Abstract: A claw shifting element for a motor vehicle transmission includes a sliding sleeve that is axially fixed in its two end positions by frictional locking.

Abstract: A plurality of pins couple the cones and the shift collar of a transmission auxiliary section together so that they rotate as a group. When the shift collar is moved laterally from neutral, the shift collar engages blocking surfaces on the pins and moves the corresponding cone to match the speeds of the input shaft and the corresponding gear. The invention shortens the pin lengths of the synchronizer and therefore the length of the transmission, by eliminating contact between the shift collar and the small diameters of the pins in the neutral position.

Abstract: A pin-type synchronizer core formed from a flat piece of steel material. An annular disc is formed into a core member with a U-shaped channel and pockets.

Abstract: A synchronizer (10) with improved blockers (41) and pre-energizers (43). The synchronizer includes blocker pins (40) that extend axially through blocker openings (41a) in a radially extending shift flange (32) and split pin pre-energizers (42) having pairs of members (44) extending axially through pre-energizer openings (43a) in the flange. The openings (41a,43a) are defined by blocker and pre-energizer rings (41,43) respective disposed in openings (32a,32b) in the flange.

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.