Abstract: A transmission control apparatus for controlling a vehicle's transmission. The apparatus includes (i) a control motor mechanically connected to the transmission's selector drum and is actuable to rotate the selector drum, (ii) a torque sensor which senses torque applied to the selector drum by the control motor, (iii) a controller configured to control the control motor based on signals received from the torque sensor to control the engagement/disengagement of the dog clutches; and (iv) a cam indexer connected to the selector drum. The cam indexer includes (i) a cam sprocket having one gear detent corresponding to each of gear engagement position of the selector drum, and one neutral detent corresponding to each neutral position of the selector drum, and (ii) a cam follower that engages with the gear detents and biases the selector drum into either a corresponding gear engagement position or a corresponding neutral position.

Abstract: A system includes a PTO device that selectively couples to a driveline of a vehicle, a motor/generator electrically coupled to an electrical power storage system, and a shared load selectively powered by one of the driveline or the motor/generator. The PTO device further includes a coupling actuator that couples the shared load to the motor/generator at a first selected ratio in a first position, and couples the shared load to the driveline at a second selected ratio in a second position.

Abstract: The present disclosure discloses a vehicle two-power-source dual driving assembly, wherein, the vehicle two-power-source dual driving assembly comprises two sets of driving units that are symmetrically arranged, the two sets of driving units connect to a same set of vehicle axle half shafts, each of the sets of driving units is provided with a power source and an automatic transmission, and each of the automatic transmissions connects to one of the vehicle axle half shafts. The automatic transmission is provided therein with an input shaft, an intermediate shaft and an output shaft that are parallel, the input shaft, the intermediate shaft and the output shaft are provided thereon with multistage gears with different transmission ratios, the power source connects to the input shaft, and the output shaft connects to a left half shaft or a right half shaft of the vehicle axle half shaft.

Abstract: A hybrid vehicle includes: an engine including a crankshaft; an electric motor including a motor drive shaft; a power transmission shaft to which a total of drive power from the engine and drive power from the electric motor is transmitted; and a switching dog clutch located on a power transmission route from the crankshaft to the power transmission shaft, the switching dog clutch including a switching dog structure slidable to cut off the power transmission route.

Abstract: A transmission system for a vehicle, comprising an input shaft which can be connected to a drive source, and an output shaft which can be connected to a load comprises:—a clutch module which has an input that is connected to the input shaft and a first and a second output, as well as first clutch means which are located between the input and the first output and second clutch means which are located between the input and the second output, and gear stage means which are located between the input and the first or second output, as well as—a transmission module which has a first and a second input and an output that is connected to the output shaft, as well as a first sub-transmission which is located between the first input and the output, and a second sub-transmission which is located between the second input and the output,—where the first output of the clutch module is connected to a first input of the transmission module and the second input of the clutch module is connected to the second input of the tran

Abstract: A multi cone selector in a transmission employs sandwiched cone friction surfaces 19A, 20A and 21A and these are shown in free or unengaged state while the corresponding friction surfaces as numerals 19, 20 and 21 are shown as engaged. This comparative illustration shows the relative positions of the surfaces at different times since the “A” surfaces and the non “A” surfaces are the same circumferential surfaces. The cone selector is used to engage free rotating gear a female part 22 of a multi-cone selector. A hydraulic actuator 23 is received by internal gear case wall 24 formed so as to prevent any radial or axial movement of the actuator itself. A hydraulic coupling, in this case the hydraulic coupling is formed as hydraulic springs or bags illustrated at 26. The crown of hydraulic spring outlet piston is formed so as to clip in a housing of a thrust bearing 29.

Abstract: An input shaft 10 is connected rotationally with an intermediary shaft 20 through a connecting drive gear GCV, a connecting first idle gear GC1, a connecting second idle gear GC2 and a connecting driven gear GCN. A fourth speed drive gear G4V, which is formed in a one-piece body with a reverse drive gear GRV, is provided rotatably over the input shaft 10, and a third speed drive gear G3V is provided rotatably over the intermediary shaft 20. Both the third speed drive gear G3V and the fourth speed drive gear G4V mesh with a third and fourth speed driven gear G34N, which is provided rotatably over an output shaft 40. Also, a reverse driven gear GRN, which is connected rotationally with the reverse drive gear GRV through a reverse idle gear GRI, is provided rotatably over the output shaft 40.

Abstract: There is provided a transmission apparatus for a vehicle, which is arranged between a counter shaft and a drive shaft disposed in an engine unit of the vehicle, the transmission apparatus having a simple and compact structure and ease operability and permitting to achieve a reliable transmission respectively between forward gears and reverse gear to thereby make power transmission loss as small as possible and improve controllability of a gearshift fork for the reverse gear.

Abstract: This gearbox whose arrangement is derived from that of motorcycle gearboxes, comprises organs according to the invention enabling it to be adapted, in particular for a motor vehicle.The selector shaft (10) which ensures the ratio shift by means of forks (29, 30, 31) may be decoupled from the latter thanks to a decoupling shaft (11) which disengages the counter-cams forming one piece with the forks from their respective cams provided on the selector shaft (10).One can thus select any ratio shift without having to shift through the intermediate ratios.

Abstract: A control method/system for controlling engagement of a target gear ratio (GR.sub.T)in a vehicular automated mechanical transmission system (10) is provided. The control causes engine speed (ES) to be alternately greater than and then less than synchronous engine speed (ES=IS=OS*GR.sub.T) to cause torque reversals across the engaging positive jaw clutch associated with the target gear ratio to minimize or prevent partial engagement caused by torque lock conditions.

Abstract: A wobble plate type refrigerant compressor is disclosed which includes a compressor housing having a crank chamber and a cylinder block which is provided with an axial central bore and a plurality of cylinders. A plurality of pistons are slidably fitted within each of the cylinders. A wedge-shaped cam rotor is disposed within the crank chamber to rotate together with a drive shaft. A wobble plate is coupled to the pistons through each corresponding connecting rod. The wobble plate is disposed on the inclined surface of the cam rotor to convert rotating motion of the cam rotor into reciprocating motion to be imparted to the pistons while preventing the rotating motion of the wobble plate. A first bevel gear is fixed on the wobble plate and a second bevel gear connected thereto is supported by the cylinder block.

Abstract: A gear transmission for a vehicle in accordance with the present invention forms a first speed change range by disposing a back range gear and a second range gear on an output shaft adjacent to each other, disposing a back idle gear meshing always with the back range gear and a first range gear on a coaxial rotary shaft, engaging always the back idle gear with a gear disposed on an input shaft and engaging the first range gear with the second range gear on the input shaft. Accordingly, the speed change range of each of the first and second and back ranges can be constituted by two gear trains and the length in the axial direction can be reduced as a whole. Moreover, since the back range gear is always engaged with the back idle gear and the back idle gear is always engaged with the gear disposed on the input shaft, the angle of the face advance can be increased, chamfering of gears for sliding mesh becomes unnecessary and the gear strength of the back range gear train can be reinforced.

Abstract: A drop box transmission is especially suited for use in heavy equipment of the four-wheel drive, bi-directional Type 1, that is capable of being driven in opposite directions with equal speed and power ranges. The transmission has a four shaft drop from an input shaft carrying high and low range gears alternatively driving a second shaft positioned below the input shaft. A series of gears mounted rotatably on the second shaft are in constant mesh with compatible gears on a third shaft below the second shaft. The second shaft gears are selectively and alternatively engaged with the second shaft to be driven by it. Each of these gears is in constant mesh with a corresponding gear rotating with a third shaft below the second shaft. The third shaft drives a drive gear meshing with a forward drive gear on a fourth, output shaft below the third shaft and also drives a gear on a reversing counter shaft carrying a second gear meshing with a reverse drive gear also carried on the fourth shaft.

Abstract: A variable speed manual transmission includes an input shaft having a first drive gear for low speed drive and a second drive gear for high speed drive fixed thereon, an output shaft located under the input shaft and in parallel therewith and having at least a pair of axially spaced changed-speed driven gears fixed thereon, a first coutershaft arranged in parallel with the input and output shafts and having a first driven gear fixed thereon and continuously engaged with the first drive gear, a pair of axially spaced low speed drive gears rotatably mounted thereon and continuously engaged with the change-speed driven gears on the output shaft, and a first synchronizer coupling provided thereon to selectively connect the low speed drive gears to the first countershaft, and a second countershaft arranged in parrallel with the input and output shafts and having a second drive gear fixed thereon and continuously engaged with the second drive gear on the input shaft, a pair of axially spaced high speed drive gears

Abstract: A manual transmission includes an input shaft having first and second drive gears fixed thereon respectively for low speed drive and high speed drive, an output shaft arranged in parallel with the input shaft and having at least a pair of axially spaced change-speed driven gears fixed thereon, a first countershaft arranged in parallel with the input and output shafts at one side thereof and having a first driven gear fixed thereon and in mesh with the first drive gear, a pair of axially spaced low speed drive gears rotatably mounted thereon and in mesh with the change-speed driven gears, and a first synchronizer coupling adapted to selectively connect the low speed drive gears to the first countershaft, and a second countershaft arranged in parallel with the input and output shafts at the other side thereof and having a second driven gear fixed thereon and in mesh with the second drive gear, a pair of axially spaced high speed drive gears rotatably mounted thereon and in mesh with the change-speed driven gear

Abstract: In a mechanism for driving motor vehicles having a synchromesh gearbox with a friction clutch for each of two power branches with at least four power shiftable speeds and consecutive speeds are alternatively present on each one of the two power branches. Each friction clutch is a wet disc clutch with its inner discs having continuous radial grooves for a cooling oil flow supplied from a bore in a shaft. A switch piston shuts off the flow of cooling oil when the friction clutch is disengaged or almost completely disengaged. A prestressed cup spring in a compensating cylinder serves as a strong return spring thereby accelerating disengagement or delaying engagement of the friction clutch. Corrugated spring rings, axially situated between the inner discs and radially within the outer discs, serve as additional return springs. The wet clutch operates as a dry clutch and only has a low torque when it is disengaged.

Abstract: A vehicle gear-box with an input shaft which drives two intermediate shafts, which lie in a plane offset from the input shaft and have a pair of mutually engaging gears, one of which is non-rotatably joined to the intermediate gear for the first gear speed, mounted on one of the intermediate shafts, while the other gear is freely rotatably journalled on the second intermediate shaft and lockable thereon by an engaging sleeve with a synchronizer. Reverse gear is obtained by locking the second gear to the second intermediate shaft with the intermediate gear for first being disengaged from its intermediate shaft.

Abstract: A compact manual transaxle transmission includes an input shaft with four foward drive gears and a reverse drive gear. Two countershafts drive a differential. The first countershaft supports four forward driven gears and a reverse driven gear. The second countershaft supports another forward driven gear. One of the drive gears is in meshing engagement with driven gears on both countershafts, eliminating the necessity for elongating the input shaft to accommodate an additional gear set. The arrangement minimizes the overall axial length and optimizes the center distance between the input shaft and the second countershaft.

Abstract: Countershaft transmissions are useful for vehicles such as lift trucks or the like. But obtaining the desired speed reduction ratios and alignment of the various axes where space is at a premium is difficult. The subject countershaft transmission provides two forward speeds and two reverse speeds using four compactly grouped rotating clutch assemblies of the interleaved multiple plate and disc type for selectively connecting a plurality of constantly meshing gears in preselected patterns. A reverse clutch assembly is mounted on a first shaft, a forward clutch assembly and a low speed clutch assembly are mounted on a second shaft, and a high speed clutch assembly is mounted on a third shaft. A fourth shaft having a bevel pinion gear thereon is located at a minimal drop height "D" from the first shaft so that the longitudinal axis of the bevel pinion gear can intersect the transverse axis of a bevel ring gear associated therewith.

Abstract: A speed change transmission is shown in variation having an extremely wide range of selectively engageable speed drive ratios for use with garden tractors and utility cycles with tractor mode. The transmission also serves as a speed range transmission for use with a hydrostatic transmission in a garden tractor. In variation the transmission is shown with a new two speed PTO systme featuring selectively engageable rear, middle and front outputs. The transmissions and PTO system are extremely compact by virtue of an unique creep speed reduction train, a simplified constant mesh shift means, a PTO shaft journalled coaxially within a hollow transmission mainshaft and a minimum number of components arranged and adapted so that many serve multiple functions.

Abstract: A gearbox-transmission, especially for power vehicles, with synchronized reverse gear, an intermediate-gearwheel providing for the reversal of direction consists of two loose-gearwheels located on the same axis which is beside the input and output shafts, of which the one loose gearwheel engages the input-shaft via a loose-gearwheel and the fixed-gearwheel of one forward-gear, and the other engages the output-shaft via the loose-gearwheel and the fixed-gearwheel of another forward-gear. The two reverse gear loose-gearwheels are connectable with each other by means of a shift-clutch. In this way no additional gearwheels are needed on the input- and output-shaft for the reverse-gear so that the structural length of such a transmission can correspondingly be reduced.

Abstract: A vehicle transmission characterized by having a low profile, and a plurality of forward and reverse speeds. The transmission includes a plurality of shafts inclusive of an input shaft, an output shaft, a counter shaft and a plurality of gear shafts. The shafts are rotatably mounted in the transmission casing in a generally triangular transverse cross-sectional configuration. These are in selective gear communication. Selective gear communication is provided in part by hydraulic fluid responsive clutches selectively ported through the casing from a casing manifold.

Abstract: A change-speed gear in group-type construction with a main gear-shifting mechanism and a group gearing connected thereto. A primary shaft drives a main shaft selectively via gears of an intermediate shaft or by direct coupling of the primary shaft and the main shaft and at different speeds. The gears of the main shaft furthermore mesh with gears of the group stages of the group gearing; these latter gears are freely rotatably mounted on an output shaft and can be coupled therewith. To eliminate components and to provide a compact change-speed gear, one gear of the intermediate shaft, in addition to its function as shifting gear of the main gear-shifting mechanism, at the same times performs the function of a reversing gear for the reverse group of the group gearing.

Abstract: The invention provides a speed changing apparatus for a working vehicle comprising branched transmission lines between an input shaft and an output shaft. Each of the transmission lines includes one or more synchromesh type change speed gear mechanisms and one hydraulically operated clutch.

Abstract: A dual input clutch transmission has four forward speed ratios. The first and second ratios are duplicated so that a third ratio to first ratio and a fourth ratio to second ratio downshift pattern can be utilized.

Abstract: An automatic transmission for a city bus and other highway vehicles comprises an engine-mounted gearbox with a laterally offset drive output to the rear wheels through a propeller shaft and differential drive unit. The gear box has four layshafts grouped round the drive input shaft. Multiplate pneumatic clutches, one on each layshaft, select transmission ratios under the control of a driver's selector switch acting through an electronic control unit and an electro-pneumatic valve supplied with air by a compressor. The control unit includes a retarder function provided by simultaneous partial engagement of the first and second gear clutches when the vehicle is in third or fourth gear. Access to the clutches for servicing is provided by end covers on the gearbox whereby the clutch elements can be replaced without stripping the gearbox.

Abstract: A transmission ratio selecting mechanism including a ratio selector means (typically a hand lever), first and second ratio coupling members (36b,37 ) movable to select a number of ratios in the forward and reverse drive directions of an associated transmission, and linkage means (65,63,54,61,62,59,57,60,65,63,64,70,71,68,67,69) for moving the ratio coupling members in response to movement of the ratio selector means. The ratio selecting mechanism includes disconnecting means (72,73,63,64) for disconnecting one (37) of the ratio coupling members from the selector means during selection of the reverse ratios of the transmission.

Abstract: A vehicle transmission with parallel input (30) output (19), and idler (35) shafts each provided with first (28,31,34) and second (29,32,33) gear wheels. The first gear wheels (28,31) on the input and output shafts are in constant mesh and the first gear wheel (34) on the idler shaft meshes with the input shaft first gear wheel (28) alone, while the second gear wheels (29,32) on the input and output shaft are in constant mesh and the second gear wheel (33) on the idler shaft meshes with the output shaft second gear wheel (32) alone. A synchromesh clutch unit (36) selectively connects the input shaft first and second gear wheels with the input shaft and a non-synchromesh clutch unit (37) selectively connects the output shaft first and second gear wheels with the output shaft to obtain a number of different output shaft ratios.

Abstract: A vehicle transmission having power shift means and an overrunning clutch to selectively provide a multiple speed transmission with shifting of the vehicle transmission while the vehicle is operating. The transmission includes a main drive shaft, a jackshaft and a countershaft with a selective manual gear shift on the countershaft. The main drive is through the countershaft and a plurality of gearsets having clutching means to manually select one of a plurality of speed ratios. The first input speed drives through the first overrunning clutch to the main drive shaft. The jackshaft is selectively engaged through a power shift clutch to provide a second input speed to the main drive shaft. When the jackshaft is in operation, the first overrunning clutch is disengaged and the drive is through the power shift clutch to rotate the main drive shaft at the higher speed.

Abstract: A multiple substantially identical countershaft (16, 16A), simple change gear transmission (10) having two-piece (20, 20A, 22, 22A) countershafts is provided. The use of two-piece countershafts allows the countershafts to be supported by three bearings (72, 74 and 76) while not requiring greater than normal manufacturing accuracy of the transmission housing (H). A driving connection between the front and rear countershaft portions is utilized which will allow a degree of axial misalignment between the front and rear portions and which when connected assures proper circumferential alignment of the countershaft gears.

Abstract: Disclosed is a power shift transmission having torque converter, an input shaft driven by the torque converter, a countershaft in continuous driving relation with the input shaft, an output shaft having first, second, and third speed ratios journaled thereon and driven via the countershaft, a reverse speed ratio gear splined to the output shaft and driven via a gear on an idler shaft driven by the countershaft, a first friction clutch mechanism for connecting the first speed ratio gear to the output shaft, a second friction clutch mechanism for connecting the output shaft directly to the input shaft, a blocker-clutch assembly for coupling the second and third speed ratio gears to the output shaft, and an actuator assembly for shifting the blocker-clutch assembly into and out of coupling engagement. The friction clutches are momentarily engageable to relieve driving and coast mode torque on the blocker-clutch and to synchronize the blocker-clutch.

Abstract: A tractor transmission is synchronized between four different speeds in each of two different high and low ranges and a reverse range. A top shaft coupled to be driven by the tractor engine has four different gears which are concentrically and rotatably spaced along the length thereof in constant mesh with a different one of a second group of four gears formed on the outer surface of a counter shaft. The counter shaft is selectively coupled to the top shaft by either of two pairs of synchronizers concentrically mounted on the top shaft between different pairs of the first four gears. High and low ranges are respectively provided by a first splined collar capable of coupling the counter shaft directly to a differential drive shaft and a second splined collar capable of coupling the differential drive shaft to the fourth gear disposed about the top shaft via a low range driven gear.

Abstract: A countershaft gear transmission is disclosed wherein a plurality of main gears including a first main gear and a second main gear rotatably mounted to a main or output shaft, a countershaft drivingly connected to an input shaft has counter gears in constant engagement with the plurality of main gears and wherein when a low gear ratio is established the first main gear transfers power from the countershaft to the main shaft and when a high gear ratio is established the second main gear transfers power. The first main gear is formed on an outer race of a one-way clutch whose inner race is free to rotate on the main shaft. A synchronizer is coupled with the main shaft for coupling the inner race of the one-way clutch with the main shaft in all of the forward gear ratios. A disc clutch is coupled with the main shaft for coupling said second main gear with said main shaft in the high gear ratio.

Abstract: This invention relates to a drive train for small devices such as postage meters and the like wherein various speeds and drives to different sets of outputs are required during different phases of operation. The drive train of the invention negates the need for a burdensome number of components through the use of a unique combination of gears and clutches.

Abstract: A countershaft transmission having an input shaft selectively driving a clutch carrier connected to the output shaft by selective drive through direct drive and through countershaft driven quill shafts to the clutch carrier.