Chapter 15

Standard Transmissions

Objectives (1 of 3)
Identify the types of gears used in truck
transmissions.
Interpret the language used to describe gear
trains and calculate gear pitch and gear
ratios.
Explain the relationship between speed and
torque from input to output in different gear
arrangements.

Objectives (2 of 3)
Identify the major components in a typical
transmission including input and output
shafts, mainshaft and countershaft gears,
and shift mechanisms.
Describe the shift mechanisms used in
heavy-duty truck transmissions.

Objectives (3 of 3)
Outline the role of main and auxiliary
(compound) gear sections in a typical
transmission, and trace the powerflow from
input to output in different ratios.
Describe the operating principles of range
shift and splitter shift air systems.
Define the roles of transfer cases and PTOs
in heavy-duty truck operation.

Gears
A gear can be used in any of the following roles:
The shaft can drive the gear.
The gear can drive the shaft.
The gear can be left free to turn on the shaft (it idles).

Sets of gears can be arranged to do the following:

Multiply torque and decrease speed
Increase speed and decrease torque
Transfer torque and speed unchanged

Gear Design (1 of 2)

Gear Design (2 of 2)

Gear Ratios

Speed Versus Torque

Idler Gears
An idler gear may be used
to transfer torque without
changing the direction of
rotation.
Idler gears are also used to
provide reverse gearing.
If two idler gears are used,
the driven gear will rotate in
the opposite direction of the
drive gear.
Idler gears can also transfer
power in place of a chain
drive or belt drive.
Idler gears do not affect the
relative speeds of either the
drive or driven gears.

Spur Gears
Teeth are cut straight,
parallel to the shaft.
Only one tooth is in full
contact at any given
moment.
Spur gear teeth minimize
the possibility of popping out
of gear.
For this reason, spur gears
are often used in the
reverse gear train.
A disadvantage of spur
gears is noise.
At higher turning speeds,
their clicking noise
becomes a constant
whine.

Figure 1512 here

Helical Gears
Teeth are cut at an angle.
(helical to the axis of rotation)
Two or more teeth may be in
mesh at the same time
providing more evenly
distributed load.
They are useful in applications
requiring high torque to
transfer loads.
They perform more quietly
than spur gears because they
mesh with mating gears with a
wiping action.
The main disadvantage of
helical gears is the longitudinal
thrust they create during
operation.

Gear Train Configurations

Twin-countershaft
transmissions deliver torque
equally to two countershafts
with each gear set carrying
only half of the load.
Torque path travels through
the countershaft(s) until it
reaches the selected
gearing.
This gearing routes the
torque path back to the
mainshaft and from there to
any auxiliary gearing
present.

Sliding Gear Shift

Gears on the mainshaft are
moved until they mesh with
the desired gear on the
countershaft.
Spur-cut sliding gears are
needed.
Shifting is unsynchronized;
grinding and gear clash are
a problem.
Sliding gears are prone to
gear chipping and fracture.
Currently, the only gear
ratios using sliding gears
are first and reverse.

First Gear (1 of 3)
When the shift fork or yoke
is moved by the gearshift
lever in the cab, it slides the
collar and gear either to the
front or rear of the
transmission housing.
Sliding it forward (to the left)
engages the first and
reverse sliding gear on the
mainshaft with the first gear
on the countershaft.

First Gear (2 of 3)
This results in directing powerflow through the first
gear as shown.
The torque path is as follows: It flows from the
engine flywheel through the clutch plate splines to
the transmission input shaft, then (2) through the
input shaft gear (5) to the countershaft-driven gear
(6).

First Gear (3 of 3)
Powerflow is then transmitted through the
countershaft to the first gear (15) and up to the first
and reverse sliding gear (18) on the mainshaft (16).
Because the first and reverse sliding gear is splined
to the mainshaft, powerflow is directed through the
mainshaft and out to the vehicle driveline.

Reverse Gear
The shift fork forces the first
and reverse sliding gear
backward until it engages with
the reverse idler gear.
The reverse idler gear allows
the first and reverse sliding
gear to rotate in the same
direction as the reverse gear
(20) on the countershaft.
Powerflow now runs from the
input shaft (2) to the input
shaft gear (5) and
countershaft-driven gear (6),
then down the countershaft to
gears 20 and 21.
From the first/reverse sliding
gear (18), torque is transferred
to the mainshaft (16) and out
to the driveline.

Collar Shift (1 of 7)
In a collar-shifting
arrangement, all gears on
the countershaft are fixed to
the countershaft.
The mainshaft gears are
free to freewheel (float) and
do so around either a
bearing or bushing.
The mainshaft gears are in
constant mesh with their
mating countershaft gears.

Collar Shift (2 of 7)
The input shaft (2) rotates at engine speed any time the
clutch is engaged.
The input shaft gear (5) is integral with the input (clutch)
shaft, so it has to rotate with it.
The input shaft gear meshes with the countershaft-driven
gear (6), the countershaft, and all the gears fixed to the
countershaft also have to rotate.
The countershaft gears transfer torque to their mating
gears on the mainshaft.

Collar Shift (3 of 7)
But mainshaft gears 8, 11,
and 13 all freewheel on the
mainshaft.
Because they are
freewheeling, they cannot
transmit torque to the
mainshaft, so it does not
turn.
This means nothing is
output to the driveline.
To enable torque transfer to
the mainshaft, one of the
freewheeling mainshaft
gears must be locked to it.

Collar Shift (4 of 7)
The shift gear is internally splined to the mainshaft
at all times.
The shift collar is splined to the shift gear.
The main gears have a short, toothed hub.
The teeth on the main gear hub align with the teeth
on the shift gear.
The internal teeth of the shift collar mesh with the
external teeth of the shift gear and hub.

Collar Shift (5 of 7)

When a given speed range is not engaged, the shift

collar simply rides on the shift gear.
When the driver shifts to engage that speed range,
the shift fork moves the shift collar and slides it into
mesh with the teeth of the main gear hub.
At this moment, the shift collar rides on both the
shift gear and main gear hub, locking them
together.

Collar Shift (6 of 7)
Power can flow from the main gear to the shift gear,
then to the mainshaft and out to the propeller shaft.
A second, more common method of locking main
gears to the mainshaft does not use a shift gear.
Instead, the shift collar is splined directly to the
mainshaft.
This shift collar, also called a clutch collar or a
sliding clutch, is designed with external teeth.

Collar Shift (7 of 7)
These external teeth mesh with internal teeth in the
main gear hub or body when that speed range is
engaged.
Most shift collars or sliding clutches are positioned
between two gears so they can control two-speed
ranges depending on the direction in which they are
moved by the shift fork

Third Gear Power Flow

Moving from neutral to third
gear moves the second and
third shift collar (or sliding
clutch) (12) forward toward
the third gear (11), locking it
to the mainshaft.
Power flows from 2 to 5 and
6, along the countershaft to
10, up to 11, through the
shift collar (12) to the
mainshaft and out to the
driveline

Fourth Gear Power Flow

After shifting from third to
neutral, the neutral to fourth
gearshift causes the shifter
fork to move the fourth and
fifth shift collar (or sliding
clutch 7) into mesh with the
fourth gear (8).
Power now flows from 2 to 5
and 6, along the
countershaft to 9, through 8
and 7 to the mainshaft, and
out to the driveline

Fifth Gear Power Flow

The shifter fork moves the
fourth and fifth shift collar (or
sliding clutch 7) into mesh
with the input shaft gear (5).
This locks the input shaft (2)
directly to the mainshaft
(16). Input and output
speeds are the same.
The power flow is from 2 to
5 through 7, then to the
mainshaft and out.
The countershaft and its
gears are all turning. The
mainshaft gears 8, 11, and
13 are also freewheeling on
the mainshaft, but have no
effect on the powerflow.

Shop Talk
The clutch brake is used to stop gear rotation in
order to complete a shift into first or reverse when
the vehicle is stationary. The clutch brake is
actuated by depressing the clutch pedal completely
to the floor. For normal upshifts and downshifts,
only partial disengagement of the clutch is needed
to break engine torque.
The 750 rpm drop used in the description of shifting
procedure varies according to engine-governed
speed and torque rise profile.

Block or Cone Synchronizers (1 of 4)

The synchronizer sleeve is
splined to the clutch hub.
The clutch hub is also
splined to the transmission
output (main) shaft.
The synchronizer sleeve
has a small internal groove
and a large external groove
in which the shift fork rests.
Three slots are equally
spaced around the outside
of the clutch hub.

Block or Cone Synchronizers (2 of 4)

Inserts fit into these slots and are able to
slide freely back and forth.
These inserts are designed with a ridge in
their outer surface.
Insert springs hold the ridge in contact with
the synchronizer sleeve internal groove.

Block or Cone Synchronizers (3 of 4)

Brass or bronze synchronizing
blocker rings are positioned at
the front and rear of each
synchronizer assembly.
Each blocker ring has three
notches equally spaced to
correspond with the three
inset notches of the hub.
Around the outside of each
blocker ring is a set of beveled
dog teeth, which are used for
alignment during the shift
sequence.
The inside of the blocker ring
is shaped like a cone.

Block or Cone Synchronizers (4 of 4)

This coned surface is lined with many sharp grooves.
The cone of the blocker ring makes up one-half of a cone
clutch assembly.
The second or mating half of the cone clutch is part of
the gear to be synchronized.
The shoulder of the main gear is cone shaped to match
the blocker ring.
The shoulder also contains a ring of beveled dog teeth
designed to align with dog teeth on the blocker ring.

Plain Synchronizers
It is like a block synchronizer
with fewer parts.
The hub is internally splined to
the mainshaft.
Mounted on the hub is a
sliding sleeve controlled by the
shift fork movement.
The friction generated
between the hub and the gear
synchronizes the speeds.
Pressure on the sliding sleeve
prevents it from engaging the
gear teeth until sufficient
pressure has caused
synchronization.
The sleeve teeth then engage
the gear teeth.

Shift Bar Housing (1 of 2)

The shift bar housing contains the components
required to convert gear stick movement into shifts
within the transmission.
This is an exploded view of a typical shift bar
housing assembly such as one commonly used for
five-speed main box.
This transmission is usually coupled to an auxiliary
box or compound (used to multiply the number of
available gear ratios).

Shift Bar Housing (2 of 2)

Operation (1 of 2)
After a shift has been effected, the shift bar must be
held in position with a detent mechanism.
The detent mechanism consists of a spring-loaded
detent steel ball or poppet.
The spring loads the steel ball into the recess in the
shift bar.
The detent ball holds the shift bar in position and
prevents unwanted movement of the other bars.

Operation (2 of 2)

Shop Talk
In troubleshooting a transmission complaint
of slipping out of gear, one of the first things
you should check is the detent assemblies.
Broken springs and seized detent balls can
result in unwanted shift rail movement.

Twin Countershaft
Transmissions (1 of 3)
Most heavy-duty truck standard
transmissions are compounded, usually with
a single auxiliary section.
Some have a main box and two auxiliary
sections.
Twin countershaft transmissions having nine
to eighteen forward speed ranges are among
the more common heavy-duty truck
transmissions.

Twin Countershaft
Transmissions (2 of 3)
The countershafts on either
side of the transmission split
input torque equally.
Because of this, the face width
of the gears can be narrower.
The mainshaft gears float
between the countershaft
gears when disengaged,
eliminating the need for gear
bushings or sleeves.
When disengaged, the
mainshaft gears freewheel
around the mainshaft because
they are in constant mesh with
the countershaft drive gears.

Twin Countershaft
Transmissions (3 of 3)
The motion is not transferred to the actual shaft
itself, however, until the sliding clutch gear is moved
into engagement.
The output shaft will then turn at the same speed as
the mainshaft gear.
The sliding clutch gear that engages with the
mainshaft gear is typically splined to the mainshaft.

Powerflow in Low Range

The input shaft and drive gear
are in constant mesh with both
countershaft drive gears.
The countershaft gears are in
constant mesh with the
floating mainshaft gears.
The mainshaft gears
freewheel on the mainshaft.
A sliding clutch gear splined to
the mainshaft is engaged into
the internal clutching teeth of
the mainshaft gear, coupling it
to the mainshaft.
The mainshaft will now be
turning at the selected gear
ratio.

5 Speed Main + Auxiliary

Two- or three-speed auxiliary section
Main shifted manually
Auxiliary air shifted
Selection of the gears in the auxiliary section is made
by a driver-actuated, air-operated piston.
The driver uses a pneumatic switch, usually located on
the gear lever, that moves the auxiliary section into lowor high-range ratios.
The driver controls this range selection mechanism
through the use of a master control valve switch
mounted on the gearshift tower in the operating cab.

Auxiliary Gear Sections (1 of 2)

Power is directed through the
high-range (direct-drive)
gearing of the auxiliary
section.
In this range, the sliding clutch
gear locks the auxiliary drive
gear to the output shaft.
The low-range gear on the
output shaft is now allowed to
freewheel.
The five-speed shifting pattern
is used twicethe first time
with the auxiliary section
engaged in low gear or low
range; the second time
engaged in high gear or high
range.

Auxiliary Gear Sections (2 of 2)

By using the same shifting
pattern twice, the shift lever
position for sixth speed is
the same as first, seventh
the same as second, eighth
the same as third, ninth the
same as fourth, and tenth
the same as fifth.
This illustrates the gearshift
lever pattern and range
control button positions for
this model transmission.

High-/Low-Range Shift Systems

An air-operated auxiliary section gearshift
system consists of the following:
Air filter/regulator
Slave valve
Master control valve
Range cylinder
Fittings and connecting air lines

Air System

A typical air-operated gearshift control system used to engage

high- and low-range gearing in the auxiliary section
Note the location of the range and splitter cylinders and how
they connect with the control pneumatics.

Air Filter/Regulator
The air filter/regulator
assembly:
Minimizes the
possibility of moistureladen air or impurities
from entering the
system
Reduces chassis
system air-supply
pressure to the range
valve and the slave
valve

Range Air System (1 of 3)

Filtered: Air from the chassis air system is supplied to the air
supply port on the air regulator.
Regulated: When filtered, the air is then routed to the air
regulator. Transmission air pressure is typically regulated at
between 57 and 62 psi.

Range Air System (2 of 3)

Slave valve: Next, the air passes through the 1/4inch supply air line and 1/8-inch OD (overdrive)
range valve supply air line to the supply ports of the
slave valve and range valve.
Range valve: Depending on the position of the gear
shift-mounted range valve, air will pass through
either the low-range air line or the high-range air
line to the range shift cylinder.

Range Air System (3 of 3)

Pre-selecting: Range shifts can be made only when
the gearshift lever is in, or passing through, neutral.
The driver can pre-select a range shift while in gear.
Actuating plunger: As the gear lever is moved
through neutral, the actuating plunger in the shift
bar housing releases the slave valve, allowing it to
move to the selected range position.

Slave Valve

The slave valve can be of the piston or poppet

type.
The slave valve distributes inlet air pressure to
both the low- and high-range air circuits
The piston controls when and where air pressure
is distributed.

Slave Valve In Low Range

Slave valve operation in low range is illustrated.

An air valve shaft protruding from the shift bar
housing prevents the actuating piston in the slave
valve from moving while the gear shift lever is in
any gear position.

Slave Valve in High Range

Slave valve operation in high range is illustrated.

An air valve shaft protruding from the shift bar
housing prevents the actuating piston in the slave
valve from moving while the gear shift lever is in
any gear position.

Slave Valve In Neutral Position

Range Valve
Constant air pressure is
supplied to the inlet port.
In low range, this air passes
through the valve and is
routed to the slave valve end
cap or P-port.
In high range (control switch
up), the valve slide prevents
the air from passing through
the range valve.
Air pressure that was in the
outlet line is now exhausted.
This means that the
transmission defaults to high
range.

Split Shifting
A typical splitter air system
is equipped with both the
high/low range selector and
splitter selector mounted on
the gear shift lever.
The splitter gear system in a
thirteen-gear transmission is
used only while in high
range and splits the highrange gearing into either
direct or overdrive ratios.
Splitter systems used on
eighteen-gear transmissions
are used to split both highand low-range gearing.

Splitter Cylinder
Constant air is supplied to
the splitter cover and acts
on the front side of the
piston.
An insert valve directs the
air.
In overdrive, air is routed
through the shift tower
valve and is supplied to
the left port of the cylinder
cover.
In direct, the S-port of the
shift tower valve is closed
and no air is supplied to
the left port of the splitter
cylinder cover.

Eighteen-speed Transmissions (1 of 2)

Eighteen-speed Transmissions (2 of 2)
See Table 15-1, page 453 of text book.

Low-range, Overdrive Powerflow

The auxiliary drive gear splits
torque between the two
auxiliary countershafts.
Torque is delivered through
both countershafts to the lowrange gear output shaft.
The high/low synchronizer is
used to lock this reduction
gear to the output shaft.

Torque is transferred to the

output shaft through the
sliding clutch of the
synchronizer.
Torque is delivered to the
driveline as low-range
overdrive.

High-range, Direct Powerflow

In these gear selections
(eleventh, thirteenth,
fifteenth, seventeenth, and
#3 Reverse), powerflow is
through the rear auxiliary
drive gear.
This gear is locked to the
auxiliary output shaft by the
front/rear sliding clutch and
the high side of the high/low
range synchronizer.
This locks the rear auxiliary
drive gear directly to the
output shaft.

High-range/ Overdrive
In twelfth, fourteenth,
sixteenth, eighteenth, and
#4 Reverse, powerflow is
through the front auxiliary
drive gear, which is locked
to the output shaft by the
front/rear sliding clutch.
Torque is then delivered
through both auxiliary
countershafts to the rear
auxiliary drive gear.
The rear auxiliary drive gear
is locked to the output shaft
by the high/low
synchronizer.

Thirteen-speed Transmissions (1 of 4)
Similar to the eighteenspeed transmission
The auxiliary section
contains:
A high-range gear
A low-range gear
An overdrive gear

In some models, this

overdrive gear is
replaced with an
underdrive gear.

Thirteen-speed Transmissions (2 of 4)
The first five gear ratios
occur with the range
selector in its low-range
(down) position.
Torque is delivered along
both countershafts to the
engaged low-range gear on
the range mainshaft or
output shaft.
This creates low- range
power flows through the
auxiliary gearing for each
of the five speeds of the
main section.

Thirteen-speed Transmissions (3 of 4)
The driver shifts to the high
range by pulling up on the
range selector.
This action moves a sliding
clutch that locks the
auxiliary drive gear directly
to the range mainshaft or
output shaft.
Torque is delivered through
the range mainshaft and/or
output shaft as high-range
direct power flows for the
next four gear ratiosfifth,
sixth, seventh, and eighth.

Thirteen-speed Transmissions (4 of 4)
While in the high range only,
the gear ratios can be split
by moving the splitter
control button to OD.
This moves a sliding clutch
that locks the overdrive
splitter gear in the auxiliary
section to the output shaft.
Torque is delivered along
both auxiliary countershafts
to the auxiliary overdrive
gears to the output shaft
overdrive gear and out
through the output shaft.

Deep-reduction Transmissions (1 of 3)
The forward gear ratios are
low-low, low, and first through
eighth.
Low-low is a special deepreduction gear for maximum
torque.
It is used to produce
maximum drivetrain torque for
high-load, standing starts,
using a deep-reduction gear in
the auxiliary section.
This low-low gear is engaged
by activating a split shifter or
dash-mounted deep-reduction
valve.
It can be operated in the low
range only.

Deep-reduction Transmissions (2 of 3)
Constant air is supplied to the reduction cylinder center
port.
With the deep-reduction lever in the Out position, the
valve is opened and air is used to disengage the deepreduction gearing.
When the lever is moved to the In position, the valve is
closed and no air is supplied to the center port.
Constant air from the air filter/regulator assembly then
moves the piston to engage the reduction gearing.

Deep-reduction Transmissions (3 of 3)
Powerflow is routed through
both countershafts and
countershaft deep-reduction
gears, to the output shaft
deep-reduction gear, which is
locked to the output shaft by
the sliding clutch.
In shifting from low-low to low,
the driver double clutches,
releasing the split shifter and
moving to low range low.
Low through fourth gears are
low-range gear ratios.
The driver then range-shifts
into high range for gears five
through eight.

Transfer Cases (1 of 6)
A transfer case is an
additional and separate
gearbox located between
the main transmission and
the vehicle drive axles.
It functions to distribute
torque from the transmission
to the front and rear drive
axles.
Although not commonly
used in trucks intended
primarily for highway use,
transfer cases are required
when axle(s) in front of the
transmission are driven.

Transfer Cases (2 of 6)
The term all-wheel drive (AWD) in heavy-duty
trucks usually refers to a chassis with a front drive
axle in addition to rear tandem drive axles.
Vocational trucks use these three-axle drive
configurations that are essential in some on/off and
off-highway applications.

Transfer Cases (3 of 6)
Transfer cases can transfer
drive torque directly using a
1:1 gear ratio or can be
used to provide low-gear
reduction ratios additional to
those in the transmission.
The drop box design of a
transfer case housing
permits its front drive shaft
output to clear the underside
of the main transmission.
Most transfer cases are
available with power takeoff
(PTO) capability and front
axle declutch.

Transfer Cases (4 of 6)
The front axle declutch is used to option-drive to the
front axle when negotiating steep grades or slippery
or rough terrain.
Both the PTO and front axle drive declutch are
driver-engaged by dedicated shift levers.
In addition, a transfer case might be equipped with
an optional parking brake and a speedometer drive
gear that can be installed on the idler assembly.

Transfer Cases (5 of 6)
Most transfer cases use a
countershaft with helical-cut
gears.
The countershafts are usually
mounted in ball or taper roller
bearings.
Some transfer cases use an
auxiliary oil pump externally
mounted to the transfer case.
Transfer cases may also be
equipped with a drivercontrolled, air-actuated
differential lockout to improve
traction under extreme
conditions.

Transfer Cases (6 of 6)
Another type of transfer
case is the cloverleaf
four shaft design.
This two-speed, fourshaft design can also
be adapted to
incorporate a PTO and
a mechanical-type
auxiliary brake.

Power Take-offs (1 of 5)
A variety of accessories on
heavy-duty trucks require an
auxiliary drive.
Auxiliary drive can be sourced
directly from the engine or by
means of the transmission or
transfer case.
Auxiliary drive systems on
trucks are usually known as
PTOs.
The PTO is simply a means of
using the chassis engine to
power accessories,
eliminating the need for an
additional auxiliary engine.

Power Take-offs (2 of 5)
There are six basic types of
PTOs classified by their
installation location or drive
source:
Side-mount PTO is bolted
to the side of the main
transmission and is the
most common type found
on trucks.
A split-shaft PTO
transmits torque from the
chassis drive shaft and is
located behind the
transmission; split-shaft
PTOs require special
mounting to the chassis
frame.

Power Take-offs (3 of 5)
Clutch-type crankshaft-driven PTOs are
used so that engagement/ disengagement
can take place while the engine is running.
A flywheel PTO is sandwiched between the
bell housing and the transmission.
Rear crankshaft or flywheel-driven: Like
the forward crankshaftdriven PTO, a
flywheel PTO permits continuous operation.

Power Take-offs (4 of 5)
The objective of a PTO is to
provide driving torque to
auxiliary equipment such as
pumps and compressors.
The driven equipment can
be mounted either directly to
the PTO or indirectly using a
small drive shaft.
The PTO input gear is
placed in constant mesh
with a gear in the truck
transmission.

Power Take-offs (5 of 5)
Establishing the correct
mesh between the PTO
drive gear and its partner in
the transmission is critical.
Too much or too little
backlash can produce
problems.
Gear ratio is also critical in
PTO operation.
Gear ratio must be set to
the torque capacity and
operating speed required
of the driven equipment.

Summary (1 of 9)
Engine torque is transferred through the clutch to
the input shaft of the transmission, which drives the
gears in the transmission.
The transmission manages the drivetrain.
It is the drivers means of managing drivetrain torque
and speed ratios to suit chassis load and road
conditions.

A transmission enables the engine to function over

a broad range of operating requirements that vary
from a fully loaded standing start to cruising at
highway speeds.

Summary (2 of 9)
Light-duty truck transmissions have a limited
number of gear ratios and a single set of gears
called main gearing, contained in a single housing.
Most heavy-duty truck transmissions consist of two
distinct sets of gearing: the main or front gearing,
and the auxiliary gearing located directly on the rear
of the main gearing.
Auxiliary gearing compounds the available ratios in
a transmission.
Most heavy-duty trucks use at least one compound;
some use two compounds

Summary (3 of 9)
Gear pitch refers to the number of teeth per
unit of pitch diameter.
The three stages of contact through which
the teeth of two gears pass while in operation
are coming-into-mesh, full-mesh, and
coming-out-of mesh.
The relationship of input to output speeds is
expressed as gear ratio.

Summary (4 of 9)
Torque increase from a driving gear to a
driven gear is directly proportional to speed
decrease.
So, to increase output torque, there is a
resultant decrease in output speed, and vice
versa.

The major types of gear tooth design used in

modern transmissions and differentials are
spur gears and helical gears.

Summary (5 of 9)
A heavy-duty standard transmission consists
of a mainshaft and one, two, or three
countershafts.
Standard transmissions can be generally
classified by how they are shifted.
Sliding gear, collar shift, and synchronized
shift mechanisms are used to effect shifts in
standard transmissions.

Summary (6 of 9)
Synchronizers have two primary functions.
First, they bring two components rotating at
different speeds to a single, synchronized
speed.
Second, they lock these components together.
Block or cone and pin synchronizers are the
most common in heavy-duty transmissions.

Summary (7 of 9)
Most standard truck transmissions use
mechanically shifted main sections. Most current
compounded transmissions use air controls to
effect shifts in the auxiliary section, though some
older trucks used gear levers for both main and
auxiliary section shifts.
An air-actuated gearshift system consists of an air
filter and regulator, slave valve, master control
valve, range cylinder, and connecting air lines.

Summary (8 of 9)
Auxiliary section gearing can be optioned to include
a third gear in addition to the high- and low-range
gears.
This third gear is engaged or disengaged by a splitter
shift system air activated by a button on the shift
lever.

A transfer case is an additional gear box located

between the main transmission and the rear axle.
Its function is to divide torque from the transmission to
front and rear drive axles and, in addition, to option
driving force to the front axle.

Summary (9 of 9)
The accessory drive requirements on trucks
are met by using power takeoff (PTO) units.
Hydraulic pumps for pumping loads off trailers
and compressors for blowing loads off sealed
bulk hoppers would be two examples of PTOdriven equipment.

The six types of PTOs, classified by their

installation, are side mount, split shaft, top
mount, countershaft, crankshaft driven, and
flywheel.