Abstract: An auxiliary transmission in series with a first automotive transmission adds extra gears through an underdrive feature, which may be manually controlled by an operator or automatically controlled by a computer or controller. The extra gears may be chamfered on a rotational trailing edge for easier meshing while shifting-on-the-go. The extra gears are useful in matching the output torque of the engine and the transmission to the load on the automobile or vehicle powered by the transmission, and thereby improving fuel economy and transportation performance. The transmission may be installed as factory equipment, or may be added later, such as an after-market or dealer-installed option. Gears with a rotational leading edge may mesh with gears having a rotational trailing edge for easier shifting.

Abstract: An auxiliary transmission in series with a first automotive transmission adds extra gears through an underdrive feature, which may be manually controlled by an operator or automatically controlled by a computer or controller. The extra gears are useful in matching the output torque of the engine and the transmission to the load on the automobile or vehicle powered by the transmission, and thereby improves fuel economy and transportation performance. The transmission may be installed as factory equipment, or may be added later, such as an after-market or dealer-installed option.

Abstract: In a shifting mechanism housed in a case a first relatively rotating member rotates about an axis. A second relatively rotating member is selectively coupled and decoupled with the first member. A selector is moveable for actuating the coupling to mutually connect and disconnect the members. A resilient connection is provided between the coupling and selector. A method for shifting multi-speed axles without significant driver interaction by automatic synchronization is also provided.

Abstract: A differential mechanism, connected to a driveshaft, transmits power to two halfshafts laterally directed toward the driven wheels of a motor vehicle. Each halfshaft is driveably connected to a pinion, which continually engages a gear fixed to an axle shaft, the pinion and gear forming a speed reduction gearset located between the halfshaft and axle shaft. Each gearset is located in a drop gear housing. Opposite axial ends of each halfshaft are fixed to a differential housing and the drop gear housing. Two extension tubes, each press fitted in the differential housing and a corresponding drop gear housing, provide structural continuity therebetween.

Abstract: In a powertrain including a multiple-speed axle assembly housed in an axle case, the mullet-speed axle includes an input shaft, an output shaft and a gearset having first and second members. The first and second members are adapted to produce a direct drive connection between the input shaft and output shaft when said members are connected mutually and to underdrive the output shaft in relation to the input shaft when said members are mutually disconnected and the first member is connected with the case. A coupling is provided for mutually connecting and disconnecting the first and second members and for connecting the first member with the case. A selector actuates the coupling to mutually connect and disconnect the members.

Abstract: In a powertrain, including a multiple-speed transmission, an axle shaft driven through differential mechanism, a two-speed axle mechanism includes an input shaft connected to the drive shaft, a multiple speed gear mechanism driveably connected to the differential mechanism. One form of the two-speed axle includes a planetary gearset, an overrunning brake, a brake band, and a friction clutch. Another form of the axle mechanism includes gears formed on the input shaft and output shaft, a planet gear wheel rotatably supported on a carrier, the gears of the wheel meshing with the gears on the shafts. A spring-applied clutch connects the output shaft to the carrier, and an hydraulically-actuated brake releases the clutch and holds the carrier against revolution on a casing.

Abstract: A free wheel mechanism for alternately engaging and disengaging a coupler (102) that driveably connects and release an axle shaft (92) to an intermediate shaft (78), which is driven by one output of a axial differential mechanism (30). A vacuum motor (116) moves an actuating shaft (118) substantially parallel to the axle shaft between engaged and disengaged positions of the actuator. A lever (124), connected to the actuating shaft for axial displacement, is pinned to a pivot shaft (126) supported rotatably on the differential housing. A shift fork (144), fixed to the pivot shaft for rotation with the pivot shaft, includes arms (146, 148) that extend radially and engage the sliding coupler (102), which is supported on spline teeth (94) at the end of the intermediate shaft for sliding engagement with spline teeth (98) formed on the outer surface of a connecting hub (96) fixed to the axle shaft.

Abstract: In a transmission system having range shift levers mechanically linked to couplers and shiftable between first and second positions to select ranges of gears and electro-hydraulic powershift clutches for selecting a gear within the range selected by the range shift lever, the powershift clutches are located on each side of at least one of the couplers, between the input shaft and the coupler and between the output shaft and the coupler. A dump solenoid is controlled by operation of a clutch pedal to release fluid from the powershift clutches as the clutch pedal is depressed but before it reaches the fully depressed position so that the coupler is not being driven when coupler shifting takes place.