Abstract: A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

Abstract: A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

Abstract: A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

Abstract: A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

Abstract: A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

Abstract: A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

Abstract: A dual mode continuously variable transmission for use with motor vehicles includes a transmission input shaft, a transmission output shaft, and a variator disposed between the transmission input shaft and the transmission output shaft. A mixer gear set is operably disposed between the transmission input shaft and the variator output shaft. A clutching element is operably disposed between the input shaft the mixer gear set. The variator is configured to continuously vary a ratio of input torque to output torque between the variator shafts responsive to commands from an electronic control unit. The variator input shaft is drivingly connected to the input shaft and the variator output shaft is drivingly connected to the output shaft. The clutching element selectively connects and disconnects the input shaft and the mixer gear set to operate the transmission in a power splitting mode of operation and a variator only mode of operation.

Abstract: A manually shifted, range-type compound transmission (110) is provided with enhanced automatic range shifting. A controller (222) receives input signals indicative of shift selector operation and of vehicle speed (OS) and automatically commands range shifts as a function of both system parameters.

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 control module assembly (200) for mounting as a unit to the housing (116) of a compound transmission (110). The module assembly includes a module housing (202) defining electric (207) and fluid (208) connectors and having an interior containing a position sensor (218) interacting with a transmission shift shaft (188), cavities (212 and 214) defining auxiliary section actuator piston cylinders (204B and 206B), solenoid control valves, a printed circuit board, and various interior electric and fluid conduits.

Abstract: A pin-type, double-acting synchronizer mechanism (10) with friction members (34, 46 and 36, 48), jaw members (30, 38 and 32, 40) axially secured together by retainers (44), three circumferentially spaced pins (50) including blocker shoulders for preventing asynchronous engagement of the jaw clutches, and pre-energizer assemblies (52) to ensure initial engagement of the friction rings and blocker shoulders in response to initial engaging movement of a shift flange (42), and self-energizing ramps (24c, 24d, 24e, 24f) defined by posts (24b) projecting from a hub (20) and self-energizing ramps (42g, 42h, 42,k, 43m) defined by the flange. The synchronizer includes improved jaw members and improved self energizing ramps.

Abstract: An improved single shift shaft shifting mechanism (300) for shifting a mechanical change-gear transmission (10/110) is provided. The shifting mechanism includes a shift shaft (302) which is mounted for axial and rotational movement in a housing (H) for selectively axially moving and/or locking selected or non-selected, respectively, shift forks (302, 304, 306) relative to the housing. To provide an easily shifted, reliable and economical assembly, the shifting projections are defined by a plurality of generally annular shift pins (316, 318, 320) extending radially from bores (322, 324, 326) provided in the shift shaft (308).

Abstract: A manually shifted, range-type compound transmission (110) is provided with enhanced automatic range shifting. A controller (222) receives input signals indicative of shift lever position in the shift pattern (low range/high range) and of vehicle speed (OS) and automatically commands range shifts as a function of both system parameters.

Abstract: A high-capacity compound transmission (200/400) of lighter weight and/or shorter axial length than comparable prior art transmissions is provided. In one embodiment, the compound transmission of the present invention utilizes main and auxiliary section countershafts (324, 362) which are coaxial and define a countershaft assembly supported solely by bearings in the transmission housing (214) forward and rearward end walls (214A, 214B) and by intermediate bearing means (324B) carried by a partial intermediate housing wall (214C) axially aligned with the axial travel space (380) of a mainshaft clutch (64). The mainshaft (346) is supported solely at the forward and rearward ends thereof on or by the rearward end of the input shaft (16) and forward end of the output shaft (358).

Abstract: A simple transmission (10) and compound transmission (100, 200, 300) having an extended range and/or number of gear ratios and minimized center distance and/or axial countershaft length is provided by the use of compounded countershafts ( 16, 116, 216, 316). Each of the compounded countershafts comprises a first portion (20) and a second portion (22) wherein the second portion telescopically surrounds the first portion and is supported for relative rotation thereon by bearing means (28, 128, 228, 328) carried by said first portion. In the compound transmission embodiments, the use of compounded countershafts allows the use of splitter-type auxiliary sections (114, 214, 314) and non-synchronized splitter jaw clutches (76).

Abstract: A high-capacity compound transmission (200) of lighter weight and/or shorter axial length than comparable prior art transmissions is provided. The compound transmission of the present invention utilizes main and auxiliary section countershafts (324, 362) which are coaxial and define a countershaft assembly supported solely by bearings in the transmission housing (214) forward and rearward end walls (214A, 214B) and by a single bearing carried by a minimal intermediate housing wall (214C). The mainshaft (346) is supported solely by tapered surfaces at the forward and rearward ends thereof, which abut complimentary tapered surfaces on or carried by the rearward end of the input shaft (16) and forward end of the output shaft (358). The auxiliary countershafts (362) may be generally tubular (362D) to allow for rear mounting of main section-driven PTO devices.

Abstract: A vehicular transmission is provided with an improved rotary countershaft assembly (100) that eliminates the prior art practice of securing countershaft gears (10) and (12) to adjacent sections (S.sub.1) and (S.sub.2) of a countershaft (2) by separate keys (14) and (22) disposed in separate grooves (16) and (19) respectively by a singular key (26) disposed in a groove (16) and whose radial thickness is adapted to enable countershaft gear (12) to rotate countershaft (2) in the absence of groove (19).

Abstract: A compound transmission is disclosed comprising a main section connected in series with a splitter type auxiliary section. A splitter clutch collar is fixed for rotation with a mainshaft and is axially movable therealong. In one embodiment, a blocking mechanism includes a pair of spaced apart rings having pins extending therebetween and through certain openings in a radially extending flange of the splitter clutch collar. Each of the pins has a shoulder cooperating with the associated flange opening for blocking engagement of the splitter clutch collar with either the mainshaft gear or a splitter gear when the splitter clutch collar and the gear to be engaged are not rotating at substantially the same speed. In a second embodiment, the blocking mechanism includes a pair of spaced apart rings having a plurality of legs extending therebetween and through certain of the openings in the flange.

Abstract: An input shaft (2) and a main drive gear drive gear (22) combination for a vehicle countershaft type transmission is provided. In a preferred embodiment referenced by numeral (100), an inner peripheral surface of a drive gear (22) having splines (36) and a splined outer peripheral surface (9) of input shaft (2) having splines (34) are adapted to limit axial and radial movement between the two as well as splines (34) and (36) being provided with an amount of rotational movement of one relative the other effective to reduce noise when the vehicle's engine is idling and the transmission is in neutral.

Abstract: A compound transmission comprising a main section and an auxiliary section is disclosed. The auxiliary section includes includes an auxiliary drive gear, an output shaft, and at least one auxiliary countershaft. The auxiliary drive gear is rotatably mounted on a mainshaft, and the output shaft has a splitter gear rotationally fixed thereto. An annular strut is fixed to the input shaft, while an auxiliary section clutch is mounted to a distal end of the strut beyond the root diameters of the auxiliary drive gear and the splitter gear. The auxiliary section clutch is movable between a first position wherein rotation of the mainshaft is transmitted to the auxiliary drive gear and a second position wherein rotation of the mainshaft is transmitted to the splitter gear.