Abstract: A sliding sleeve of a synchronizer assembly for manual transmissions, said sliding sleeve having a sleeve body made by a non-chipping shaping procedure which sliding sleeve receives a gearshift fork guide on an outer peripheral surface and has a toothing extending in a direction of a central longitudinal axis of the sleeve body on an inner peripheral surface wherein the sleeve body is made as a one-piece component of sheet metal by a non-chipping shaping procedure.

Abstract: A sliding sleeve of a synchronizer assembly for manual transmissions, said sliding sleeve having a sleeve body made by a non-chipping shaping procedure which sliding sleeve receives a gearshift fork guide on an outer peripheral surface and has a toothing extending in a direction of a central longitudinal axis of the sleeve body on an inner peripheral surface wherein the sleeve body is made as a one-piece component of sheet metal by a non-chipping shaping procedure.

Abstract: A multiple-speed transmission for motor vehicles has a main transmission and a planetary design range change group rear-mounted thereon. The multiple-speed transmission has a synchronizer assembly situated upon an output shaft of the main transmission which is, at the same time, the input shaft of the range change group. The synchronizer assembly is locked either against a rotation relative to a sun gear to create a reduction ratio between the input shaft to the planetary transmission and the output shaft of the planetary transmission or against a rotation relative to the planet carrier, and thus to the output shaft of the planetary transmission, to create a direct drive between the input shaft to the planetary transmission and the output shaft of the planetary transmission.

Abstract: A frictional coupling, especially synchronization device of gear mechanisms, with at least two coupling bodies (1, 2) which come into frictional contact upon engagement of the coupling, wherein one coupling body consists of one ring-shaped base body (3) of metal with at least one flat, conical or cylindrical carrier surface, to which a frictional layer made of organic or inorganic frictional material (4) is attached, and at least one other coupling body of a counter body (8), preferably also made of metal, and has a counter surface which works together with the frictional layer, is further developed for closed systems such that clamping or damage to the edges can be avoided with continued unimpaired function and the usage in the new condition is facilitated.

Abstract: The invention relates to an indexing gear (21) for a synchronizing device (1) for a geared speed change transmission installed in motor vehicles to which a coupling body (22) as well as a friction ring (23) are allocated. In accordance with the invention, the indexing gear (21), the coupling body (22) as well as the friction ring (23) are constructed as component parts which can be prefabricated, which are joined in a rotatably fixed manner.

Abstract: A gearbox with a transmission input shaft and an output shaft mounted parallel in a gearbox housing and includes several pairs of engaged pinions to shift in a corresponding number of forward transmission ratios. A reverse gear axle is mounted in the housing parallel to the input and output shafts, with two idler gears freely rotatable on the shaft, one gear engaging a fixed gear on the input shaft, the other engaging a fixed gear on the output shaft. A reverse synchronizing device is located between the two idler gears for engaging reverse gear ratio. The synchronizer includes a jaw clutching sleeve splined to one of the idler gears, and is slidable towards the other idler gear to actuate a synchronizing clutch. The clutch has radially inward facing champfered blockers which engage corresponding slots in the sleeve. A synchonization initiation device in the form of a snap ring is also provided.

Abstract: A motor vehicle stepped transmission comprises a transmission input shaft ich is driven by an engine output shaft via a separating clutch. Further, it comprises a transmission output shaft arranged colinearly with the transmission input shaft. A countershaft is arranged parallel to the transmission output shaft. A plurality of gearwheel sets is provided for establishing forward and reverse gears within the transmission. A sub-plurality of the gearwheel sets each comprises a loose wheel. The loose wheels are rotatably arranged on a shaft and are adapted to be rigidly connected to the shaft by means of a gearshift clutch for shifting into one of a sub-plurality of the forward and reverse gears. Another of the gearwheel sets is associated to another of the forward and reverse gears and is adapted to be switched by means of a friction clutch. A toothed wheel within the other gearwheel set and associated to the other gear is arranged on an additional shaft extending parallel to the transmission output shaft.

Abstract: A dual speed film drive apparatus to achieve high speed and low speed film drive employs a limited speed range stepper motor with pinion input drive gear, and an output driven gear connected to a film advance mechanism. High and low speed drive is achieved by use of a pivoted intermediate gear drive module having high speed and low speed gear set positions to interconnect the stepper motor input drive gear to the output driven gear. Shifting of the gear module between gear set positions is accomplished by a DC motor operated cam drive mechanism which pivots the gear module selectively between the high speed and low speed gear set positions. The cam drive mechanism includes a camming slot having dwell segments at each end of the slot. An open loop control gear mesh procedure includes is also described for meshing the high speed and low speed intermediate gear drives with the input drive gear and output driven gear.

Abstract: A gear type manual transmission equipped with one or more synchronizing mechanisms employing generally U-shaped reverse shift forks consisting of two arms, each of which is pivotally supported at one arm by a first support secured to one of transmission shafts which extends in parallel with one another and is stationary relative to the transmission case and pivotally supported at the other arm by a second support aligned with the first support and secured to the transmission case.

Abstract: The selector rings (9-11) of a gearbox are moved axially of the mainshaft (8) to engage and disengage gears (1-6) by respective pairs of push-rods (15, 16) which extend inwardly between the gears (1-6). The push-rods (15, 16) bear on oppositely-inclined faces (22) of pairs of blocks (17) which slide in slots (18) parallel to the shaft (8) and which engage respective rings (9-11) at diametrically-opposite locations. Actuation of one pair of rods (15; 16) causes their blocks (17) and the engaged ring (9-11) to move in one direction whereas actuation of the other pair causes movement in the opposite direction. The rods (15, 16) slide within mounting blocks (19) inset between pairs of the gears (1-6), and are actuated by the cam surface (26) of a longitudinally-driven rack (25). Alternatively, the push-rods (47, 48 FIG. 8) are actuated by individual hydraulic rams (45, 46).

Abstract: The invention relates to an indexing gear (21) for a synchronizing device (1) for a geared speed change transmission installed in motor vehicles to which a coupling body (22) as well as a friction ring (23) are allocated. In accordance with the invention, the indexing gear (21), the coupling body (22) as well as the friction ring (23) are constructed as component parts which can be prefabricated, which are joined in a rotatably fixed manner.

Abstract: An improved control system/method for controlling input shaft retarding device (28/32) assisted upshifting in an at least partially automated vehicular mechanical transmission system (10). The input shaft (18) deceleration (dIS/dt) during an upshift is varied as a function of sensed gear ratio and/or throttle pedal position (THL).

Abstract: A semi-automatic shift implementation system (100) for a lever-shifted mechanical transmission (10) includes an intent-to-shift sensor (122), such as an intent-to-shift button (120). Upon sensing an intent to shift, a controller (146) will cause the engine to be fueled to minimize torque-lock conditions at jaw clutches to be disengaged.

Abstract: A powertrain system for a hybrid vehicle. The hybrid vehicle includes a heat engine, such as a diesel engine, and an electric machine, which operates as both an electric motor and an alternator, to power the vehicle. The hybrid vehicle also includes a manual-style transmission configured to operate as an automatic transmission from the perspective of the driver. The engine and the electric machine drive an input shaft which in turn drives an output shaft of the transmission. In addition to driving the transmission, the electric machine regulates the speed of the input shaft in order to synchronize the input shaft during either an upshift or downshift of the transmission by either decreasing or increasing the speed of the input shaft. When decreasing the speed of the input shaft, the electric motor functions as an alternator to produce electrical energy which may be stored by a storage device.

Abstract: A powertrain system for a hybrid vehicle. The hybrid vehicle includes a heat engine, such as a diesel engine, and an electric machine, which operates as both an electric motor and an alternator, to power the vehicle. The hybrid vehicle also includes a manual-style transmission configured to operate as an automatic transmission from the perspective of the driver. The engine and the electric machine drive an input shaft which in turn drives an output shaft of the transmission. In addition to driving the transmission, the electric machine regulates the speed of the input shaft in order to synchronize the input shaft during either an upshift or downshift of the transmission by either decreasing or increasing the speed of the input shaft. When decreasing the speed of the input shaft, the electric motor functions as an alternator to produce electrical energy which may be stored by a storage device.

Abstract: A gear shift mechanism in a transmission connecting a drive source to an output via a clutch. The gear shift mechanism acts on a plurality of gear pairs to select one thereof during a speed change when the clutch is disengaged. The gear shift mechanism has a hollow shaft which can be the input or output shaft of the transmission. One of the gears of the gear pairs are idly mounted on the hollow shaft and the other of the gears of the gear pairs are secured to the output shaft or a further shaft connected thereto. Alocating tube rotates with the hollow shaft and is slidable therein. The locating tube and hollow shaft have a plurality of angularly aligned radial holes and when one of the idler gears of the gear pairs is selected for engagement, the locating tube is displaced to align the radial holes therein with holes in the selected idler gear. Each of the radial holes slidably supports an engagement pin.

Abstract: A manual transmission for use in motor vehicles is disclosed. The transmission includes an input shaft, an output shaft, and a plurality of constant-mesh gearsets that can be selectively engaged for establishing corresponding forward gears therebetween. In addition, a reverse gear assembly is provided for establishing the reverse gear. The reverse gear assembly includes an idler shaft non-rotatably mounted within a housing of the transmission and an idler gear journally supported on the idler shaft. The idler gear is linearly movable into engagement with a reverse input gear and a reverse speed gear. Each tooth of the reverse idler gear includes a pair of intersecting flank radii which intersect at the tooth centerline, creating an included angle therebetween. The teeth of the input and output gears are similarly formed to include a pair of flank radii and included angles.

Abstract: A powertrain system for a hybrid vehicle. The hybrid vehicle includes a heat engine, such as a diesel engine, and an electric machine, which operates as both an electric motor and an alternator, to power the vehicle. The hybrid vehicle also includes a manual-style transmission configured to operate as an automatic transmission from the perspective of the driver. The engine and the electric machine drive an input shaft which in turn drives an output shaft of the transmission. In addition to driving the transmission, the electric machine regulates the speed of the input shaft in order to synchronize the input shaft during either an upshift or downshift of the transmission by either decreasing or increasing the speed of the input shaft. When decreasing the speed of the input shaft, the electric motor functions as an alternator to produce electrical energy which may be stored by a storage device.

Abstract: A synchronizer clutch having a first member, a second member, and a clutch pack. The clutch pack includes a first clutch plate fixed to the first member and a second clutch plate fixed to the second member. The synchronizer clutch further includes a clutch hub fixed to the first member, a first ring located between the clutch hub and the clutch pack, and a second ring frictionally engaging said first ring. A shift sleeve is mounted for rotation with the clutch hub and sliding movement thereon between a first and second position. In the first position, the shift sleeve uncouples the first member from the second member to enable relative rotation therebetween. In the second position, the shift sleeve couples the first member to the second member for preventing relative rotation therebetween.

Abstract: A motor vehicle gearbox with two concentrically mounted input shafts, each driving an individual layshaft, having gears in engagement with gears on an output shaft. One layshaft has a central synchronizing device, by means of which the layshaft, which is driveably coupled to the momentarily non-driven input shaft, can be accelerated up to a rotational speed determined by the selected gear speed. The central synchronization device has a friction clutch and two synchronization gears, one of which is wider than the other and is lockable to the shaft with the aid of an engaging sleeve, so that driving torque can be transmitted via the synchronization gear.

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: In a transmission inertia brake a ball ramp mechanism is used to load a clutch pack to slow a rotating transmission shaft where the clutch pack is carried on a one piece drive assembly having a gear section for meshing with a transmission gear, an extension section for engaging a thrust plate in an isolator assembly, a clutch section for engaging plurality of driven clutch plates in the clutch pack and a bearing section for rotational support within a brake housing. An armature having an angled peripheral surface engages a mating friction surface formed in an end plate to form a core clutch, the armature being magnetically pulled upon energization of an electrical coil energized by a power signal from a control unit supplied through a sealed electrical connector thereby introducing a frictional braking force on the armature to activate the ball ramp mechanism. The armature is nonrotatably connected to the control ring of the ball ramp mechanism through at least one connecting pin.

Abstract: A pin-type, double acting synchronizer (22) with friction clutches (26,50 and 28,52), jaw clutches (30,34 and 32,36), a shift flange (42), self-energizing ramps (13b,13c,13d,13e) affixed to a shaft (12), and self-energizing ramps (45a,45b,45c,45d) affixed to a self-energizer member (44). Engagement of the ramps provides an additive axial force (F.sub.a) for increasing the engagement force of the friction clutches. The member (44) is secured for rotation with and sliding movement relative to the flange (42). Spring washers (46,48) react in opposite directions between member (44) and the jaw members (34,36) for limiting the amount of additive axial force (F.sub.a).

Abstract: A pin-type, double acting synchronizer (22) with friction clutches (26,50 and 28,52), jaw clutches (30,34 and 32,36), a shift flange (42), self-energizing ramps (13b,13c,13d,13e) affixed to a shaft (12), and self-energizing ramps (45a,45b,45c,45d) affixed to a self-energizer member (44). Engagement of the ramps in response to an operator shift (F.sub.o) applied to the shift flange provides an additive axial force (F.sub.a) for increasing the engagement force of the friction clutches. The member (44) is secured for rotation with and sliding movement relative to the flange (42). Spring washers (46,48) react in opposite directions between member (44) and the jaw members (34,36) for limiting the amount of additive axial force (F.sub.a). Blocker shoulders (42d,54c and 42e,54d) prevent asynchronous engagement of the jaw clutches.

Abstract: A two-piece continuous mesh synchronized reverse idler system is provided for use with a manual transmission. The system is provided for use with a vehicle transmission having an input shaft with a reverse driven gear, and an intermediate shaft with a reverse driven gear. The reverse idler system includes a reverse idler shaft which supports an upstream idler gear and a downstream idler gear. The upstream idler gear is rotatably mounted on the reverse idler shaft for engaging the reverse drive gear on the input shaft. The downstream idler gear is rotatably mounted on the reverse idler shaft for engaging the reverse driven gear on the intermediate shaft. A clutching device is provided for synchronizing and engaging the upstream reverse idler gear and the downstream reverse idler gear.

Abstract: A compound transmission assembly is provided including a splitter gear and headset/fourth gear, both mounted on the input shaft. The splitter gear is provided with a minimal diametral float with respect to the input shaft in order to minimize splitter gear tipping while allowing substantially balanced torque splitting between opposing countershafts. The headset/fourth gear is mounted to the input shaft via a pair of oppositely tapered roller bearing sets disposed about the input shaft in order to prevent headset/fourth gear tipping. In this manner, gear hopout is prevented during PTO operation, and substantially balanced torque splitting is accomplished.

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 synchronizing device (2) is proposed for torque-transmitting connection of two rotary parts of a shift transmission, in particular for connecting a transmission shaft (4) with gearwheel (6, 8) rotatably supported on the transmission shaft (4). A synchronizer sleeve (30) has an outer disc carrier (36) connected with a gearshift device (64) and an inner disc carrier (34). A set of discs (40) is provided between the disc carriers (34, 36). The adjacent discs of the set of discs (40) are alternatively connected either with the inner disc carrier (34) or with the outer disc carrier (36). When the speed of rotation of the outer disc carrier (36) differs from that of the inner disc carrier (34), the discs allow a synchronization moment. For that purpose the outer disc carrier (36) has a device (62) for form-fittingly connecting the outer disc carrier (36) with a device (60, 76) on the gearwheel (6, 8).

Abstract: The invention describes a vehicle transmission (2) with helical toothing wherein a first shaft (4, 60, 100, 104, 160, 162, 220, 300) and one substantially coaxial second shaft (28, 62, 102, 180, 246, 302) have a mechanism (36-50, 76-84, 120-154, 226, 234, 244, 306) between them for the transmission of axial forces and simultaneously allow rotation movement and radial mobility of the shafts relative to one another. Axial forces, particularly resulting from the helical toothing, can also be transmitted in transmissions having several countershafts.

Abstract: The shifting arrangement for a manual transmission, in which at least one transmission gear can be engaged or released by the simultaneous control of two shifting elements (synchronizing clutches), comprises two rotor elements which have guideways and are guided on a shifting shaft. One of the two rotor elements is non-rotatably but axially displaceably connected with the shifting shaft and is displaceable relative to the other rotor element.

Abstract: A multispeed transmission includes a range section having a plural cone synchronizer. The plural cone synchronizer is utilized to assist in transmitting the high torque load typically found in low range. The inventive synchronizer includes a unique structure for selectively connecting the outer and inner cones.

Abstract: Racing car transmission in which the reverse gear does not rotate when the car is travelling in the forward direction. The main shaft in this transmission has shortened splines that do not engage the reverse idler gear except when the transmission is shifted into reverse. Provision is made for a spring biased pin on the gear shift yoke to engage the detent on the reverse idler gear hub to stop it from spinning when this gear is not in the engaged position. This improvement eliminates unnecessary rotational inertia when the vehicle is travelling in the forward direction thus eliminating unwanted inertia which saps power and speed from the engine. The improvement adds significantly to the available power of the engine.

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: The invention is directed to a system for controlling a servo clutch which is mounted between the motor of a vehicle and a transmission having at least one reverse gear which can be set. To set the reverse gear, at least two rotatable transmission parts are brought into meshing engagement with each other. To set the reverse gear, the servo clutch is driven in such a manner that a rotational movement is imparted to at least one of the transmission parts. With this system, the reverse gear can be set reliably and comfortably especially in automated manual-shift transmissions.

Abstract: A twin-clutch transmission has first and second transmission input shafts and a transmission output shaft, each input shaft having an associated friction clutch. In the initial state, the first clutch transmits engine torque in a state of static friction and the second clutch is open. In a shifting operation the second transmission input shaft is brought to a synchronous speed, thus permitting the engagement of a selected gear. In order to prevent a condition in which both clutches are in static friction engagement, which would result in locking up of the transmission, the speed of at least one clutch is maintained in the range of sliding friction to a value in the vicinity of the synchronization speed until the torque to be transmitted has been transferred steadily from the first clutch to the second clutch. A synchronizer is used when shifting up in the overrun condition.

Abstract: A synchronizer mechanism for synchronizing the rotation of gears between a power input shaft and a power output shaft in a manual transmission includes a hub and a synchronizer sleeve disposed about the hub and moveable relative thereto into and out of engagement with adjacent gears to synchronize the rotation of the adjacent gears with the rotation of the power input shaft. An indexing mechanism is employed for indexing the synchronizer sleeve into and out of engagement with adjacent gears. The indexing mechanism includes a retaining mechanism and a detent portion having a pair of gear engagement positions and a neutral position disposed therebetween. The retaining mechanism is receivable in the gear engagement positions and the neutral position to positively hold the synchronizer sleeve in these positions thereby preventing errant movement of the sleeve as it is moved into and out of engagement with adjacent gears.

Abstract: A bearing unit A comprises a main shaft gear 1 integrally having a tooth section 1a always meshed with a sub shaft gear 6 at the outer circumference, a pair of inner rings 2 fitted in the outer circumference of the main shaft 5, double-row tapered rollers 3 disposed between the raceway surface of the main shaft gear 1 and that of the inner ring 2, and a pair of cages 4 for respectively retaining each row of tapered rollers 3. The pockets 4a of the cage 4 are unequally pitched, wherein the tapered rollers 3 housed in the pockets 4a are unequally disposed at the circumference.

Abstract: A shift synchronizer for a motor vehicle transfer case includes a pair of blocker rings disposed on opposite sides of a plurality of circumferentially arrayed struts. The blocker rings include respective symmetrically disposed cone clutch faces. The clutch faces abut complementarily configured surfaces on the input shaft and the planet carrier of a planetary gear speed reduction assembly. The struts are spring biased radially inwardly by circumferentially extending tension springs and are received upon and detentingly engage a shift sleeve. The shift sleeve is splined to the transfer case output shaft. As the shift sleeve is translated axially toward either the input shaft or the planet carrier, the cone clutch face of the respective blocker ring is urged into contact with its adjacent complementarily configured clutch surface thereby frictionally engaging the output shaft with the input shaft or the planet carrier thereby causing such components to achieve synchronism.

Abstract: A compound transmission design for reducing gear hopout, particularly during PTO operation. In this design, a spindle is rigidly secured to an input shaft, and a headset/fourth gear is rotatably mounted on a spindle by means of a full compliment needle bearing. A splitter gear is rotatably mounted on the input shaft and includes a sufficient diametral float with respect to the input shaft to minimize tipping of the gear while maintaining significant torque balance between countershafts. This configuration maintains concentricity in parallelism of the headset/fourth gear and splitter gear with respect to the synchronizer clutch in order to prevent gear hopout.

Abstract: An apparatus for coupling a loose wheel to its shaft in a change speed transmission. A shift slide sleeve, which is non-rotatable with respect to the shaft, can be engaged by means of an internal clutch toothing in a corresponding external clutch toothing of a clutch ring which, by means of an internal driving toothing, engages in the running toothing of the loose wheel.

Abstract: A synchronizer unit eliminates the chattering noise generated when shifting a manual transmission into reverse from a forward gear while the drive shaft continues to rotate in the direction corresponding with the forward gear by providing a reverse brake arrangement for arresting rotation of the input shaft. The reverse brake arrangement includes a shaft rotatably supported by the transmission housing and a clutch hub mounted on the shaft which is adapted to rotate with the shaft. The clutch hub has a splined outer circumference. A shift sleeve is provided for engagement with the splined outer circumference of the clutch hub and is movable in the axial direction of the shaft. The reverse brake mechanism further includes a frustoconical cone in coaxial relation to the shaft and disposed on a first side of the clutch hub. The frustoconical cone includes a frustoconical surface on its outer periphery. A first blocker ring is coaxially aligned with the shaft.

Abstract: A selector fork for a change-speed gearbox, comprising first and second shafts rotatably supported by the gearbox. A pinion and gear pair are supported by the first and second shafts, respectively. A synchronizer is supported by one of the first and second shafts adjacent the pinion and gear pair. A selector rod having a longitudinal axis is supported by the gearbox. A selector fork is slidably supported by the selector rod. The selector fork provides for the directed supply of splash oil to one of the group comprising the selector fork and the synchronizer.

Abstract: The invention concerns gearshift transmissions with a lock synchronization arrangement in which one synchronizer member, connected with a transmission shaft and at least one gear wheel rotating at a different speed, can be coupled together during synchronous speed by means of an annular sliding sleeve axially movable by a gearshift force. Coupling teeth of the sliding sleeve mesh with corresponding coupling teeth of each rotating gear wheel or of a clutch member connected with each rotating wheel. Between the sliding sleeve and each rotating gear wheel is situated one synchronizer ring, parts of said synchronizer ring forming, with parts connected with the gear wheel or provided thereon, a positively engaged coupling. In the absence of synchronism, the axial movement of the sliding sleeve is locked by blocking surfaces of locking teeth. The coupling teeth are stub-ended coupling teeth which are dampened by elastic elements.

Abstract: A toothed-wheel gear change with power distribution over several layshafts (6, 7) having a radially and axially supported input shaft (2) and an output shaft (main shaft) (9) which is floating. At least one input gear (3, 4) provided on said input shaft (2) transmits the torque to gears (8) meshing therewith and firmly connected with the layshafts. The loose gears (10) are axially secured but radially free on the input and output shafts. A movable securing device (12, 13) makes possible the radial fixing of the input gear (3, 4).

Abstract: A double acting, baulkring-type synchronizer (20) for frictionally synchronizing and positive connecting first and second gears (14, 16) to a shaft (12). The synchronizer includes a first cone clutch with friction members (22,46) for frictionally synchronizing gear (14) with shaft (12) and a second cone clutch with friction members (24,44) for frictionally synchronizing gear (16) with shaft (12). The synchronizer further includes a third cone clutch with friction members (18,56) which is engaged in response to engagement of the first cone clutch and axial movement of the first gear (14).

Abstract: A ball ramp mechanism is used to load a clutch pack in a transmission inertia brake to slow a rotating shaft where an armature having an angled peripheral surface engages a mating surface formed in an inertia brake housing to form a cone clutch where the armature is magnetically pulled toward the brake housing by an electromagnetic field generated by an electrical coil thereby introducing a frictional braking force on the armature. The armature is nonrotatably connected to the control ring of the ball ramp mechanism through a plurality of tapered pins which engage a corresponding plurality of conical sections so that relative rotation between the armature and the control ring causes the armature to be forced toward the housing thereby increasing the braking force on the armature and control ring.

Abstract: The present invention relates to a synchronizer for automobile transmissions. The invention provides a synchronizer in which the stroke of the shift lever is shorter for the same synchronizing time and the shift lever is operated by a smaller operating force to give convenient operation. By forming a friction surface at the outer circumference of the sleeve, the friction is located at the farthest position from the center line of the synchronizer so that the friction force is increased. At the same time, the pitch circle diameter of the power transmission spline is the largest so that the width of the synchronizer is reduced and the time required for synchronizing reduced. Also, the torque required in operating and the operating stroke are reduced remarkably whereby the enhanced performance synchronizer for automobile transmission provided.

Abstract: A booster mechanism is interposed between a hub of a Warner type synchronizing apparatus and a synchronizing ring to boost and transmit a pressure force caused by the movement of a coupling sleeve to a speed change gear side. There is also provided a rearward synchronizing mechanism for stopping the rotation of a drive shaft in such a manner that when the rearward synchronizing mechanism receives a pressure force caused by the reverse shift of the sleeve, it reverses and transmits the pressure force to the synchronizing ring for a synchronizing action, in addition to the booster mechanism on the forward speed change gear.

Abstract: A pin-type, double-acting synchronizer mechanism (22) with friction clutches (24,36 and 26,38), jaw clutches (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 reaction portions (32b) which act against three sets of ramps (52a,52b,52c,52d) defined by an annular sleeve assembly (30). The assembly (30) is fixed against rotational and axial movement relative to the shaft. 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. Three circumferentially spaced pins (40) include blocker shoulders (40c,40d) for preventing asynchronous engagement of the jaw clutches. Three pre-energizer assemblies (42) effect initial engagement of the friction clutches to ensure engagement of the blocker shoulders.