Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.
Abstract: A transmission for an outboard motor, the transmission having an input shaft with an input gear. A countershaft has a countershaft driven gear and a reverse driving gear, where the countershaft driven gear meshes with the input gear. An output shaft has first and second driven gears. First and second driving gears mesh with the first and second driven gears. A reverse idler gear meshes with the reverse driving gear and also with a reverse driven gear. A plurality of clutches includes first, second, third, and reverse clutches. The first and second clutches selectively rotate the first and second driving gears with the countershaft in first and second modes in forward rotation, respectively. The third clutch selectively rotates the second driving gear with the input shaft in a third mode in forward rotation. The reverse clutch selectively rotates the output shaft with the reverse driven gear in reverse rotation.
July 16, 2019
Date of Patent:
May 4, 2021
Brett Bielefeld, David J. Belter, Jeremy L. Alby
Abstract: A transmission reverser for reversing a direction of an output gear carried by an output shaft includes a reverse shaft, a reverse clutch mounted about the reverse shaft and having engaged and disengaged conditions, and a reverse disconnect synchronizer mounted about the reverse shaft and having engaged and disengaged conditions. When the reverse clutch and the reverse disconnect synchronizer are in the engaged conditions, the reverse shaft rotates the output gear in a reverse direction of rotation opposite a direction of rotation of the output shaft. When the reverse disconnect synchronizer is in the disengaged condition, the reverse clutch is disconnected from the output gear.
Abstract: A transmission for a power tool includes an intermediate shaft and first and second driving gears coupled for co-rotation with the intermediate shaft. The transmission also includes an output shaft having first and second driven gears continuously engaged with the respective first and second driving gears. The transmission further includes a hub coupled for co-rotation with the output shaft, and a collar. The collar is axially movable along the output shaft between a first position in which the collar couples the first driven gear to the hub for co-rotation with the output shaft, and a second position in which the collar couples the second driven gear to the hub for co-rotation with the output shaft.
Abstract: A gearshift interlock is provided including a first shift block operatively associated with at least one first synchronized gear. The first shift block has a detent and is movable between neutral and actuated positions. A second shift block is operatively associated with at least one second synchronized gear. The second shift block has a detent and is movable between neutral and actuated positions. A lockout member is provided wherein movement of one of the shift blocks from its neutral position toward its actuated position causes the shift block to urge the lockout member to engage the detent of the other one of the shift blocks. At least an outer surface of the lockout member has a hardness within a predetermined range, and each of the first and second shift blocks is hardened so as to impart a hardness within the predetermined range to at least a portion of the shift block.
Abstract: A unique transmission based on a servo-automated gearbox is disclosed wherein each of its gear pairs is self-disengaging and self-engaging requiring only the switching of dedicated hydraulic valves to transition from the disengagement of a gear pair to the engagement of a newly selected pair. During shifting, one servo controls the zeroing of the difference between the speed of the engine and the speed of the gearbox output shaft as required by the gear ratio of the selected gear pair. Concurrently another servo, by controlling the slip of several gear pairs, maintains the current vehicle acceleration or deceleration while also decelerating or accelerating, respectively, the slip-engaged engine toward the required speed.
January 13, 2014
Date of Patent:
January 19, 2016
Alfonso Soto Escobosa, Marcus Paul Escobosa
Abstract: A shift rod assembly for a transmission of a vehicle having a pair of shift rod members, a gear set assembly, and a pair of link members. The shift rod members each have a splined portion formed in the outer surface that mesh with a gear of the gear set assembly to translate rotational movement from one shift rod member to the other. The link members connect the shift rods to translate axial movement from one shift rod member to the other.
Abstract: In a transmission, an input shaft connected to a startup clutch includes a first input shaft and a second input shaft. Drive gears are fixed to a first main shaft and a second main shaft, and driven gears are provided on an output shaft to be free to rotate relative thereto. The driven gears are connected to and disconnected from the output shaft by a gear switching mechanism. A shaft switching mechanism that switches a power transmission path between the first main shaft and the second main shaft is provided on the first main shaft, the second main shaft, and the second input shaft. A damping mechanism is provided between the first input shaft and the second input shaft in order to cut spike torque generated when the power transmission path is switched, to a set torque.
Abstract: A transfer case for a vehicle. The transfer case may include a rotation direction portion and an output mode portion configured to be driven by the rotation direction portion. The rotation direction portion may provide torque in different directions to the output mode portion. The output mode portion may selectively provide output torque to one or more outputs.
Abstract: A vehicle transmission has at least three transmission gears. The at least three transmission gears are selectively engaged by at least three shifting sleeves. The shifting sleeves are actuated by two shift forks. Each shift fork is moved by a corresponding shift drum. The shift drums are disposed on a shift drum shaft. By rotating the shift drum shaft, each of the at least three transmission gears can be engaged in sequence. The two shift drums are spring biased.
May 3, 2010
March 14, 2013
BRP-POWERTRAIN GMBH & CO KG
Markus Hochmayr, Erik Hoser, Gerhard Wiesinger
Abstract: This is a constant-mesh transmission that uses special latches, electromagnetic actuators to operate said latches, and an associated computerized control unit to command said actuators and, at the same time, synchronize the speed of the motor/engine and the gear trains with the speed of the transmission output shaft. During gear ratio changes, the transmission control cooperates with the motor/engine control in such a way that speed differences between—and torque transmitted through—the gear trains involved and the output shaft are minimal; this permits effortless and on-the-fly coupling and decoupling of gears to/from the output shaft, without requiring any clutch operation. This transmission can be used in a variety of automotive and industrial applications, and is mainly intended for automotive vehicles with internal combustion engines.
Abstract: A transmission for a working machine including a drive transmission mechanism and a working transmission mechanism operated by swinging a shift lever is provided. The drive transmission mechanism has a key-sliding transmission mechanism axially mounted on a drive shaft. The key-sliding transmission mechanism causes a selected one of a plurality of gears rotatably mounted on the drive shaft and the drive shaft to rotate together to transmit power to drive wheels.
Abstract: A transmission shift system for idler wheels comprising at least one actuating device that actuates a respective sliding sleeve non-rotatably connected with a main shaft in order to bring the sliding sleeve to positive fit with an idler wheel to be shifted. It is provided that the shiftable idler wheel is disposed upon the main shaft directly juxtaposed in axial direction and that the respective actuating devices are provided as unit on the main shaft outside the group of idler wheels, each actuating device being connected with the respective sliding sleeve via at least one connecting element extending along the main shaft.
Abstract: A driven gear G3b for a forward second gear G3 which is obtained by a hydraulic clutch C3 on a second input shaft 5 is disposed contiguous with a driven gear G4b for a first gear G4. A spacer collar 9 is provided on an output shaft 6 so as to be positioned between a selector hub 8a and the driven gear G3b for the second gear G3, and the driven gear G4b for the first gear G4 is rotatably supported on the spacer collar 9.
Abstract: A motor vehicle gear box which includes at least two parallel longitudinal shafts and at least two gear assemblies including an idler of the first shaft geared to a stationary pinion of the second shaft. Coaxial rings are provided for jaw clutching the idlers on their shafts. The gear shift yokes of the rings are controlled, and the yokes are mounted sliding longitudinally and are provided with transverse legs having ends which bear contact keys, transversely aligned along an arc, which can be received in an actuator fork, and which is capable of being controlled in transverse movement along the arc and parallel to the shafts for selecting respectively one yoke, and engaging the associated ratio by displacing the yoke longitudinally. The yokes are mounted sliding on a common longitudinal axle.
Abstract: A sychronized transmission structure (100) providing a relatively low inertia for the synchronized jaw clutches (50, 52, 54) to act upon. The transmission input shaft (104) is splined to the master clutch driven members (14B), carries the synchronized jaw clutches for rotation therewith and supports the drive gears (106, 108, 110, 112 and 114) for rotation thereon by means of needle bearings (48) or the like. Countershaft gears (118, 120, 124, 126 aqnd 128) are constantly meshed with a drive gear or an idler meshced to a drive gear. The transmission output shaft (102) carries an output gear (132) fixed thereto, which is constantly meshed with a countershaft gear (130).
Abstract: An elongated shaft (124) for a compound transmission (110) and a method for producing same is provided. The shaft is finish machined from a work piece (200) comprising three segments (204, 206, 208) joined at friction-welded joints (210, 212).
Abstract: A transmission shifting system for axially displacing a jaw clutch having a plurality of axially and/or radially beveled teeth for engagement with a plurality of engagement cavities formed in a mainshaft gear where a ball ramp actuator or a cam ramp mechanism is used to axially displace the jaw clutch. An electrical coil is used to electromagnetically couple a control ring to the mainshaft gear using a clutch plate and an actuation ring is nonrotatably connected to the mainshaft. In an alternative embodiment, the actuation ring is formed as part of the jaw clutch and the control ring remains stationary relative to a mainshaft. A plurality of flux grooves are utilized to channel magnetic forces between the clutch plate and the mainshaft gear.
Abstract: A transmission shifting system for axially displacing a shift fork in response to an electrical signal using a ball ramp actuator to load a spring disposed between the ball ramp actuator and the shift fork where an electrical coil is energized to induce an electromagnetic field in a drive flange connected to a rotating driveshaft which causes the ball ramp actuator to axially expand thereby preloading the spring and causing a jaw clutch to be axially displaced by the shift fork to rotationally engage a transmission gear.
Abstract: A multi-speed rear wheel drive transmission having synchronizers and a plurality of gears rotatable on the input shaft provides for the elimination of neutral roll-over noise and optimization of common reduced size synchronizers. Gear face widths are also reduced along with shaft diameters to further optimize the transmission design. Towing restrictions are no longer required in vehicles utilizing this design. The input shaft is coaxial with the output shaft and may be connected by synchronizer to the output shaft. A countershaft is in continuous meshing contact with the output shaft.
Abstract: A manual two-speed automotive transmission adapted to being driven by an electric motor. The transmission includes an input shaft assembly driven by the motor via its armature, a flywheel and a clutch, an input gear assembly axially aligned with and separated from the input shaft assembly, and a transfer shaft assembly parallel to the input assemblies. A two-gear speed reducer rotatably mounted on the transfer shaft assembly connects a fixed gear of the input shaft assembly to a fixed gear of the input gear assembly. Additional gears are rotatably mounted on the transfer shaft assembly and secured to the input gear assembly, such that a synchronizer assembly on the transfer shaft cooperates with the various gears to drive the transfer shaft and a final output gear mounted thereon at a low or high speed. Reverse is accomplished by reversing the electric motor.
March 25, 1992
Date of Patent:
July 13, 1993
John M. Donato, John C. McCoy, Robert S. McKee, Ralph D. Salle, Richard A. Bakowski
Abstract: A mechanical stepped gearbox comprises a number of gear wheel pairs (25-34) which interact with one another and are arranged on an input shaft (19), an output shaft (22), and a first side shaft (24). The gear wheel pairs can be selectively coupled in order to form different gear ratios. In addition to this, the gearbox comprises, arranged on a second side shaft (40), a gear wheel (39) which is used both in order to bring about a reverse gear and in order to transmit driving force to the first side shaft (24). The gearbox can thus be designed with short axial extend even when the gearbox comprises many gear steps.
Abstract: An anti-roll device including a gear fixed on a drive shaft and a gear fixed on a driven shaft, a pinion engaged on a rod, a number of gradually narrowing notches formed in the pinion, a roller and a spring disposed in each of the notches, the rollers being biased to move toward the narrower ends of the notches, the pinion being engaged with either of the gears, the rollers being caused to be wedged between the narrower ends of the notches and the rod when the pinion rotates in one direction, thereby locking the gear and the rod together, rotation of the pinion in an opposite direction is prevented.
Abstract: A control (68) for controlling the input section (12) of a manually shifted compound synchronized transmission (10) of the type comprising the splitter type input section (12) connected in series with a manually shifted synchronized multi-speed main transmission section (14) is provided. The control is effective upon sensing disengagement of the master clutch (20) and nonegagement of the main transmission section (14) to cause the input section (12) to be shifted to and maintained in the not engaged (N) position thereof and thereafter to cause the input section to be shifted to the preselected ratio thereof (H or L). The control is also effective with the main transmission section in the disegaged position upon engagement of the master clutch to momentarily cause the input section to be shifted to one of the engaged ratios thereof allowing the synchronized jaw clutches of the main transmission section to be engaged in start-from-stop operations.
Abstract: A manual transmission (14') having a counter-shaft assembly (50) with a torsion damping mechanism (34) disposed therein to mitigate in-gear rattle of transmission gears. The countershaft assembly is mounted for rotation in a transmission housing (36). Assembly (50) includes a cluster gear (58) having a plurality of ratio gears (68-76) fixed thereto, a driven gear (60) journaled on the cluster gear and stops (58f, 60g) to limit relative rotation. The torsion damping mechanism includes a torsion bar (64) fixed at its ends to driven and cluster gears (60, 58), an energy damper having coulomb friction surfaces engaged by Belleville springs (80) and by opposing axial forces provided by helical gear teeth of the countershaft assembly.
Abstract: A manual transmission (11) is provided of the type including an input shaft (15) including an input gear (19), an output shaft (23), and a countershaft including a head gear (44). The counter shaft includes drive gears (41, 42, and (43) while the output shaft has rotatably mounted thereon a plurality of driven gears (31, 32, and 33) in toothed engagement with the drive gears. The head gear defines a set of internal splines (55), and the countershaft defines a set of external splines (57) which are in loose, splined engagement to define a lost motion connection. The head gear defines a pair of cam surfaces (59), and the countershaft includes a pair of cam members (61) and a compression spring (63), operable to bias the cam members against the cam surfaces, and bias the countershaft toward a centered position, relative to the head gear.
Abstract: A multispeed reversing transmission has a housing, an input shaft rotatable in the housing and adapted to be rotated by a drive, and an output shaft rotatable in the housing adjacent the input shaft and adapted to be connected to a load. At least one reverse gear and two different forward gears are fixed axially and rotationally on the input shaft axially spaced from one another and at least one respective reverse gear and two different respective forward gears are rotatable on the output shaft. At least one coupling member rotationally fixed but axially displaceable on the output shaft is displaceable between a reverse position operatively engaging the reversing gear of the output shaft and rotationally coupling same to the output shaft and a forward position operatively engaging at least one of the forward gears of the output shaft and rotationally coupling same to the output shaft.
Abstract: A mechanism arranged in combination with a multiple ratio transmission for eliminating gear rattle in the various gear ratios and neutral position of the transmission. Such mechanism includes a gear network that is preloaded with a spring arrangement which imparts a spring torque to each gear mesh in the transmission. The spring torque provided by the spring arrangement has a magnitude greater than the inertia torque of the gear meshes arranged in the transmission and is capable of overcoming torsional acceleration imparted to those gear meshes.
Abstract: A change-speed transmission for a motor vehicle which includes as input shafts a central shaft supported in an intermediate plate of the transmission housing and a hollow shaft supported on the central shaft near the intermediate plate. An output shaft for the axle drive is supported in the transmission housing parallelly to the input shafts. The transmission housing is constructed two-partite or three-partite whereby a separating plane extends within the area of the intermediate plate and parallel thereto. A first group of transmission speeds is coordinated to the central shaft and is located on one side of the intermediate plate, while a second group of transmission speeds coordinated to the hollow shaft is located on the other side of the intermediate plate.
August 22, 1986
Date of Patent:
September 20, 1988
Dr. Ing h.c.F. Porsche Aktiengesellschaft
Abstract: A transmission, especially for use with small tractors and the like, provides a number of higher speed drives, typically associated with mowing, and a number of extremely slow "creep" speed drives to make said tractor more compatible with snow blower and tiller implements. All speed drives are available in a single range with each being selected sequentially by movement of a single gearshift lever. A unique reduction train exploits one or more higher speed drives to drive the "creep" speed pinions and a safer reverse speed drive at reduced rotational speed. The extremely wide speed ratio range will also dismiss the smallest pinions and severe speed increasing drives presently employed in these transmissions to greatly increase capacity and to reduce costs.
Abstract: A two-speed gear box for handheld electric drills and the like has the movable parts associated with gear changing on or associated with a lay shaft. Gear changing is preferably effected by moving a pair of dogs, slidably mounted in holes through a lay shaft gear, to drivingly engage in either of two dog clutch members on the lay shaft. A thin flexible arm, preferably including a ring around the lay shaft, mounted in cantilever fashion from a movable base effects movement of the dogs. Should the dogs not be in proper register with a respective dog clutch member when changing speed, then the arm flexes and urges the dogs into driving engagement when proper register occurs. A family of two-speed drills having different specialized functions, e.g. a drill, a hammer drill, a screwdriver/drill, a screwdriver, etc., can be produced with the maximum parts in common enabling greater manufacturing flexibility and lower cost of manufacturing the family.
Abstract: A thirteen-speed driving wheel which includes a pedal drive shaft on the axis of the wheel, pedal crank arms, and vehicle interface fittings on both sides for mounting in pedal powered vehicles to replace the chain and derailleur system used in conventional bicycles. The driving wheel is particularly well suited for use in front wheel drive recumbent bicycles and tricycles and, because the driving gears are all enclosed within the wheel hub, provides a compact, low maintenance alternative to conventional chain drives.
Abstract: A semi-automatic mechanical change gear transmission system (11) including a manually operated non-synchronized mechanical change gear transmission (12), a plurality of two-position sensors (278, 280, 282, 284, 286 and 290) cooperating with sensor ramps (146, 148, 150, 152, 154 and 156) manually provided on the operated shift rails (104, 106 and 108) for sensing manual selection of engagement or disengagement of a particular ratio gear, speed sensors (48 and 50) for sensing the rotational speed of the jaw clutch elements associated with a particular selected ratio gear, a power synchronizer assembly (10) and a inhibit mechanism (304) associated with a standard interlock/neutral sensing assembly (254) to resiliently resist axial movement of the shift rails (104, 106 and 108) from the axially nondisplaced positions thereof in the absence of synchronous rotation of the jaw clutch members associated with a particular selected ratio gear.
May 13, 1985
Date of Patent:
June 30, 1987
Timothy J. Morscheck, Alan R. Davis, Michael J. Huggins
Abstract: A rotatable reverse gear is supported on a counter shaft. A member rotates and stops as an output shaft rotates and stops respectively. A device matches the rotational speed of the reverse gear to the rotational speed of the member when a transmission is shifted toward its reverse position.
Abstract: By making the ratios of the gear pairs in a conventional single countershaft transmissions a particularly defined sequence, and mounting the gear elements that are not affixed to the countershaft so that, that of the first gear pair is free to rotate on and couplable to the input shaft, that of the second gear pair is free to rotate on the output shaft and couplable to both the input and output shafts, with those of the remaining pairs free to rotate on and couplable to the output shaft, the number of ratios in the transmission will be enhanced by a factor of two (2) and the continuum will be in a particular geometric progression. By extending the particularly defined ratio sequence to a series arrangement of similarly constructed gearboxes, the number of continuum ratios in the resulting transmission will be enhanced by a factor of three (3) to five (5) and the continuum will again be of the same geometric progression.
Abstract: This invention relates generally to the field of automobile transmissions, and is specifically directed to the method of modifying a standard multi-speed transmission to obtain a lightweight two speed racing transmission, having an improved power to weight ratio, and a simplified shifting pattern, which are particularly desirable for modified, sprint, and stock cars racing on oval tracks.
February 25, 1985
Date of Patent:
July 29, 1986
John Atkins, Michael A. Bonicelli, Charles E. Conser
Abstract: A hinge fitting for an adjustable seat has a single rotatable handle by ms of which the back rest can be tilted and the height of the seat portion adjusted. The handle is connected to a shaft which can be selectively coupled to one of two eccentrics mounted on an axle which passes through the two hinge parts and one end of a pivotable seat support. One eccentric is coupled to one hinge part which has spur gear areas engaging inner toothings on the other hinge part. Rotation of this eccentric causes the inclination of the back rest to be adjusted. The other eccentric is coupled to a portion of the end of the seat support which is constructed as a three-stage hollow piston having inner toothings engaging spur gear areas on the adjacent seat hinge part. Rotation of this eccentric causes the height of the seat to be adjusted.
May 24, 1984
Date of Patent:
April 8, 1986
P. A. Rentrop Hubert & Wagner Fahrzeugausstattungen GmbH & Co. KG
Abstract: Transmission shift rail assembly has a single shift rod slidably received within an outer concentric tubular member. A first-second (1-2) speed fork is supported on the tubular member for movement therewith. A third-fourth (3-4) speed fork is slidably supported on the tubular shift rail for axial movement relative thereto. A fifth speed fork is fixedly retained on one free end of the shift rod. The tubular member has a pair of diametrically opposed elongated control slots receiving a transverse cross pin which extends from the fifth speed shifter through the tubular member and rod. Journal bearings are provided between the outer tubular member and the inner shift rod. This arrangement enables the 1-2 speed fork having the highest shifting resistance, to be readily shifted on the journalled tubular member in a predetermined manner reducing gear shift lever operating efforts.
Abstract: A fifth forward speed pinion is mounted by a bearing on the end of a countershaft that provides a space into which the bearing is fitted. A roller bearing mounted in the transmission casing supports the fifth speed pinion at the opposite end from that of the countershaft. The countershaft carries a reverse drive sprocket that is selectively connected to the countershaft by movement of a synchronizer clutch in accordance with control exercised by the vehicle operator. A reverse driven sprocket is drivably connected to the output shaft and torque is transmitted between the sprockets by a flexible, endless chain or belt.
Abstract: A gear shifting speed change apparatus for a rotary electric tool such as a drill having an electric motor driving a first pair of unequal diameter pinion gears which are in continuous driving engagement with a second pair of pinion gears. The gears of second pair are independently mounted next to each other for free rotation on a shaft having an axial keyway. An axially sliding key is manually shifted to engage either one, but not both, of the second pair of gears by means of a pair of projections extending radially outwardly from the sliding key, one projection being axially outside the outer face of each gear and engageable with a recess in the outer face of the adjacent gear.
Abstract: A four speed, constant mesh transmission includes an input and an output shaft with four pairs of driver and driven gears respectively spaced on the two shafts. A pair of gear couplings are slidably disposed on the output shaft and splined for rotation therewith. Each gear coupling is selectively moved along the shaft for engagement with one of the driven gears by means of a pair of shift forks respectively engaged with the gear couplings. The two shift forks are slidably disposed on a guide rail which extends parallel to the input and output shafts of the transmission. Each shift fork includes a solenoid lock which may be selectively engaged with the guide rail for preventing sliding movement of the shift fork with respect thereto.
Abstract: In a turbo-refrigerator apparatus provided with a compressor in the form of a turbocompressor, a speed increasing gear system capable of switching from one speed increase ratio to another at least in two stages is located between the turbocompressor and an electric motor, so that a speed increase ratio suitable for the conditions of outdoor air can be selected to operate the apparatus with high efficiency. Housings of the turbocompressor, electric motor and speed increasing gear system are connected together in such a manner that a shaft supporting an impeller of the turbocompressor, an output shaft of the electric motor and shafts of the speed increasing gear system are located within the respective housings to render the apparatus hermetic to avoid extension of the rotary shafts through the housings, thereby avoiding leak of the working fluid of the turborefrigerator apparatus to outside.
Abstract: To selectively provide multi-speed two-wheel drive, multi-speed four-wheel drive and low-speed high-torque four-wheel drive, a change-speed gearing for a motor vehicle includes a rear output shaft coaxial with a front output shaft, a clutch hub fixed to the rear end portion of the front output shaft adjacent to the front end of the rear output shaft, a first hub sleeve axially slidable on the clutch hub to be shifted toward the front end of the rear output shaft to connect the front and rear output shafts, a speed-reduction driven gear freely rotatable on the front output shaft adjacent to the clutch hub and in meshing engagement with a counter gear fixed to a countershaft, and a second hub sleeve axially slidable on a hub portion of the driven gear to be shifted toward the clutch hub after the first hub sleeve is shifted.
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: A hydro-mechanical change speed mechanism of the type useful in road sweeping vehicles and the like in which the vehicle is required to travel from place to place at normal road speed but also requires the ability to travel at a relatively reduced speed while carrying out its main function such as road sweeping. The change speed mechanism herein disclosed is inserted into the normal drive train so that the input shaft 11 for the mechanism mates with the output shaft from a vehicle gear box and the output drive shaft from the mechanism 12 drives the driven wheels of the vehicle via a cardan shaft. A selector mechanism 41, 42, 43 enables the input and output shafts 11 and 12 to be mechanically directly connected together, or via respective first and second gear trains 15 and 16, to a vehicle drive pump 13 and a hydraulic motor 17 respectively. A hydraulic connection between the vehicle pump and the hydraulic motor results in an alternative hydraulic coupling between the input and output shafts 11 and 12.
Abstract: A roller bearing assembly including a surface of a shaft serving as an inner race for rolling bodies, the surface having a diameter smaller than the outer diameter of a gear formed integrally with the shaft, a cylindrical outer race of a larger inner diameter than the outer diameter of the gear, and a cage for the rolling bodies composed of two halves formed by splitting the cage radially of the shaft, whereby the gear of a small outer diameter can be formed integrally with the shaft of a large diameter to thereby increase the rigidity of the shaft.
Abstract: A gear box having five forward speeds having an input shaft a lay shaft and a main shaft, the arrangement of the gear box being such that under drive, the input and main shafts are thrust towards one another.
Abstract: In a multistage speed change gear system including a plurality of gears selectively interconnecting an input shaft and an output shaft located parallel to one another, the gears disposed concentric with the input shaft are supported by ball-and-roller bearings supported by at least one stationary member which is an entity separate from the input shaft. By this arrangement, relative movements occur between inner and outer races of the ball-and-roller bearings when a rotational force is transmitted from the input shaft to the output shaft, thereby preventing or reducing the development of fretting corrosion in the ball-and-roller bearings.
Abstract: A power transmission unit for automotive vehicles includes a change-speed mechanism, a final drive gearing and a differential gear unit assembled within a casing, the change-speed mechanism having an input shaft drivingly connected to an engine by a friction clutch assembly, and the final drive gearing connected to an output shaft of the change-speed mechanism to drive the differential gear unit. The input shaft is in the form of a torsion bar to reduce torsional rigidity of the drive power train, and a friction member is provided to restrain twisting vibration of the input shaft.
Abstract: Transmission with double friction clutch, especially transmission for agricultural and/or vehicles for the construction industry, with two gear shifting groups, each one of which can be shifted by means of an associated clutch, with the groups being shiftable under load. One of the clutches is engaged by being spring-biased and engageable by means of a selectively acting pressure medium adapted to operate one or several cylinder/piston units. The effective operating surface of the pertaining piston is greater than the operating surface of the piston associated with the second clutch. The cylinders are connectible in such a way that on each piston in each shift position thereof the same shifting pressure is exerted.