Abstract: The detent and neutral switch mechanism includes a roller detent pin attached to a roller spring. The detent pin engages contoured shift fork extensions and resists movement of the shift fork extensions when gears are shifted and creates a “shift feel.” A neutral switch positioned above the roller spring indicates when the transmission is in neutral. When the transmission is in neutral, the deep neutral detent notches on the shift fork extensions are aligned, lowering the detent pin and disengaging the roller spring from the position switch, indicating the transmission is in neutral and that it is safe to make a shift. When the transmission is in gear or in the process of making a shift, the detent pin engages raised in-gear notches or detent peaks, respectively, engaging the roller spring with the position switch indicating that the transmission is not in neutral.

Abstract: A manually controlled transmission includes a combined detent and interlock pin mechanism. The elongated interlock pin prevents surrounding shift fork extensions from being engaged when a desired shift fork extension is selected. A recess in the interlock pin allows engagement of a shift lever with a desired shift fork extension, and opposing sides of the interlock pin engage shift finger notches in the other shift fork extensions to prevent their movement. Detent springs attached to the manually controlled transmission substantially contact opposing ends of the sliding interlock pin to provide resistance as an end of the interlock pin substantially contacts the detent spring. An anti-rotate pin positioned proximate to the interlock pin prevents rotation, but not translation, of interlock pin.

Abstract: An improved clutch has a distinct force ratio for holding than it does for release. A distinct ratio is achieved by having an abutment surface between a retainer and a diaphragm spring be positioned radially outward from a contact location between a release sleeve and the diaphragm spring for releasing the clutch. The retainer is separately axially movable relative to the release sleeve, and surrounds the release sleeve. In this way, the holding force is applied at a lever distance from an axial center line of the clutch which is greater than the distance to the point of contact for release of the diaphragm spring. This provides both a higher holding force and yet a lower release force.

Abstract: An auxiliary box for a heavy vehicle transmission includes a shift cylinder wherein fluid drives a piston in a first direction, and a spring drives a shift fork in an opposed second direction. If fluid is supplied to drive the piston in the first direction, a first gear is engaged in the auxiliary box, and if fluid is relieved the spring drives a shift fork to engage a second piston. The invention thus eliminates some of the fluid controls and components in the prior art.

Abstract: An improved synchronizer uses a friction element to induce a frictional torque to rotating gear and collar elements. The rotational speeds of the gear and collar elements are electronically monitored by a transmission control unit. When the transmission control unit has determined that the rotational speeds of the gear and the collar are equalized, another control drives the collar to engage the gear.

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 heavy vehicle transmission includes a multi-speed main gear box and an auxiliary gear box, such as a range or splitter gear box, coupled to the main gear box. The transmission assembly includes a shaft having an outwardly extending abutment element and a step portion. A piston constructed of non-metallic materials is mounted on the shaft. After the piston is mounted on the shaft, a retaining device is secured on the shaft for firmly retaining the piston on the shaft against the abutment element so the piston does not lean or tilt relative to the shaft to become misaligned or improperly seated, and the transmission assembly functions optimally. To accomplish this, the retaining device includes a spacing element and a locking member. The locking member is fastened on the shaft until the spacing element automatically abuts the step portion thereby retaining the piston of the assembly against the abutment element of the shaft.

Abstract: A clutch assembly for a vehicle including a clutch cover rotatable about an axis is provided. A pressure plate is also rotatable about the axis and is movable along the axis relative to the clutch cover between engaged and disengaged positions. A resilient clutch strap secures the clutch cover and pressure plate together so that they rotate together about the axis. The strap is spaced apart from and transverse to the axis. As the pressure plate moves between engaged and disengaged positions, the resilient clutch strap flexes. The resilient clutch strap has first and second opposing ends secured to the clutch cover and pressure plate, respectively, at first and second connections, respectively. The first connection defines a first plane perpendicular to the axis, and the second connection defines a second plane perpendicular to the axis. The resilient clutch strap includes a disengaged state in which the first and second planes are generally coplanar in the disengaged position thereby reducing vibration.

Abstract: A vehicle transmission assembly includes a main gear box and an auxiliary gear box assembly, such as a range gear box. The range gearbox is shifted by an Electric Over Air (EOA) system that includes an air supply, a controller and a single solenoid. The solenoid valve is selectively operated by the controller which includes a timer function. When the driver actuates the range switch, the solenoid valve is energized for a predetermined period of time until the shift has been accomplished. Upon completion of the shift, the controller deenergizes the solenoid valve which then returns to a neutral condition.

Abstract: A heavy vehicle transmission auxiliary gear box has a piston housing defining internal fluid chambers. A piston shaft is further included to achieve the gear shifts in the auxiliary gear box. A yoke element is coupled to the shaft for engaging the multi-speed transmission. A piston is disposed on the shaft in the internal fluid chambers to move the shaft and the yoke element between first and second positions. Shoulder elements on the shaft prevent direct contact between the piston and the piston housing when the shaft and the yoke element are actuated between the first and second positions.

Abstract: A pin has an end secured to the pressure plate and the pin is disposed within a pressure plate hole for constraining the clutch cover and the pressure plate together for rotation about the rotational axis. A bushing is disposed within the hole and includes a bore for receiving the pin. The pin is received within the bore in an interference fit relationship while the bushing is permitted to move freely within the hole in the clutch cover. The pin moves within the bore in response to an adjustment force to accommodate wear of the clutch friction components. A resilient assembly absorbs vibrational force along the rotational axis to prevent misadjustment of the clutch. The resilient assembly is interposed between the bushing and the pressure plate to prevent the pin from moving along the bore in response to a vibrational force.

Abstract: A top cover assembly for a manual transmission is provided having a plurality of gears and a reverse gear. The top cover assembly comprises a shift rail assembly, a reverse biasing assembly, and a shift housing assembly. The shift rail assembly includes a sensing device that interacts with a contoured surface for producing a first electronic signal in response to the shift rail being in a neutral position for range shifting. Another contoured surface acts to center the shift rail and an operatively connected shift lever. For reverse biasing, the shift lever has a first lower shift force when moved to shift at least one of the forward gears. An interlock supported by the shift rail and shift sleeve rotates with the shift rail and acts to lock out other gears during a gear shift. In one aspect of the invention, the interlock is also used for reverse biasing. A detent engages the interlock for creating a higher shift force than the first lower shift force when the shift lever is moved to shift the reverse gear.

Abstract: An improved structure for allowing adjustment of a clutch due to wear includes a bushing which has a flange that is adjustably mounted on said bushing. In one method of providing the feature, the flange is provided by a washer which allows movement of the bushing within the washer in one direction but prevents movement in the opposed direction. In a second way of achieving the adjustment, the flange is provided by a nut which is threadably received on an outer periphery of the bushing.

Abstract: A vehicle transmission is provided having a housing that includes a support with an opening. The transmission also has a shaft with an axis of rotation and an end portion disposed within the support opening. A floating bearing assembly is arranged between the housing and the end portion so that the bearing assembly supports the end portion within the support opening thereby permitting the shaft to rotate about it axis within the support opening. The bearing assembly is movable along the axis of rotation relative to the housing to permit the shaft to move along the axis of rotation. An expansion member is arranged between the end portion and the housing to expand and contract with changing temperatures and maintain a desired end play tolerance between the end portion and the housing.

Abstract: A method of engaging and disengaging transmission gears in a vehicle is provided. An intent switch is actuated for preparing the transmission to engage or disengage the transmission gears. An engine speed synchronization (ESS) controller processes an input torque parameter representing torque from an engine and an output torque parameter representing torque at a transmission output shaft. The input torque parameter may include such inputs as friction torque while the output torque parameter may include such inputs as vehicle torque load. The input torque parameter is adjusted to approximate the output torque parameter for achieving a zero torque load between the engine and transmission output shaft to facilitate engaging and disengaging transmission gears.

Abstract: A clutch sleeve assembly for an automotive clutch system includes a polymer sleeve having a snap ring groove and a metal bushing disposed within the polymer sleeve having a flange that acts as a reinforcement for the snap ring groove. There are two configurations of the snap ring groove on the polymer sleeve. In the first configuration, the polymer sleeve has a notch around an outer circumference along its edge adjacent the bushing flange. In this configuration, the bushing flange extends beyond the polymer sleeve edge to form a snap ring groove in conjunction with the notch. In the second configuration, the polymer sleeve has a snap ring groove around its outer circumference spaced apart from its edge that is adjacent the bushing flange.

Abstract: A semi-automated vehicle transmission includes a method of returning torque control to the driver of the vehicle. The transition from an initial current torque value to a desired torque value is accomplished in two stages. A first rate of change is utilized during a preselected time period or until the current torque value corresponds to the desired torque value. In the event that the desired torque value is not achieved during the preselected period of time, then a second rate of change is implemented. The second rate of change preferably is very aggressive relative to the first rate of change. The rate of change of the current torque value is accomplished within a window of available torque limits that progressively change with time.

Abstract: A transmission has an integral lubrication system for delivering lubricating fluid to transmission components. The central portion of the lubrication system is conveniently located within the intermediate wall of the housing. The housing has an opening and inlet and outlet ports in fluid communication with the opening. A pumping assembly having inner and outer rotors is disposed within the opening for moving the fluid from the inlet port to the outlet port. A pump cover is attached to the intermediate wall over the opening and the rotors. An inlet and outlet chamber is defined within the opening by the pump cover and space between the inner and outer rotors. The inlet and outlet chambers are in fluid communication with the inlet and outlet ports, respectively, so the pump may draw the fluid from the inlet port into the inlet chamber and then expel the fluid into the outlet chamber and to the outlet port. The intermediate wall also contains integrally formed inlet and main feed passageways.

Abstract: A vehicle driveline system includes a planetary gear arrangement that cooperates with a flywheel member to provide a dual mass variable inertia flywheel assembly. The planetary gear arrangement preferably includes an automated actuator that selectively engages different portions of the planetary gear arrangement to provide at least two operating positions that each have an associated effective mass and a corresponding moment of inertia. Choosing an operating position selectively controls the inertia of the flywheel assembly and greatly reduces or eliminates torsional vibrations that may otherwise occur. The first and second operating positions also provide high and low range transmission operation, respectively.

Abstract: A transmission for use in a vehicle has a housing with a center support and an opening. The transmission further comprises first and second shafts that extend coaxially along an axis and have adjacent ends disposed within the opening. A bearing assembly supports the adjacent ends within the opening while being movable along the axis relative to the center support. This permits the second shaft to be adjusted along the axis relative to the first shaft upon assembly thereby eliminating the need for an additional shimming operation.