Provided a transmission including a first shaft, a second shaft connected thereto via a shift gear mechanism provided to a first shaft and generating a rotary output corresponding to a selected shift gear, a planetary gear mechanism, a transmission case for housing the planetary gear mechanism and a mounting member for fixing a ring gear of the planetary gear mechanism to the case. To the mounting member, an abutment support portion is formed for supporting the case by abutting to an inter-shaft portion positioned between the first shaft and the second shaft in the case.

A power transmission unit that can prevent unintentional disengagement of a clutch. A first set of teeth formed on an outer circumferential surface of a first rotary member is engaged with a third set of teeth formed on an inner circumferential surface of a second rotary member. A second set of teeth formed on an inner circumferential surface of the first rotary member is meshed with a fourth set of teeth formed on an outer circumferential surface of a third rotary member. A center of engagement between the first set of teeth and the third set of teeth is situated at a point withdrawn from a center of engagement between the second set of teeth and the fourth set of teeth in the direction to disengage the first set of teeth from the third set of teeth.

A drive unit for a hybrid vehicle includes a drive assembly with an internal combustion engine and an electric motor, and a transmission featuring several sub-transmissions shifting between the drive assembly and an output. Through a planetary transmission, the electric motor is coupled to an input shaft of a first sub-transmission and an input shaft of a second sub-transmission. Through a separating clutch, the internal combustion engine is to the input shaft of the first sub-transmission and, if the separating clutch is locked, is coupled to the same element of the planetary transmission as the input shaft of the first sub-transmission. A bypass shift element works with the planetary transmission such that, with a locked bypass shift element, a torque-proof connection between the electric motor, the input shaft of the first sub-transmission and the input shaft of the second sub-transmission exist, while, with an open bypass shift element, this torque-proof connection between the electric motor and the two input shafts of the two sub-transmissions does not exist. The separating clutch is formed as a frictional-locking or positive-locking separating clutch, and the bypass shift element is formed as a frictional-locking bypass shift element.

A manual shift transmission is disclosed which includes a shaft, at least one loose wheel carried by the shaft and a gear shift sleeve, which is moveable along the first shaft between a gear position coupling the first loose wheel to the shaft and a neutral position allowing a rotation of the loose wheel against the shaft. A gear shift follower is configured to move the gear shift sleeve along the shaft and acts on the gear shift sleeve. An actuating rod can be shifted in the direction of the shaft for shifting the gear shift follower. The actuating rod carries a clutch body which is adjustable between an active position engaging in a recess of the gear shift follower and a passive position sunk into the first actuating rod.

A hybrid drivetrain having an internal combustion engine which is designed for a maximum internal combustion engine rotational speed; a dual-clutch arrangement which has a first friction clutch and a second friction clutch with a common input element and in each case one output element; a transmission arrangement which has a first sub-transmission and a second sub-transmission; an electric machine connected to the output element of the second friction clutch via a machine transmission ratio (i.sub.M), in such a way that a purely electric driving mode can be established via the second sub-transmission. The electric machine is designed for a maximum machine rotational speed. The maximum machine rotational speed divided by the machine transmission ratio is greater than the maximum internal combustion engine rotational speed. The output element of the second friction clutch is structurally designed for the maximum machine rotational speed divided by the machine transmission ratio (i.sub.M).

The invention relates to a speed-change gearbox for a motor vehicle, provided with shiftable gearwheel sets (gears), which are arranged in a first and in a second sub-gearbox, wherein the sub-gearboxes are provided respectively with at least one input shaft and a common drive shaft and the input shaft that can be alternately activated via a power shiftable clutch. In order to achieve a functionally expanded shifting strategy, it is proposed that at least one gearwheel set can be associated with both sub-gearboxes.

A method for determining transmission and/or clutch parameters of a motor vehicle automatic transmission having at least one clutch, in particular for basic calibration of the transmission, in particular an automated manual transmission and/or a dual-clutch transmission, includes determining drag torque and/or kiss point of the clutch using an actuable synchronization device. The clutch has at least one drive side connected to an internal combustion engine output shaft and at least one output side connected to a transmission input shaft. The transmission output and/or drive shaft is blocked. The drive side of the clutch is driven. Basic calibration of the transmission is improved by driving the drive side of the clutch by an electric motor, providing a freewheel-shifted gear stage, and driving the drive side of the clutch by the electric motor in a rotation direction opposite the internal combustion engine output shaft.

A transmission includes first and second input shafts connected via a first clutch to a power source, an output shaft, a first shift gear group including shift gears arranged between the first input and output shafts, a first switching mechanism including a synchronizer for selecting one shift gear from the group, a second shift gear group including shift gears arranged between the second input shaft and the output shaft, and a second switching mechanism including a synchronizer for selecting one shift gear from the group. In order to learn a synchronizer balk position, either the first or second shift gear group, where no targeted synchronizer belongs, is set to any shift gear, both the first and second clutches are engaged, the balk position of the synchronizer is detected in a process of the targeted synchronizer being slid, and information specifying the detected position is stored.

A driveline assembly for a recreational vehicle may include an engine and an automated sequential transmission.

A power transmission apparatus for a vehicle may include a first input shaft adapted to selectively receive torque of an engine, a second input shaft disposed without rotational interference with the first input shaft, a third input shaft disposed in a row with the second input shaft and without rotational interference with the first input shaft, a planetary gear set including a first rotation element, a second rotation element directly connected to the third input shaft, and a third rotation element directly connected to the first input shaft, a motor/generator directly connected to the first rotation element, a first speed output unit adapted to convert torque input from the second input shaft or the third input shaft and output the converted torque, and a second speed output unit adapted to convert torque input from the second input shaft or the third input shaft and output the converted torque.