Abstract: A control system/method controls a vehicular automated transmission system so as to overcome a tooth butt condition. The automated transmission system including an internal combustion engine having an engine output member, a multiple speed change gear transmission having an input shaft, a centrifugal friction clutch for drivingly connecting said engine output member to said input shaft, a throttle responsive to manually requesting of a degree of engine fueling, and a system controller. The system controller varies the engine speed to encourage gear engagement upon sensing the tooth butt condition.

Abstract: A method/system for adaptively controlling engine fueling during disengagement of a jaw clutch (70) while maintaining the vehicle master friction clutch (20) engaged. Engine torque is initially commanded to a zero drive line torque value (114) and, after a period of time (T2−T1) if non-torque lock is sensed ((d/dt(SLY-Y))<REF), than a torque bump (128) engine fueling routine is initiated.

Abstract: A control method/system for controlling range section (14) shifting in a range-type transmission (10) having a “repeat-H” shift mechanism. Under certain conditions, a shift from the highest ratio position in low range (4/8) toward the lowest ratio position (1/5) will cause an automatic shift to the high range, even if the range selector (96) is in the low range selection position.

Abstract: A vehicular transmission system (10) including a centrifugally operated master friction clutch (20) for drivingly coupling an engine (18) to an input shaft (28) of a mechanical transmission (12). Closed loop engine speed (ES) control is utilized to control engagement of the clutch during vehicle launch conditions.

Abstract: A method/system for controlling shifting in an automated mechanical transmission system (10) utilized on a vehicle having an engine brake (ECB), preferably controlled by an ECU (28). Shifts to be initiated while the engine brake is active and engine brake assisted upshifts are evaluated with regard to the engine built in engine brake deactivation response delay (TECBDEACTIVATE).

Abstract: Disclosed herein is a friction torque device with an improved damper for attenuating torsional vibrations. The improved damper provides the desired axial load for damping while reducing the weight, cost, complexity and size of a driven disk for a friction torque device. A friction torque device comprises a driving member having of rotation, a cover coupled to the driving member for rotation therewith, a pressure plate coupled to the cover for rotation therewith and a driven disk coupled to an axially extending driven shaft for rotation therewith. The driven disk is interposed between the driving member and the pressure plate, the driven disk includes a rotatable disk assembly and a hub assembly. The driven disk comprises at least one reinforcing plate having a plurality of undulations disposed therein for providing a load between the disk assembly and hub assembly. The reinforcing plate may be coupled to the disk assembly, the hub assembly or the plate may not be attached to another component.

Abstract: A clutch button is provided including a friction pad having first and second surfaces. The friction pad has a radial outer and inner edges. The friction pad also has first and second upper outward circumferential edges adjacent to the radial outer edge. The friction pad has first and second lower outward circumferential edges adjacent to the radial inner edge. The friction pad has first and second inward circumferential outer edges joining the respective first and second outward upper and lower circumferential edges. The friction pad has a first groove formed in the first surface extending from the first upper outward circumferential edge to one of the second upper and lower outward circumferential edges. A second groove is formed in the first surface extending from the first lower outward circumferential edge to the other one of the second upper or lower circumferential edges the first groove does not extend to. A backing plate is bonded to the second surface.

Abstract: A baulkring-type synchronizer (18) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). The synchronizer includes a cone clutch surfaces (24,48) and (26,50) which are engaged by an operator shift force and limit means (54,56) producing a counter force for decreasing the amount of operator shift force transmitted to cone clutch friction surfaces in response to the synchronizing torque exceeding a predetermined amount.

Abstract: A control for shifting into a start ratio in a computer-assisted (48) vehicular splitter-type compound transmission (16) having a main section (16A) shifted by a manually operated shift lever (31) and a controller (42). The splitter section (16E) is provided with a three-position (L, H, N) actuator (46) and is commanded to a splitter-neutral position upon sensing a main section shift to neutral, master clutch (14) disengagement and low vehicle speed (OS<REF<3 MPH) to reduce the inertia of the main shaft assembly and reduce the need for a clutch brake when engaging a start ratio.

Abstract: A method/system for controlling an automated mechanical transmission system (10) utilized on a vehicle and having a manually operated master friction clutch operator (48). To protect from driveline damage due to dynamic clutch “popping,” upon sensing dynamic vehicle conditions (OS >REFVSPEED) and clutch (16) not engaged, transmission (14) engaged and THL>REFTHL, a controller (28) causes engine speed (ES) to be limited to a target value (EST) substantially equal to input shaft speed (IS).

Abstract: A method/system for controlling upshifting in an automated mechanical transmission system (10) utilized on a vehicle having an ECU (28) operated friction upshift brake (26) capable of applying two or more levels of retardation to a transmission input shaft (16).

Abstract: A cover assembly for a friction clutch for a motor vehicle includes a cover and a ferrule. The cover has a ferrule aperture passing therethrough from an outer side to a inner side. The ferrule is a one piece unitary structure and is disposed in the ferule aperture. The ferrule has a spring receiving portion and a base portion and axis of orientation passing through both the spring receiving portion and the base portion. The spring receiving portion projects from the ferrule aperture beyond the inner side. The spring receiving portion has a spring aperture. The base portion has a pilot portion disposed within the ferrule aperture. The pilot portion is of a size complementary to the ferrule aperture. The size of the pilot portion is selected to enable the ferrule to be positively positioned within the ferrule aperture.

Abstract: A clutch release assembly for use in a motor vehicle includes a bearing and a housing retaining the bearing. The housing has disposed on its exterior two L-shaped lugs are formed on opposite sides of the housing and extending radially therefrom. The lugs each define a circumferential engagement surface in a plane normal to the axis and face toward the bearing. An axially extending engagement surface is normal to the circumferential engagement surface wherein the tips of the arms of a clutch yoke engage the circumferential engagement surface to axially displace the release assembly. The axially extending surfaces prevent rotation of the housing by engagement with the tips of the arms.

Abstract: A baulkring-type synchronizer (18) includes cone clutch friction surfaces (24,48 and 26,50) and jaw clutch teeth (36b, 28 and 36c, 30) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). A plurality of rigid members (72) is drivingly interposed between blocker teeth (44,46) affixed to baulkrings (40,42) and self-energizing ramp surfaces (71a, 71b,73a, 73b) on self-energizing members (70,72) mounted on an outer circumference of a hub 32 affixed to the shaft (12). A shift sleeve (34) is slidably splined to the hub (32) and is moved by an operator shift: force (Fo) and an additive force (Fa) provided by the self-energizing ramp surfaces. Both forces (Fo and Fa) react against the blocker teeth to engage the friction surfaces. The self-energizing members (70,72) are slidable relative to the hub and are axially centered resiliently on the hub by detent assemblies (76,78).

Abstract: A pressure plate for a motor vehicle includes an annular disc having a first frictional engagement surface. The first frictional engagement surface has an annular initial engagement region substantially normal to the axis of rotation, and a secondary engagement region disposed radially inwardly of the initial engagement region defining a concave surface within the pressure plate.

Abstract: An improved splash-type lubrication system (100) for a change-gear transmission (102). A closely fitting gear shroud (104) is provided with upper openings (106, 108, 110) allowing the countershaft and main shaft gears to mesh and directs splashed lubricant (112) toward needle bearings (44) supporting main shaft gears (38, 40) on the main shaft (16).

Abstract: A synchronizer (10) with improved blockers (41) and pre-energizers (43). The synchronizer includes blocker pins (40) that extend axially through blocker openings (41a) in a radially extending shift flange (32) and split pin pre-energizers (42) having pairs of members (44) extending axially through pre-energizer openings (43a) in the flange. The openings (41a,43a) are defined by blocker and pre-energizer rings (41,43) respective disposed in openings (32a,32b) in the flange.

Abstract: A friction clutch for a motor vehicle with an automatic adjustment mechanism with a rotating cam includes an adjustment limiting mechanism. The second annular cam has a cam lock engagement surface extending radially inwardly of the cam surfaces. The cam lock engagement surface faces the pressure plate and concentric with an axis of rotation. A guide pin is fixed in the pressure plate and axially extends from the pressure plate on a side opposite the frictional engagement surface. A cam lock has a radially extending cam lock flange. The cam lock flange is axially disposed between the pressure plate and the cam lock engagement surface. The cam lock flange defines a flange engagement surface facing and complementary to the cam lock engagement surface. The cam lock has an aperture therein which slidably receives the guide pin. A bias spring engages the cam lock and biases the cam lock away from the pressure plate.

Abstract: A clutch fork assembly for use with a motor vehicle clutch includes a shaft and a fork. The shaft has an axis of fork rotation at a first location. The fork has a pair of tines and a lever arm. Each tine has a first bearing engagement point at a first bearing distance from the axis of fork rotation. The lever arm has a first linkage engagement point at a first linkage distance from the axis of fork rotation. The link engagement point is a predetermined distance from the bearing engagement point. A first clutch fork lever ratio is established by dividing the first linkage distance by the first bearing distance.

Abstract: A fuel injector adapted for an internal combustion engine has a cam driven pumping mechanism, a pressure intensifier mechanism, an injection mechanism, and an electronically responsive relief valve mechanism. The cam driven pumping mechanism has a pumping piston operably reciprocating to pressurize a hydraulic fluid to a first pressure. The pressure intensifier mechanism receives the hydraulic fluid at the first pressure from the pumping mechanism, and acts against fuel to pressurize it to a second pressure greater than the first pressure. The injection mechanism receives the highly pressurized fuel from the intensifier mechanism. The injection mechanism includes a check blocking an orifice in an end portion of the injection mechanism. The pressurized fluid displaces the check away from the end of the injection mechanism by the pressurized second fluid to begin fuel injection.