A control for a multi-speed automatic vehicle transmission includes electrical and hydraulic components, such as pressure control valve systems in fluid communication with shift valves and electrohydraulic actuators. The control includes electrohydraulic features configured to enable the transmission to respond to an electrical failure whether the transmission is in neutral, a reverse range, or one of a plurality of forward ranges.

Overrunning, non-friction coupling and control assemblies, a switchable linear actuator device and a reciprocating electromechanical apparatus for use in the assemblies are provided. The device and apparatus control the operating mode of at least one non-friction coupling assembly. The device and apparatus have a plurality of magnetic sources which produce corresponding magnetic fields to create a net translational force. The net translational force comprises a first translational force caused by energization of at least one electromagnetic source and a magnetic latching force based upon linear position of a permanent magnet source along an axis. One or more cams are utilized to control whether a locking member either couples or uncouples its corresponding coupling assembly.

A power drill having percussion drilling function, drilling function and screwing function has a gearing for transmitting the drive motion of a drive unit to a tool spindle. Furthermore, two latching elements are provided which, in the percussion drilling function, are in latching engagement and in the drilling or screwing position are in the disengaged state. A mode setting device has a rotatable supporting ring and a thrust ring, coupled to the supporting ring in a torsionally fixed manner which, in the screwing position is held on the gear housing in an axially displaceable manner.

An electronic, high-efficiency vehicular transmission, an overrunning, non-friction coupling and control assembly and switchable linear actuator device for use in the assembly and the transmission are provided. The device controls the operating mode of at least one non-friction coupling assembly. The device has a plurality of magnetic sources which produce corresponding magnetic fields to create a net translational force. The net translational force comprises a first translational force caused by energization of at least one electromagnetic source and a magnetic latching force based upon linear position of a permanent magnet source along an axis.

A compound transmission shift mechanism is disclosed. The shift mechanism includes a plurality of gears configured on at least one transmission shaft with at least one synchronizer configured to engage at least two of the plurality of gears. The shift mechanism includes a control system configured to engage and position the synchronizer into alignment with the at least two of the plurality of gears. Additionally, the shift mechanism includes at least one damping assembly configured on the control system and operatively connected to the synchronizer.

When a reverse select operation is performed, a pre-balk lever (180) rotates to a rotation position as a control rod (100) rotates. The pre-balk lever (180) has an engagement portion (190), which engages with a tip end portion of a pre-balk pin (162) at the rotation position. As a reverse lever (136) swings while they are engaged with each other, a shift rod (113) moves in such a direction as to activate a synchronizer (60). The engagement portion (190) has a guide surface (192), which guides the tip end portion of the pre-balk pin (162) to the engagement position while the pre-balk lever (180) is rotating toward the rotation position.

In a power unit for a saddle-type vehicle a locking pin on a shift drum side is fixed to a shift spindle and a detection shaft of a shift position sensor is interlocked and connected with the shift drum, the friction surface between the shift arm and the locking pin is reduced with suppression of the lowering of the rigidity of the shift arm to enable smooth gear shifting. An engagement hole in a shift arm allows insertion and engagement of a locking pin and has an elongated hole shape extending along one diameter line of a shift spindle. An insertion hole in the shift arm has an arc shape centered at the center axis line of the shift spindle to allow insertion of an interlocking shaft coaxially connected to the shift drum to be incapable of rotation relative to it.

The present invention is directed toward a shift actuator assembly that includes a housing having a retaining mechanism. A holding pawl is biased into engagement with the retaining mechanism. A solenoid releasably engages the pawl when the shift shaft is disposed in its first position such that once the solenoid disengages the pawl, the cam surfaces on the retaining mechanism cooperate with the holding surfaces on the pawl to drive the pawl out of engagement with the retaining mechanism thereby releasing the biasing force of the biasing mechanism to drive the housing and the shift fork axially on the shift shaft between engaged and disengaged positions with respect to the associated gear set.

A shift arrangement for a motor vehicle transmission has a housing. At least two push rods are mounted on the housing so as to be movable in an axial direction between a neutral position and a shift position. The push rods can each be coupled to a shift clutch. At least two return rods are mounted on the housing. The return rods are each coupled to one of the push rods so that a push rod and the return rod associated therewith are moved in opposite axial directions. A shift cam of a shift member can be aligned with a push rod or with a return rod for the purpose of selecting, and can transmit a pushing force to a selected rod. A driving feature is arranged on the shift member and can transmit a pushing force in order to move an unselected rod into the neutral position.

A transmission having a plurality of shifting elements which are selectively engaged and disengaged when a gearshift is carried out, and a plurality of gearsets which, depending on the shifting position of the shifting elements produce a defined transmission ratio, and a shifting oil system which supplies the shifting elements with oil in order to operate them and a cooling and lubricating oil system which supplies assemblies of the transmission with oil for cooling and/or lubricating. From the shifting oil provided by the shifting oil system, a partial stream of oil can be tapped off for cooling and/or lubricating the shifting elements, such that a quantity of cooling and lubricating oil that is or can be supplied by the cooling and lubricating oil system can be reduced to the quantity required for cooling and/or lubricating those assemblies of the transmission which do not contain the shifting elements.