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 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 vehicle clutch engagement position is disclosed wherein the clutch is moved, under computer control, at a constant rate, from a disengaged position toward a fully engaged position while the transmission is in neutral gear, and the position of the clutch is detected at first and second times (T1 and T2). Time T1 corresponds to the time when the detected speed of the transmission input shaft is just above the dropout speed of the input shaft speed sensor. Time T2 corresponds to the time when the detected speed of the input shaft is close to engine speed. The position of the clutch corresponding to the incipient torque point is extrapolated by subtracting an offset amount from the position detected at time T1. The offset is equal to the change in position from T1 to T2 multiplied by the square root of the ratio of the input shaft speeds at T1 and T2.

Abstract: An improved braking mechanism (100) is provided for use in conjunction with a change gear transmission (50) that is selectively engagable with a vehicle engine (4) by a clutch (3). Mechanism (100) has a piston (22) slidably received in a primary fluid chamber (34) that is operative to cause mechanism (100) to act as an inertia brake upon establishment of a first set of predetermined operating conditions. Piston (22) is also slidably received in a secondary fluid chamber (36) that is operative to cause mechanism (100) to act as a hill holding brake upon establishment of a second predetermined set of operating conditions.

Abstract: A pin-type, double-acting synchronizer mechanism (22) with friction clutches (24,36 and 26,38), jaw clutch (28,14b and 30,16b) and self-energizing ramps. The ramps act between a shaft (12) and a shift flange (32) which is rotatable relative to the shaft and jaw clutch members 28,30. Flange 32 includes radially inwardly extending teeth (32k) defining self-energizing ramps (32m,32n,32p,32s) which act against ramp (12d,12e,12f,12g) formed in shaft splines (12b). Three circumferentially spaced pins (40) include blocker shoulders (40c,40d), for preventing asynchronous engagement of the jaw clutches and pre-energizer surfaces (40e,40f) which each cooperate with a pre-energizer and neutral centering assembly (42). The angles of the self-energizing ramps may be varied to provide substantially the same synchronizing time for several or all of the ratio gears in a multi-ratio transmission.

Abstract: A pin-type, double-acting synchronizer mechanism (22) with friction clutches (24,36 and 26,38), jaw clutches (28,14b and 30,16b), and self-energizing ramps. The ramps act between a shaft (12) and a shift flange (32). The shift flange is rotatable relative to the shaft and jaw clutch members (28,30), and defines three reaction portions (32b) which act against three sets of ramps (52a,52b,52c,52d) defined by an annular sleeve assembly (30). The assembly (30) is fixed against rotational and axial movement relative to the shaft. The angles of the self-energizing ramps may be varied to provide substantially the same synchronizing time for several or all of the ratio gears in a multi-ratio transmission. Three circumferentially spaced pins (40) include blocker shoulders (40c,40d) for preventing asynchronous engagement of the jaw clutches. Three pre-energizer assemblies (42) effect initial engagement of the friction clutches to ensure engagement of the blocker shoulders.

Abstract: A pin-type, double-acting synchronizer mechanism (22) with friction clutches (24,36 and 26,38), jaw clutches (28,14b and 30,16b), and self-energizing ramps. The ramps act between a shaft (12) and a shift flange (32). The shift flange is rotatable relative to the shaft and jaw clutch members (28,30), and defines three reaction portions (32b) which act against three sets of ramps (52a,52b,52c,52d) defined by an annular sleeve assembly (30). The assembly (30) is fixed against rotational and axial movement relative to the shaft. The angles of the self-energizing ramps may be varied to provide substantially the same synchronizing time for several or all of the ratio gears in a multi-ratio transmission. Three circumferentially spaced pins (40) include blocker shoulders (40c,40d) for preventing asynchronous engagement of the jaw clutches. Three pre-energizer assemblies (42) effect initial engagement of the friction clutches to ensure engagement of the blocker shoulders.