Abstract: A power transmission includes a plurality of ratio gear members, a planetary splitter, and a plurality of splitter control gear members. The ratio gear members are divided between two countershafts and two input clutches such that two power paths are provided from the transmission input. The splitter control gear members are disposed on the output of each of the ratio gears to establish input power paths to the planetary splitter, which delivers power to the transmission output shaft. By providing selective engagement of two selectively operable input clutches, a plurality of mechanical clutches and the planetary splitter gearset eight forward speed ratios are provided. A ninth forward ratio is provide by a mechanical clutch directly interconnecting one of the input clutches with the transmission output shaft in bypassing relation to the planetary splitter.

Abstract: In an automated multi-group transmission consisting of one front-mounted group, one main group and one range group and in which the front-mounted group transmission and the range group transmission comprise a first shifting position for a low-speed total transmission ratio, a second shifting position for a high-speed total transmission ratio and a third shifting position as neutral position for interrupting the torque transmission, in a gear-shifting method for gear change, the range group transmission and the front-mounted group transmission are simultaneously brought to their respective neutral shifting position, which makes it possible to shift a deceleration of the main transmission. With the start of the gear-shifting process in the neutral positions, there also begins the control of the engine rotational speed to the total ratio of the target gear.

Abstract: A low speed splitter transmission assembly includes a main gearbox and an auxiliary gearbox. The transmission assembly provides a relatively small numerical gear ratio step from the highest numerical gear ratio to the second highest gear ratio. The relatively small step between the highest and the second highest numerical gear ratios allows shifting from the highest numerical gear ratio during movement of the vehicle.

Abstract: A countershaft transmission includes an input member drivingly connected to a power source and at least one directional clutch assembly structured and arranged to be selectively engageable with the input member. At least one speed clutch assembly is structured and arranged to be selectively engageable with the at least one directional clutch assembly. A dual range assembly is structured and arranged to be selectively engageable with the at least one speed clutch assembly. An output member is selectively engageable with the dual range assembly wherein a rotational speed of the input member is transformed to one of a high range speed or a low range speed of the output member through the dual range assembly.

Abstract: An auxiliary gear box for a transmission is provided including a piston housing having a first and second bore. First and second pistons are respectively arranged within the first and second bores and separate each of the first and second bores into two chambers. First and second shift shafts respectively extends from the first and second pistons and are each connected to shift forks. The exposed surface area of the piston in the chamber having the shift shaft is less than the exposed surface area of the piston on the chamber opposite the shift shaft. As a result, if both chambers of a bore are pressurized, the piston will move in the direction of the chamber having the shift shaft since a greater force will be generated on the piston in the chamber without the shift shaft. A three actuator arrangement is used to selectively actuate the pistons.

Abstract: A multi-speed ratio apparatus to control output for use, but not limited to, either as a module connected to a transmission or as a stand alone transmission. The multi-speed ratio apparatus is connected to a driving member (such as, for example, an engine, motor, or transmission) and a driven member (such as a shaft, differential, or axle). The apparatus having at least one rotary speed converter, the rotary speed converter having a conjugate pair of cam parts and a reaction disk interconnected between the conjugate pair of cam parts. The reaction disk is capable of operably coupling the conjugate pair of cam parts. Further the apparatus includes a grounding member.

Abstract: A continuously variable transmission including a driving pulley, a driven pulley, an endless dry-type belt wound around both pulleys, a tension-adjusting device for pressing the slack side of the belt to generate belt tension, stroke mechanisms provided on both pulleys for axially shifting the movable sheaves, a ratio-changing motor, and a gear mechanism for transmitting the rotational force generated by the motor to both stroke mechanisms in such a way that the movable sheaves of both pulleys can be shifted synchronously and axially oppositely in relation to the fixed sheaves. With this arrangement, the belt is prevented from slipping, the transmission ratio can be controlled precisely and stably, and the shift-response of this transmission can be improved. The motor can be reduced both in its size and its consumption of electric power.

Abstract: An all terrain vehicle comprising a V-belt continuously variable transmission and a gear-type transmission, being capable of transmitting drive torque from an engine with controlled engine braking but without loss of the torque, thereby giving a rider an improved driving feel. The V-belt continuously variable transmission and the gear-type transmission are placed in this order from upstream in a power transmission path from the engine to wheels. A one-way clutch for transmitting only the drive torque from the engine to the wheel and a torque limiter for transmitting the torque less than a predetermined value are arranged in parallel, between, e.g., a countershaft and forward intermediate gears fitted onto the countershaft.

Abstract: A remote control toy car control system is constructed to include a dual-gearshift transmission mechanism coupled to the engine of the remote control toy car for transmission output power of the engine between a high torque position and a low torque position, a forward backward transmission control mechanism coupled to the output end of the dual-gearshift transmission mechanism for controlling forward/backward movement of the toy car, and a differential assembly coupled to the forward backward transmission control mechanism for enabling the rear wheels of the toy car to turn at different speeds when going round corners.

Abstract: Disclosed is an all terrain vehicle comprising a V-belt continuously variable transmission and a gear-type transmission, and capable of transmitting drive torque from an engine with controlled engine braking but without loss of the torque, thereby giving a rider an improved driving feel. The V-belt continuously variable transmission and the gear-type transmission are placed in this order from upstream in a power transmission path from the engine to wheels. A one-way clutch for transmitting only the drive torque from the engine to the wheel and a torque limiter for transmitting the torque less than a predetermined value are arranged in parallel, between, e.g., a countershaft and forward intermediate gears fitted onto the countershaft.

Abstract: A tractor transmission includes a change speed mechanism, a shift lever (30) for shifting the change speed mechanism, a super-reduction mechanism (16) for decelerating and outputting power inputted thereto, the super-reduction mechanism having a larger reduction ratio than the change speed mechanism, and an overdrive mechanism (45) for accelerating and outputting power inputted thereto. A single switching device (29) is provided for operating both the super-reduction mechanism and overdrive mechanism. The switching device is shiftable, when the super-reduction mechanism is in neutral, from a state of operating the super-reduction mechanism to a state of operating the overdrive mechanism.

Abstract: A multi-stage transmission (3) of which gears do not rattle when an engine (1) is idling. The multi-stage transmission (3) is equipped with a splitter (17) that has a neutral position (N). The splitter (17) is located between a clutch (2) and a main transmission (18). A drive power from the engine (1) is not transmitted to the main transmission when the splitter (17) is in the neutral position. Thus, a counter shaft (32) in the transmission (3) does not rotate, and the gears in the transmission (3) do not rattle. The splitter (17) is shifted to a high or low gear (H or L) after a predetermined interval (tint) so that the gears rotate and lubrication oil is caused to splash. When the splitter (17) is in the neutral position, the lubrication oil is not fed to shaft supports (bearings) in the transmission (3). The interval period is determined from temperature of the lubrication oil.

Abstract: A vehicle gearbox includes a basic gearbox with a main shaft that is an input shaft to a high-low range gearset joined to the basic gearbox. The basic gearbox has a control shaft, which, rotated in either direction from a neutral position, engages a selected gear. The control shaft is coordinated with a lock-out device which is controlled by a first sensor, which senses the speed of the output shaft from the range gearbox, and a second sensor which senses the engaged range in the range gearbox. An operating device holds the lock-out device in a lock-out position which prevents rotation of the control shaft towards the position for the lowest synchronized gear in the basic box, when the vehicle speed exceeds a predetermined speed in the low range of the gearbox.

Abstract: A heavy vehicle transmission auxiliary gear box has a piston housing defining internal fluid chambers. A piston shaft is further included to achieve the gear shifts in the auxiliary gear box. A yoke element is coupled to the shaft for engaging the multi-speed transmission. A piston is disposed on the shaft in the internal fluid chambers to move the shaft and the yoke element between first and second positions. Shoulder elements on the shaft prevent direct contact between the piston and the piston housing when the shaft and the yoke element are actuated between the first and second positions.

Abstract: Two fluid-operated supplementary speed change mechanisms (9, 10), one of which is formed into a direction-reversing mechanism and the other of which is formed into a high/low speed-selecting mechanism, are provided in a front housing 1 at locations before and behind a bearing support wall (4) which divides the inside of the front housing into front and rear chambers. Two transmission shafts (8, 12), on which fluid-operated clutches (38F, 38R, 45, 46) of the supplementary speed change mechanisms are mounted, are disposed non-coaxially and are supported by the bearing support wall, and rotary joints (54F, 54R, 54L, 55H, 55L) for connecting fluid passages (51F, 51R, 51L, 52H, 52L) in the transmission shafts, which passages are in fluid communication with the fluid-operated clutches, to stationary fluid passages are formed in outer circumferences of the transmission shafts within an inside of the single bearing support wall.

Abstract: The method for manual shifting of a multi-section transmission which has at least one hand-shiftable main transmission with one input constant and one rear-mounted range change group consists in that the rear-mounted range change group is shifted to the neutral position during initiation of and prior to carrying out the shifting operation of the main transmission.

Abstract: In a front housing (1) including at a front end portion thereof an engine flywheel (6), there are provided a primary drive shaft (8) which is co-axial with the flywheel, a transmission shaft (11) which is parallel to the drive shaft, and an output shaft (13) which is co-axial with the drive shaft. The output shaft is connected to a speed change mechanism (17, 20) in a transmission case (2) succeeding to the front housing. A first supplemetary speed change mechanism (12) is disposed between the drive shaft and the transmission shaft, and a second supplementary speed change mechanism (14) is disposed between the transmission shaft and the output shaft. One of these supplementary change mechanisms is formed into a direction-reversing mechanism, and the other change mechanism is formed into a high/low speed-selecting mechanism.

Abstract: A pneumatic control system for a range type compound transmission is provided including a first actuator valve that selectively connects a first range cylinder chamber to a pneumatic source when a high range shift is requested by the vehicle operator, and a second valve that selectively connects a second range cylinder chamber to a pneumatic source when the main transmission is in gear, but exhausts the second chamber when the main transmission section is in neutral.

Abstract: To obtain in a 12-speed transmission for utility vehicles in 2×3×2 construction moving a logical shift diagram by alternating shifting movements back and forth with a continuously increasing or decreasing gear sequence, the two gear steps of the front-mounted section (GV) are manually shifted alternate for each gear step of a pneumatically shifted main section (GR). The rear steps of the main section (GH) are activated pneumatically by activating devices (S1, S2, S3) when changing from one to the next gear step. The transition from the slow to fast step (L, S) of each gear step is automatically carried out pneumatically by the rear-mounted section (GP).

Abstract: A slidable and rotatable first control shaft (61) and a slidable and rotatable second control shaft (67) for respectively shifting main and auxiliary speed change mechanisms (26, 29) project outwardly to one side of a vehicle housing (2) and are connected respectively to a main change lever (74) and an auxiliary change lever (75) which are pivotally supported by a support member (70) fixedly provided at one side of the vehicle housing. Preferably, the main change lever is disposed at a location where an operator on a seat (76) can operate the lever easily whereas the auxiliary change lever is disposed at a location where the operator is hard to operate the lever. The support member is preferably composed of a cover member which surrounds the control shafts, lower portions of the change levers, and connecting members (80, 87) therebetween. An opening (70b) provided to the cover member for assembling the connecting members is closed by a closure member (70c).

Abstract: A transmission (3) has a reverse gear with high and low speeds, and also has a normal shift mode for gear by gear shifting and a skip shift mode for plural-gear by plural-gear shifting. A switch (25) for selecting the shift mode is provided, which is operated manually by a driver. A controller (9) selects the low speed reverse when the normal shift mode is selected, and selects the high speed reverse when the skip shift mode is selected. The controller (9) may prohibit the shifting to the reverse gear unless vehicle speed is zero.

Abstract: A control method/system for controlling range section (14) shifting in a range-type transmission (10) having a “repeat-H ” shift mechanism. Under certain conditions, a shift from the highest ratio position in low range (4/8) toward the lowest ratio position (1/5) will cause an automatic shift to the high range, even if the range selector (96) is in the low range selection position.

Abstract: A power train control (1) for a vehicle (8) or an automotive machine with a prime mover (5) with a governor (2) and a continuously variable transmission (7) with a ratio control (3). The power train control (1) coordinates the ratio control and the governor issuing a theoretical speed n_mot_nom to the governor (2) for the prime mover (5) and a nominal transmission ratio i_nom to the ratio control (3). The power train control (1) is designed as a combination of two governors, the transmission output speed governor (9) and the governor (10) for relief of the prime mover (5). The transmission output speed governor (9) receives the transmission output speed n_out as a control variable and generates the nominal speed n_mot_nom for the prime mover (5) as a manipulated value, and the governor (10) for relief of the prime mover (5) by the speed n_mot of the prime mover (5) as a control value and a transmission ratio correction value &Dgr;i as a manipulated value.

Abstract: A transmission arrangement for an offroad vehicle is disclosed. The vehicle has a frame, at least two wheels supporting the frame, and an internal combustion engine supported by the frame. The engine has at least one cylinder, a piston reciprocally mounted in the cylinder and driving a crankshaft of the engine, the crankshaft arranged to drive at least one of the wheels through the transmission. The vehicle has a longitudinal centerline, with the crankshaft of said engine extending along a first axis transverse to the centerline. The transmission includes a transmission chamber defined by a cover, a primary shaft positioned in the chamber and selectively driven by the crankshaft through a clutch, a main shaft positioned in the chamber and offset from the primary shaft, the main shaft driven by the primary shaft by a belt. The main shaft is arranged to drive the at least one wheel.

Abstract: A system for controlling the operation of a multiple speed axle connected to an automated transmission system is disclosed. The system includes an actuation device that cooperates with a processing unit to prevent the transmission from shifting gears while the axle shift is being performed. In one embodiment, once transmission shifting is prevented, the axle shift operation is performed manually by the vehicle operator, such that the vehicle operator manipulates the vehicle throttle to interrupt torque and synchronize the axle for engagement. The automated transmission then notifies the operator that the transmission is in a hold mode until the operator determines that the axle shift has been completed. The operator then manually returns the transmission to the drive mode to resume normal automatic transmission shifting. In a second embodiment, the axle shift operation is automatically performed by the processing unit.

Abstract: A propelling transmission for an agricultural tractor includes a main change speed mechanism, an auxiliary change speed mechanism, and a high/low change speed mechanism for providing two, high and low, speeds with a smaller transmission ratio than a transmission ratio between speed stages of the main change speed mechanism. The main change speed mechanism, auxiliary change speed mechanism and high/low change speed mechanism are arranged in series. Speeds in a low-speed range for an operational run among speeds provided by the main change speed mechanism and auxiliary change speed mechanism are combined with the two speeds provided by the high/low change speed mechanism.

Abstract: A control for enhanced manual start ratio engagement in a computer-assisted (48) vehicular compound transmission (16) having a synchronized main section (16A) shifted by a manually operated shift lever (31), an auxiliary splitter section, and a controller (48). The splitter section (16E) is located behind the main section and is provided with a three-position (L, H, N) actuator (46) and is commanded to a splitter-neutral position upon sensing that the vehicle is essentially stopped (OS<REF), that the master clutch (14) is disengaged and the main section is in neutral.

Abstract: A vehicle transmission assembly includes a main gear box that supports an auxiliary gear box assembly, such as a range gear box. The main gear box has a shaft that is coupled to a shaft of the range gear box assembly. The range gear box assembly includes selectively engageable range gears, a shifting assembly, and a range piston assembly. The range piston assembly includes a single piece housing, an air filter regulator, and a range position sensor. The sensor monitors range selection of the range gears and produces a range position signal that is sent to an electronic control unit. The air regulator is threadably attached to the single piece housing and provides air to a pneumatic piston that resides in the housing. The pneumatic piston is used to control the positioning of the range gears.

Abstract: A vehicle transmission assembly includes a main gear box and an auxiliary or range gear box. An electrical actuation device for effecting changes in the range gear box preferably includes a solenoid actuator associated with each of the range gear members. A switch, which is preferably provided on the shift lever handle, allows the driver of the vehicle to indicate a desire to make a change in the range gear box. The solenoid actuators are responsive to the electrical switch to effect the range shift. The electrical components replace pneumatic components and associated fittings and airlines used with some prior systems. A further feature of this invention is to include a synchronizer protection circuit that disables the solenoid actuators unless prescribed transmission conditions are met.

Abstract: A robust control (10) for a pressurized-fluid-operated, three-position shift actuator piston assembly (12). The system requires only a single controlled source of pressurized fluid (44) to provide movement to and retention in a selected one of three axially displaced positions (D, N, OD). A solenoid-controlled valve (42) is controlled by pulse width modulation. Current applied to the solenoid coil is controlled (46), voltage (V) applied to the solenoid coil is sensed and used as a control parameter and/or a relatively light detent (48, 50) biases the assembly to a neutral (N) position to provide a robust control.

Abstract: A vehicle transmission assembly includes a main gear box and an auxiliary or range gear box. An electrical actuation device for effecting changes in the range gear box preferably includes a solenoid actuator associated with each of the range gear members. A switch, which is preferably provided on the shift lever handle, allows the driver of the vehicle to indicate a desire to make a change in the range gear box. The solenoid actuators are responsive to the electrical switch to effect the range shift. The electrical components replace pneumatic components and associated fittings and airlines used with some prior systems. A further feature of this invention is to include a synchronizer protection circuit that disables the solenoid actuators unless prescribed transmission conditions are met.

Abstract: A transmission for propeller driven vehicles comprising semi-floating input and output shafts rotatably supported in a main gear case. The shafts are supported on bearings which are free from any locking engagement with the shafts. The bearings are secured in bearing bores positioned in both the bell housing and the main gear case. A vent tube is positioned in the bell housing which is aligned with the output shaft such that the output shaft rotates about the vent tube. Also, an opening is created between the junction of the bell housing and the engine of the vehicle to be propelled. This opening acts as an air induction duct for receiving air for cooling the transmission.

Abstract: A transmission range valve replaces a traditional spring bias with a pressurized fluid bias to prevent an unintended range change in the event of a significant fluid pressure decrease or loss. Because pressurized fluid is used both for biasing the range valve and for shifting the range valve to effect an auxiliary section range change, a pressure drop or loss of supply pressure will not result in a change of state of the range valve as may occur with prior art spring biased valves.

Abstract: The invention concerns a transmission, especially for a motor vehicle, which is designed as group transmission (1). In order to utilize as fully as possible the traction-speed diagram, the transmission has five manually shiftable gears to which join two automatically engageable and disengageable overdrive gears. The group transmission (1) is formed by one synchronized transmission (2) and one powershift transmission (3) . The proposed transmission stands out in particular by a light weight and small installation space at a low cost of production.

Abstract: A compound change-gear transmission (10) and control therefor are provided. The manually shifted compound transmission comprises a three-speed input splitter section (12) connected in series with a mulitple-speed, lever-shifted main transmission section (14) connected in series with a two-speed output range section (16). The input splitter section is controlled by a mulitple-position splitter selector switch (85), and the range section is controlled by a range switch which may be a manually operated device for repeat-I-type shifting (FIG. 4) or may be an autorange-type switch (86) for double-I-type shifting patterns.

Abstract: A housing (116) for a compound transmission (110) comprising two major pieces is provided. An elongated, generally cup-shaped gear housing piece (190) includes a base portion (194) defining the housing rearward end wall (116B) and a tubular portion (196) extending to a flanged opening (198). A generally cup-shaped clutch housing piece (192) includes a flanged base portion (200) for engaging the flanged opening and defining the transmission forward end wall (116A) and a forwardly flared portion (218) for mounting to the vehicle engine and enclosing the vehicle master clutch.

Abstract: In a shifter of a manual transmission, a rotationally and axially movable shifter shaft is provided with a plurality of coupling members that are immovable with respect to it. The members are staggered with respect to one another both axially and in the circumferential direction. A shift fork is used for actuation through a counter-coupling member associated with the fork.

Abstract: An improved transmission (10) having enhanced torque capacity gearings for only the upper ratios (15th, 16th) and a powertrain system (100) utilizing same are provided. The powertrain system includes a torque-controlled engine (E) and a controller (208), preferably defined by the engine controller (EC), for limiting transmission input torque in the lower ratios.

Abstract: A system for automatically effecting a range shift between high and low ranges in a multi-speed transmission includes a control that monitors the output speed of both the engine and the transmission. The ratio of the two speeds is compared to available ratios in a look-up table such that the control is constantly determining the engaged gear. In one embodiment, a driver provides an intention of the next gear to be selected to the control. Should the intended gear shift require a range shift from thee engaged gear, the control actuates the range shift once the transmission has been moved to neutral. In a second embodiment, no driver intention is provided to the controller. Instead, the control compares the engine output speed to threshold values. If the threshold values predict a gear shift that would require a range shift to be effected from the currently engaged gear, then the range shift will be effected once the transmission has been moved to neutral.

Abstract: A splitter-type compound transmission (110) is provided with a splitter clutch (180) having increased backlash and a three-position actuator (202) controlled by a microprocessor-based controller (222). The controller will receive inputs for various sensors including a sensor indicating the position of a manual splitter selector switch (218).

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 control system/method for an automated transmission system including a splitter-type, semi-blocked mechanical transmission (12) is provided. The control provides a technique for sensing auxiliary section engagement faults or auxiliary section and main section engagement faults and for operation in a fault-tolerant mode upon sensing such faults. In one embodiment, auxiliary section (214) engagement faults are sensed when the main section (212) is confirmed as engaged in an appropriate ratio and the transmission is confirmed as engaged in a ratio (GR.sub.N) other than the target ratio (GR.sub.T). In another embodiment, engagement faults are sensed when one section is confirmed as properly engaged and the transmission does not achieve engagement in a target ratio after a preset period of time.

Abstract: A compound vehicular transmission having a main section and an auxiliary section which includes an auxiliary countershaft gear assembly having an auxiliary countershaft, a first auxiliary countershaft gear fixed to the auxiliary countershaft and constantly meshed with an output shaft range gear, and a second auxiliary countershaft gear selectively coupleable to the auxiliary countershaft and constantly meshed with an intermediate shaft output gear. A jaw clutch is provided for coupling either the auxiliary countershaft to the main countershaft, or the auxiliary countershaft to the second auxiliary countershaft gear. This allows fewer gears to be utilized to achieve a desired number of speed ratios. Since the auxiliary countershaft drive gears are clutched only when used, this arrangement reduces spin back speed of the intermediate shaft to accommodate smoother and faster shifting of the transmission.

Abstract: A control system and method for a semi-automatic mechanical transmission system (10) is provided for allowing operator request for a direct downshift or upshift into a preselected start ratio, under certain predefined conditions. The preselected start ratio is that ratio actually utilized in the immediately preceding vehicle start from stop operation.

Abstract: A control for a motor vehicle drive having an automatic transmission includes a circuit configuration for generating an output signal adapting shifting points to a load state of the motor vehicle from an evaluation of a power takeoff rpm of the transmission or of a variable equivalent to it. The circuit configuration ascertains a deviation between a calculated and a measured power takeoff rpm in successive time intervals and forms a correction term by multiplication with a factor. At least one characteristic curve memory stores shifting points of the transmission. The at least one characteristic curve memory receives the correction term as an output signal for adapting a characteristic curve to the load state. In a method for controlling a vehicle drive having an automatic transmission, shifting points or characteristic curves for shifting are varied as a function of driving parameters.

Abstract: A vehicular transmission shift control system/method is provided for effecting automatic shifting between sequentially related forward gear ratios within manually selected groups is provided in splitter type compound transmissions that include a logic member (178) operative to receive and process an engine speed signal and other signals (176) and to provide an output control signal (192) to a shift actuator (184) that is operative to enable automatic shifting between the sequentially related forward gear ratios within each of a plurality of manually selectable groups whenever one of the groups (202, 204) is manually engaged by an operator of the vehicle.

Abstract: A compound transmission comprising a main section and an auxiliary section is disclosed. The auxiliary section includes an auxiliary drive gear rotationally fixed to a mainshaft, an intermediate shaft having a reduction gear rotatably mounted thereon, and an output shaft having a splitter gear rotatably mounted thereon. Each of the auxiliary section gears is engaged with a corresponding auxiliary countershaft gear. A range clutch rotatable with the intermediate shaft selectively clutches the auxiliary drive gear or the reduction gear to the intermediate shaft, and a splitter clutch rotatable with the output shaft selectively clutches the intermediate shaft or the splitter gear to the output shaft. One of the four main section forward gears may be clutched in from either of two sides to give a nine forward speed compound transmission which uses a standard 5-speed shift pattern.

Abstract: A "5.times.2" compound transmission is disclosed. A main section includes a mainshaft and two countershafts. The mainshaft has a spool gear rotatably mounted thereon and reverse and four forward gears rotationally fixed thereto. A first clutch splined on the first countershaft couples one of two countershaft gears rotatably engaged with a mainshaft gear to the first countershaft. A second clutch splined on the second countershaft couples one of two countershaft gears rotatably engaged with the other mainshaft gears to the second countershaft. An auxiliary section includes an output shaft and third and fourth countershafts. The third and fourth countershafts are concentric with the first and second countershafts, respectively, and are rotatably driven by the spool gear. The third and fourth countershafts have gears rotatably engaged with the fourth forward mainshaft gear and an output shaft splitter gear.

Abstract: A control method/system is provided for controlling start from stop shifting operations of a vehicular semi-automatic transmission system (10) of the type automatically implementing selected gear changes of a mechanical change gear transmission (12) and requiring manual operation (3) of the vehicle master clutch (16) in start from stop conditions is provided. During engagement of a selected start ratio, the system controller (38) monitors for gear butt conditions and will warn the operator if such conditions are sensed.

Abstract: A compound transmission comprising a main section connected in series with an auxiliary section is disclosed. The auxiliary section includes a splitter clutch rotatable with a main section mainshaft, and an output shaft having a splitter gear and a reduction gear rotatably mounted thereon. An auxiliary drive gear is rotatably mounted on an extension of the splitter gear. A pair of auxiliary section countershafts have first, second and third countershaft gears rotationally fixed thereto and rotatably engaged with the auxiliary drive gear, splitter gear and reduction gear, respectively. A synchronized range clutch rotatable with the output shaft has a first position for coupling the reduction gear to the output shaft to provide low range ratios, and a second position for coupling the splitter gear to the output shaft to provide high range ratios. The splitter clutch has a first position for coupling the mainshaft to the splitter gear and a second position for coupling the mainshaft to the auxiliary drive gear.