear trains provided between an input shaft and an output shaft, the gear trains including drive gears mounted on the input shaft and driven gears mounted on the output shaft, includes a start clutch provided between a crankshaft of an engine and the input shaft for transmitting or shutting off an engine power from a crankshaft of the engine to the input shaft, a changeover mechanism for selecting a desired gear train through which power is transmitted from a plurality of gear trains, two bypass clutches, one is provided between third gear transmission gear trains and another is provided between sixth gear transmission gear trains for transmitting a different torque from the input shaft to the output shaft respectively, on gearshiftings and a bypass clutch control means for selecting at least one desired bypass clutch through which power is transmitted.

Abstract: A range gearbox with planetary gear (1) for motor vehicles intended to be connected to the output side of a basic gearbox. The ring gear (18) of the planetary gear is axially displaceable. The ring gear (18) can engage coupling rings (10, 16) alternatively. A synchronizing means or member (15) is intended to synchronize the rotational speed difference between the ring gear (18) and one or other coupling ring (10, 16). The synchronizing means (15) and the coupling ring (16) are arranged coaxially outside the ring gear (18). A second means or engagement member (25) for engaging the coupling ring (16) and a third means or engagement member (25, 25b) for driving said synchronizing means (15) are arranged on the external side, as seen radially, of the ring gear (18). The coupling ring (16) is arranged between the synchronizing means (15) and the first means (27).

Abstract: A synchronizer clutch assembly includes an input driver member having a shift collar disposed thereon. A plurality of driven members are included in the synchronizer assembly and are operatively connected by the shift collar to provide at least three drive paths from the input driver member to one or more of the output driven members.

Abstract: A constant-mesh transmission having a synchronizing mechanism, the synchronizing mechanism including a fifth gear which acts as a shifter so as to rotate integrally with a counter shift and movably in the axial direction, a recess formed in a first gear, and a synchronizer ring. A first connection spline formed in the outer circumferential wall face of the recess and a first synchronization spline formed in the outer circumferential face of the synchronizer ring have a predetermined overlap portion, whereby they overlap partly in the axial direction. In the fifth gear, a second connection spline meshes with the first connection spline and a second synchronization spline presses the first synchronization spline in the axial direction to make the synchronizer ring and the first gear come into frictional engagement with each other.

Abstract: A transmission (68) with load distribution to two countershafts (70, 72) has a switching equipment (2) with a synchronization apparatus (14, 54) and two constant gear wheel trains (42, 44) of which at least one constant gear wheel train (42) serves to transfer torque introduced into the transmission (68) to that countershaft (70) on which an auxiliary output (PTO) is arranged. The gear wheel (40) of the second constant gear wheel train (42), which is not arranged on one of the countershafts (70, 72), is fixed radially in a coupling apparatus (32, 62, 64) such that the coupling apparatus (32, 62, 64) allows radial play of the gear wheel (40) in relation to the shaft (4) on which the gear wheel (40) is arranged. An Oldham clutch (32) represents such a coupling apparatus.

Abstract: A power transmission system capable of preventing a feeling of inertia travel caused by torque transmission interruption, without increasing the axial length of a transmission, thereby improving the speed position-shifting performance of the transmission, includes a plurality of gear pairs and synchromeshes connecting the plurality of gear pairs to an input or output shaft. A driving force assist mechanism supplies the driving force of a prime mover to the output shaft during a shift in speed position and a supplemental driving force has an auxiliary shaft arranged in parallel with the input and output shaft. An intermediate gear is connected to the input shaft and integrally formed with the auxiliary shaft. Auxiliary gears are connected to the output shaft and rotatably arranged on the auxiliary shaft. An assist clutch fastens one of the auxiliary gears to the auxiliary shaft during the shift in speed position.

Abstract: A power transmission includes a pair of input clutches, a plurality of ratio gear mechanisms, and an output shaft. The ratio gear mechanisms are selectively connected with respective countershafts to complete power flows between the transmission input and transmission output and one or the other of the input clutches. During a ratio upshift, a brake mechanism is connected with each of the input clutches to control the speed of the shafts connected therewith when the clutches are disengaged and an upshift condition is being preselected.

Abstract: A shaft clutch which may be designed as a dog clutch. In order to save axial construction space, the two end regions of the dog clutch are utilized for the transmission of torque from the shaft to the motor vehicle transmission member to be coupled. The middle region between the two end regions has solely the function of axial fixing during torque transmission and can be made correspondingly short axially.

Abstract: A gear, a method and a device having a transmission gear part and a hub synchro having a spline teeth formed on an outer peripheral surface thereof and plurality of key holes formed in the opposite side of the transmission gear part, in which the hub synchro is coaxially provided with said transmission gear part, the diameter of the hub synchro is smaller than that of the transmission gear part, and the spline teeth and the plurality of key holes on the hub synchro are formed by forging.

Abstract: In a synchronizing device (22) for shift clutches, specially of selector transmissions (2) for motor vehicles, having at least one pair of wheels of which the gearwheel coaxial with a sliding sleeve (28) has a clutch body (46) with outer tooth (48) which by axial displacement of the sliding sleeve (28), non-rotatably connected with a shaft (8) via a synchronizer body (24) and having an inner tooth (26), can be switched in and off the power flow.

Abstract: Synchronizing device in a motor vehicle gearbox, comprising a synchronizer hub (1), an engaging sleeve (2) non-rotatably but axially displaceably mounted on the hub, an outer and an inner synchronizing ring (8a, 13) on one side of the hub and a single synchronizing ring (8b) on the other side of the hub. The engaging sleeve has first, and second groups of internal teeth (4a, 4b), each group being divided into three sets of teeth and each set in one group adjoining a set in the other group. The outer synchronizing ring has three sets of blocker teeth (9a) facing the engaging sleeve teeth (4a) of the sets of the first group and lacks teeth in intermediate areas (19a), while said single synchronizing ring (8b) has three sets of blocker teeth (9b) facing the engaging sleeve teeth (4b) of the sets of the second group and lack teeth in intermediate areas (19b).

Abstract: Synchronizing system for manual transmissions, having a gear (12), a shift sleeve (14) which is in displaceable engagement with the gear (12) through internal teeth (16), and thrusters (26; 26′; 26″; 26′″) having each a pot-like casing (32) received in an axial slot (24) in the gear (12) and having a spring (34) which thrusts against the internal teeth (16) of the shift sleeve (14) and biases a pressure member (28) against the internal teeth (16), characterized in that the casing (32) of the thruster (26; 26′; 26″; 26′″) is supported so as to be able to tilt on the bottom of the slot (24) of the gear (12).

Abstract: In accordance with the present invention, a preferred method is disclosed for operating a transfer case synchronized range shift mechanism. The range shift mechanism can be selectively actuated for establishing a four-wheel high-range drive mode, a neutral mode, and a four-wheel low-range drive mode. The synchronized range shift mechanism is comprised of a first input gear system, a second input gear system, and an output gear system. The output gear system is comprised of a rotary output member that may be selectively engaged with either the first input gear system or the second input gear system, depending on which four-wheel-drive operating mode the vehicle operator selects. The range shift mechanism is further comprised of a synchronizing mechanism. The present invention discloses a novel method for controlling the speed of the range shift as a means for reducing the time it takes to perform the range shift.

Abstract: A system includes a unit for controlling a transmission line of a motor vehicle with a transmission. The transmission has a plurality of wheel sets for engaging and disengaging transmission gears and a plurality of shift clutches which can be operated by an operating device for engaging and disengaging transmission gears. In the transmission, at least one shift clutch to be shifted is operable while a shifted shift clutch is still engaged. The unit (10) is designed to guide at least during one shifting operation the shift clutch (S1,3, S2,4, S5,6) to be shifted to its synchronizing point when the shifted shift clutch (S1,3, S2,4, S5,6) is still engaged, and to guide an input clutch (11) of the transmission at least before the end of a synchronizing operation of the shift clutch (S1,3, S2,4, S5,6) to be shifted by way of an actuator (12) of the transmission into its opening position.

Abstract: A vehicle transmission system has a gear-type transmission with a plurality of gears and a plurality of claw clutches which transmits a torque between an input shaft of said gear-type transmission and an output shaft of said gear-type transmission. The transmission changes transmission courses by engaging with and/or disengaging from the gears and the claw clutches, and forms another transmission course via a torque controller between the input shaft of the gear-type transmission and the output shaft of said gear-type transmission during a period between a first transmission course and a second transmission course formed by the gears and the claw clutches. A torque capacity of the torque controller is greater than the maximum output shaft torque of the transmission.

Abstract: An automated multi-speed transmission includes an engine clutch operable to establish a releasable drive connection between the engine and an input shaft, an output shaft adapted to transfer power to the driveline, and a synchromesh geartrain having a plurality of constant-mesh gearsets that can be selectively engaged to establish a plurality of forward and reverse speed ratios. The transmission also includes power-operated dog clutches for selectively engaging the constant-mesh gearsets, and a controller for controlling coordinated actuation of the engine clutch and the power-operated dog clutches. The power-operated dog clutch associated with the low and the top gear are used during downshifts and upshifts, respectively, to actuate a clutch assembly for synchronizing the speed of the input shaft and the selected gear prior to engagement of its corresponding dog clutch.

Abstract: An electromechanical transmission for use with a motor vehicle having an internal combustion engine includes a planetary gear assembly, an electric drive, a changeover gear assembly, and a driven shaft. A planetary gear assembly includes an input shaft and first and second output shafts, wherein the input shaft is coupled to a crankshaft of the internal combustion engine. The electric drive includes first and second rotors connected to two of the input shaft and two output shafts of the planetary gear assembly, respectively. A changeover gear assembly includes first and second gear shafts connected to the two output shafts of the planetary gear, respectively. The changeover gear assembly also includes a first gear wheel pair rotatably mounted to the first gear shaft and a second gear wheel pair rotatably mounted to the second gear shaft. The changeover gear assembly further includes a shifting mechanism operatively associated with each gear shaft and the corresponding gear wheel pair.

Abstract: A shift control device for a transmission having a synchronizing device, a select actuator for actuating the speed change operation mechanism of the transmission in the selecting direction, a shift actuator for actuating the speed change operation mechanism in the shifting direction. A controller determines the driving force of the shift actuator correspondingly to the shift stroke position. Further, the difference in the synchronizing rotational speed is determined based on the input shaft rotational speed, the gear ratio of the speed change gear that is to be engaged and the output shaft rotational speed, and the driving force of the shift actuator in a synchronizing range during the gear-engaging operation is determined based on the above determined difference in the synchronizing rotational speed.

Abstract: A reverse shift device of a manual transmission is disclosed to reduce the total length of the transmission, improve shift feeling and decrease noise by excluding a reverse idler gear that rotates, while being meshed between input and output axles, the device comprising: an idle axle fixed at a shift case; and an idle synchronizer installed at the idle axle for switching a state of conveying the rotational force of an input axle to an output axle at the time of forward-reverse shifts.

Abstract: A synchronizer assembly for a vehicle transmission, where the synchronizer assembly is electrically actuated during a shift. The assembly includes a sleeve having an inner surface and an outer surface. A rotor is rotatably mounted to the outer surface of the sleeve and a shift collar is axially mounted to the inner surface of the sleeve. The rotor is threadably coupled to the shift collar so that when the rotor rotates, the shift collar moves in an axial direction relative to the sleeve. An armature coil is electrically coupled to the rotor to cause it to rotate. Keys are rigidly secured to the shift collar to maintain the orientation of the shift collar while it moves. The shift collar locks a shift gear to the transmission output shaft during a shift.

Abstract: The invention reduces the shift shock of a device equipped with a plurality of prime movers, and provides a power transmission device of a device having a first prime mover (engine) 1 and a second prime mover (motor) 2 as drive sources, which is arranged so that in the process of shifting from the first speed stage to the second speed stage, the increase or decrease in the rotation speed of the first prime mover (engine) 1 is the reverse of the increase or decrease in the rotation speed of the second prime mover (motor) 2. Also, in the process of shifting from a first speed stage to a second speed stage, control is performed so that a torque, which cancels out the inertia torque of one prime mover (engine) 1, is output by the other prime mover (motor) 2.

Abstract: Method and apparatus for positioning a coupling means in a gearbox in a first gear position, a second gear position and an intermediate neutral position. The apparatus includes a housing (5) that forms a working cylinder (6), a main piston (7) arranged in the working cylinder (6) in order to interact operationally therewith, and a piston rod (8) connected rigidly to the main piston and extending from a first side thereof out of the housing (5). The piston rod (8) is connected to the coupling means or mechanism (4) outside the housing. The main piston (7) is arranged displaceably between three different positions in the working cylinder that correspond to the first and second gear positions, and the neutral position. An auxiliary piston (11) is also arranged displaceably inside the housing. The auxiliary piston (11) is adapted to operationally interact with the working cylinder and is arranged on a second, opposite side of the main piston relative to the first side.

Abstract: A mesh-type automatic transmission comprises a power input shaft 300 for introducing power of an engine, a plurality of transmission gears 301, 303, 304, 306, 310, a plurality of cogged clutches 302, 305, 308, a power output shaft 323 for outputting driving force, a counter shaft 315, and a plurality of counter gears 314, 316, 317, 318, 322, for transmitting power of the engine to the power output shaft 323 by rotating the power input shaft 300 with the power of the engine, rotating the counter shaft 315 by rotation of the power input shaft 300, and transmitting rotation of the counter shaft 315 to the power output shaft 323 via the counter gears 314, 316, 317, 318, 322 with automatic gear change by engaging and disengaging the cogged clutches 302, 305, 308 to one of the transmission gears 301, 303, 304, 306, 310 corresponding to the speed, wherein the counter shaft 315 is provided with an assist mechanism 6 for transmitting rotational force of the power input shaft 300 to the power output shaft 323 by transm

Abstract: An automated drive train is provided for a motor vehicle comprising a single friction clutch, which is actuatable by a first actuator. A step transmission connected to the output side of the friction clutch comprises wheel sets to engage and disengage forward gears. A plurality of partial load positive gear shift clutches are provided which each include a synchronization means and which are actuatable by means of second actuators for engaging and disengaging the gears. A controller is provided for controlling the actuators such that the drive train is controlled to carry out a gear change under one of the three possible modes (A, B, C) depending on the conditions of the gear change to be made, wherein the three possible modes (A, B, C) of gear changes take place with an opened (C), a closed (B) or with a slipping (A) friction clutch.

Abstract: An arrangement of non-machined sheet metal synchronizer rings (1, 6, 10, 18, 19, 21) is provided, the outer synchronizer rings (1, 6, 10, 19) of which are provided a radial, outwardly projecting gear ring and a radial, outwardly directed flange (3).

Abstract: In a transmission with a first clutch including a first upstream rotary member to be driven by an input shaft, and a first downstream rotary member to be driven by the first upstream rotary member to drive an output shaft so that the first upstream and downstream rotary members are adapted to be selectively engaged with each other and disengaged from each other, an output shaft driving device includes a second upstream rotary member to be driven by the input shaft, and a second downstream rotary member to be driven by the second upstream rotary member to drive the output shaft.

Abstract: A synchronizing arrangement in a planetary gear (1) has an axially movable ring gear (22) which for various gearchange positions can be coupled to either of two coupling rings (9, 16), situated on their respective sides of the planetary gear (1), via synchronising rings (14, 20) which belong to these coupling rings, are capable of limited rotation relative to the ring gear and have external locking teeth (30, 31) to prevent gear engagement before synchronisation is achieved. The ring gear (22) is provided with two grooves (26, 27) which run round its inside and each accommodate a ring-shaped locking device (28) for transferring axial force to the respective synchronising ring at the time of gear engagement. The respective locking device is also situated in an external groove (32, 33) in the relating synchronising ring and can be compressed in the radial direction.

Abstract: A gear shifting control device for varying a gear ratio of a synchromesh transmission which controls an actuator to agree with an actual value of sleeve load in an axial direction with a required value with higher accuracy at a synchronizer of the transmission. A continuously varying driving signal with time is supplied to the actuator when necessary to change the actual value of the sleeve load to the required value different from the current value. A reaching time of the driving signal reaching the value corresponding to the required value to the actuator is determined based on an initial speed which is a speed of the sleeve at start of supplying the driving signal and a vibration cycle when the sleeve load is vibrated in response to the supply of a step signal to the actuator.

Abstract: An automated multi-speed transmission includes an engine clutch operable to establish a releasable drive connection between the engine and an input shaft, an output shaft adapted to transfer power to the driveline, and a synchromesh geartrain having a plurality of constant-mesh gearsets that can be selectively engaged to establish a plurality of forward and reverse speed ratios. The transmission also includes power-operated dog clutches for selectively engaging the constant-mesh gearsets, and a controller for controlling coordinated actuation of the engine clutch and the power-operated dog clutches. The power-operated dog clutch associated with the low and the top gear are used during downshifts and upshifts, respectively, to actuate a clutch assembly for synchronizing the speed of the input shaft and the selected gear prior to engagement of its corresponding dog clutch.

Abstract: Synchronizing device in a motor vehicle gearbox, comprising a synchronizer hub (1), an engaging sleeve (2) non-rotatably but axially displaceably mounted on the hub, an outer and an inner synchronizing ring (8a, 13) on one side of the hub and a single synchronizing ring (8b) on the other side of the hub. The engaging sleeve has first, and second groups of internal teeth (4a, 4b), each group being divided into three sets of teeth and each set in one group adjoining a set in the other group. The outer synchronizing ring has three sets of blocker teeth (9a) facing the engaging sleeve teeth (4a) of the sets of the first group and lacks teeth in intermediate areas (19a), while said single synchronizing ring (8b) has three sets of blocker teeth (9b) facing the engaging sleeve teeth (4b) of the sets of the second group and lack teeth in intermediate areas (19b).