A power transmitting apparatus for a vehicle achieves seven forward speeds with a minimal number of input gears disposed on input shafts, since the second speed gear and the fourth speed gear are simultaneously engaged with the second input gear and the third speed gear and the seventh speed gear are simultaneously engaged with the third input gear, and distortion of step ratios at the high-speed region may be prevented.

Described is a device for synchronization of a reverse gear for a vehicle gearbox including: a support shaft fixed in rotation; an idle gear wheel for engagement with a first reverse gear wheel on a gearbox primary shaft and a second reverse gear wheel on a gearbox secondary shaft, said idle gear wheel mounted rotatable and axially slidable on said support shaft and having a hub including a first friction surface; and a synchronizer ring mounted mobile on said support shaft along an axial travel and countered axially by an elastic element along said axial travel, said synchronizer ring having a second friction surface for engagement with said first friction surface. Axial movement of the idle gear wheel towards an engagement position of the reverse gear causes drawing of the synchronizer ring implementing, prior to reverse gear engagement, braking of rotary movement of the idle gear wheel.

A constant mesh gearbox has five parallel rotational axes. The input and output axes are not aligned. Up to eight forward speeds are disclosed, with two very low ratios suitable for non-highway travel. The transmission is suitable for two and four wheel drive.

A transmission unit includes: input shafts, each of the input shafts being provided with a shift driving gear thereon; output shafts, each of the output shafts being provided with a shift driven gear configured to mesh with a corresponding shift driving gear; a generator gear disposed on one of the output shafts; a motor power shaft; a first motor power shaft gear disposed on the motor power shaft and configured to rotate together with the generator gear; a second motor power shaft gear disposed on the motor power shaft and configured to rotate together with a shift driven gear; a reverse idler gear; and a reverse output gear configured to rotate together with a shift driving gear via the reverse idler gear. A power transmission system including the transmission unit and a vehicle including the power transmission system are also provided.

A transmission unit includes: input shafts; output shafts; an output unit fitted over one of the output shafts; output gears fixed on other output shafts; a generator gear fixed on one of the output shafts; an output unit synchronizer disposed on one of the output shafts and at least configured to engage with the output unit; a motor power shaft gear fixed on a motor power shaft and configured to rotate together with the generator gear. A power transmission system including the transmission unit and a vehicle including the power transmission system are also provided.

A transmission unit includes: gear pairs; input shafts; output shafts performing power transmission with the input shafts via the gear pairs; a motor power output gear disposed on one of the output shafts; a motor power shaft; a first motor power shaft gear disposed on the motor power shaft and configured to rotate together with one shift driving gear; a second motor power shaft gear disposed on the motor power shaft and configure to rotate together with the motor power output gear; and an output idler gear fitted over the motor power shaft and configured to rotate together with the motor power shaft via a synchronizer. A power transmission system including the transmission unit and a vehicle including the power transmission system are also provided.

A powertrain may include a plurality of shafts disposed in parallel with a transmission input shaft of a first shifting mechanism which receives power from an engine, and transmitting power from a motor to a driving shaft while a vehicle is driven; and a second shifting mechanism including a plurality of gears fitted on the shafts, in which one of the gears remains engaged and rotated as a driven gear by a constant synchronizer while the vehicle is driven.

In accordance with an example embodiment, a transmission reverser may include a forward mode and a reverse mode. In the forward mode, a forward clutch is in the engaged condition causing an output gear to rotate with an output shaft. In the reverse mode, a reverse clutch and a disconnect clutch are in engaged conditions causing a counter shaft to rotate relative to the output shaft based upon the ratios of a first reverse gear to an idler gear and the idler gear to a second reverse gear and further causing the output gear to rotate relative to the counter shaft based upon the ratio of a third reverse gear to the output gear.

The present invention discloses an overrunning transmission device convenient for switching. The transmission device comprises a transmission gear and a transmission shaft (102) which is arranged to penetrate a shaft hole of the transmission gear, wherein at least one clamping groove (105) is formed at an edge of the shaft hole of the transmission gear; a chamber is formed in transmission shaft (102) which extends in the axial direction of the transmission shaft (102), and a clamping plate (104) is provided in the chamber; and an end of the clamping plate (104) can move in the chamber back and forth along the radial direction of the transmission gear so that the end of the clamping plate (104) can be inserted into or removed from the clamping groove (105), thereby the transmission shaft (102) and the transmission gear can be engaged and separated with each other. The overrunning transmission device convenient for switching can make the switching smooth and save energy effectively.

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).