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

Abstract: A vehicle transmission apparatus configured such that when transitioning to an actual traveling state by forming one of the shift speeds from a free running state in which a vehicle is in a traveling state and the speed change mechanism is in a neutral state with none of the shift speeds formed, the control device performs a control to determine from the plurality of shift speeds one final target shift speed according to at least a vehicle speed and a driver request, and an intermediate target shift speed with a speed ratio smaller than that of the final target shift speed, and to form the final target shift speed after formation of the intermediate target shift speed.

Abstract: In a transmission system for vehicles in which shift position changing drive means is coaxially connected to a shift drum selectively establishing a plurality of gear trains for respective gear steps capable of selective establishment in response to a turned position and a shift position sensor detects which one of the gear trains is being established, the number of component parts is reduced and assembly performance is enhanced while allowing for automatic gear shifting by use of a shift actuator.

Abstract: A control device includes an input member drivingly coupled to at least one of an internal combustion engine and a rotating electrical machine as driving force sources of a vehicle. When downshifting or upshifting the control device controls the engagement pressure of a direct coupling clutch to a pressure lower than the direct coupling limit engagement pressure during downshifting, when downshifting in a state in which required input torque, which is torque that is required to be transferred to the input member, is set to a positive torque, and the control device controls the engagement pressure of the direct coupling clutch to a pressure equal to or higher than the direct coupling limit engagement pressure during downshifting or upshifting, when performing downshifting in a state in which the required input torque is set to a negative torque, or when performing upshifting regardless of the required input torque.

Abstract: A transmission includes a controller that uses force feedback from a detent mechanism to determine appropriate actuator output for achieving a desired transmission range, which faciliates the implementation of “shift by wire” systems on pre-existing transmission designs.

Abstract: A shift apparatus for a dual clutch transmission includes a plurality of shift lugs and a shift operating module moving the shift lugs. The apparatus provides a simple structure and sufficient rigidity and durability, in addition to a simple shift of a gear. The apparatus further provides an automatic releasing function that automatically releases the prior shift stage and an active inter-lock function that prevents gears connected to the same clutch from being engaged simultaneously, and enables 6-3-stage and 5-2-stage skip shift.

Abstract: A control device for controlling a vehicle drive unit including an input member drivingly connected to an engine; an output member drivingly connected to a wheel; and a transmission device that includes engagement elements, that switches between shift speeds by control of engagement and disengagement of engagement elements, and that transmits a rotational driving force of the input member to the output member at a speed changed at a speed ratio of each of the shift speeds. The control device includes a control unit that controls the transmission device to achieve a one-way transmission speed in a running idle state in which a vehicle is running while the rotational driving force of the input member is not transmitted to the output member and a rotational speed of the engine is controlled to a predetermined idle speed.

Abstract: First and second clutches correspond to systems which include “first gear” and “second gear,” respectively. When the temperature of the first clutch at the time of start of the vehicle is lower than a first temperature, only the first clutch is used as a start clutch for driving the vehicle. When the temperature of the first clutch is not lower than the first temperature but is lower than a second temperature, both the first and second clutches are used as the start clutch. When the temperature of the first clutch is equal to or higher than the second temperature, only the second clutch is used as the start clutch. Thus, the higher the temperature of the first clutch, the smaller the load acting on the first clutch. When the temperature of the second clutch is high, engine torque is reduced, and a warning is issued.

Abstract: A method of operating a powertrain may include providing an automatic transmission disposed between a drive unit and an axle drive. One input shaft of the automatic transmission is connected by means of an operable clutch to the drive unit and an output shaft of the automatic transmission is connected to the axle drive. A transmission-side, mobile auxiliary drive is configured to couple with a transmission-side connection. The transmission-side connection point for the auxiliary drive is decoupled from the axle drive and, at least partially from the drive unit. The rotational rate of the transmission-side connection point for the auxiliary drive and the auxiliary drive are synchronized, whereby the auxiliary drive is coupled to the connection point. The transmission-side connection point for the auxiliary drive, and thereby the auxiliary drive, is coupled to the drive unit as well as the axle drive.

Abstract: An arrangement for actuating at least one shift fork (1) in a transmission of a vehicle. The arrangement has at least one actuating device (3), which is mounted on a shift rail (8), that actuates the shift fork (1) to undergo an at least axially directed shifting movement such that either a one-directional spring deflection of a two-directional spring deflection of the shift fork (1) is provided, and such spring deflected action is provided by at least one bent spring (12).

Abstract: A shifter assembly includes a base. A light box is disposed about the base. The shifter assembly also includes a ratchet system for adjusting the light box relative to the base.

Abstract: Two identical differential mechanisms are mounted in parallel between the input shaft connected to the rotor 1 of the wind generator by a speed step-up device, and the output shaft connected to a synchronous generator. The two planet gears are secured to the output shaft. The two planet carriers are secured to the input shaft. The two annulus gears therefore rotate at the same speed. They are connected by slightly differing transmission ratios, of which one is also reversing with respect to the other, to the two input elements of a comparator differential. The cage of this differential rotates at a speed equal to half the difference between the absolute values of the rotational speeds of the elements. After multiplication by gearing, this low speed is applied to the rotor of a regulating apparatus such as an electric generator. The transmission ratio is adjusted or regulated by altering the torque applied by the regulating generator.

Abstract: A drive device for a vehicle, an electric machine and an axle which is drivable by the electric machine. A disengageable mechanical coupling is provided between the drivable axle and the electric machine. This coupling is designed as a shiftable freewheel coupling.

Abstract: During reversal of drive of a vehicle, particularly a work machine with a hydrodynamic torque converter and a bypass clutch, the bypass clutch is first disengaged, during the reversal process. Next, a previously engaged first driving direction clutch, driving the vehicle in the first driving direction, is disengaged and a second driving direction clutch, for driving the vehicle in the second driving direction, is engaged so that a speed of the vehicle, in the first driving direction, is reduced and a speed of the vehicle, in the second driving direction, is subsequently accelerated, whereby the drive motor is operated at a higher rotational speed during the reversal process.

Abstract: A method of operating the torque converter lock-up clutch in a power transmission of a working machine comprising at least one hydraulically actuated lifting device. The torque converter lock-up clutch is actuated for disengagement when a predefined limit value for the position of the lifting hydraulic mechanism of the at least one lifting device is exceeded. When the position of the lifting hydraulic mechanism falls below a predefined limit value and when the turbine rotational speed exceeds a predefined threshold value, the torque converter lock-up clutch is reengaged.

Abstract: The invention relates to a control device for controlling the engagement of selected gears of a gearbox for a motor vehicle, which control device comprises a control rod with a respective locking arrangement. The locking arrangement includes a locking element provided with one or more grooves or recesses which each define a predetermined setting position of the control rod. The locking arrangement further includes two locking balls, a control ball and a spring arranged in a hollow space in the control rod. The locking balls are movable radially in the hollow space in mutually opposite directions, perpendicular to the control rod's longitudinal axis, against the action of the spring in order for the locking balls to be brought into and out of engagement with the grooves/recesses.

Abstract: One aspect of the instant disclosure is to provide a sensorless adaptive safety actuator. The safety actuator comprises a driving unit, a transmission unit coupled to the driving unit, and an output unit coupled to the transmission unit. The transmission unit comprises a load-adaptable retracting mechanism. When the output unit experiences a mechanical load exceeding a critical value, the load-adaptable retracting mechanism causes the transmission unit to decouple from the driving unit. Thus, responding to an accident where the impact on the output unit causes a force/torque overload, the instant safety actuator is capable of effectively stopping the force/torque transmission to the work output device without the use of active sensors.

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

Abstract: A driving force transmission apparatus includes: a driving force transmission shaft receiving driving force of a driving source from a rotating member and transmitting the driving force from a main driving wheel side to an auxiliary driving wheel side; a first driving force interruption unit connects/disconnects the driving force transmission shaft to/from the rotating member; a second driving force interruption unit connects/disconnects the driving force transmission shaft to/from at least one of two auxiliary driving wheels so that transmitted torque is variable; and a control unit controls connection and disconnection of the first and second driving force interruption units. The control unit causes the second driving force interruption unit to connect/disconnect the driving force transmission shaft to/from the at least one of the auxiliary driving wheels before causing the first driving force interruption unit to connect/disconnect the driving force transmission shaft to/from the rotating member.

Abstract: The invention relates to a method for changing gear stages in a transmission having a hydrostatic transmission and a downstream manual transmission, and a corresponding transmission arrangement. First, a desire to shift is detected within the manual transmission to change the gear stages. The hydrostatic transmission and the downstream manual transmission are activated to change the gear stage of the downstream transmission. Whether the gear stage to be engaged through a gear stage change was successfully engaged is detected by a detection device, which is connected to an electronic control unit of the transmission arrangement. If the engagement of the gear stage to be engaged is not successful, the original gear stage is reengaged. After the engagement of the original gear stage, the downstream transmission is again activated such that the gear stage to be engaged is engaged.

Abstract: A transmission includes an input, a variator including an output and a race connected to the input for producing a variable speed ratio between the output and the race, a gearset including a component connected to the output, and second and third components, a first clutch opening and closing a connection between the input and the second component, and a second clutch opening and closing a connection between the output and the third component.

Abstract: A continuously variable transmission includes a continuous gear-change mechanism, a gear-change operating section to which a gear-change operation is input, and a gear-change controlling section changing a gear ratio of the mechanism according to the gear-change operation that is input from the operating section. A first gear-change operation and a second gear-change operation, performed subsequently to the first operation, or an input from a second gear-change operating section can be input to the operating section. The e controlling section is provided with the plural gear ratios for plural gears and previously set, causes the mechanism to perform, according to the first operation, a gear-change operation to a gear ratio for a next gear, and to perform, according to the second operation, a gear-change operation to an intermediate gear ratio set between the gear ratio for the next gear and a gear ratio for a second next gear.

Abstract: A method is provided for improving shift quality in an automatic transmission. In many automatic transmissions, the shift quality during lift foot upshifts is unsatisfying. Generally, two types of complaints concerning shift quality are known: harsh feel right after the shift order and bump at the synchronization of the shift. In order to provide an automatic transmission which overcomes these two problems, a first and a second positive torque requests are initiated on upshift coasts. This measure improves the global shift feel by controlling the engine toque level at shift order and at synchronization: the engine torque level at the beginning of the gear shift is smoothly decreased to reduce the initial bump and is controlled at the synchronization to reduce the amplitude of underlap when the clutch capacity is rising.

Abstract: A combination module for an appliance includes a transmission selector mechanism adapted to selectively operate transmission shift structure of the appliance, and a speed sensor mechanism adapted to sense the operative speed of a motive element of the appliance. In one example, the combination module further includes a single electrical connector adapted to electrically couple the transmission selector mechanism and the speed sensor mechanism to control circuitry of the appliance.

Abstract: A power tool includes a power source, a speed change mechanism and a tool bit. The speed change mechanism includes first and second rotating shafts disposed parallel to each other, a first power transmission path provided with a first gear train and a first clutch and a second power transmission path provided with a second gear train and a second clutch. The power transmission path is switched between the first power transmission path and the second power transmission path while the first and second gear trains are held engaged, by shifting of the first and second clutches between the power transmission state and the power transmission interrupted state according to a load applied to the tool bit. The speed change mechanism further includes a switching retaining mechanism, a switching preventing mechanism, a switching set value adjusting mechanism or a switching mechanism.

Abstract: A shift rocker arrangement for a transmission including a two-arm bracket shift rocker that extends around a transmission element to be shifted and is supported by pivot bearings on the arms of the bracket within a transmission housing to pivot about an axis located essentially in the plane of the bracket. The shift rocker has bearing elements formed on the bracket arms and complementary bearing shells are formed on the inside wall of the closed housing. The bearing shells that support the bearing elements of the shift rocker are either formed on a bearing bar, which is supported at both ends by the housing, or they are formed directly on inside walls of the housing.

Abstract: The invention relates to a gear actuator for shifting a gear, with an alley switch actuator (12), a gear switch actuator (14) and a shift finger (36), which can be moved by an alley switch actuator (12) and a gear switch actuator (14) for the purpose of transferring a switching movement to the gear. An alley switch sliding element (34), connected with the alley switch actuator (12) and a gear switch sliding element (32), connected with the gear shift actuator (14), are provided according to the invention. The shift finger (36) is supported movably at the alley switch sliding element (34) and at the gear switch sliding element (32).

Abstract: A gear shifting mechanism for vehicle automatic transmission, including a housing, a spline shaft installed in the housing, an axial position sensor and a radial rotary position sensor installed on the spline shaft, a shift finger connected with the spline shaft through a spline, a gear selecting device and a gear shifting device respectively selected and shifted a gear through the shift finger. The gear selecting device utilizes a gear selecting proportional electromagnet for moving the shift finger, and controls the automatic gear shift by adjusting the current. The gear selecting device utilizes restoring springs, and the restoring springs are multiple levels disposed.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for continuously and infinitely variable transmissions (IVT). In one embodiment, a variator is adapted to receive a control system that cooperates with a shift nut to actuate a ratio change in an NT. In another embodiment, a neutral lock-out mechanism is adapted to cooperate with the variator to, among other things, disengage an output shaft from a variator. Various inventive mechanical couplings, such as an output engagement mechanism, are provided to facilitate a change in the ratio of an IVT for maintaining a powered zero operating condition. In one embodiment, the output engagement mechanism selectively couples an output member of the variator to a ratio adjuster of the variator. Embodiments of a ratio adjuster cooperate with other components of the IVT to support operation and/or functionality of the IVT. Among other things, user control interfaces for an IVT are disclosed.

Abstract: A speed changing structure for a work vehicle, comprising a travel speed changing device having a plurality of speed change positions, a manually operated speed changing lever (63), control means (64) for controlling the travel speed changing device, and a manually operable operating part (65) provided to the speed changing lever (63), wherein the control means (64) has a first speed changing mode for operating the travel speed changing device in single steps so as to follow the operation of the speed changing lever (63), and a second speed changing mode for operating the travel speed changing device without passing through intermediate speed change positions to a speed change position that corresponds to the operating position after the speed changing lever (63) has been moved from the speed change position that corresponds to the operating position prior to the speed changing lever (63) being operated; and the control means (64) operates the travel speed changing device in the first speed changing mode when

Abstract: A linear actuator includes permanent magnet annuli arranged about an armature core for axial movement in a tubular stator upon energization of coils arranged in concentric association with the armature. The stator has portions extending radially inwards of the coils and towards one another beneath each coil, which define a spacing between the coil and the armature. The annuli have a substantially radially magnetized structure and the coils are configured for single phase power input. In one embodiment (FIG. 6), two pairs of spaced annuli are arranged on the core, wherein the axial length of the outermost annuli is half the axial length of the inner annuli.

Abstract: An embodiment provides a method shifting a multispeed transmission. The multispeed transmission includes multiple gear paths having alternating speed ratios and a plurality of shift members. Each shift member is selectively moveable to engage a speed ratio of the transmission. The method includes directing a shift finger to contact a first shift member, moving the first shift member generally in a first generally orthogonal direction to engage a first gear, and moving the shift finger in a second generally orthogonal direction to an intermediate configuration. The shift finger will not contact a selector rail when moved in the first direction when the shift finger is in the intermediate configuration. The method also includes moving the shift finger generally in the second generally orthogonal direction to a second engaged configuration. The shift finger will contact a second shift member when moved in the first direction when the shift finger is in the second engaged configuration.

Abstract: A shift lever assembly includes a shift lever swingably with a rotational axis as a swing support point, an axis supporting bracket for supporting the rotational axis, two axis supporting elements for supporting both ends of the rotational axis together with the axis supporting bracket. In addition, two beams are provided with each of the axis supporting elements. The beams will break off in case where an impact load is to be applied via the shift lever. Furthermore, a metal plate is provided with the axis supporting bracket for each of the axis supporting elements. The metal plate will be bent by the each of the axis supporting elements moving after break-offs of the beams. According to the shift lever assembly, stroke displacement for energy absorbing can be made relatively long. In addition, relatively large impact energy can be absorbed with short stroke displacement.

Abstract: An actuating device for a gear shifting transmission. The actuating device includes a selector lever which has stable selector lever positions, and a detent mechanism with a detent element and notched gate, the detent element is connected to the selector lever. The notched gate is disposed on a gate shaft that rotates when actuated. The gate shaft includes at least one helical return groove for the detent element. Due to rotation of the gate shaft, the detent element can be transferred from a start position, along the return groove, into a target position. The selector lever position always reflects the actual gear stage of the transmission, even with shift-by-wire-controlled gear shifting transmissions. The driver is provided with reliable visual and tactile feedback about the gear state of the transmission. The actuating device is structurally reliable, has low energy consumption, produces minimal noise, and requires minimal construction space.

Abstract: An automated motorcycle transmission comprises a shift actuator (1) for engaging the gears of the transmission. The shift actuator (1) is a three-position actuator with self-maintaining end position stability which has first and second stable end positions and a stable central position. The shift actuator (1), when in the first end position, corresponds to a first gear of the transmission, the shift actuator (1), when in the second end position, corresponds to other gears of the transmission, and the shift actuator (1), when in the central position, corresponds to a neutral position of the transmission.

Abstract: A shift system for a boat propulsion unit is provided comprising a remote control operation device having a remote control shift lever for shifting from a distance. A boat propulsion unit has a shift device for shifting and a shift actuator for actuating the shift device. A controller controls the actuation of the shift actuator according to the operation amount of the remote control shift lever, as the remote control shift lever is operated from a neutral position within a specified range of shift region. The controller controls the actuation amount of the shift actuator per unit operation amount of the remote control shift lever to be different in part of the shift region.

Abstract: The control device comprises an elongated mechanical transmission member (10; 110) interposed between the gearbox and a control member (100) for transmitting to the gearbox the commands imparted through the control member, in such a manner that the gear engaged by means of the gearbox is linked to the linear position of the transmission member (10; 110). The device is provided with a position sensor (26; 126) comprising a movable reference element (28; 128), the movement of which is univocally determined by the movement of a rigid end portion (14; 114) of the transmission member (10; 110), and a stationary detection element (30) for detecting the position of the reference element (28; 128). The reference element (28; 128) is mechanically connected to the rigid end portion (14; 114) and spaced apart from it.

Abstract: A golf cart actuating system includes a golf cart that includes a seat assembly vertically spaced from a foot rest wall. A support wall extends between the foot rest wall and the seat portion. A direction rod extends through the support wall. The direction rod is rotated to a first position to select forward movement and rotated to a second position to select rearward movement. A bracket is attached to the foot rest wall. A pivot member is pivotably coupled to the bracket. A crank is attached to the direction rod. A lifting post is attached to and extends between the crank and the pivot member. A control post is attached to and extends upwardly from the pivot member. Movement of the control post away from or toward the seat assembly alternates the direction rod from the first position to the second position.

Abstract: A shifter includes an actuator incorporating a shape memory alloy wire to control movement of lever-position-controlling components of a vehicle transmission shift lever. In one arrangement, the actuator controls movement of a cam to prevent moving a pawl out of park position until predetermined vehicle conditions are met. Alternatively, the actuator can be directly attached to the pawl itself for controlling movement of the pawl, or connected to a toggle linkage arrangement for controlling movement of the pawl. In still another arrangement, a magnet arrangement is used to motivate a pawl-blocking member. When necessary, a mechanical fuse is operably connected to the system to prevent damage to the shape memory alloy wire where there is risk of the pawl being frictionally stopped from movement despite the contraction of the shape memory alloy wire actuator.

Abstract: A gear shift device is provided which changes speed by transmitting rotation of a shift spindle by gear shift operation input to rotation of a shift drum through an intermittent feed mechanism and a lost motion mechanism. An upstream rotation holding mechanism is provided to hold in a required rotational position an upstream rotating member of the lost motion mechanism which is rotated by gear shift operation input through the intermittent feed mechanism. When a required level of gear shift operation is done, the gear shift device changes speed adequately, without continuing gear shift operation, and thus improves operability.

Abstract: A countershaft transmission with positive engagement clutches for changing transmission gearing ratios and shift rails for supporting shift forks in a transmission housing, one shift rail being adapted to support at least two shift forks, whereby an assembly of shift rails is simplified and the transmission housing size is reduced.

Abstract: Transmissions in which the mechanical gear shift arrangements are replaced by electro-hydraulic operated shift mechanisms that have to be able to be neutralised positively to ensure a proper operation. An arrangement and method are provided to determine the position of the shift rail so a shift can be made only if the conditions are right. To prevent engagement of two shift members at the same time and consequent damage in case of electronic failure, mechanical safety features such as detents are included.

Abstract: An arrangement structure of a shifting actuator of an internal combustion engine mounted on a motorcycle is provided in which while the shifting actuator is provided externally of an engine case of the engine so as not to interfere with auxiliaries, it is protected without external protrusion and external appearance is kept satisfactory. An external wall of an engine case is partially inwardly recessed to form a recessed portion capable of accommodating a shifting actuator. An actuator body of the shifting actuator is disposed in the recessed portion. An attachment bracket attached to an end portion of the actuator body is fitted to a first fitting hole of an engine case outer lateral wall on the side of the recessed portion and is secured to the engine case outer wall. The motorcycle has a multistage transmission that can reduce its axial width to achieve compactness.

Abstract: In certain embodiments, a vehicle includes a vehicle body frame including a main frame extending rearward from a head pipe, and a pivot frame extending downward from a rear portion of the main frame. An engine is supported by the vehicle body frame. A shift pedal is provided, with which a driver performs a gear-shifting operation. A base part is provided, to which a detector and a moveable part are attached. The detector is configured to detect the gear-shifting operation, and the moveable part is configured such that an operation thereof is detected by the detector. A link is provided, which links the shift pedal and the moveable part to each other. The base part is detachably provided to the engine, and the base part and the moveable part are configured, in a plan view, inward of an outer side surface of the main frame in a vehicle width direction.

Abstract: In an automatic transmission, a shift lever is operable to move to one of a plurality of shift positions corresponding to ranges established as selectable options. The plurality of shift positions are each configured as one of a momentary position allowing the shift lever to automatically return to a home position and a retention position allowing the shift lever to be held therein. A return mechanism for causing the shift lever held in the retention position to return to the home position is provided. The return mechanism is enabled on one of conditions that the parking switch be turned on and that an ignition switch be turned off. In a manual transmission, a return mechanism for causing the shift lever held in a gear stage to return to a home position is provided, and the return mechanism is enabled on condition that an ignition switch be turned off.

Abstract: A method for the adjustment of a gearbox actuation system of an automated gearbox of a vehicle. The gearbox includes a shift finger; a plurality of gearshift rails, each rail in the plurality of gearshift rails in a respective position; a neutral gap with a first portion formed by respective jaws for said each rail and with a second portion formed separate from the respective jaws and open to the first portion; and, a gearshift motor. The method includes the step of performing at least one reference travel with a gear in the automated gearbox engaged.

Abstract: A shift lever device includes a shift lever having a pivot shaft formed at a base end of the shift lever integrally and a base having an opening formed to allow the shift lever to be inserted into the base and a pair of bearing parts formed so as to lie on opposing sides of the opening. The pivot shaft extends along a direction intersecting with a longitudinal direction of the shift lever. Each of the bearing parts has a bearing hole formed in the bearing part to adjoin the opening, a guide groove formed in the bearing part to communicate with the bearing hole, for introducing the pivot shaft into the bearing hole and a bearing bush which is to be inserted between the pivot shaft and the bearing hole. The bearing bush has a latch hook provided to engage with an interior of the bearing hole.

Abstract: A slider of a moving portion slides on a sliding surface of a guide portion according to a selected range of an automatic transmission. A plurality of through holes are provided on the sliding surface. A detecting portion detects the range of the transmission based on the position of the moving portion. Particles on the sliding surface are scraped by a slider of the moving portion. The scraped particles drop into the holes to prevent a slider from being stuck.

Abstract: This gear shift device is used in a transmission of an engine, and is provided with: a shift drum that changes a speed change stage of the transmission according to a rotational position about an axis; an actuator having a driving shaft substantially orthogonal to the shift drum; a worm shaped barrel cam that is arranged parallel to the driving shaft of the actuator and that has a plurality of cam grooves on an outer circumference thereof; and a wheel gear that is coaxially fixed on the shift drum and that has a plurality of pins on an outer circumference thereof. At least a pair of each pin of the wheel gear and each cam groove of the barrel cam are engaged with each other, and the shift drum is rotated by the actuator via the barrel cam and the wheel gear, to thereby change the speed change stage of the transmission. The gear shift device is further with a detection device that detects a rotational position of the barrel cam.

Abstract: A transmission equipped with a cable-type shift device comprises a control shaft to control a shift change with rotation and axial-direction movement thereof, an outer lever to be rotated by a shift-direction operation of a change lever, and a counterweight to rotate with the rotation of the control shaft, but not to move with the axial-direction movement of the control shaft. The counterweight includes first and second weight portions, an arm portion to interconnect these weight portions, and a support axis disposed so as to extend vertically. The support axis rotatably supports a substantial gravity center of the first and second weight portions and the arm portion. Accordingly, the counterweight can be supported smoothly and the shift feeling can be improved properly with a relatively small force for the select-direction operation of the change lever.