Dana Corporation

Dana Automotive Systems Group, LLC

Transmission Technologies Corporation

James L Holman

George A Willford

Kurt R Baer

Bradley S Jones

Stephen C Cochran

A center bearing assembly for use in a motor vehicle. The center bearing assembly includes a cushion portion having an axially extending bearing aperture therein having a size and shape to receive and/or retain at least a portion of a bearing assembly therein. The cushion portion of the center bearing assembly has one or more first retention portions that are selectively engagable with one or more second retention portions of a bracket portion. When the one or more first retention portions of the cushion portion are engaged with the one or more second retention portions of the bracket portion, the cushion portion is prevented from being rotated relative to the bracket portion.

Center bearing assembly

A center bearing assembly for rotatably supporting a shaft at varying angles relative to a support surface includes a bearing and a bearing support member that supports the bearing. The bearing support member has a curved outer surface. A bracket is provided for supporting the bearing support member. The bracket has a curved inner surface that cooperates with the curved outer surface of the bearing support member to allow the bearing support member to move relative to the bracket.

Center bearing assembly for rotatably supporting a shaft at varying angles relative to a support surface

A tandem axle assembly capable of accommodating variations in driveline length is provided. The tandem axle assembly includes forward and rear axle assemblies each having a wheel differential with the forward axle assembly further including an inter-axle differential for dividing power between the two wheel differentials. A male-female slip connection is formed between two members at one or more of the following intersections: the connection between a power input shaft driving the inter-axle differential and a power transmission shaft for transferring power from a vehicle driveshaft to the power input shaft; the connection between an output shaft driven by the inter-axle differential and an output yoke of an intermediate drive shaft assembly extending between the forward and rear axle assemblies; and the connection between an input yoke of the intermediate drive shaft assembly and a pinion shaft in the rear axle assembly drivingly coupled to the rear wheel differential.

Tandem axle power divider assembly with inboard slip driveshaft connection

A method and apparatus for operating a compound transmission automatically prevents a manually selected shift of the auxiliary section from occurring unless the vehicle speed is within a predetermined maximum limit or range. A shift controller initially determines if a request for a shift operation in the auxiliary section has been made by the operator of the vehicle. This determination may be inferred from a change in the position of a manually operable switch. If a shift request has been made, the shift controller determines if the main section of the transmission is in the neutral gear ratio. If the main section of the transmission is not in the neutral gear ratio, then the shift controller takes no further action. When the shift controller determines that the main section of the transmission is in the neutral gear ratio, then it determines if the speed of the vehicle is within a predetermined limit or range to enable shifting of the auxiliary section in a safe and efficient manner. If the vehicle speed is not within the predetermined limit or range, then the shift controller takes no further action. If, however, the vehicle speed is within the predetermined limit or range, the shift controller activates a shift actuator to effect the desired shift within the auxiliary section of the transmission.

Shift control system for an auxiliary section of a compound vehicular

A combined neutral sensing and shift lever interlock assembly senses when all of the shift rails of a transmission are in a neutral gear ratio and prevents more than one shift rail from being shifted out of a neutral position at any given time. The transmission includes a shift lever having a lower end that extends through an interlock bracket into selective engagement with the shift rails. The lower end of the shift lever has a sensor provided thereon, while the interlock bracket has a target provided thereon. The target is disposed adjacent to the sensor whenever the lower end of the shift lever is located in a central neutral position (indicating that all of the shift rails are also positioned in their central neutral positions). When this occurs, the sensor causes a neutral relay to be closed, thereby enabling the starter circuit of the vehicle to start the vehicle engine. The target is not disposed adjacent to the sensor whenever the lower end of the shift lever is located outside of the central neutral position (indicating that one of the shift rails is positioned in a gear engaging position). When this occurs, the sensor causes the neutral relay to be opened, thereby disabling the starter circuit of the vehicle from starting the vehicle engine. Thus, the engine of the vehicle cannot be started unless all of the shift rails of the transmission are positioned in their central neutral positions.

Neutral sensing and shift lever interlock assembly for a vehicular

An improved system for lubricating the gears and bearings in a vehicle transmission is provided including an improved gerotor pump mounted on the interior of the transmission housing. The gerotor pump includes an inner pump element and an outer pump element. One end of the outer element is provided with a radially inwardly extending portion which extends over the end of the inner element. This end of the outer element also includes a radially outwardly extending toothed portion which meshes with and is driven by one of the countershaft gears of the transmission. The inner and outer elements are both piloted on a flanged nut and pilot pin assembly which is secured to an interior wall of the transmission housing by a threaded stud. The gerotor pump of the invention thus eliminates the need for a pump housing and permits the use of a higher displacement set of gerotor elements in a given amount of space. In addition, by driving the outer element rather than the inner element, a higher pump speed and increased pump flow are achieved.

Gerotor pump for vehicle transmission lubrication system

A lubricant distribution system for a vehicle transmission includes an internal fluid pump which draws lubricant from a sump defined in the transmission housing through an intake tube and a first channel formed in an interior wall of the housing. The lubricant is delivered from the pump through a second channel formed in the interior wall to a first port formed in an outer wall of the housing. A third channel is also formed in the interior wall, extending from a second port formed in the outer wall to an internal passageway formed within the interior wall. The ports may be used to circulate lubricant from the transmission to one or more external devices for conditioning the lubricant. Alternatively, a cover plate secured to the housing may provide direct communication between the two ports. A bypass channel may be formed in the interior wall between the second channel and the third channel. A pressure relief valve disposed in the bypass channel prevents fluid flow therethrough unless the pressure of the lubricant in the second channel exceeds a predetermined value. The various channels are all formed having generally U-shaped cross sections and are closed by a cover plate to define respective fluid passageways. The lubricant passes from the internal passageway to a lubricant discharge tube supported in a bore formed through the interior wall. The lubricant discharge tube includes one or more resilient outwardly extending tabs which provide a bayonet type mounting thereof in the bore. The lubricant discharge tube includes first and second legs having respective pluralities of apertures formed therein. Lubricant sprayed from the apertures falls from the meshing gears and bearings under the influence of gravity and is collected in the sump.

Lubrication system for vehicle transmission

A shifter assembly for a manual transmission includes a yoke mounted within a shift tower for pivotable movement about a shifting axis. A shift lever is mounted within the yoke for pivotable movement about a selecting axis located above and perpendicular to the shifting axis. The lower end of the shift lever extends into cooperation with conventional shift rails disposed within the transmission. By locating the shifting axis relatively close to the shift rails, a mechanical advantage is provided when moving the shift lever about the shifting axis. Since the selecting axis is located farther away from the shift rails than the shifting axis, the lower end of the shift lever travels farther when the upper end of the shift lever is moved a predetermined distance about the selecting axis than when the upper end of the shift lever is moved about the shifting axis. Thus, the upper end of the shift lever may be a shorter distance than would otherwise be required in order to select one of the shift rails for use, thereby providing a convenient shift pattern. A neutral start switch is mounted in the tower adjacent to the yoke. The neutral start switch is responsive to the pivoting movement of the yoke out of its neutral position for generating an electrical signal.

Dual ratio transmission shifter assembly with neutral safety switch

A hill holder device for a vehicle manual transmission includes a releasable one-way clutch which is coupled to the countershaft of the transmission. In particular, the one-way clutch includes a sprag clutch having an inner race secured to the countershaft, and an outer race secured to the vehicle transmission case by means of a releasable locking mechanism. When the locking mechanism is in its locked position, the sprag clutch enables rotation of the countershaft in only one direction. Thus, if the transmission is in a forward gear and comes to a stop on an ascending grade, the hill holder will lock the vehicle drive train and prevent the vehicle from rolling back down the grade, without requiring the driver to apply the brakes. Similarly, if the vehicle is in a reverse gear and is stopped on a descending grade, the hill holder will prevent the vehicle from rolling in a forward direction down the grade. If necessary, the locking mechanism can be unlocked to release the hill holder in order to facilitate shifting in the event torque lock of the vehicle drive train locks the gear shifting components after the hill holder has become engaged on an inclined surface.

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Wauseon, OH, United States of America

James L Holman