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.

A power transmission apparatus includes a first/second/third rotary shaft, and a positioning member. The first rotary shaft is connected to an output shaft of a drive source. The second rotary shaft is spline-fitted to a rotary shaft of an electric motor. The third rotary shaft is connected to the first rotary shaft and the second rotary shaft. The positioning member is configured to apply an elastic force in a rotational direction to the rotary shaft and the second rotary shaft in a portion where the rotary shaft and the second rotary shaft overlap each other; set each of a position in the rotational direction of a spline of the rotary shaft of the electric motor and a spline of the second rotary shaft to a specified position, and applies the elastic force in the rotational direction to the rotary shaft and the second rotary shaft.

A shifting device for a transmission unit of a vehicle, in particular a vehicle that is driven by muscle force. The transmission unit has a first shaft, which is formed as a hollow shaft, on which a plurality of free gears is mounted. The free gears are in engagement with a corresponding plurality of gearwheels, which are mounted on a second shaft, wherein the free gears are connectable to the first shaft by means of selecting devices. The selecting devices can be actuated by means of a camshaft arranged coaxially in the first shaft, wherein the camshaft is connected to a driving device in order to be rotated relative to the first shaft to actuate the selecting devices.

A transmission unit for a vehicle driven by muscle power. The transmission unit has one through shaft and one output shaft, as well as at least two sub-transmissions and at least one intermediate shaft. In the transmission unit at least one of the intermediate shafts and the output shaft is formed as a hollow shaft which is arranged coaxially to another shaft of the transmission unit.

An automated range-change transmission (CT) of a motor vehicle, has a main transmission (HG) with a lay-shaft design, which features a main shaft (WH) and at least one lay shaft (W.sub.VG1, W.sub.VG2), and a pre-shift group (GV) drivingly connected upstream on the main transmission (HG). An input shaft (W.sub.GE) of the range-change transmission (CT) is able to be coupled with an internal combustion engine (VM) of a drive unit of the motor vehicle. An output shaft (W.sub.GA) of the range-change transmission (CT) is coupled with an axle drive (AB) of the motor vehicle. An electric motor (EM) of the drive unit is able to be coupled at the pre-shift group (GV) through a planetary transmission (PG), whereas the electric motor (EM) is coupled to a first element of the planetary transmission (PG), a second element of the planetary transmission (PG) is coupled with an input shaft of the pre-shift group (GV), and a third element of the planetary transmission (PG) is coupled with an output shaft of the pre-shift group (GV).

There is provided a control device for a transmission for shifting a driving force of an engine. The transmission includes at least two input shafts configured to be driven by the driving force of the engine, intermediate shafts provided correspondingly to the at least two input shafts and configured such that driving forces of the input shafts are respectively transmitted thereto, and a clutch provided between the input shafts and the intermediate shafts and configured to transmit the driving forces from the input shafts to the intermediate shafts. A non-use shaft detection section is configured to detect a non-use state of the intermediate shafts based on a transmission state of the clutch.

The present invention is capable of suppressing gear shift shocks or delays in acceleration with no interruption of driving force and reducing the weight. Disclosed is a transmission which is provided with multiple stage shift gears so arranged to shift a number of dog clutches to shift a gear to the upper stage of the multiple stage shift gears, and is characterized in that a guide part is provided to a shift operation section and the dog clutches on each of the sages so as to move the lower dog clutch in a neutral direction by a coasting torque acting on the lower stage by a shift rotation of the upper stage to release a meshing engagement when meshing engagements of the lower and upper dog clutches are simultaneously performed by an operation of the shift operation section.

A parallel shift transmission of a motor vehicle comprising splitter and range groups. At least the splitter group is split into two parallel transmission branches having countershafts. One branch can be actuated by a power-shift element to transfer rotation of a drive shaft to a countershaft, via a stepped transmission ratio of the splitter group according to the actuation of one of the transmission branches and then converting and transmitting the rotation, via one of a plurality of range transmission ratios of the range group, to an output shaft. In order to reverse rotation, parallel countershafts can be coupled by individual gearwheel pairs by actuation of associated switching elements such that one countershaft, at the output side of the splitter group in the flow of power flow from the drive to the output shaft, is connected to the other countershaft at a drive side of the range group.

A motor vehicle transmission having at least two sub-transmissions, each with at least one input shaft. The input shafts are arranged on an input side on an input axis. The two sub-transmissions have a single output shaft. A countershaft assembly having two countershafts aligned on a countershaft axis. A main shaft arranged on the input axis can be connected, via range groups, to the output shaft. At least one of the input shafts can connect to the output shaft via at least one of a gear plane, a shift element and the main shaft. At least three shift devices are arranged with at most one of the shift devices is arranged on the countershaft axis. The first three shift devices are arranged, relative to torque flow, downstream of the input side of the transmission on the input axis.

A transmission includes an input member, an output member, first and second interconnecting members, first and second countershaft members, a plurality of co-planar gear sets, and a plurality of torque transmitting devices. The torque transmitting devices include a plurality of synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the input member and the output member.