Abstract: A powertrain system is provided that includes a prime mover and a change-gear transmission having an input, at least two gear ratios, and an output. The powertrain system also includes a power shunt configured to route power applied to the transmission by one of the input and the output to the other one of the input and the output. A transmission system and a method for facilitating shifting of a transmission system are also provided.

Abstract: A hybrid powertrain system includes a first prime mover having an output, a second prime mover having an output, a synchronizing clutch selectively coupling the first prime mover output and the second prime mover output, a multi-ratio transmission having an input, and a planetary gear set selectively coupling the second prime mover output to the first prime mover output or the multi-ratio transmission input based on a coupling state of the synchronizing clutch.

Abstract: A method and system of operating a vehicular hybrid powertrain having a first prime mover, a second prime mover, a planetary gear set configured to sum outputs from the first prime mover and the second prime mover, and a transmission coupled to an output of the planetary gear set includes initially driving the transmission with the second prime mover, cranking the first prime mover with the second prime mover, accelerating the first prime mover to a reference speed, and maintaining the first prime mover at approximately the reference speed while varying a speed of the second prime mover to vary an output velocity of the planetary gear set

Abstract: A powertrain system is provided that includes a prime mover and a change-gear transmission having an input, at least two gear ratios, and an output. The powertrain system also includes a power shunt configured to route power applied to the transmission by one of the input and the output to the other one of the input and the output. A transmission system and a method for facilitating shifting of a transmission system are also provided.

Abstract: A pin-type, double acting synchronizer (18) with friction clutches (22,36 and 24,38), jaw clutches (26,30 and 28,31), a shift flange (32), self-energizing ramps (21a-21d) affixed to a shaft (12), and self-energizing ramps (45a-45d) affixed to a self-energizer member (34). Engagement of the ramps provides an additive axial force (F.sub.a) for increasing the engagement force of the friction clutches. The member (34) is secured for sliding movement with the flange and jaw members (30,31). The member (34) is resiliently connected for rotation with the flange by force limiting detent assemblies (50) until synchronizing torque reaches a predetermined amount. When the predetermined torque is reached, the force limiting assemblies allow the flange to rotate and engage stops (32h) for directing all torque in excess of the predetermined amount to the shaft in parallel with the self-energizing ramps.

Abstract: A pin-type, double-acting synchronizer (10) with friction rings (22, 36 and 24, 38), jaw members (30, 26, 28), three circumferentially spaced pins (40)including blocker shoulders for preventing asynchronous engagement of the jaw members, pre-energizer assemblies (42) to ensure initial engagement of the friction rings and blocker shoulders in response to initial engaging movement of a shift flange (32), and self-energizing cams (32f, 32g, 20e, 20f) producing an additive axial force (F.sub.a) in response to either of the cams (32f, 32g) moving a rigid link (48) radially inward against either of the cams (20e, 20f). In a modified embodiment the links (48) are replaced by spring capsules (60) which limit the maximum additive force (F.sub.a).

Abstract: A pin-type, double-acting synchronizer (10) with friction rings (22, 36 and 24, 38), jaw members (30, 26, 28), three circumferentially spaced pins (40) including blocker shoulders for preventing asynchronous engagement of the jaw members, pre-energizer assemblies (42) to ensure initial engagement of the friction rings and blocker shoulders in response to initial engaging movement of a shift flange (32), and self-energizing cams (32f, 32g, 20e, 20f) producing an additive axial force (F.sub.a) in response to either of the cams (32f, 32g) moving a link (48) radially inward against either of the cams (20e, 20f). The synchronizer may include springs (50) to limit the additive axial force (F.sub.a) and curved ramps (20e', 20f') to vary the additive axial force (F.sub.a).

Abstract: A system and method for decreasing the time required to complete a ratio change in an electronically enhanced powertrain system is provided. The powertrain system includes a number of devices for providing a retarding torque to engine rotation to increase the decay rate of the engine speed during an upshift. These devices include an engine brake and an input shaft brake. A retarding torque is also provided by increasing engine accessory load by controlling various engine accessories such as a cooling fan, an air compressor, a hydraulic pump, an air conditioning compressor, and an alternator.

Abstract: A system and method for decreasing the time required to complete a ratio change in an electronically enhanced powertrain system is provided. The powertrain system includes a number of devices for providing a retarding torque to engine rotation to increase the decay rate of the engine speed during an upshift. These devices include an engine brake and an input shaft brake. A retarding torque is also provided by increasing engine accessory load by controlling various engine accessories such as a cooling fan, an air compressor, a hydraulic pump, an air conditioning compressor, and an alternator.

Abstract: An apparatus for controlling the rotational speed of an input shaft of a motor vehicle transmission such as a compound heavy duty transmission to achieve synchronous during a ratio change includes a variable speed motor having a motor shaft operably engaged with an input shaft of the transmission, preferably through an intermediate gear and a countershaft gear. The motor may be an electric, hydraulic, or pneumatic motor, having a speed variable between zero and a maximum so that the input shaft speed can be decreased during upshifts, or increased during downshifts. In an alternative embodiment, the motor is operably engaged with the input shaft and with the output shaft.

Abstract: A transmission shifting system for axially displacing a shift fork in response to an electrical signal using a ball ramp actuator to load a spring disposed between the ball ramp actuator and the shift fork where an electrical coil is energized to induce an electromagnetic field in a drive flange connected to a rotating driveshaft which causes the ball ramp actuator to axially expand thereby preloading the spring and causing a jaw clutch to be axially displaced by the shift fork to rotationally engage a transmission gear.

Abstract: A self-adjusting clutch and input shaft brake actuator system is provided for consistent actuation of the input shaft brake after complete disengagement of the master clutch. A dual piston arrangement is fluidly coupled and includes an oil bypass path for adjusting the fluid coupling while the master clutch is engaged. The oil bypass path allows adjustment of the master clutch release tube by changing its position relative to the input shaft brake. This compensates for the wearing of the friction material in the master clutch while maintaining a constant travel for master clutch disengagement and input shaft brake application resulting in consistent application of the input shaft brake upon disengagement of the master clutch.

Abstract: A baulkring-type synchronizer (18) includes cone clutch friction surfaces (24,48 and 26,50) and jaw clutch teeth (36b,28 and 36c,30) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). A torque ring (63) is mounted in a shift sleeve (34) for limited rotation relative thereto and non-axial movement relative thereto. The ring defines self-energizing ramp surfaces (74a,74b,74c,74d), blocker surfaces (76a,76b,78a,78b), and reaction surfaces (76c,78c). The ring self-energizing ramp surfaces engage self-energizing ramp surfaces (70a,70b,72a,72b) defined on an outer circumference of a hub (32) affixed to the shaft. The ring blocker surfaces engage blocker surfaces (44a,44b,46a,46b) affixed to baulkrings (40,42). The ring reaction surfaces engage reaction surfaces (44c,44d,46c,46d) affixed to the baulkrings.

Abstract: An emergency device (2) for allowing manual limp home/get off road shifting of an automatic/semiautomatic mechnical transmisssion of the type having an electrically controlled shifter (30) including a plurality of electrically initialed shifting drivers (solenoids S1-S6) is provided.

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.

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 clutch member (28). A shift flange (32) is rotatably fixed to the clutch member (28) by splines (32a,30) which allow relative axial movement against the force of the springs (33). The clutch member (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 between the shaft and gears.

Abstract: A method for controlling an AMT system (10) is provided including sensing vehicle start from stop operation, determining a target engine speed value (A) based upon the operator setting of the throttle pedal (THL) and modulating the fuel supplied to the engine (FC) to cause the engine speed (N) to rapidly equal and then be maintained at said target engine speed value. The clutch (16) is engaged at a relatively slow first rate (106), or a relatively rapid second rate (126) depending upon the value of engine speed (N) relative to the target value (A) and upon the value of the amount (FC) and/or the rate of change of the amount (dFC/dt) of fuel supplied to the engine. The first rate of engagement is a function of, and varies directly with, the value of operator setting of the throttle (THL).

Abstract: A positive drive (10) utilizing clutch sleeves (46, 62) having internal splines (48, 64) for splined connection to clutch cams (30, 32) and certain of the clutch (42, 44) friction discs (54, 66) is provided. The positive drive utilizes a drive cam (22) comprising a radially inner ring portion (24) carrying cam surfaces (84, 86) for operative engagement with cam follower ramp surfaces (88, 90) of the clutch cams and radially outwardly extending arm portions (26) for mounting to the positive drive housing (12). Each of the clutch sleeves define axially extending balking fingers (100, 102) which extend through the circumferential space between the arm portions of the drive cam and which are located radially outwardly of the ring portion (24) for interengagement to limit the relative rotational freedom between the clutch cams.

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.

Abstract: A system and method for decreasing the time required to complete a ratio change in an electronically enhanced powertrain system is provided. The powertrain system includes a number of devices for providing a retarding torque to engine rotation to increase the decay rate of the engine speed during an upshift. These devices include an engine brake and an input shaft brake. A retarding torque is also provided by increasing engine accessory load by controlling various engine accessories such as a cooling fan, an air compressor, a hydraulic pump, an air conditioning compressor, and an alternator.