Abstract: A bearing retention arrangement is disclosed for rotatably supporting a shaft (27) within a bearing opening (75) defined by a wall portion (35). The bearing retainer (83) is cylindrical and includes a pair of bayonets (89,91), and the bearing opening (75) defines recesses (77,79) Which conform generally to the bayonets. After the shaft (27) is in place, along with the bearing inner race (63) and bearing members (65), the outer race (67) is pressed into the retainer (83). The retainer is then passed through the bearing opening, with the bayonets passing through the recesses, until the bayonets (89,91) are disposed adjacent a forward surface (71) of the wall portion (35). The bearing retainer is then rotated until the bayonets are no longer rotationally aligned with the recesses, and finally, some form of antirotation device (95,99) is installed to prevent rotation of the bearing retainer from its assembled position (FIG. 3).

Abstract: An improved anti-bounce-back game dart (10) is provided wherein the structure mounting the point section (22A-22G) to the body section (20A-20G) for relative axial and/or axial and rotational movement is located internally of the dart body at the rearward end (32) of the body section, preferably in an enlarged cavity (36A-36G) opening directly to rearward end of the body section and easily accessible by threaded removal of the flight section (24A-24G).

Abstract: A control method/system (200) for a control system (104) for semi-automatically executing automatically selected upshifts and downshifts of a mechanical transmission system (10) is provided. The control system includes a central processing unit (106) for receiving input signals indicative of transmission input shaft (16) and output shaft (90) speeds (IS, OS) and processing the same in accordance with predetermined logic rule to issue command output signals to a transmission actuator (112, 70, 96) to implement the selected shifts by automatic shifting into neutral upon a naturally or manually caused torque reversal of the transmission and remaining in neutral until the vehicle operator causes substantially synchronous conditions to occur.

Abstract: An S-cam assembly (33) is disclosed for expanding internal shoe brakes of the type comprising a pair of pivotally mounted brake shoes (17) located within a brake drum (11), each brake shoe carrying a cam follower (31). The assembly comprises an S-cam member (35) comprising a pair of substantially identical working portions (37), each working portion defining a working surface (39) and defining a nominal lift circle having a diameter D1. Each working portion includes a ramp member (43) pivotable about a pin (47) from a retracted position (FIG. 2) in which a ramp surface (51) is disposed within the nominal lift circle. Each ramp member has an extended position (FIG. 5) in which the ramp surface is disposed outward of the nominal lift circle and in engagement with the adjacent cam follower (31) and defining a larger lift circle having a diameter D2. The substantially increased reserve lift is accomplished without increasing the minimum installation diameter of the S-cam assembly.

Abstract: A control system/method for an automated mechanical transmission system (12) is provided for limiting driveline torque to a predetermined maximum value (max.sub.-- OS.sub.-- torq). Driveline torque is controlled by controlled fueling of the engine (16) to limit engine speed (ES) to a maximum value (ES max) which is determined as a function of input shaft speed (IS), maximum output shaft torque (max.sub.-- OS.sub.-- torq), mechanical ratio (gear-ratio) of the engaged transmission gear and torque converter (20) constants (torque.sub.-- ratio, K factor).

Abstract: An improved lubrication system for a vehicular mechanical transmission (10) is provided. The transmission gearing (22-34) rotates in a dry sump (11) in the housing (12) and a reservoir (40) provides a sump of lubricant (42) below the level of the gearing. A pump (44) pumps lubricant from the reservoir through a filter (48) and into a distribution manifold (50) for filtered lubrication of the bearings (20) and/or other transmission elements.

Abstract: A power downshift control method/system strategy (FIG. 6), based upon sensed torque converter slip (TC slip) is provided for an automated mechanical transmission system (12) including an engine (16), a mechanical transmission (14) and a torque converter (20) drivingly interposed the engine and transmission. At the beginning of a power downshift, the target gear is derived from the TC.sub.-- slip, vehicle deceleration, current gear and operator throttle demand. These four vehicle conditions are parameters of a four dimensional matrix such that increasing values of each parameter promote a greater potential for skip power downshifting.

Abstract: A control system/method for an at least partially automated mechanical transmission system (10) is provided for determining if selected upshifts into a target gear ratio are acceptable (208) or not acceptable (210) under current vehicle operating conditions and for prohibiting the initiation of not acceptable selected upshifts. An upshift is deemed acceptable if the available drivewheel torque (206) in the target ratio is sufficient to maintain at least a minimum acceptable vehicle acceleration (A.sub.0) after the upshift under current vehicle operating conditions.

Abstract: A gear shaft assembly (42) is provided including a shaft (5) having a first set of gear teeth (6) formed integrally in a second portion (51) thereof and extensions of said teeth extend axially over an adjacent reduced diameter second portion (50) for receivably mounting a second gear (7) for rotation with the shaft.

Abstract: Open-circuit and closed-circuit faults in a solenoid controlled actuator are detected using shunt resistors (R1, R4) across the solenoid (1), a transistor switch (4), and a voltage monitor (7) and/or (14) across one or both of these which can detect a faulty open-circuit solenoid that is not energized, or a faulty closed-circuit solenoid that is energized. According to the present invention, before each change in actuator position, the solenoids are all caused to assume an opposite energization condition for a period of time insufficient to move the actuator, but enough to check the voltage monitor responses. In this way, both open and closed circuit faults are detected.

Abstract: A synchronizer assembly (S) having an axially centered neutral recess (13) and on each axial side of the neutral recess a gear engaging recess (22, 23) is provided. The gear engaging recesses (22, 23) are selectively engageable by a radially outwardly biased detent member (14) mounted in a strut (3) to minimize the tendency of the detent member from causing undue wear to the synchronizer assembly when the synchronizer assembly is in a gear engaging position. Preferably, the gear engaging recesses (22, 23) are shallower than the neutral recess (13).

Abstract: An automatic range shift control system for automatically controlling range section (14) shifting in an otherwise manually shifted range type compound transmission (10) is provided. A sensor (100) senses a value indicative of vehicle ground speed and provides a signal (100A) which is compared to a reference value. If the signal is greater than the reference, an actuator (96) is urged to engage the high speed range ratio and if the signal is less than the reference, the actuator is urged to engage the low speed range ratio.

Abstract: A control system (104)/method for semi-automatically executing manually or automatically selected upshifts and downshifts of a mechanical transmission system (10) is provided. The control system includes a central processing unit (106) for receiving input signals indicative of transmission input shaft (16) and output shaft (90) speeds, the throttle pedal position (THD) and from a driver control console (108) indicative of selection of upshifts or downshifts from a currently engaged gear ratio and processing the same in accordance with predetermined logic rule to issue command output signals to a transmission actuator (112, 70, 96) and to a fuel controller operator to implement a shift substantial synchronization of the transmission after manual initiation of the shift sequence by a manually caused torque break.

Abstract: A control system (104) for controlling execution of selected upshifts and downshifts of a mechanical transmission system (10) is provided. The control system includes a central processing unit (106) for receiving input signals indicative of engine (11) and output shaft (90) speeds and from a driver control console (108) indicative of manual or automatic selection of upshifts or downshifts from a currently engaged gear ratio and processing the same in accordance with predetermined logic rule to issue command output signals to a transmission actuator (112, 70, 96) to implement the selected shifts upon a manual or automatic caused torque break of the transmission and manual or automatic substantial synchronization of the transmission thereafter. The predetermined logic rules include an algorithm providing enhanced recovery from a missed shift and stuck in neutral condition including rules for selecting a more easily engaged ratio (GR.sub.MSR) in view of current engine speed (ES.sub.

Abstract: A control system and method for controlling deflation operations in a CTIS (10, 200). During deflation to a selected pressure (P.sub.D), the tires will be deflated to a target pressure (P.sub.T) lower than the selected pressure and then inflated to the selected pressure.

Abstract: A fluid pressure actuated auxiliary transmission section (14) shift control system (300)/method is provided which includes control members (246, 328) to prevent auxiliary section synchronized clutch (92, 128) damage if the main transmission section (12) is engaged during an auxiliary section shift. A differential area piston actuator (220) assembly is utilized to apply either a relative high (p*a.sub.224) or relatively low (p*(a.sub.224 -a.sub.222)) force to urge the auxiliary section high-speed ratio clutch into engagement depending upon the sensed engaged or disengaged condition of the transmission main section.

Abstract: An in-axle annular rotational speed sensor assembly (52) for drive axles (10) is provided which mounts directly to the drive axle differential bearing adjusters (36) in a relatively available and protected space (50) within the axle housing. The assembly utilizes the ferromagnetic adjuster to define a portion of the magnetic flux path (108) and maintains a large axial separation between the adjuster and the air gap (102) between the arrays of rotor and stator teeth (82, 100).

Abstract: An auxiliary transmission section (14) shift control system (230)/method is provided which include a residual pressure valve (246) and a one-way restricted flow pressure relief valve (250) to prevent an auxiliary section high speed ratio synchronized clutch (92) damage if the main transmission section (12) is engaged during an auxiliary section upshift. The chamber (224A) of the actuator (220) associated with the high speed synchronizer clutch is constantly gradually vented to a reference pressure through a severely restricted orifice in the one way restricted flow pressure relief valve (250) and the residual pressure valve (246) will block fluid flow from the source (234) to the slave valve (238) whenever the main transmission section is shifted to the not neutral condition thereof.

Abstract: An auxiliary transmission section (14) shift control system (300)/method is provided which includes control members (246, 328) to prevent auxiliary section synchronized clutch (92, 128) damage if the main transmission section (12) is engaged during an auxiliary section shift. Upon sensing main section engagement during a shift into the auxiliary section high-speed ratio, the force used to engage the high speed ratio is reduced from a first (p*a.sub.224) to a considerably lower second (p*(a.sub.224 -a.sub.222)) level.

Abstract: A two-stage auxiliary section shift actuator (220) is provided which will apply a first relatively smaller force upon preselection of an auxiliary section shift for rapid initiation thereof upon release of an interlock (256). Upon initiation of the auxiliary section shift, the actuator will apply a second larger force to assure rapid engagement of a selected auxiliary section synchronized clutch.