Dana Corporation

John M Loeffler

George A Willford

Kurt R Baer

Dennis D Schwaiger

Rick D Watson

George F Schetter

Timothy R Zuehlke

A drive train assembly and monitoring system for indicating the operating condition of the drive train assembly includes a drive train assembly having a power distribution device for distributing rotative power within the drive train. A sensor is attached to a portion of the drive train assembly, the sensor being responsive to the vibration of the portion or component of the drive train assembly for generating signals indicative of the sensed vibration. A controller receives the signals from the sensor and generates an indication of the operating condition of the drive train assembly based on the vibration of the portion of the drive train assembly. Preferably the sensor is adapted to detect both the frequency and magnitude of vibration of the drive train assembly and to generate signals indicative of the sensed frequency and magnitude of vibration.

Vibration sensing and diagnostic system for vehicle drive train

An interlock assembly for a vehicle transmission prevents more than one of a plurality of shift rails from being simultaneously moved axially out of a central neutral position to a gear engaging position. The interlock assembly includes an interlock plate having four semi-circular cut-outs (one for each of the shift rails) and two relative large interior openings. The interlock assembly further includes a backing plate which is somewhat smaller than the interlock plate and has two relatively small interior openings. A pair of threaded fasteners extend through the small openings of the backing plate and through respective spacer bushings disposed in the large interior openings of the interlock plate into threaded engagement with the housing of the hydraulic actuator. The spacer bushings prevent the interlock plate from being frictionally engaged between the backing plate and the housing of the hydraulic actuator. As a result, the interlock plate is loosely supported on the threaded fasteners and can slide freely in any direction relative thereto. Each of the four cut-outs of the interlock plate is formed having opposed tapered edges which cooperate with tapered grooves formed on the exterior surfaces of the four shift rails. When any one of the four shift rails is moved out of the central neutral position, the interlock plate slides to extend into the grooves of the other three shift rails. Thus, the interlock plate prevents the other shift rails from moving until all are in the central neutral position.

Interlock assembly for vehicle transmission

A transmission includes an input shaft aligned along an axial direction and mounted for rotation, an output shaft, a plurality of gears selectively connectable between the input shaft and the output shaft for providing a plurality of gear ratios between the input shaft and the output shaft, and a plurality of shift rails movable in the axial direction to select various ones of the plurality of gears, the shift rails having connectors operable to move the shift rails in the axial direction. A shift member is mounted both for movement in the axial direction and for rotational movement about the axial direction, and an interlock is engageable by the shift member and mounted for rotation about the axial direction. The interlock is provided with a slot, so that rotation of the shift member rotates the interlock. Rotation of the interlock by the shift member enables the slot to index to a plurality of positions in alignment with the connectors, and alignment of the slot with one of the connectors enables the shift rail associated with that connector to be moved in the axial direction to select one of the plurality of gears.

Compact shift assembly with interlock

A combined transmission assembly and monitoring system for indicating the operating condition of the transmission assembly includes a transmission assembly having an input shaft, an output shaft, and a plurality of components for connecting the output shaft for rotation at a predetermined speed relative to the input shaft, a sensor attached to a portion of the transmission assembly, the sensor being responsive to vibration of the portion of the transmission assembly for generating signals indicative of the sensed vibration, and a controller for receiving the signals from the sensor and generating an indication of the operating condition of the transmission assembly based on the vibration of the portion of the transmission assembly. Preferably the sensor is adapted to detect both the frequency and magnitude of vibration of the transmission assembly and to generate signals indicative of the sensed frequency and magnitude of vibration.

Vibration sensing and diagnostic system for transmission assembly

A transmission includes a plurality of shift rails, each of which is axially movable forwardly and rearwardly from a center neutral position to respective gear engaging positions. The lower shift rails are provided for manual shifting among the lower gear ratios of the transmission. The highest shift rail is provided for selective manual or automatic shifting among the highest two gear ratios of the transmission. An idler rail is disposed adjacent to the highest shift rail. For manual shifting, the idler rail is connected to the highest shift rail, and a manually operable shift lever is used to move both the idler rail and the highest shift rail. For automatic shifting, the idler rail is disconnected from the highest shift rail, and an automatic shift member is moved into cooperation with the highest shift rail. Rotation of the automatic shift shaft causes corresponding movement of the automatic shift member. An electronic controller is provided for controlling the automatic shifting of the transmission in response to sensed operating conditions of the vehicle. A circuit is provided for sensing the rotational position of the automatic shift shaft and for generating an electrical signal which is representative of the actual position thereof, which is also representative of the actual position of the highest shift rail, to the electronic controller.

Vehicle transmission having manually shifted lower gears and

A transmission gear synchronizing apparatus includes a longitudinally extending drive shaft, a ratio gear journally mounted on the drive shaft, a hub fixed on the drive shaft, an internally splined, annular shiftable clutch collar mounted for coaxial movement with the drive shaft to enable engagement with both the hub and the ratio gear, thereby linking the ratio gear with the hub, and a synchronizing assembly positioned between the clutch collar and the ratio gear and mounted for coaxial movement with the drive shaft. The synchronizing assembly includes an outer ring, an inner ring and a center ring. The outer ring has an externally splined surface for engagement with the internal splines of the clutch collar, and a frustoconical interior surface, the outer ring being connected to the hub for rotation with the hub. The inner ring has a frustoconical outer surface and a generally vertical end surface corresponding to a generally vertical surface on the ratio gear, the inner ring being connected to the hub for rotation with the hub and for transmitting torque to and from the hub. The center ring is positioned between the outer and inner rings, and has a frustoconical exterior surface corresponding to the outer ring interior surface, and has a frustoconical interior surface corresponding to the inner ring exterior surface, the center ring being connected to the ratio gear for rotation with the ratio gear. Friction surfaces are positioned between the center ring exterior surface and the outer ring interior surface, between the center ring interior surface and the inner ring exterior surface, and between the inner ring vertical end surface and the ratio gear vertical surface.

Multiple cone synchronizer for vehicle transmission

A transmission includes a plurality of shift rails, each of which is axially movable forwardly and rearwardly from a center neutral position to respective gear engaging positions. The lower shift rails are provided for manual shifting among the lower gear ratios of the transmission. The highest shift rail is provided for selective manual or automatic shifting among the highest two gear ratios of the transmission. An electronic controller is provided for controlling the automatic shifting of the transmission in response to sensed operating conditions of the vehicle. A circuit is provided for sensing the rotational position of the automatic shift shaft and for generating an electrical signal which is representative of the actual position thereof, which is also representative of the actual position of the highest shift rail, to the electronic controller. The transmission also includes a shift lever having an end which extends through an opening formed in a case. The end of the shift lever is movable in a first direction which is generally perpendicular to the shift rail so as to selectively cooperate with the shift rail. The shift lever is also movable in a second direction which is generally parallel to the shift rail so as to cause movement of the shift rail between first and second shift rail positions. A restraining plate is mounted on the case adjacent to the opening. The restraining plate has a portion formed thereon which limits movement of the end of the shift lever in the first direction. An interlock bracket is connected to the shift lever for movement therewith in the first direction. The interlock bracket engages the portion of the restraining plate to limit movement of the shift lever in the first direction.

Restraining plate and interlock bracket for vehicle transmission

A neutral start switch assembly for a vehicle transmission including a case having a plurality of generally parallel shift rails supported therein is disclosed. Each of the shift rails is longitudinally movable forwardly and rearwardly from a central neutral position to first and second gear engaging positions. A notch is formed in the outer surface of each of the shift rails. These notches are aligned with one another when all of the shift rails are in their central neutral positions. The neutral start switch assembly includes an actuator lever which is pivotably mounted to the transmission case. One end of the actuator lever cooperates with the notches formed on each of the shift rails. The other end of the actuator lever cooperates with a neutral start switch mounted on the transmission case. When all of the shift rails are in their central neutral positions, the actuator lever is moved to a first position. When any one of the shift rails is moved out of its central neutral position, the actuator lever is moved to a second position. Such movement of the actuator lever causes operation of the neutral start switch to prevent the vehicle engine from being started unless all of the shift rails are in their central neutral positions.

Shift rail position sensor for vehicle transmission

A lockout device is provided for inhibiting the selection of certain gear combinations in range shift type transmission. The lockout device comprises an air cylinder mounted to the transmission housing. The air cylinder includes a rod selectively translatable between a retracted position and an extended position. The rod is normally urged to its retracted position, and extends through an aperture in the housing in its extended position to engage a notch in a selected shift rail. The air cylinder and the high range air line are operably interconnected, whereby a shift to high range simultaneously activates the air cylinder, extending the rod into the recess in the shift rail to thereby selectively limit axial translation of the shift rail. The lockout device is easily removable.

Removable overdrive lockout

A shift tower housing and the outer housing of a vehicle transmission are both formed with a bolt pattern that permits mounting of the shift tower and associated shift lever in both a forward control position and a center control position. Each of the shift bars in the transmission is formed with a pair of notches, a forward notch and a center notch for engaging the lower end of the shift lever in the forward control and center control positions respectively. An interlock bracket is trapped and retained by a mounting plate prior to the installation of the shift tower and is adjustable between the center and the forward positions. The interlock bracket includes a pair of arms for engaging the notches in the shift bars not being engaged by the shift lever to prevent movement of the non-selected shift bars during actuation of the transmission.

Forward/center control shifting apparatus for a vehicle transmission

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.

Twin countershaft transmission with floating main shaft

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.

Multi-speed transmission

A synchronizer assembly having a clutch collar disposed between axially spaced friction rings. Blocker pins are mounted by a cylindrical shoulder at one end thereof into cylindrical bores formed in the friction ring. The cylindrical shoulder is the same diameter of at least the portion of the blocker pin immediately outwardly of the friction ring. The cylindrical bore in the friction ring and the cylindrical shoulder of the blocker pin received therein have registering grooves formed therein and a locking pin is pressed into the registering grooves to lock the blocker pin to the friction ring.

Synchronizer blocker pin mounting structure

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. The bottom side of the spool has four shoulders formed thereon to interlock with transmission shift rail actuated locking pins at such time as any of said rails is out of its neutral position. When so interlocked, the valve spool cannot be moved.

Growing community of inventors

Toledo, OH, United States of America

John M Loeffler