Eaton Corporation

Zf Meritor, LLC

Thomas G Ore

Ronald K Markyvech

Kenneth T Picone

Jonathan S Rose

Thomas N Riley

Joseph D Reynolds

Mark A Hirsch

A mechanical transmission system () is provided with a detent mechanism () for applying a selectively variable detent resistance to disengagement of an engaged gear ratio. To provide resistance to shift lever () induced jumpout when no intent to shift is sensed, a greater detent resistance is provided, and to provide improved shift quality upon sensing an intent to shift, a lesser detent resistance is provided. The mechanism also may be utilized to maintain the transmission in neutral.

Variable resistance shift rail detent assembly and shift control method employing same

A plurality of pins couple the cones and the shift collar of a transmission auxiliary section together so that they rotate as a group. When the shift collar is moved laterally from neutral, the shift collar engages blocking surfaces on the pins and moves the corresponding cone to match the speeds of the input shaft and the corresponding gear. The invention shortens the pin lengths of the synchronizer and therefore the length of the transmission, by eliminating contact between the shift collar and the small diameters of the pins in the neutral position.

Transmission synchronizer pin arrangement

A controller-assisted, manually shifted compound transmission system (,) and range shift control method therefor. Range section (,B) shifts are normally automatically implemented by a range shifter (,) under commands (,) from a controller (,) in response to manual initiation. Under certain operating conditions ((ES,<OS*GR) and (ES,<OS*GR,)) automatic range downshifts without driver initiation are commanded.

Range control

A control method/system for controlling range section (,) shifting in a range-type transmission (,) having a &ldquo;repeat-H&rdquo; (,) or &ldquo;double-H&rdquo; (,) shift mechanism. Under certain conditions, a shift into an operator-selected target ratio (GR,) is unacceptable and a shift into an alternate ratio (GR,) is implemented. The alternate ratio is a ratio available at an operator-selected main transmission position (1/5, 2/6, 3/7, 4/8) with the range section in a range ratio not selected by the operator.

Auxiliary section control for manual transmission

A manual transmission has a main gear box and an auxiliary box with an input shaft extending along an axis from a first end that extends into the auxiliary box for transmitting power to the auxiliary box. The auxiliary box has an output shaft having a second end adjacent the input shaft and coaxial with the axis for transmitting power out of the auxiliary box. A first gear is supported by the input shaft at the first end, and a second and third gear are supported by the output shaft. At least one countershaft having fourth, fifth, and sixth gears affixed to a shaft engages the first, second, and third gears, respectively. A synchronizer and a clutch collar are supported by the output shaft for engaging one of the first, second, and third gears. The arrangement eliminates an intermediate shaft that was required in the prior art.

Output shaft arrangement for manual transmission auxiliary boxes

A mechanical transmission system (10) is provided with a detent mechanism (156/172, 186/196) for applying a selectively variable detent resistance to disengagement of an engaged gear ratio. To provide resistance to shift lever (31) induced jumpout when no intent to shift is sensed, a greater detent resistance is provided, and to provide improved shift quality upon sensing an intent to shift, a lesser detent resistance is provided. The mechanism also may be utilized to maintain the transmission in neutral.

Variable resistance shift rail detent assembly and shift control method

A shift fork assembly includes a pin sized for clearance and a retainer clip to secure a shift fork to a shift rail. The shift rail has a transverse bore extending at least partially into the shift rail. The shift fork has an axial bore receiving the shift rail therethrough, and a transverse mount hole intersecting the axial bore. The pin extends through the mount hole and at least partially into the transverse bore. The pin is sized for clearance relative to the mount hole and the transverse bore to facilitate assembly. The retainer clip is affixed to the shift fork and engages the pin to retain the pin within the transverse bore.

Shift fork assembly

A compound transmission (12) including main and auxiliary transmission sections (14,15) having several pin-type, double-acting, self-energizing synchronizer mechanisms (60,62,84). The several synchronizer mechanisms are configured to provide higher self-energizing forces for higher speed reduction ratio gears than for lower speed reduction gears, and to provide higher self-energizing forces for downshifts than for upshifts. The self-energizing forces are provided by improved self-energizing ramp surfaces (29e,29f,29g,29h and (111a,111b,111c,111d) formed in external splines 29 of a shaft 28 and in internal teeth extending radially inward from a shift flange 110. The shift flange carries improved pre-energizer and neutral centering assemblies (120) axially retained by end surfaces (102a,104a) of jaw clutch member (102,104).

Self-energizing synchronizer for equalizing shift time and effort of a

A pin-type, double-acting synchronizer mechanism (22) with friction clutches (24,36 and 26,38), jaw clutch (28,14b and 30,16b) and self-energizing ramps. The ramps act between a shaft (12) and a shift flange (32) which is rotatable relative to the shaft and jaw clutch members 28,30. Flange 32 includes radially inwardly extending teeth (32k) defining self-energizing ramps (32m,32n,32p,32s) which act against ramp (12d,12e,12f,12g) formed in shaft splines (12b). Three circumferentially spaced pins (40) include blocker shoulders (40c,40d) for preventing asynchronous engagement of the jaw clutches and pre-energizer surfaces (40e,40f) which each cooperate with a pre-energizer and neutral centering assembly 42. The angles of the self-energizing ramps may be varied to provide substantially the same synchronizing time for several or all of the ratio gears in a multi-ratio transmission.

Growing community of inventors

Kalamazoo, MI, United States of America

Thomas G Ore