Eaton Corporation

Eugene R Braun

Richard A Nellums

Gary R Schultz

John J Bair

Gerald D Damon

Otis J Olson

Joseph D Reynolds

Thomas A Gee

Elmer A Richards

Joseph H McNinch, Jr

Russell C Holmes

Daniel G Smedley

William R Pankratz

Joseph C Holtzhauser

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).

Synchronizer including axially-moveable self-energizing member

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. Spring washers (68,70) are interposed between the friction clutches and the blocker shoulders for returning the shift flange to a neutral position and disengage the self-energizing ramps in response the removal of the shift force (F.sub.o) prior to completion of the a shift.

Synchronizer including neutral return and self-energizing disengagement

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.

Pin-type synchronizer with self-energizing ramp means providing force

A tamper-resistant technique for retaining the cover of an electronically controlled air pressure piston operated automatic overdrive shifter employed on the auxiliary section of a change-speed transmission for heavy on-highway truck. In one embodiment a spring loaded slider tracks movement of the piston to cam a locking pin into engagement with a blind bolt to prevent removal of the cover when the piston is not in the overdrive position thereby requiring test equipment to operate the controller for cover removal. In another embodiment, the cover mounting has portions frangibly removable upon installation with press-in discs covering the bolts thereafter to deter removal. In another embodiment, a blind recessed roll pin is driven through slots in the bolt head to deter removal.

Tamper resistant cover for transmission shift

A control system/method for controlling engine (12) output torque in a vehicular powertrain system (10) including an electronically controlled engine and a torque load limited drivetrain system (11) is provided. The control will sense values of a control parameter (GR, OS) indicative of potential overloading of the drivetrain at maximum engine output torque and will cause engine output torque to be limited to a value less than the maximum value thereof.

Engine torque control

A baulkring-type synchronizer (18) includes cone clutch friction surfaces (24,48 and 26,50) and jaw clutch teeth (36b,28 and 36c,30) for frictionally synchronizing and positive connecting gears (14, 16) to a shaft (12). A plurality of rigid members (72) are drivingly interposed between blocker teeth (44,46) affixed to baulkrings (40,42) and self-energizing ramp surfaces (70a-70d) defined on an outer circumference of a hub 32 affixed to the shaft (12) A shift sleeve (34) is slidably splined to the hub (32) and is moved by an operator shift force (F.sub.o) and an additive force (F.sub.a) provided by the self-energizing ramp surfaces. Both forces (F.sub.o and F.sub.a) react against the blocker teeth to engage the friction surfaces. The self-energizing ramp surfaces may be long enough to assist shift completion as unblocking occurs.

Synchronizer with self-energizing

A baulkring-type synchronizer mechanism (18) includes cone clutch friction surfaces (24,28 and 26,50) and sets jaw clutch teeth (58,28 and 60,30) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). Blocker teeth on baulkrings (40,42) prevent asynchronous engagement of the jaw clutch teeth and transmit operator shift forces (F.sub.o) from a shift sleeve (34) to the cone clutches. Angled self-energizing surfaces (72a,72b,74a,74b) are affixed to an outer circumference of a hub (32) and engage angled self-energizing surfaces (76a,76b,76c,76d) affixed to a shift sleeve (34) to provide an additive force (F.sub.a) that is transmitted via the blocker teeth to the cone clutches. The jaw clutch teeth include axially movable first and second sets of teeth (58,60) defined by the shift sleeve (34) and axially fixed sets of teeth (28,30) secured to the gears. When the sleeve is in a neutral position, the first and second sets of the teeth (58,60) are loosely disposed respectively in portions of grooves in hub (32). When one of the first and second sets of teeth (58,60) are engaged with one of the fixed sets of teeth, the other of the first and second sets is closely received in a portion of its associated groove.

A baulkring-type synchronizer (18) includes cone clutch friction surfaces (24,48 and 26,50) and jaw clutch teeth (36b,28 and 36c,30) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). A plurality of rigid members (72) are drivingly interposed between blocker teeth (44,46) affixed to baulkrings (40,42) and self-energizing ramp surfaces (70a-70d) defined on an outer circumference of a hub 32 affixed to the shaft (12). A shift sleeve (34) is slidably splined to the hub (32) and is moved by an operator shift force (F.sub.o) and an additive force (F.sub.a) provided by the self-energizing ramp surfaces. Both forces (F.sub.o and F.sub.a) react against the blocker teeth to engage the friction surfaces. The self-energizing ramp surfaces may be long enough to assist shift completion as unblocking occurs.

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. Alternative embodiments include the use of a two-speed master clutch splitter section or a two-position synchronizing clutch assembly as the input to the main transmission section.

Compound vehicular transmission

A two layer auxiliary transmission section for a compound change gear transmission including a main transmission section connected in series with the auxiliary transmission section, the auxiliary transmission section including a planetary gear set including a sun gear and ring gear assembly, defining in part selectable torque flow paths between an auxiliary section input shaft and an output shaft.

Auxiliary transmission section

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 coupling the countershaft splitter gear with the auxiliary section countershaft, and a controller for alternatively positioning the clutch assemblies.

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.

Multiple ratio transmission

An axle assembly (11) is provided of the type including independent co-axial first (95) and second (103) axle shafts driven by first (89) and second (91) ring gears in mesh, respectively, with first (73) and second (75) drive pinion gears. The assembly includes a differential (23) including a first side gear (31) which drives the pinion gear (73), and a second gear (37) which drives the pinion gear (75). The assembly defines a pair of torque paths which are arranged generally in a mirror image about an axis of rotation (A) of the axle shafts. The differential (23) can be smaller and less expensive because it is located on the 'low-torque' upstream side of the pinion gear-ring gear reductions. By dividing total drive torque into two parallel torque paths, each pinion gear and ring gear, and their associated bearings can be substantially smaller and less expensive. Finally, the arrangement disclosed makes it possible to have a number of differential gear mesh frequencies, each transmitting only one-half of the total torque, resulting in substantially reduced noise generation.

Twin pinion axle assembly

An automatic clutch control system (200) is provided featuring programs for establishing optimum clutch engagement starting position (CPO) under varying operating conditions. The programs include the steps of both slow and rapid clutch engagement and preferably the storage of the (CPO) determined as a fault signal whenever its fractional relationship to the previously stored optimum clutch engagement starting position (CPN) exceeds a predetermined fraction (C6) that is less than one.

Incipient clutch control system

A method of determining the direction of rotation of a member (17) is closed, wherein the member has a speed pick-up rotor (27) having a plurality of teeth or exciter surfaces (29). The rotor has a predetermined pattern of gaps (37,73) and groups of teeth, each group of teeth having a number of teeth which is different than the number in any other group. As the rotor rotates, the pattern of gaps and teeth is sensed, and compared to a predetermined pattern. Depending upon the results of the comparison, the logic generates either a signal (61) representing clockwise rotation, or a signal (65) representing counter-clockwise rotation.

Growing community of inventors

Royal Oak, MI, United States of America

Eugene R Braun