Abstract: A pin-type, double acting synchronizer (22) with friction clutches (26,50 and 28,52), jaw clutches (30,34 and 32,36), a shift flange (42), self-energizing ramps (13b,13c,13d,13e) affixed to a shaft (12), and self-energizing ramps (45a,45b,45c,45d) affixed to a self-energizer member (44). Engagement of the ramps provides an additive axial force (F.sub.a) for increasing the engagement force of the friction clutches. The member (44) is secured for rotation with and sliding movement relative to the flange (42). Spring washers (46,48) react in opposite directions between member (44) and the jaw members (34,36) for limiting the amount of additive axial force (F.sub.a).

Abstract: A pin-type, double acting synchronizer (22) with friction clutches (26,50 and 28,52), jaw clutches (30,34 and 32,36), a shift flange (42), self-energizing ramps (13b,13c,13d,13e) affixed to a shaft (12), and self-energizing ramps (45a,45b,45c,45d) affixed to a self-energizer member (44). Engagement of the ramps in response to an operator shift (F.sub.o) applied to the shift flange provides an additive axial force (F.sub.a) for increasing the engagement force of the friction clutches. The member (44) is secured for rotation with and sliding movement relative to the flange (42). Spring washers (46,48) react in opposite directions between member (44) and the jaw members (34,36) for limiting the amount of additive axial force (F.sub.a). Blocker shoulders (42d,54c and 42e,54d) prevent asynchronous engagement of the jaw clutches.

Abstract: A pin-type, double-acting synchronizer mechanism (20) with friction members (30, 40 and 32, 42), jaw members (34, 50 and 36, 52), three circumferentially spaced pins (44) including blocker shoulders for preventing asynchronous engagement of the jaw clutches, and pre-energizer assemblies (48) to ensure initial engagement of the friction rings and blocker shoulders in response to initial engaging movement of a shift flange (46), and self-energizing ramps (24d, 24e, 26d, 26e) defined by posts (24c, 26c) projecting from a hub (22) and self-energizing ramps (54b, 54c, 54d, 54e) defined by a ring integrally formed with the flange and two of the jaw members. The self-energizing ramps remain engaged when the jaw clutches are engaged to assist keeping the jaw clutches engaged. A modified synchronizer 120 includes springs 155 to control/limit the additive force provided by the self-energizing ramps.

Abstract: A tamper-resistant technique for retaining the cover of an electronically controlled air pressure piston operated automatic overdrive shifter employed on the auxiliary section of a change-speed transmission for heavy on-highway truck. In one embodiment a spring loaded slider tracks movement of the piston to cam a locking pin into engagement with a blind bolt to prevent removal of the cover when the piston is not in the overdrive position thereby requiring test equipment to operate the controller for cover removal. In another embodiment, the cover mounting has portions frangibly removable upon installation with press-in discs covering the bolts thereafter to deter removal. In another embodiment, a blind recessed roll pin is driven through slots in the bolt head to deter removal.

Abstract: A control system/method for controlling engine (12) output torque in a vehicular powertrain system (10) including an electronically controlled engine and a torque load limited drivetrain system (11) is provided. The control will sense values of a control parameter (GR, OS) indicative of potential overloading of the drivetrain at maximum engine output torque and will cause engine output torque to be limited to a value less than the maximum value thereof.

Abstract: A baulkring-type synchronizer (18) includes cone clutch friction surfaces (24,48 and 26,50) and jaw clutch teeth (36b,28 and 36c,30) for frictionally synchronizing and positive connecting gears (14, 16) to a shaft (12). A plurality of rigid members (72) are drivingly interposed between blocker teeth (44,46) affixed to baulkrings (40,42) and self-energizing ramp surfaces (70a-70d) defined on an outer circumference of a hub 32 affixed to the shaft (12) A shift sleeve (34) is slidably splined to the hub (32) and is moved by an operator shift force (F.sub.o) and an additive force (F.sub.a) provided by the self-energizing ramp surfaces. Both forces (F.sub.o and F.sub.a) react against the blocker teeth to engage the friction surfaces. The self-energizing ramp surfaces may be long enough to assist shift completion as unblocking occurs.

Abstract: A baulkring-type synchronizer mechanism (18) includes cone clutch friction surfaces (24,28 and 26,50) and sets jaw clutch teeth (58,28 and 60,30) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). Blocker teeth on baulkrings (40,42) prevent asynchronous engagement of the jaw clutch teeth and transmit operator shift forces (F.sub.o) from a shift sleeve (34) to the cone clutches. Angled self-energizing surfaces (72a,72b,74a,74b) are affixed to an outer circumference of a hub (32) and engage angled self-energizing surfaces (76a,76b,76c,76d) affixed to a shift sleeve (34) to provide an additive force (F.sub.a) that is transmitted via the blocker teeth to the cone clutches. The jaw clutch teeth include axially movable first and second sets of teeth (58,60) defined by the shift sleeve (34) and axially fixed sets of teeth (28,30) secured to the gears.

Abstract: A baulkring-type synchronizer (18) includes cone clutch friction surfaces (24,48 and 26,50) and jaw clutch teeth (36b,28 and 36c,30) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). A plurality of rigid members (72) are drivingly interposed between blocker teeth (44,46) affixed to baulkrings (40,42) and self-energizing ramp surfaces (70a-70d) defined on an outer circumference of a hub 32 affixed to the shaft (12). A shift sleeve (34) is slidably splined to the hub (32) and is moved by an operator shift force (F.sub.o) and an additive force (F.sub.a) provided by the self-energizing ramp surfaces. Both forces (F.sub.o and F.sub.a) react against the blocker teeth to engage the friction surfaces. The self-energizing ramp surfaces may be long enough to assist shift completion as unblocking occurs.

Abstract: A compound vehicular transmission having a main section and an auxiliary section which includes an auxiliary countershaft gear assembly having an auxiliary countershaft, a first auxiliary countershaft gear fixed to the auxiliary countershaft and constantly meshed with an output shaft range gear, and a second auxiliary countershaft gear selectively coupleable to the auxiliary countershaft and constantly meshed with an intermediate shaft output gear. A jaw clutch is provided for coupling either the auxiliary countershaft to the main countershaft, or the auxiliary countershaft to the second auxiliary countershaft gear. This allows fewer gears to be utilized to achieve a desired number of speed ratios. Since the auxiliary countershaft drive gears are clutched only when used, this arrangement reduces spin back speed of the intermediate shaft to accommodate smoother and faster shifting of the transmission.

Abstract: A two layer auxiliary transmission section for a compound change gear transmission including a main transmission section connected in series with the auxiliary transmission section, the auxiliary transmission section including a planetary gear set including a sun gear and ring gear assembly, defining in part selectable torque flow paths between an auxiliary section input shaft and an output shaft.

Abstract: An auxiliary transmission section for a compound change gear transmission includes a mainshaft input gear rotationally fixed to an auxiliary section input shaft, a mainshaft splitter gear coaxial with and rotatable relative to the auxiliary section input shaft, an output shaft range gear coaxial with and rotatable relative to the output shaft, an auxiliary section countershaft assembly having an auxiliary countershaft, a countershaft splitter gear coaxial with and rotatable relative to the auxiliary countershaft and constantly meshed with the mainshaft input gear, a first auxiliary countershaft gear rotationally fixed to the auxiliary countershaft and constantly meshed with the mainshaft splitter gear, and a second auxiliary countershaft gear rotationally fixed to the auxiliary countershaft and constantly meshed with the output shaft range gear, a first one-position splitter clutch for coupling the mainshaft splitter gear with the auxiliary section input shaft, a second one-position splitter clutch for coupli

Abstract: A multiple ratio transmission includes an auxiliary countershaft assembly including a auxiliary countershaft, a first auxiliary countershaft gear fixed for rotation on the auxiliary countershaft and constantly meshed with an output shaft range gear, and a second auxiliary countershaft gear rotationally fixed to the auxiliary countershaft and constantly meshed with an intermediate shaft output gear for coupling either the intermediate shaft or main countershaft of a main transmission section thereby allowing fewer gears to be utilized to achieve a desired number of speed ratios.

Abstract: An axle assembly (11) is provided of the type including independent co-axial first (95) and second (103) axle shafts driven by first (89) and second (91) ring gears in mesh, respectively, with first (73) and second (75) drive pinion gears. The assembly includes a differential (23) including a first side gear (31) which drives the pinion gear (73), and a second gear (37) which drives the pinion gear (75). The assembly defines a pair of torque paths which are arranged generally in a mirror image about an axis of rotation (A) of the axle shafts. The differential (23) can be smaller and less expensive because it is located on the "low-torque" upstream side of the pinion gear-ring gear reductions. By dividing total drive torque into two parallel torque paths, each pinion gear and ring gear, and their associated bearings can be substantially smaller and less expensive.

Abstract: An automatic clutch control system (200) is provided featuring programs for establishing optimum clutch engagement starting position (CPO) under varying operating conditions. The programs include the steps of both slow and rapid clutch engagement and preferably the storage of the (CPO) determined as a fault signal whenever its fractional relationship to the previously stored optimum clutch engagement starting position (CPN) exceeds a predetermined fraction (C6) that is less than one.

Abstract: A method of determining the direction of rotation of a member (17) is closed, wherein the member has a speed pick-up rotor (27) having a plurality of teeth or exciter surfaces (29). The rotor has a predetermined pattern of gaps (37,73) and groups of teeth, each group of teeth having a number of teeth which is different than the number in any other group. As the rotor rotates, the pattern of gaps and teeth is sensed, and compared to a predetermined pattern. Depending upon the results of the comparison, the logic generates either a signal (61) representing clockwise rotation, or a signal (65) representing counter-clockwise rotation.

Abstract: Preferred embodiments of a mechanical transmission start control system are provided which employ a central processing unit (10) operative to process signals indicative of throttle foot pedal position (26); engine speed (20); transmission input speed (14); and transmission output speed (16), and to control either or both the degree of clutch or friction coupling and brake engagement in a manner predetermined to provide smooth start-up when vehicle speed is less than a predetermined value "K".

Abstract: A control system (104) for semi-automatically executing automatically and manually selected upshifts and downshifts of a mechanical transmission system (10) is provided. The control system includes a central processing unit (106) for receiving input signals indicative of transmission input shaft (16) and output shaft (90) speeds, from a driver control console (108) indicative of manual selection of upshifts or downshifts from a currently engaged gear ratio, or manual selection of operation in an automatic preselect mode, and from a sensor (150) to sense operator manual issuance of shift enable signals, and processing the same in accordance with predetermined logic rule to issue command output signals to a transmission actuator (112, 70, 96) to implement the selected shifts upon a manually caused torque reversal of the transmission and manual substantial synchronization of the transmission in the selected ratio thereafter.

Abstract: A pin-type, double-acting synchronizer mechanism (22) includes friction clutches (24,36 and 26,38), jaw clutches (28,14b,16b), self-energizing ramps, (13f,13g,13h,13i and 29e,29f,29g,29h), and springs (33) to limit the maximum self-energizing or additive force provided by the ramps. The ramps act between a shaft (12) and jaw clutch (28). A shift flange (32) is rotatably fixed to the jaw clutch (28) by splines which allow relative axial movement against the force of the springs (33). The jaw clutch (28) and the shaft (12) include mating splines (29,13) divided into spline portions (29a,29b,29c,29d and 13a,13b,13c,13d,13e) to define the ramps to control limited relative rotation between the jaw clutch (28) and shaft (12), and to provide surface area and structural strength for transmitting full torque to the shaft and gears.

Abstract: A bearing isolator assembly (70) suitable for use with tapered bearings (20) is provided. The bearing isolator assembly comprises a retaining member (72), a radial wave spring (74) and a separate axial wave spring (76).

Abstract: A pin-type, double-acting synchronizer mechanism (22) includes friction clutches (24,36 and 26,38), jaw clutches (28,14b,16b), self-energizing ramps, (13f,13g,13h,13i and 29e,29f,29g,29h), and springs (33) to limit the maximum self-energizing or additive force provided by the ramps. The ramps act between a shaft (12) and jaw clutch (28). A shift flange (32) is rotatably fixed to the jaw clutch (28) by splines which allow relative axial movement against the force of the springs (33). The jaw clutch (28) and the shaft (12) include mating splines (29,13) divided into spline portions (29a,29b,29c,29d and 13a,13b,13c,13d,13e) to define the ramps to control limited relative rotation between the jaw clutch (28) and shaft (12), and to provide surface area and structural strength for transmitting full torque to the shaft and gears.