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.

Abstract: A compound change gear transmission (11) is disclosed, of the type including a front main transmission section (13), and a rear auxiliary transmission section (15). The front section includes a countershaft (29) and a rear section includes a rear wall portion (33). A power-take-off (PTO) device (61;141) includes a PTO input shaft (81) extending through the rear wall portion (33) and being clutched (85) to a rearward end portion (73) of the front section countershaft (29). The PTO device includes an actuator (109,115) extending through the rear wall portion (33) and operable to move the clutch means (85) between disengaged and engaged positions. In one embodiment (FIG. 6), the PTO device (141) includes a gear train comprising a ring gear (145) and a pinion gear (167) which drives a PTO output yoke (161). The present invention provides a PTO device and clutching arrangement which is substantially reduced in overall size and complexity, and reduces the overall installed length of the transmission.

Abstract: A compound helically geared transmission (310) of lighter weight and/or shorter axial length than comparable prior art transmissions is provided. The compound helically geared transmission of the present invention utilizes main and auxiliary section countershafts (324, 362) which are coaxial and supported solely by bearings in the transmission housing (316) forward and rearward end walls (316A, 316B). The mainshaft (362) 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 (318) and forward end of the output shaft (358).

Abstract: A thrust washer combination employing three thrust washers (28, 70 and 72) is provided for maintaining separation between and for transferring axial thrust to a mainshaft (2) that has been imparted to either one adjacent floating mainshaft gears (12, 18) of a change gear transmission (100) respectively by a clutch assembly (20) or (22) during the process of selectively clutchingly engaging one of gears (12, 18) to the mainshaft to effect the rotation thereof. Gears (12) and (18) have respective adjacent flanges (42) and (44) that extend towards mainshaft (48) with thrust washer (28) being contained in an annular groove (42) therebetween and keyed for rotation with mainshaft (2) and thrust washers (70) and (72) positioned on opposite sides of flanges (40, 42) and held thereagainst by retaining rings (74) and (76) respectively.

Abstract: A vehicle compound change gear transmission is provided that features an auxiliary drive gear (24) carried by a mainshaft (20) having enhanced freedom of radial movement by eliminating all radial contact between a bearing member that resiliently supports mainshaft (20) for rotation relative to a stationary housing of the transmission by utilizing prescribed spacer member combinations.

Abstract: A shift valve (312) assembly for an auxiliary transmission section (14) shift control system (300)/method is provided which will prevent auxiliary section sychronized clutch (922, 128) damage, and will complete the auxiliary section shaft, if the main transmission section (12) is engaged during an auxiliary section shift into high speed ratio thereof.

Abstract: A gear retainer (200) is provided that features a thrust washer (54) that is secured in a transverse groove (40) in a transmission mainshaft (3) for rotation therewith and extends outwardly therefrom into a groove defined between a radially outwardly extending second surface (50) and a retainer ring (58) disposed in a slot (47) in an axially extending first surface (46) defining a recess (42) in a floating mainshaft gear (20encircling mainshaft (3). Gear retainer (200) is operative to limit axial movement of gear (20) and to transmit axial thrust to mainshaft (3) that may have been imparted thereto by a clutching mechanism (24) during the process of clutching gear (20) to mainshaft (3). In another embodiment a gear retainer (300) is provided that includes a spacer (62) between ring (58) and thrust washer (54) that is secured for rotation with gear (20) and is operative to increase contact surface area between ring (58 ) and thrust washer (54).

Abstract: A shifting mechanism for a multi-speed manual overdrive (OD) transmission. A "flipper" reverses the action of the shift stick for the final stage shift fork to maintain progressive "H" or "HH" shift patterns yet engage a direct drive coupling as the next-to-last range and OD as the final engagement. The mechanism employs a quadrangular frame slidably received on two adjacent shift rails in a shift rail array. The frame has one side above the shift rail array notched to engage the shift stick end of an opposite side below the array. The flipper is pivotally mounted below the array with one end engaging a notch in the frame and the other end engaging the final stage shift fork so as to minimize bending stresses on the fork end and reaction loads of the sliding frame on the shift rails.

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). The shift flange is rotatable relative to the shaft and jaw clutch members 28,30, and defines three sets of self-energizing ramps (32k,32m,32n,32p) which act against three sets of ramps (35c,35d,35e,35f) defined by elongated members (35). Members (35) are fixed against rotational and axial movement relative to the shaft. 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 assemblies 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 compound transmission (12) including main and auxiliary transmission sections (14,15) having several pin-type, double-acting, self-energizing synchronizer mechanisms (60,62,84). The several synchronizer mechanisms are configured to provide higher self-energizing forces for higher speed reduction ratio gears than for lower speed reduction gears, and to provide higher self-energizing forces for downshifts than for upshifts. The self-energizing forces are provided by improved self-energizing ramp surfaces (29e,29f,29g,29h and (111a,111b,111c,111d)formed in external splines 29 of a shaft 28 and in internal teeth extending radially inward from a shift flange 110. The shift flange carries improved pre-energizer and neutral centering assemblies (120) axially retained by end surfaces (102a,104a) of jaw clutch member (102,104).

Abstract: A pin-type, double-acting, one-way synchronizer mechanism (22) with friction clutches (24,36 and 26,38), jaw clutches (28,12c and 30,16b) and self-energizing ramps. The ramps act between a shaft (14) and a shift flange (32) which is rotataable relative to the shaft and jaw clutch members 28,30. Flange (32) includes radially inwardly extending teeth (32k) defining self-energizing ramps (32m,32n) which act against ramps (14d,14e) formed in shaft splines (14b). 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. Two of the friction clutches (36,38) each include three circumferentially spaced pins (40,41) rigidly extending therefrom and through openings (32c,32d) in the flange (32).

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 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 compound transmission (12) including main and auxiliary transmission sections (14,15) having several pin-type, double-acting, self-energizing synchronizer mechanisms (60,62,84). The several synchronizer mechanisms are configured to provide higher self-energizing forces for higher speed reduction ratio gears than for lower speed reduction gears, and to provide higher self-energizing forces for downshifts than for upshifts. The self-energizing forces are provided by improved self-energizing ramp surfaces (29e,29f,29g,29h and (111a,111b,111c,111d) formed in external splines 29 of a shaft 28 and in internal teeth extending radially inward from a shift flange 110. The shift flange carries improved pre-energizer and neutral centering assemblies (120) axially retained by end surfaces (102a,104a) of jaw clutch member (102,104).

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 compound transmission (10) comprising a main transmission section (12) connected in series with a range type multiple speed auxiliary drive train unit (14) having at least two selectable range type ratios, and a combined shift control unit (56) therefor, is provided.

Abstract: A compound transmission (10) comprising a main transmission section (12) connected in series with a range type multiple speed auxiliary drive train unit (14) having at least two selectable range type ratios, and a combined shift control unit (56) therefor, is provided.

Abstract: A compound transmission (10) comprising a main transmission section (12) connected in series with a range type multiple speed auxiliary section (14) having at least two selectable range type ratios, and a shift control unit (56) therefor, is provided. The shift control includes a resilient range interlock structure (178, 190) for inhibiting main section shifts from neutral during a range shift transient.

Abstract: A single shaft (106) shifting mechanism (100) for a change gear transmission (10) is provided. The shifting mechanism includes in-gear/neutral detent device (194, 196, 198) and stop and positioning devices (200, 202, 204,206) all of which are integral with the mechanism allowing a relatively simple block mechanism (102) to be utilized with standard remote and/or direct shift actuators.

Abstract: A shift control mechanism (10) for use in cooperation with a shift bar housing assembly (16) of a change gear transmission of the type comprising a shift bar housing (14) in which a plurality of axially moveable shift rails (18, 20, 22 and 24) are mounted is provided. The shift control mechanism includes a control housing (12) in which a shift yoke (64) is pivotably mounted for pivotal movement about a pivot axis (68) in a direction (Y--Y) transverse the axes of the shift rails. A shift lever (48) carrying a shift finger (52) at one end thereof and a shift knob (56) at the other end thereof is pivotably mounted in the shift yoke about an independent pivot axis (62) for pivotal movement in the direction (X--X) parallel the axes of the shift rails relative to the shift yoke and control housing.