A transmission system for a motor vehicle includes two input shafts (11, 12), a mainshaft (15), an output shaft (5), a clutch arrangement (40) for connecting alternately the input shafts (11, 12), to a driveshaft, a first power transmission shaft (A1) provided with at least a first gearwheel (K1b) which is in engagement with a gearwheel (K17a) situated on either of the input shafts, and a second gearwheel (K3a) which is in engagement with a gearwheel (35b) situated on the mainshaft, and a second power transmission shaft (A1) provided with at least a first gearwheel (K4b) which is in engagement with a gearwheel (K4a) situated on either of the input shafts, and a second gearwheel (K5a) which is connected or connectable to the gearwheel (K35b) on the mainshaft via an intermediate gearwheel (K5c) to allow the establishment of a power transfer path for a reverse gear via these gearwheels (K5a, K5c, K35b).

A hybrid powertrain that includes a combustion engine (4); a gearbox (2) with an input shaft (8) and an output shaft (20); a first planetary gear (10) connected to the input shaft (8) a second planetary gear (12) connected to the first planetary gear (10); a first electrical machine (14) connected to the first planetary gear (10); a second electrical machine (16) connected to the second planetary gear (12); a first gear pair (G1, 60) and a third gear pair (G1, 72) situated between the first planetary gear (10) and the output shaft (20); and a second gear pair (66) and a fourth gear pair (G2, 78) situated between the second planetary gear (12) and the output shaft (20); a countershaft (18) provided between the respective first and the second planetary gears (10, 12) and the output shaft (2), and (18) connected to the output shaft (20) via a fifth gear pair (G3M 21). Also, disclosed is a method for controlling the hybrid powertrain. Also a method for controlling a hybrid powertrain (3) and a computer program (P) for controlling the hybrid powertrain (3).

A dual clutch transmission 1 includes a first clutch 2, a second clutch 3, a first input shaft 4, a second input shaft 5, a counter shaft 6, an output shaft 7, a first splitter gear changing portion 10, a second splitter gear changing portion 20, and an output portion 30. The first splitter gear changing portion 10 has a first input gear 11a, a first counter gear 11b, a second input gear 12a, a second/counter gear 12b, and a first coupling mechanism 13. The second splitter gear changing portion 20 has an input/output gear 21a, a third counter gear 21b, a second coupling mechanism 22, and a third coupling mechanism 23. The output portion 30 has a fourth counter gear 31a, a forward output gear 31b, and a fourth coupling mechanism 33.

A transmission where a first shaft is rotationally fixable to a third shaft and to a second shaft, the second and third shafts are rotationally connectable to a fourth shaft, the second shaft is rotationally connectable to a fifth shaft, the fourth shaft is rotationally connectable to the fifth shaft, the third shaft is rotationally connectable to the fifth shaft, fixed gears of the fourth and fifth shafts are rotationally connected to a drive output, a first gearwheel of the sixth shaft meshes with a fixed gear of the second shaft, and a second gearwheel of the sixth shaft meshes with a fixed gear of the third shaft. Moreover, a first gearwheel of the sixth shaft is an idler gear and a second gearwheel of the sixth shaft is a fixed gear, or vice versa. Additionally, the idler gear of the sixth shaft is rotationally fixable to the sixth shaft.

A transmission system for a vehicle has a shift driving mechanism which operates, under control by a control unit, at the time of shifting the gear position, to disengage a transmission gear of a current gear position and a shifter from each other after engaging a transmission gear of a next gear position and a shifter with each other in a condition where a transmission clutch that transmits power to the transmission gear of the next gear position is in an engaged state. This ensures smoother and swifter shifting of gear position.

A handheld power tool includes a gear unit, which includes a gear input shaft, a gear output shaft, and a subassembly. The subassembly includes a sun gear co-rotating with the input shaft, an internal ring gear, and at least one planet gear arranged between the sun gear and the internal ring gear. The gear unit further includes a first freewheel clutch mechanism arranged to selectively provide a first torque transferring connection between the gear input shaft and the gear output shaft bypassing the gear unit subassembly when a drive shaft rotates in a first direction and a second freewheel clutch mechanism arranged to selectively provide a second torque transferring connection via the gear unit subassembly when the drive shaft rotates in a second, opposite direction.

A commercial vehicle with at least one driven axle, at least one service brake, at least one propulsion engine, and wheels characterized in that the parking brake function of the vehicle is solved by a bistable locking means acting on both wheels. At least one multi-speed gearbox is provided to concurrently activate a first gear stage and a second gear stage having different ratios.

A bi-directional drive assembly for a work vehicle has a reaction member fixed with respect to or a part of a drive housing. A driveshaft is rotatable about a drive axis relative to the reaction member in a first rotation direction and alternatively in a second rotation direction. A planetary set is coupled to the drive shaft and configured to rotate an output hub in the first or second rotation direction. A clutch assembly is coupled to the reaction member and includes a first clutch and a second clutch. The first clutch is configured to interface the planetary set with the reaction member to effect a first rotation speed of the output hub in the first rotation direction and alternatively the second rotation direction. The second clutch is configured to interface the planetary set with the reaction member to effect a second rotation speed of the output hub in the first rotation direction and alternatively the second rotation direction. An actuator arrangement is configured to effect movement of the first clutch and the second clutch along the drive axis to selectively engage the planetary set.

A gearbox comprising: an outer intermediate shaft carrying a first set of shaft gears; an inner intermediate shaft carrying a second set of shaft gears, the inner intermediate shaft running concentrically within the outer intermediate shaft; a first lay shaft carrying a first set of drive gears and an output gear positioned along the first lay shaft between two of the first set of drive gears, a second lay shaft carrying a second set of drive gears and an output gear positioned along the second lay shaft between two of the second set of drive gears, each drive gear being coupled to a respective shaft gear to together provide a plurality of gear ratios between the intermediate shafts and the output shaft; and an output shaft, each lay shaft being coupled to the output shaft by the respective output gear.

Provided is a dual clutch transmission. First and second input shafts are mounted concentrically. First and second output shafts are mounted in parallel to the first input shaft and respectively include output gears engaged with a ring gear of a differential. The rotations of first and second gears are restrained by the first input shaft. The rotations of third and fourth gears are restrained by the second input shaft. The rotations of fifth and sixth gears engaged with the second and third gears, respectively, are restrained by the first output shaft. The rotation of a seventh gear engaged with the first gear is restrained by the second output shaft. An eighth gear is engaged with the second gear to be rotatable about the second output shaft. The rotation of a ninth gear engaged with the fourth gear and restrained by the eighth gear is restrained by the second output shaft.