MXPA97007702A - Manual transfer of multiple speeds - Google Patents

Abstract

The present invention is reifered to manual transmission, characterized in that it comprises: an input arrow, an output arrow, a first input gear fixed to the input shaft, a first speed gear rotationally supported on the output shaft and coupled with the first input gear, a second input gear with the input shaft, a second speed gear rotatably supported on the output shaft and coupled with the second input gear, a first synchronizing clutch for selectively coupling any of the gears of first and second speed with the output arrow, an intermediate arrow that has a fixed transfer gear, a third input gear fixed to the input shaft, a third speed gear rotationally supported rotationally on the intermediate shaft and coupled with the third input gear, fourth fixed input gear with the input shaft, a quarter gear at a speed rotatably supported on the intermediate arrow and coupled with the fourth inlet channel, a second synchronizing clutch for selectively coupling any of the third and fourth speed gears with the intermediate arrow, a fifth input gear rotatably supported on the input shaft and coupled with the transfer gear, a fixed fifth wheel gear with the output shaft coupled with the fifth input gear, a synchronizing clutch to selectively couple the fifth input clutch with the input shaft; Reverse, fixed with the input shaft, a clutch with reverse output rotatably supported on the output shaft, an intermediate gear coupled with the reverse input gear and the reverse output gear, and a fourth synchronizing clutch to selectively couple the Reverse exit gear with exit arrow

Description

MULTI-SPEED MANUAL TRANSFER AND MANUAL BACKGROUND OF THE INVENTION This invention relates in general to manual transmissions of multiple speeds, of the type used in motor vehicles. More specifically, the present invention is directed to a compact manual trans axle having a synchronized reverse gear. Due to the increased consumer demand for front-wheel drive vehicles, with more powerful, yet fuel-efficient, drive trains, the engine and trans-axle must be efficiently packaged to take advantage of all available space within the engine compartment. Concomitantly, most modern trans-axes must be able to provide at least five forward speeds. As such, minimizing the total axial length of the trans-axis as well as its distance from the center of the arrow is of critical importance to the transmission designer. To meet these requirements, various trans-axes of the "three arrows" type have been developed that include an input arrow and a pair of output arrows, each having an output pinion coupled with a pulse gear fixed to the differential. . A series of gear sets that are provided between the feed shaft and one or both of the output shafts can be selectively coupled to supply power from the input shaft to a pair of shaft semi-shafts attached to the differential. For example, U.S. Patent Nos. Nos. 5,311,789, 5,385,065 and 5,495,775 each describe this type of trans-axis. A problem associated with this type of transaxle is related to the requirement that both output arrows be placed "out-of-plane" with respect to the plane that extends through the input arrow and the differential. In particular, in order to maintain the central distance between the input shaft and the differential required for proper pulse arrow spacing, the distance of the center of the output shaft / input shaft of the trans axis and its center differential distance / exit arrow, must increase. This results in a gear train mass and added costs, while also requiring increased synchronizer capacity. Accordingly, while these conventional manual transaxle designs attempt to solve the packaging requirements mentioned above, there is still a need to develop robust and more compact manual trans axes that can meet the demands of front-wheel drive vehicles applications. modern SUMMARY OF THE INVENTION The primary objective of the present invention is to provide a multi-speed manual trans-axle that meets the needs noted above and improves upon conventional designs.

For this purpose, the present invention is directed to a 5-speed manual trans-axle consisting of a feed shaft ^ an output shaft having a fixed output gear, and a first feed gear fixed to the input shaft, a first speed gear rotatably supported on the output shaft and coupled with the first input gear, a second input gear fixed to the input shaft, a second speed gear rotatably supported on the output shaft and coupled with the second input gear, a first synchronizing clutch for selectively coupling any of the first and second speed gears with the output shaft, a third input gear fixed to the input shaft, a third speed gear rotatably supported on an intermediate shaft and coupled with the third input gear, a fourth input gear fixed to the input shaft, a quarter gear at speed rotationally supported on the intermediate shaft and coupled with the fourth inlet gear, a second synchronizing clutch for selectively coupling any of the third and fourth speed gears with the intermediate shaft, a fifth input gear rotatably supported on the input shaft, a fifth speed gear fixed to the output shaft and coupled with the fifth input gear, a transfer gear fixed to the intermediate shaft and coupled with the fifth transmission gear power, a reverse feed gear rotatably supported on the feed shaft, a third synchronizing clutch for selectively coupling any of the fifth feed clutch and the reverse feed gear to the input shaft, a reverse gear output fixed to the output shaft, an intermediate gear coupled with the reverse input gear and the reverse output gear, a pulse gear coupled with the output gear and a differential offset by the pulse gear. According to an alternate mode, the trans-shaft includes an input shaft, an output shaft that has an output gear fixed to it, a first input gear fixed to the input shaft that engages a first gear. speed rotatably supported on the output shaft, a second input gear fixed to the input shaft which engages a second speed gear rotatably supported on the output shaft, a first synchronizing clutch for selectively coupling any of the shaft gears and second speeds with the output shaft, a third input gear fixed to the input shaft that engages a third speed gear rotationally supported on an intermediate shaft, a fourth input gear fixed to the input shaft that engages with a fourth speed gear rotationally supported on the intermediate shaft, a second synchronizing clutch for selectively coupling Any of the third and fourth speed gears with the intermediate arrow, a fifth input gear rotationally supported on the input shaft that engages with a fifth speed gear fixed to the output shaft, a fixed transfer gear to the arrow intermediate coupling with the fifth input gear, a third synchronizing clutch for selectively coupling the fifth input clutch with the input shaft, a reverse input gear fixed to the input shaft, a reverse output clutch rotatably supported on the output shaft, a secondary gear coupled with the reverse input gear and the reverse output gear, a fourth synchronizing clutch for selectively coupling the reverse output clutch with the output shaft, a pulse clutch coupled with the output clutch, and a differential displaced by the impulse clutch. BRIEF DESCRIPTION OF THE DRAWINGS Additional objectives, characteristics and advantages of the present invention will be apparent to those skilled in the art from the study of the following description and the accompanying drawings, wherein: FIGURE 1 is a sectional view of a trans - Five-speed manual axle according to a preferred embodiment of the present invention; FIGURE 2 is a schematic view showing the arrow and gear assembly for the five-speed manual trans-axle illustrated in FIGURE 1; and FIGURE 3 is a partial sectional view showing the trans-shaft equipped with a synchronized reverse gear assembly according to an alternate preferred embodiment of the present invention. DESCRIPTION DBTAI.EVER OF THE PREFERRED MODE Now with reference to the drawings, a manual trans-axle 10 is illustrated which is adapted for use in motor vehicles with displacement by the front wheels. The trans-axle 10 is a multi-speed assembly that has all of its forward and reverse gears synchronized and yet is packaged efficiently to provide a compact gearbox. The trans-shaft 10 is illustrated to include a housing 12 within which an input shaft 14 is rotatably supported by the bearings 16 and 18 for rotation relative to a first axis "A". As is conventional, the input shaft 14 is adapted to travel through a convenient manual release clutch (not shown) by the vehicle engine. The trans-shaft 10 also includes an output shaft 20 rotatably supported in the housing 10 by the bearings 22 and 24 for rotation with respect to a second axis "B". In addition, the trans-axle 10 includes an intermediate arrow 26 rotatably supported in the housing 12 by the bearings 28 and 30 for rotation with respect to the third axis "C", an intermediate reversing arrow 32, rotatably supported in the housing 12 by bearings 34 and 36 for rotation with respect to a fourth axis "D", and a differential 44 supported in the housing 12 by bearings 46 and 48 for rotation with respect to a fifth axis "C". The output of the differential 44 includes a pair of axially aligned side gears 50 to which half-arrows of shafts 52 are fixed in a conventional manner to connect the differential 44 to the drive wheels of the motor vehicle. The input to the differential 44 is a pulse gear 54 which is fixed to a differential cage 56 and which is in constant meshed engagement with an output gear 58 fixed to the output shaft 20. It will be appreciated that FIGURE 1 is a sectional view so-called "developed" where arrows 14, 20, 26, 32 and 52 are all illustrated arranged in a single plane. However, in reality, these arrows are arranged comparatively in a parallel relationship with each other, with the rotary axes for arrows 14, 20 and 52 aligned in a common plane, as illustrated in FIGURE 2. In addition, the intermediate arrow of Reverse 32 is illustrated in FIGURE 1 for turning out of position to illustrate the various components associated with the synchronized reverse gear assembly. As will be appreciated by reference to FIGURE 2, the rotary shaft of the intermediate arrow 32 is currently arranged in a triangular orientation with respect to the rotary axes of the input shaft 14 and the output shaft 20 to provide adequate spacing for the arrows of axis 52. Even more, since the output arrow 20 is located in a common plane with the input arrow 14 and the differential 44, the central distances between these arrows can be effectively minimized. The trans-axle 10 includes a series of constant coupling gear assemblies that can be selectively coupled to establish five forward speed ratios as well as a reverse speed relationship between the input arrow 14 and the output arrow 20. In this aspect, the gear set 60 includes a first input gear 62 fixed to an input shaft 14 and a first speed gear 64 rotatably supported on the output shaft 20. The first speed gear 64 is in constant engagement with the first input gear 62, to define a first power transmission path that can be selectively coupled to establish a first relation of forward speed. The gear set 66 includes a second input gear 68 fixed to an input shaft 14 which is in constant engagement with a second speed gear 70 rotatably supported on the output shaft 20. In this way the gear set 66 defines a second path for power transmission that can be selectively coupled to establish a second forward speed ratio. The gear set 72 includes a third input gear 74 fixed to the input shaft 14 which is in constant engagement with a third speed gear 76 rotatably supported on the intermediate shaft 26. As such, the gear set 72 and a third path for power transmission that can be selectively coupled to establish a third forward speed ratio. The gear set 78 includes a fourth input gear 80 fixed to the input shaft 14 which is in constant engagement with a fourth speed gear 82 rotatably supported on the intermediate shaft 26. In this way, the gear set 78 defines a fourth path for power transmission that can be selectively coupled to establish a fourth forward speed ratio. The gear set 84 includes a fifth input gear 86 rotatably supported on the input shaft 14 which is in constant engagement with a fifth speed gear 88 fixed to the output shaft 82. The gear set 84 defines a fifth path for power transmission that can be selectively coupled to establish a fifth forward speed ratio. Further, the gear set 84 also functions to provide a means for transferring impulse torque from the intermediate shaft 26 to the output shaft 20. Specifically, a transfer gear 92 is fixed to the intermediate shaft 26 and is in constant engagement with the fifth input gear 86. Finally, the gear set 94 includes a reverse input gear 96 rotatably supported on the input shaft 14 which is in constant engagement (as illustrated by dotted lines in FIGURE 1) with a first intermediate gear 98 fixed to the intermediate shaft 32. The gear set 94 includes a second intermediate gear 100 which is also fixed to the intermediate shaft 32 and is in constant engagement with an output gear for reverse 102 fixed to the output shaft 20 As such, the gear set 94 defines a sixth path for power transmission that can be selectively coupled to reverse direction. rotation of the output arrow 20 and establish the reverse speed ratio. It is contemplated that the gear set 94 may be modified such that the second intermediate gear 100 is eliminated with the first intermediate gear 98, which engages both the reverse input gear 96 and the reverse output gear 102 if available adequate spacing. To provide means for establishing the various forward and reverse speed ratios between the input shaft 14 and the output shaft 20 by selectively coupling one of six available power transmission paths, each set of gears is associated with a synchronizing clutch. In particular, a first synchronizing clutch 104 is operatively located between first and second speed gears 64 and 70 and includes a clutch gear 106 fixed to the first speed gear 64, a clutch gear 108 fixed to the second speed gear 70, the hub 110 fixed to the output shaft 20, a shift sleeve 112 mounted for rotation with and axially sliding movement in the hub 110 and a pair of synchronizers 114 located between the shift sleeve 106 and the clutch gears 106 and 108. The first synchronizing clutch 104 is of the double acting variety such that the axial forward movement of the shift sleeve 112 from its centered neutral position, illustrated in engagement with the clutch gear 106, will releasably couple the first speed gear 64. with the output arrow 20 to couple the first power transmission path and establish the first forward speed ratio . Still further, the axial backward movement of the shift sleeve 112 from its neutral position in engagement with the clutch gear 108 will releasably couple the second speed gear 70 with the output arrow 20 to couple the second power transmission path and set the second forward speed ratio. To establish the third and fourth forward speed relationships, a second synchronizing clutch 116 is located between the third and fourth speed gears 76 and 82 and includes a hub 118 fixed to the intermediate shaft 26, a shift sleeve 120 mounted for rotation with and axial sliding movement in the hub 118, and a pair of synchronizers 122. The second synchronizing clutch 116 is also of the double action type such that the forward movement of the shift sleeve 120 from its centered neutral position illustrated in engagement with the third speed gear 76 releasably coupled the gear of third speed 76 with the intermediate arrow 26, for coupling the third power transmission path, whereby the transfer gear 92 moves the output arrow 20 through the gear set 84 to establish the third speed ratio of Advance. Similarly, the backward movement of the shift sleeve 120 from its neutral position in engagement with the fourth speed gear 82 will releasably couple the fourth speed gear 82 with the intermediate arrow 26 to engage the fourth power transmission path, thereby the transfer gear 92 again displaces the output shaft 20 through the gear set 84, to establish the fourth forward speed ratio. To establish the fifth and reverse speed ratios, a third synchronizing clutch 124 is located between the fifth input clutch 86 and the reverse input clutch to 96 and includes a clutch gear 126 fixed to the fifth input gear 86, a gear of clutch 128 fixed to the reverse input gear 96, a hub 130 fixed to the input shaft 14, a shift sleeve 132 mounted for rotation with and axial sliding movement in the hub 130 and a pair of synchronizers 134. The sliding movement of advancing the shift sleeve 132 from its centered neutral position illustrated in engagement with the clutch gear 126, will releasably couple the fifth input gear 86 with the input shaft 14 to engage the fifth path for power transmission thereby bringing the fifth Advance speed ratio is established. The backward sliding movement of the shift sleeve 132 from its neutral position centered in engagement with the clutch gear 128 will releasably couple the reverse input gear 96 with the input shaft 14. As such, the reverse input gear 96 it displaces the intermediate arrow 38 which, due to a constant geared coupling of the gears associated with the gear set 94, displaces the output shaft 20 to establish the reverse gear ratio. When the first advancing gear is set, the pulse torque is supplied from the input arrow 14 to the differential 44 through the elements 62, 64, 106, 102, 110, 20, 58 and 54. When the second Advance gear is set, the impulse torque is supplied from the input shaft 14 to the differential 44 through the elements 68, 70, 108, 112, 110, 20, 58 and 54. When the third advance gear is set, the impulse torque is supplied from the input shaft 14 to the differential 44 through the elements 74, 76, 120, 118, 26, 92, 86, 88, 20, 58, and 54. When sets the fourth advance gear, the impulse torque is supplied from the input shaft 14 to the differential 44 through the elements 80, 82, 120, 118, 26, 92, 86, 88, 20, 58 and 54 When the fifth feed gear is set, the pulse torque is supplied from the input shaft 14 to the differential 44 through and elements 130, 132, 126, 86, 88, 20, 58 and 54. Finally when the reverse gear is set, pulse torque is supplied from the input shaft 14 to the differential 44 through the elements 130. , 132, 128, 96, 98, 100, 102, 20, 58 and 54. As the terms are used here, all gears "rotatably supported" on the shaft are mounted loosely using suitable bearings while all gears "fixed" to an arrow are mounted non-rotatably by conventional means ( for example grooves, press fit, welding, etc.,) or are formed integrally. Any convenient shift system that is operable to couple each of the shift sleeves 112, 120 and 132 to a gearshift lever (not shown) to coordinate movement therebetween to establish the various forward and reverse gears can be employed with the trans-axle 10. Even more, the gear train illustrated in the trans-axle 10, is arranged in such a way that only one trajectory for power transmission is intended to be coupled at the same time, with detachment of all the transmission paths of power that establish a neutral mode, where no torque is transferred from the input arrow 14 to the output arrow 20. While not intended to draw to scale, FIGURE 2 clearly illustrates the general relationship between the various arrows and the associated gear coupling. Now with reference to FIGURE 3, a modified version of trans axle 10, hereinafter referred to as transaxle 10 ', is illustrated to incorporate a modified gear train which again has all its forward and reverse gears synchronized. In general, the trans-axle 10 'substantially is similar to the trans-axle 10 described above except that it includes a reverse gear assembly synchronized differently. In this way, in view of the substantial similarity in structure and function to the components of trans-axis 10 'with respect to trans-axis 10, similar reference numbers are used below and in the drawings to identify said similar components, while that the reference numbers with premium designate those components that have been modified. The synchronized reverse gear assembly illustrated in FIGURE 3 includes a reverse input gear 96 'fixed to the pulse shaft 14 which is in constant engagement with the first intermediate gear 98. Furthermore, the second intermediate gear 100 is in constant engagement with a reverse output gear 102 'rotatably supported on the output shaft 20. As illustrated, the third synchronized clutch 124 is now arranged as a unit of simple action type with the shift sleeve 132 only movable between its centered neutral position. and its coupling position with the clutch gear 126 to releasably couple the fifth input gear 86 to the input shaft 14 to couple the fifth power transmission path and establish the fifth forward speed ratio. The trans-axle 10 'is illustrated to include a fourth synchronizing clutch 144, which is located adjacent the reverse output gear 102' and includes a clutch gear 146 fixed to the reverse output gear 102 ', a hub 148 fixed to the exit arrow 20, a shifting sleeve 150 mounted for rotation and axial sliding movement in the hub 148 and a synchronizer 152 sandwiched between the shifting sleeve 150 and the clutch gear 146. The rear sliding movement 150 from its central neutral position illustrated in a coupling position with the clutch gear 146 releasably couples the reverse output gear 102 'with the output shaft 14. As will be clear, the reverse output gear 102' constantly moves in response to rotation to the arrow input 14, due to the toothed coupling of the reverse input gear 96 'with the first intermediate gear 98 and the constant toothed coupling of the second gear intermediate anage 100 with the reverse output gear 102 '. In this way, the movement of the shift sleeve 150 to its engaged position, will couple the sixth trajectory for power transmission will establish the reverse gear ratio. Accordingly, when the reverse gear is set, the pulse torque is supplied from the input shaft 14 to the differential 44 through the elements 96 ', 98, 100, 102', 146, 150, 148 , 20, 58 54. The above discussion describes illustrates preferred embodiments of the present invention. A person skilled in the art will readily recognize from said discussion accompanying drawings claims that various changes, modifications variations may be made without departing from the real spirit fair scope of the invention as defined in the following claims. For example, the novel gear train assemblies described herein for use in the trans-axes can also be used in a rear wheel drive transmission, where the differential will be removed the output arrow will extend rearwardly for connection to the rear wheel. the components of the rear driving line of the vehicle.

Claims (9)

1. CLAIMS 1.- Manual transmission, characterized in that it comprises: an entrance arrow, an exit arrow; a first input gear fixed to the input shaft, a first speed gear rotatably supported on the output shaft and coupled with the first input gear; a second fixed input gear with the input arrow; a second speed gear rotatably supported on the output shaft and coupled with the second input gear; a first synchronizing clutch for selectively coupling any of the first and second speed gears with the output shaft; an intermediate arrow having a fixed transfer gear; a third input gear fixed to the input shaft: a third speed gear rotatably supported on the intermediate shaft and coupled with the third input gear; a fourth fixed input gear with the input arrow; a fourth speed gear rotatably supported on the intermediate shaft and coupled with the fourth input gear; a second synchronizing clutch for selectively coupling any of the third and fourth speed gears with the intermediate arrow; a fifth input gear rotatably supported on the input shaft and coupled with the transfer gear; a fixed fifth speed gear with the output shaft and coupled with the fifth input gear; a third synchronizing clutch for selectively coupling the fifth input clutch with the input shaft; a reverse input gear, fixed with the input arrow; a clutch with reverse output rotatably supported on the output shaft; an intermediate gear coupled with the reverse input gear and the reverse output gear; and a fourth synchronizing clutch for selectively coupling the reverse output gear with the output shaft.
2. 2. The manual transmission according to claim 1, characterized in that it also comprises a differential displaced by the output arrow.
3. 3. A manual transmission characterized in that it comprises: an arrow of entrance, an arrow of exit; an intermediate arrow having a fixed transfer gear; first and second sets of constant coupling gears held between the input shaft and the output shaft; a first synchronizing clutch for selectively coupling any of the first and second sets of gears, to displaceably connect the output shaft to the input shaft to establish first and second advance velocity ratios therebetween; third and fourth sets of constant coupling gears held between the input shaft and the intermediate shaft; a fifth set of constant coupling gears sustained between the input shaft and the output shaft and coupled with the transfer gear for displaceably connecting the intermediate shaft with the output shaft; a second synchronizing clutch for selectively coupling any of the third and fourth gear sets, to displaceably connect the intermediate arrow to the input arrow to establish third and fourth forward speed ratios between the input arrow and the output arrow; a third synchronizing clutch for selectively coupling the fifth set of gears to displaceably connect the exit arrow with the entry arrow to establish a fifth rate of advance relation between them; a first reverse clutch fixed to the input shaft; a second reverse clutch rotatably supported on the output shaft; a third reverse clutch coupled with the first and second reverse clutches; a fourth synchronizing clutch for selectively coupling the second reverse clutch with the output shaft to establish a reverse speed relationship between the input shaft and the output shaft.
4. 4. The manual transmission according to claim 3, characterized in that it also comprises a differential connected displaceably by the exit arrow.
5. 5.- A manual transmission characterized because it includes: an arrow of entrance, an arrow of exit; a first input gear fixed to the input shaft; a first speed gear rotatably supported on the output shaft and coupled with the first input gear; a second fixed input gear with the input arrow; a second speed gear rotatably supported on the output shaft and coupled with the second input gear; a first synchronizing clutch for selectively coupling any of the first and second speed gears with the output shaft; an intermediate arrow having a fixed transfer gear; a third fixed input clutch with the input shaft: a third speed gear rotatably supported on the intermediate shaft and coupled with the third input gear; a fourth fixed input gear with the input arrow; a fourth speed gear rotatably supported on the first intermediate arrow and coupled with the fourth input gear; a second synchronizing clutch for selectively coupling any of the third and fourth speed gears with the intermediate arrow; a fifth input gear rotatably supported on the input shaft and coupled with the transfer gear; a fixed fifth speed gear with the output shaft and coupled with the fifth input gear; a reverse input gear rotatably supported on the input shaft; a fixed reverse gear output with the output shaft; an intermediate gear coupled with the reverse input and output gears; and a fourth synchronizing clutch for selectively coupling any of the fifth input gear and the reverse input gear with the input shaft.
6. 6. The manual transmission according to claim 5, characterized in that it also comprises a differential displaced by the output arrow.
7. 7. A manual transmission characterized in that it comprises: an input arrow, an exit arrow; an intermediate arrow having a fixed transfer gear; first and second sets of constant coupling gears held between the input shaft and the output shaft; a first synchronizing clutch for selectively coupling any of the first and second sets of gears to displaceably connect the output shaft to the input shaft, to establish first and second rates of advancement speed therebetween; third and fourth sets of constant coupling gears held between the input shaft and the first intermediate shaft; a fifth set of constant coupling gears supported between the input shaft and the output shaft and coupled with the transfer gear, to displaceably connect the intermediate shaft with the output shaft; a second synchronizing clutch for selectively coupling any of the third and fourth gear sets to movably connect the first intermediate arrow with the input arrow to establish third and fourth forward speed ratios between the input arrow and the output arrow; a sixth set of constant coupling gears held between the input shaft and the output shaft; and a third synchronizing clutch for selectively coupling any of the fifth and sixth gear sets to displaceably connect the output shaft to the input shaft to respectively establish a fifth forward speed ratio and a reverse speed ratio therebetween.
8. 8. The manual transmission according to claim 7, characterized in that it also comprises a differential displaced by the output arrow.
9. 9. The manual transmission according to claim 7, characterized in that sixth gear set includes a first reverse gear rotatably supported on the input shaft, a second fixed reverse gear with the output shaft and a third reverse gear. coupling with the first and second reverse gears. SUMMARY OF THE INVENTION A manual transmission comprising an input arrow, an output arrow, an intermediate arrow having a fixed transfer gear to it. First and second sets of constant coupling gears are held between the inlet and outlet arrows and a first synchronizing clutch is provided to selectively couple any of the first and second sets of gears, to displaceably connect the output shaft to the shaft arrow. input and establish first and second rates of forward speed between them. The third and fourth sets of constant coupling gears are held between the input shaft and the intermediate shaft. A fifth set of constant coupling gears is held between the input and output arrows and engages with the transfer gear to displaceably connect the intermediate arrow to the output shaft. A second synchronizing clutch is provided to selectively couple any of the third and fourth gear sets to movably connect the intermediate arrow to the input arrow, to establish third and fourth feed speed ratios between the input arrow and the arrow of departure. A sixth set of constant coupling gears is held between the input and output arrows and a third synchronizing clutch is provided to selectively couple any of the fifth and sixth gear sets, to displaceably connect the output shaft to the shaft arrow. input, to respectively establish a fifth feed rate ratio and a reverse speed relation between them.