Abstract: An auxiliary transmission section for a compound change gear transmission includes a mainshaft input gear rotationally fixed to an auxiliary section input shaft, a mainshaft splitter gear coaxial with and rotatable relative to the auxiliary section input shaft, an output shaft range gear coaxial with and rotatable relative to the output shaft, an auxiliary section countershaft assembly having an auxiliary countershaft, a countershaft splitter gear coaxial with and rotatable relative to the auxiliary countershaft and constantly meshed with the mainshaft input gear, a first auxiliary countershaft gear rotationally fixed to the auxiliary countershaft and constantly meshed with the mainshaft splitter gear, and a second auxiliary countershaft gear rotationally fixed to the auxiliary countershaft and constantly meshed with the output shaft range gear, a first one-position splitter clutch for coupling the mainshaft splitter gear with the auxiliary section input shaft, a second one-position splitter clutch for coupli

Abstract: A compound transmission comprising a main section and auxiliary section is disclosed. The main section provides five forward gears. The auxiliary section includes an auxiliary drive gear rotatably mounted on an input shaft, and two splitter gears rotatably mounted on an output shaft. Each of the auxiliary section gears is engaged with a corresponding auxiliary countershaft gear. A first splitter clutch rotatable with the input shaft couples either the auxiliary drive gear or the first splitter gear to the input shaft. A second splitter clutch rotatable with the output shaft couples either the first splitter gear or the second splitter gear to the output shaft. Other embodiments having an auxiliary drive gear rotationally fixed to the input shaft are also disclosed.

Abstract: A multiple ratio transmission includes an auxiliary countershaft assembly including a auxiliary countershaft, a first auxiliary countershaft gear fixed for rotation on the auxiliary countershaft and constantly meshed with an output shaft range gear, and a second auxiliary countershaft gear rotationally fixed to the auxiliary countershaft and constantly meshed with an intermediate shaft output gear for coupling either the intermediate shaft or main countershaft of a main transmission section thereby allowing fewer gears to be utilized to achieve a desired number of speed ratios.

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

Abstract: A compound transmission comprises two simple type transmissions, each having a mainshaft to provide a main transmission section and an auxiliary transmission section interconnected end-to-end by an interposed, dividing wall, which may be in the form of an adaptor plate. A power input drive leads into the free end of the main transmission section, while a power output tailshaft leads from the free end of the auxiliary transmission section. The mainshaft of the main transmission section extends through the dividing wall, is journaled therein, and terminates within the auxiliary transmission section as an auxiliary power input drive therefor.

Abstract: A gear shaft assembly (42) is provided including a shaft (5) having a first set of gear teeth (6) formed integrally in a second portion (51) thereof and extensions of said teeth extend axially over an adjacent reduced diameter second portion (50) for receivably mounting a second gear (7) for rotation with the shaft.

Abstract: A novel housing adapts a clutch for installation in series with a torque converter in modified rear- engined, air-cooled Volkswagen vehicles. The housing provides a rear partial chamber housing the clutch and flywheel, and is interposed between an automatic transmission bell housing and a manual transmission of the vehicle. The housing uses preexisting fasteners to bolt to both the bell housing and the transmission. The clutch and flywheel are driven by the torque converter, and a release bearing is retained within the housing. The housing also bolts to the manual transmission using preexisting fasteners. The manual transmission is modified to include an input shaft from an automatic transmission. The engine is displaced 2.5 inches to the rear. Accelerated wear to the clutch and constant velocity joints is mitigated, while driving characteristics of a manual transmission are retained.

Abstract: A north-south transaxle includes a case having a first passageway extending longitudinally, a second passageway spaced from the first passageway and being generally parallel to the first passageway and extending longitudinally, and a cavity at one end of the second passageway having an opening generally perpendicular to the second passageway. The transaxle also includes a transmission assembly disposed in the first passageway, a transfer assembly disposed in the second passageway and a structure interconnecting the transmission assembly and transfer assembly for transferring torque from the transmission assembly to the transfer assembly. The transaxle further includes a differential assembly disposed in the cavity and the transaxle is structured to thermally compensate preload on the differential assembly over a temperature operating range.

Abstract: A multiple-step transmission for vehicle with a drive engine has several speed steps with corresponding pairs of gear wheels. The first speed step is arranged within the transmission so that it can also be used for transfer of driving force during shifting. In addition, special methods are described for carrying out shifting procedures with the aid of the highest or lowest gear.

Abstract: A motor vehicle torque transmission apparatus incorporating a multi-stage torque converter, a main reduction gear and a stepless speed-change transmission. The multi-stage torque converter comprises separate stators. The main reduction gear is connectable to an output section of the multi-stage torque converter. Connected to one of the stators and to the main reduction gear is a stepless speed-change transmission therebetween, such that output torque of the stator is added to output torque of the main reduction gear.

Abstract: A gear unit provides a number of operative ratios engaged by fluid pressure operated clutches operated by clutch actuators. These actuators are controlled by two-position flow reversing valves, one valve for each fluid pressure operated actuator. These valves are hydraulically connected in series with at least one actuator connected downstream of the last valve in the series connection and at least one actuator connected between each valve of the series. A valve control means is provided for controlling the operating sequence of the valves so that by changing the operative condition of one valve at a time the operative ratio of the gear unit can be changed to the next adjacent ratio provided by the unit in a progressive manner throughout the entire ratio range of the unit.

Abstract: A fluid pressure actuated auxiliary transmission section (14) shift control system (300)/method is provided which includes control members (246, 328) to prevent auxiliary section synchronized clutch (92, 128) damage if the main transmission section (12) is engaged during an auxiliary section shift. A differential area piston actuator (220) assembly is utilized to apply either a relative high (p*a.sub.224) or relatively low (p*(a.sub.224 -a.sub.222)) force to urge the auxiliary section high-speed ratio clutch into engagement depending upon the sensed engaged or disengaged condition of the transmission main section.

Abstract: A two-stage auxiliary section shift actuator (220) is provided which will apply a first relatively smaller force upon preselection of an auxiliary section shift for rapid initiation thereof upon release of an interlock (256). Upon initiation of the auxiliary section shift, the actuator will apply a second larger force to assure rapid engagement of a selected auxiliary section synchronized clutch.

Abstract: A sleeve which may be used to align a reciprocable member with operations performed in structurally discrete abutting members. The sleeve has coaxial axially extending diametral portions each having different diameters. The juncture of the diametral portions forms an annular face which abuts the outer face of one member when a first diametral portion of the sleeve is placed in a respectively sized bore formed therein. The second abutting member may then be aligned with the first member by locating the respective structure such that a bore formed in the second member receives the second diametral portion of the sleeve. A bore formed in the sleeve may be used to slidingly support a first translatable member. In this manner the respective positions of the abutting structures are established and respectively aligned with a translatable member interacting therebetween.

Abstract: A method and apparatus for electrically activating range shift apparatus in transmissions of trucks or the like wherein such activation is customarily accomplished by actuation of valves on air lines from the shift apparatus knob to the proximity of the transmission, such air lines, or the like, are directed along a shift bar from the transmission area up to the knob of the shift bar and then along the shift bar to the point of actuating shift changes in the transmission. In the present case electrical switch apparatus in the knob of the shift bar is provided which electrically actuates a low voltage solenoid valve arrangement which controls the transmission's air actuated shifting means without the need of relays, and the like.

Abstract: A fluid pressure actuated auxiliary transmission section (14) shift control system (230)/method is provided which includes control members to minimize the possibility of auxiliary section synchronized clutch (92, 128) damage by the main transmission section (12) being engaged during an auxiliary section shift. A range interlock assembly (258) is provided which will release the range slave valve (238) as the main transmission section is shifted into the neutral position thereof and preexhaust valves (300, 302) are provided which will exhaust the appropriate actuator chamber (222A, 224A) upon preselection of an auxiliary section shift.

Abstract: Provided is an improved multi-speed compound change gear transmission having an auxiliary section (14) that includes a conventional single fluid chambered splitter gear piston assembly (46) for selectively coupling either a range gear (6) to an output shaft or a splitter range gear (62) to an input shaft of section (14). Section (14) also includes a range piston assembly (48) for selectively coupling a splitter gear (78) or the splitter range gear (62) to the input shaft. Assembly (48) features a pair of tandem fluid chambers (66 and 68) that enable a reduction in the diameter of the fluid chambers from the diameter of the singular chambered piston chamber heretofore used so that at least range piston assembly (48) is able to be protectively enclosed by an auxiliary section housing (50).

Abstract: A change-speed gearbox having two countershaft transmission each connected by a frictional driving clutch to an input shaft and having a single common countershaft. Two gear wheel stages of the countershaft transmissions can be optionally connected into the driving connection between the input and output shafts by a change-speed clutch. One of the two gear wheel stages of one countershaft transmission is allocated to the reverse gear, and one of the two gear wheel stages of the other countershaft transmission is used both in reverse gear and in second gear.

Abstract: The present invention is concerned with a transmission constructed in the two-staged structure including main speed changing units (1st, 2nd) and auxiliary speed changing units (H, L) which are provided with clutches (H, L, 1st, 2nd) which in turn are individually connected to electronic type pressure control valves (21 to 24) so as to enable the respective clutches to be controlled separately. When it is found that pressurized hydraulic oil delivered from a hydraulic pump has a shortage in amount at the time of starting of forward movement of a vehicle, feeding of hydraulic oil to the clutches (H, L) on the main speed changing unit side and the clutches (1st, 2nd) on the auxiliary speed changing unit side is effected with a certain time difference kept therebetween in order to suppress fluctuation in filling time due to reduction of an amount of hydraulic oil delivered from the hydraulic pump.

Abstract: A control for an extended range splitter type compound transmission (10) comprising a main transmission section (12) connected in series with a splitter type auxiliary transmission section (14) connected in series with an extended range section (15) is provided. The main section shift lever (72) has a first (1) and a second (1E) position for selection of low ratio (50). Selection of the second position (1E) will automatically cause the extended range section clutch (206) to be shifted to the speed reduction position thereof.

Abstract: A bearing support frame (10) is disposed within a rear end portion of a tractor front housing (1) having an open rear end. The frame is secured to internal boss (2c) on a transmission casing (1), which is fastened to the rear of the front housing and has an open front end, and is used for supporting respective one ends of transmission shafts (4, 5, 7, 8) for both of an additional speed change mechanism (6), which is disposed within a rear half of the front housing, and a main speed change mechanism (9) which is disposed within a front half of the transmission casing. An intermediate shaft (17) interposed between the additional and main change mechanisms is also supported by the support frame.The support frame which is preferably composed of front and rear bearing support plates (10A, 10B) facilitates an easy assembly of the change mechanisms.

Abstract: An auxiliary speed change mechanism (10) disposed within a rear portion of a tractor clutch housing (1) is supported by a support frame (11) comprising axially spaced front and rear bearing support plate members (11a, 11b) which are integrally connected by upper and lower connecting plate members (11c, 11d). The change mechanism includes two sets of constant-mesh gears (8, 9, 12, 13) and is operated by a shifter fork (17) which is supported by the support frame through a guide shaft (16). This structure facilitates an easy pre-assembling procedure of the change mechanism which is then installed into the tractor by securing the support frame to a front of a transmission casing (3) to be secured to the rear of the clutch housing. An integral, internal partition wall (1a) is provided in the clutch housing for interrupting lubricant oil for the change mechanism from a main clutch (2) which is disposed within a front end portion of the housing.

Abstract: A power transmission has a housing comprised of an end support, a casing, an end cover, a converter housing, an input shaft, an output shaft and a pair of identically dimensional countershafts. A bushing and oil feed sleeve are positioned on each end of each countershaft for cooperating with the end support connecting the housing for alignment therebetween and with the casing for alignment therebetween. Each countershaft has a pair of ratio gears rotatably disposed thereon and meshing with respective output gears rotatable with the output shaft and a friction clutch is provided for each ratio gear. Four of the friction clutches which are disposed on the countershafts are identical in construction. A fifth clutch assembly, in line with the input shaft, can be shortened, if desired, by the elimination of one friction plate and one reaction plate.

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

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

Abstract: A compound transmission (10) providing at least sixten forward speed ratios is provided. The transmission includes a two-speed subsplitter input section (12) connected in series with a main transmission section (14) providing at least two forward speeds and one reverse speed ratios, a two-speed splitter section connected in series with the main transmission section and a two-speed range section connected in series with said splitter section. A four-position master control device (100) is provided for operation selection of any one of the four subsplitter/splitter ratios provided by the subsplitter and splitter sections.

Abstract: A transmission assembly for enhancing the performance of an internal combustion engine or the like, the transmission assembly including a coupling plate mounted between first and second automatic transmissions; a drive shaft disposed in driving relation with the first and second automatic transmssions; and a conduit for providing pressurized transmission fluid communication between the first and second automatic transmissions. Each automatic transmission further has a shifting lever which permits an operator selectively to actuate each transmission in a predetermined fashion, as appropriate, to highway conditions or other operational considerations.

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

Abstract: In order to provide an automatic transmission for vehicles, having a wide range of transmission ratio, a first transmission unit is provided, with a transmission ratio variable with continuity, connected on its inlet side with a driving shaft, and at least a second transmission unit and a third transmission unit are provided, each with a fixed transmsision ratio, which is different from each other, with each of them being connected, on its inlet side, with said first transmission unit, and on its outlet side, with a driven shaft of the vehicle, which they supply with motion, alternatively to each other; the second transmission unit and the third transmission unit are connected with the first transmission unit by means of two respective automatic couplings, which engage at different actuation speeds.

Abstract: According to the present invention, there is provided a V-belt type contiuously variable transmission wherein the lowest forward speed ratio is accomplished by drivingly connecting a forward low gear to a transmission input shaft when a forward low clutch is engaged, and wherein a shift to the adjacent next low forward speed ratio higher than the lowest forward speed ratio is made when a forward high clutch is engaged with the forward low clutch kept engaged, therby to allow continuous variation of speed ratio, and wherein a reverse speed ratio is accomplished by engaging a reverse gear to the transmission input shaft when a reverse clutch is engaged. There is provided a gear train meshing with the reverse gear and arranged in parallel to the one-way clutch. Thus, a power delivery path during the reverse speed ratio is established through the reverse gear and the gear train arranged in parallel to the one-way clutch.

Abstract: A control for an extended range splitter type compound transmission (10) comprising a main transmission section (12) connected in series with a splitter type auxiliary transmission section (14) connected in series with an extended range section (15) is provided. The main section shift lever (72) has a first (1) and a second (1E) position for selection of low ratio (50). Selection of the second position (1E) will automatically cause the extended range section clutch (206) to be shifted to the speed reduction position thereof.

Abstract: A compound transmission (14) comprising an input auxiliary section (18) and a main mechanical change gear transmission (20) is provided. The auxiliary section (18) utilizes friction clutch means (50) having a first and second selectable position for engaging a direct drive or reduction input ratio and a third disengaged position allowing the auxiliary section to provide the torque break function normally provided by a master clutch. Preferably, a positive clutch disconnect (66) is interposed between the friction clutch assembly and the main transmission section (20) to provide reduced main transmission section inertia to provide quicker, easier and and lower energy synchronization of the main transmission.

Abstract: A hydraulic control system for a transmission including a speed transmission assembly, a range transmission assembly, and a hydraulically actuated master clutch for selectively coupling the transmission assemblies. The speed transmission assembly includes a plurality of hydraulically actuated clutch assemblies for effecting different forward output speeds and at least one reverse output speed. The range transmission assembly also includes a plurality of hydraulically actuated clutch assemblies. The control system includes a valve body connected to a hydraulic source of fluid pressure. A plurality of control valves are positioned in the valve body by an operator controlled shift lever. The control valves direct fluid pressure to various clutch assemblies in the speed and range transmission assemblies to condition the transmission into a forward, reverse, or neutral mode of operation as a function of shift lever position.

Abstract: An extended range splitter type compound transmission (10) comprising a main transmission section (12) connected in series with a splitter type auxiliary transmission section (14) connected in series with an extended range section (15) is provided. The extended range section includes a sleeve shaft (200) fixed for rotation with the auxiliary section output gear (112) and coaxial and independently rotatable relative to the mainshaft (28) and the output shaft (74). A range section output shaft gear (202) is constantly meshed with a range section countershaft gear (204) fixed for rotation with the auxiliary section countershaft (78, 80).

Abstract: A continuously variable transmission including a driving shaft connected to an engine output member and a driven shaft. The shafts are interconnected by a stepless variable coupling. A bidirectional gear drive mechanism connects the driven shaft to a differential mechanism having two output shafts extending therefrom. The drive mechanism includes a two gear forward and a three gear reverse drive path, each of which is controlled by a fluid-actuated starting clutch mechanism. Each gear path is adapted to drive a transfer gear which continually intermeshes with a ring gear of the differential defining another gear mesh. By such construction, the output shafts and the engine output memeber may rotate in the same direction during a forward drive mode of operation.

Abstract: An adjustable speed transmission according to the present invention comprises a variable speed pulley drive system and a multiple speed gear drive system. The pulley system and gear system are combined with a reversible gear system to provide a speed transmission system which is variable over a wide range of speeds while utilizing a conventional belt type speed pulley system.

Abstract: A multi-speed powershaft transmission comprising a speed transmission assembly, a range transmission assembly, and a master clutch for selectively connecting the speed and range transmission assemblies. The speed transmission assembly includes a speed input section which is connectable to a driven powershaft and a speed output section which is connected to the master clutch. A cluster gear assembly interconnects the speed input and output sections. The speed input section includes two hydraulically operated clutch assemblies capable of producing two different forward input speed ratios. The speed output section comprises a plurality of clutch operated driven gear assemblies and is capable of producing at least three equally different forward output speed ratios and one reverse output speed ratio. Any of the plurality of driven gear assemblies included in the speed output section are engaged by powershifting through the pair of hydraulically operated clutch assemblies included in the speed input section.

Abstract: An adjustable speed transmission according to the present invention comprises a variable speed pulley drive system and a multiple speed gear drive system. The pulley system and gear system are combined with a reversible gear system to provide a speed transmission system which is variable over two non-overlapping speed ranges while utilizing a conventional belt type speed pulley system.

Abstract: A tractor transmission includes a pair of dual power clutches that connects an engine to an input shaft through a gearset that selectively makes a direct connection or overdrives the input shaft in accordance with the stat of the clutches. Two nonsynchronized couplers connect the input shaft in accordance with the movement of the gear shift lever by the vehicle operator to high speed and low speed forward gear ratios and to a reverse drive mechanism. Hydraulically actuated disk clutches located in the driveline between the couplers and the drive wheels are selectively operated to transmit power through a multiple speed ratio gearset. A friction clutch or torque converter transmits power from the power source to the input of the dual power clutches. A hydraulically-actuated brake holds a gear and countershaft, located between the couplers and the dual power clutches. A clutch pedal is depressed by the operator.

Abstract: A power transmission device for a tractor in which a main shifting device and a secondary shifting device are disposed in front and back of one another within a transmission case which is mounted on a rear part of the tractor body is disclosed. Drive power, which is transmitted from an engine, is changed in speed by the main shifting device and secondary shifting device and then transmitted to an axle through a differential shaft. The differential shaft is disposed between the main shifting device and secondary shifting device. A lower link for connecting a piece of agricultural machinery is pivotably connected to the transmission case on the side of the secondary shifting device and behind the differential shaft. Various shafts within the transmission case are arranged on two different vertical level above and below the differential shaft, which extends at right angles with respect to these shafts. The differential shaft is connected to the axle through a reduction gear apparatus which has a counter-shaft.

Abstract: A two-speed input section (12) for a compound transmission (10) comprising an input section connected in series between the vehicle prime mover (14) and a main mechanical change gear transmission (16) is provided. The input section (12) utilizes friction clutch device (60) having a first and a second selectable position for engaging a selected one of two selectable reduction input ratios and a third disengaged position allowing the input section to provide the torque break function normally provided by a master clutch.

Abstract: A multi-speed twin countershaft transmission having a floating main shaft with no internal or external bearings or other support device at or adjacent its ends. The main shaft is positioned only by gears carrying the torque. At the forward end of the main shaft, positioning and support takes place by engagement of the main shaft gear to the main shaft and the two counter shaft gears driving it. Positioning and support at the output end of the main shaft is obtained by the self positioning of a range drive gear on the main shaft between two input driven gears on a pair of range countershafts. A true 50-50 torque split is obtained.

Abstract: A multi-speed transmission having a main section for providing a plurality of gear ratios and a range section for selectively mulitplying a gear ratio provided by the main section in which the reverse idler gear is not located on a separate idler shaft. The reverse idler gear is mounted on the range countershaft. This is made possible by overlapping or rotating the plane containing the main countershaft and main shaft with respect to the plane containing the range countershaft and the main shaft. The reverse idlere gears are positioned to be driven by a set of gears on the main countershafts and they drive a gear on the main shaft. The same relationship exists for a multiple countershaft transmission with a reverse idler gear on each range countershaft.

Abstract: A procedure for shifting a transmission composed of several gear units in which a number of synchronizer linkages are provided, is so designated that during a gear ratio change in the last gear unit, that is in that unit to which the speed of all preceding gear units must be brought, all shift linkages are initially released. Following this, the shift linkages are re-established beginning with the last gear unit. By this means unnecessary rotating inertias are decoupled, and the shift linkages, and particularly any synchronizing devices, can be reduced in size.

Abstract: A four way two position interlock air valve adapted to selectively provide air pressure to a servomotor to shift the range section of a transmission. The valve spool is moved by applying pressure to one end thereof while exhausting pressure from the other. The upper side of the spool has a recessed portion within which a valve slide is positioned. The slide is operative to provide communication between a pressurized inlet port and the one of two outlet ports connected to the servomotor depending on the position of the valve spool. The slide is urged upwardly against the inner surface of the valve body by a wave spring. The area of the upper side of the slide is smaller than the area of the lower side thereof and an aperture connects the two sides such that air pressure controlled thereby also urges the slide upwardly against the valve body.

Abstract: A control system (158) for a multi-speed splitter type change gear auxiliary transmission section (14) of a compound transmission (10) of the type permitting preselection of a selected auxiliary section gear ratio is provided. The control system includes an operator actuated selector valve (160) for selection of a desired auxiliary section gear ratio and for selectively pressurizing or exhausting first (2) and second (3) selectively pressurized and exhausted fluid conduits which are directly fluidly connected to first and second (186 and 184) inlet ports at the remotely located actuator assembly (152). The actuator assembly (152) includes pistons (144 and 150) for assuming at least three selectable positions corresponding to engagement of one of at least three selectable auxiliary transmission section ratios and is enclosed in a valve body housing (170) having enlarged cavities adjacent the inlet ports (182, 184, 186) to define enlarged fluid reservoirs (R.sub.1, R.sub.2, R.sub.

Abstract: A change gear transmission (12) is provided having an input component (16, 24, 26, 26A, 50, 53, 54 and 56), a connecting component (28, 60, 62, 64 and 80) and an output component (74) and includes a coupling (76) for drivingly connecting and disconnecting the connecting component from the output component. Preferably, the coupling is a positive clutch of the type having relatively low backlash between the interengaging clutch teeth (334, 336, 338, 340) to resist asynchronous engagement thereof.

Abstract: An adjustable speed transmission according to the present invention comprises a variable speed pulley drive system and a multiple speed gear drive system. The pulley system and gear system are combined with a reversible gear system to provide a speed transmission system which is variable over a wide range of speeds while utilizing a conventional belt type speed pulley system.

Abstract: An auxiliary transmission section (102) for a compound transmission (100) is provided having three gear layers, combined range and splitter gearing and four distinct selectable auxiliary section ratios. The auxiliary transmission section includes an auxiliary section input shaft (28A), an output shaft (122), an auxiliary countershaft assembly (104), splitter (118), splitter/range (120) and range (124) gears, a two-position splitter clutch (126) rotationally fixed to the auxiliary section input shaft for coupling either the splitter gear or splitter/range gear to the auxiliary section input shaft and a two-position synchronized range clutch (128) rotationally fixed to the output shaft for coupling either the range/splitter gear or the range gear to the output shaft.

Abstract: A transmission includes a range selector valve that eliminates the possibility of unintentional simultaneous multiple gear engagement by a fail safe arrangement of fluid flow paths and valving. A pair of parallel paths connect to clutches that operate a high-low power shift transmission and a multiple speed power shift main transmission. The fluid flow path to the multiple speed power shift main transmission clutches is valved to select either a first or second group of speed/direction settings. Each of these groups then includes at least one valve to select a particular transmission speed or direction setting.