Abstract: An index torque measurement system is provided. The system includes a blocker ring and a source, of index torque. The source of index torque applies a varying amount of index torque to the blocker ring to allow smooth indexing of the blocker ring teeth with synchronizer sleeve teeth. The system includes a synchronizer sleeve drivable to overcome the index torque to engage the blocker ring. The system further includes a measurement system that measures the force to overcome the index torque based on a load required to drive the synchronizer sleeve into engagement with the blocker ring given the applied index torque.

Abstract: An index torque measurement system is provided. The system includes a blocker ring and a source, of index torque. The source of index torque applies a varying amount of index torque to the blocker ring to allow smooth indexing of the blocker ring teeth with synchronizer sleeve teeth. The system includes a synchronizer sleeve drivable to overcome the index torque to engage the blocker ring. The system further includes a measurement system that measures the force to overcome the index torque based on a load required to drive the synchronizer sleeve into engagement with the blocker ring given the applied index torque.

Abstract: A strut-type synchronizer for coupling a gear to a rotating shaft includes a hub rotating with the shaft, a clutch ring rotatable with the gear, and a friction ring disposed between the hub and the clutch ring. The hub supports several struts for relative axial movement, as urged by an encircling splined sleeve through a detent, into engagement with the friction ring. The friction ring, which does not itself directly engage the sleeve, has a friction surface that is thus urged by the struts into engagement with a complementary friction surface of the clutch ring, whereupon relative rotation between the friction ring and the clutch ring ceases, the detent is overcome, and the sleeve's spline teeth engage complementary spline teeth on the clutch ring to fully engage the synchronizer. The friction surfaces include two axially-spaced frustoconical portions, by which an increased cone torque is achieved during synchronization.

Abstract: A strut-type synchronizer for coupling a gear to a rotating shaft includes a hub rotating with the shaft, a clutch ring rotatable with the gear, and a friction ring disposed between the hub and the clutch ring. The hub supports several struts for relative axial movement, as urged by an encircling splined sleeve through a detent, into engagement with the friction ring. The friction ring, which does not itself directly engage the sleeve, has a friction surface that is thus urged by the struts into engagement with a complementary friction surface of the clutch ring, whereupon relative rotation between the friction ring and the clutch ring ceases, the detent is overcome, and the sleeve's spline teeth engage complementary spline teeth on the clutch ring to fully engage the synchronizer. The friction surfaces include two axially-spaced frustoconical portions, by which an increased cone torque is achieved during synchronization.

Abstract: An objective method is provided for selecting gear ratios for use in a motor vehicle transmission having multiple selectable gears. The method includes selecting gear ratios for a specific application includes calculating a low gear ratio, and a high gear ratio based upon vehicle parameters and performance requirements. The total ratio spread is determined by dividing the low gear ratio by the high gear ratio. Using the total ratio spread, a geometric sequence is created with a plurality of terms, such that each of the terms respectively represent the ratio steps between the gears. Lastly, each gear ratio is divided by its respective ratio step plus one to find the gear ratio for the next gear. This method provides an objective method for selecting gear ratios, such that the steps between each of the ratios are uniformly progressive.

Abstract: An objective method is provided for selecting gear ratios for use in a motor vehicle transmission having multiple selectable gears. The method includes selecting gear ratios for a specific application includes calculating a low gear ratio, and a high gear ratio based upon vehicle parameters and performance requirements. The total ratio spread is determined by dividing the low gear ratio by the high gear ratio. Using the total ratio spread, a geometric sequence is created with a plurality of terms, such that each of the terms respectively represent the ratio steps between the gears. Lastly, each gear ratio is divided by its respective ratio step plus one to find the gear ratio for the next gear. This method provides an objective method for selecting gear ratios, such that the steps between each of the ratios are uniformly progressive.

Abstract: An objective method is provided for selecting gear ratios for use in a motor vehicle transmission having multiple selectable gears. The method includes selecting gear ratios for a specific application includes calculating a low gear ratio, and a high gear ratio based upon vehicle parameters and performance requirements. The total ratio spread is determined by dividing the low gear ratio by the high gear ratio. Using the total ratio spread, a geometric sequence is created with a plurality of terms, such that each of the terms respectively represent the ratio steps between the gears. Lastly, each gear ratio is divided by its respective ratio step plus one to find the gear ratio for the next gear. This method provides an objective method for selecting gear ratios, such that the steps between each of the ratios are uniformly progressive.

Abstract: A method for attaching a clutch pedal assembly to a vehicle with a brake pedal assembly for a manual transmission conversion from an automatic transmission application including extension of a brake support shaft laterally from an existing brake pedal assembly and through a clutch pedal supporting bushing and then further outward into engagement with a wall of the vehicle. Specifically, the outward end of the support shaft is insertably extended through a hole in the wall of the vehicle for supporting that end portion of the shaft. The method further includes utilizing a metal cutting edge or tip on the outward end of the support shaft such that rotation of the support shaft can drill the support hole in the vehicle wall.

Abstract: A manual transmission shift control apparatus wherein dual cables lead from a floor-mounted shift control lever assembly directly, i.e., without bending, to dual select and shift shafts operatively connected to the transmission. The dual shafts are rotatably mounted and operated in a housing on top of the transmission. A selector mechanism bearing a shift finger is rotatably and slidably mounted on a shaft in the housing, such that, through suitable linkage, the shift finger is selectively rotated by the rotated select shaft into 1/2, 3/4, or 5/R shift positions, and then slid by the rotated shift shaft into the 1, 3 or 5 shift ratios in one direction, or the 2, 4 or R shift ratios in the other direction.

Abstract: In a shift control arrangement for a manual transmission wherein dual cables lead from a floor-mounted shift control lever to dual select and shift shafts operatively connected to the transmission, a shift mechanism bearing a shift finger is rotatably and slidably mounted on a shaft in the housing, such that, through suitable linkage, the shift finger is selectively rotated by the select shaft into 1/2, 3/4, or 5/R shift positions, and then slid by the shift shaft into the 1, 3 or 5 shift ratios in one direction, or the 2, 4 or R shift ratios in the other direction. A reverse inhibitor mechanism operates in conjunction with a pin extending from the rotatable and slidable shift mechanism to prevent an inadvertent manual shift from 5 to R ratio positon, and to result in a shift from 5 to 4 instead.

Abstract: An improved strutless synchronizer wherein a composite blocker ring is composed of fiber reinforced thermosetting resin. The blocker ring is uniquely designed with three radially extending external detent bumps equally spaced about the ring. The detent bumps provide interference to the passage of three sets of corresponding internal cam-like tall teeth formed on the synchronizer sleeve as the sleeve is moved axially to engage clutching teeth of a ratio gear. Initially the tall teeth contact their associated detent bumps loading the ring internal clutch cone surface on the ratio gear external clutch cone surface. As the sleeve continues to move, the tall teeth ride over the detent bumps and resiliently compress the blocker ring thereby generating the required break-through load of the synchronizer enabling the sleeve to pass the blocker ring and lockingly engage the ratio gear clutch teeth.

Abstract: An improved strutless synchronizer has an annular spring interposed between an internally splined sleeve, mounted for axial sliding movement on a main shaft, and an associated blocking ring. Selected ones of the sleeve splines are formed at the extremities with radially inwardly extending teeth. Each of the teeth has a dual chamfered face portion in opposed relation with the annular spring. The blocking ring has three equally spaced lugs each formed with a transverse groove sized to axially capture the annular spring so as to allow the spring freedom to rotate in its grooves relative to the blocking ring. Each time the sleeve is moved toward meshed engagement with an associated main shaft ratio gear its spline teeth chamfered faces compress the spring at random points thereby minimizing spring wear. Also, the grooves, by positively retaining the spring, insure instant unloading of the blocking ring.

Abstract: Transmission shift rail assembly has a single shift rod slidably received within an outer concentric tubular member. A first-second (1-2) speed fork is supported on the tubular member for movement therewith. A third-fourth (3-4) speed fork is slidably supported on the tubular shift rail for axial movement relative thereto. A fifth speed fork is fixedly retained on one free end of the shift rod. The tubular member has a pair of diametrically opposed elongated control slots receiving a transverse cross pin which extends from the fifth speed shifter through the tubular member and rod. Journal bearings are provided between the outer tubular member and the inner shift rod. This arrangement enables the 1-2 speed fork having the highest shifting resistance, to be readily shifted on the journalled tubular member in a predetermined manner reducing gear shift lever operating efforts.