Hudson 63 1936, Руководство по механическим процедурам

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TRANSMISSION
General Design
The transmission is of the quick synchronizing type incorporating
helical gears to give a silent second speed. By throwing the reverse
idler gear out of mesh for all forward speeds, further quietness is
obtained.
All gears are made of alloy steel, heat treated and hardened. The
alloying metals used are nickel, chromium and molybdenum.
Through the use of these strong, durable alloys, the weight of the
rotating parts is minimized contributing greatly to the ease and
rapidity with which gear shifts are made.
Main Shaft and Bearings
The main drive gear and main shaft are supported on two heavy
duty annular thrust ball bearings (8 and 14) in the case, an annular
ball bearing (7) in the crankshaft and a needle roller bearing (12)
between the shafts. The end thrust between the shafts is taken by
seven ball bearings running in races machined in the ends of the
shafts.
End play in the main drive gear and main shaft is adjusted by
selection of the shim pack located between the front face of the
transmission case and the main drive gear bearing retainer (4).
The companion flange screw must be kept tight as it is depended
upon to hold the mainshaft low and reverse gear, main shaft bearing
and speedometer drive gear in the correct position on the shaft. If
this cap screw is loose, end play can not be checked accurately and
the speedometer drive gear may slip, giving a slow speedometer
reading.
Counter Shaft
The counter shaft is carried on two steel backed babbitt bearings
(22 and 23) while the thrust is taken on a bronze and steel thrust
bearing (26 and 28) against the rear of the case. End play is adjusted
by selection of the shim pack between the rear face of the transmis-
sion case and the rear bearing cap (24).
Shifting Rails and Forks
The shifting rails (52 and 53) and shifting forks (49 and 50) are
built into the transmission case so that the control cover carries only
the shifting lever, except with Electric Hand equipped cars. The
details of this control cover are given in Group 11 under Electric
Hand.
Shifting Rail Locks
A positive locking device is fitted to both transmission shifting
rails and operated by the clutch
linkage (Figure 1002). When the clutch is engaged the balls
(54 and 77) are locked in the shifting rail notches. When the
clutch pedal is depressed the lock rods (78) move up so that
the notch is in line with the end of the lock plunger (79 ) and
the ball (77) is held in the rail notch by the pressure of the spring
(55 and 80) only. The links (81 ) should be adjusted so that the
notch in the rod is below the plunger (79) when the clutch is
engaged. When the clutch pedal is depressed half way, the rod
should have moved upward far enough to bring the notch in
line with the plunger so that the shift can be made.
The illustration (Figure 1002) shows the Interlocking
Device as used on late 1935, 1936 and 1937 transmissions.
The parts shown comprise Part No. 48855 Interlocking De-
vice Kit which should be used as a replacement on 1934 and
early 1935 models. The superseded lock can readily be
distinguished as the lock rod was a stamping instead of bar
stock as used in this kit. For additional usage of the kit on
earlier models see the Numerical Parts Price List or Master
Parts Book.
See Group 11 for adjustment of Interlocking Device on cars
equipped with Electric Hand.
MECHANICAL PROCEDURE MANUAL
SECTION 10
Page 3
Figure 1002—Transmission Interlocking Device