Abstract: A safety method is provided for use with control systems for vehicles such as trucks, and in particular for electromechanical controls (10) that assist the driver in shifting the gears (12), operating the clutch (16), and in actuating the throttle (22, 24, 26) by remote control. The method, which is for use in a vehicle's throttle-actuator subsystem (26A), utilizes a transmission control processor (42A) and a throttle control processor (42B). The method ascertains whether, when the driver of the vehicle removes his foot from the accelerator pedal (24A), control of the fuel pump (26C) returns to the idle governor as it should. The flow of fuel is stopped if it does not return properly. Also, a method is provided that monitors the throttle actuator (26A) to insure that it accurately follows throttle commands such as the position of the accelerator pedal (24A).

Abstract: An improved electrically controlled, fluid pressure actuated transmission control system (100) is provided. The improved control system includes an anti-default valve (102), preferably a normally closed solenoid controlled valve, fluidly interposed between the system source of pressurized fluid and the various pressurized and/or exhausted chambers of the system piston/cylinder actuator assembly (16).

Abstract: A bearing isolator assembly (70) suitable for use with straight roller and with ball bearings (20) is provided. The bearing isolator assembly comprises a retaining member (72), a radial wave spring (74), and a nonresilient bump stop member (130), all preferably of a one-piece steel construction.

Abstract: An improved control method and control system for controlling the upshifting of an AMT (10) system including a compound splitter type semi-blocked transmission (12) is provided. In particular, different control logic is utilized to implement simple and compound upshifts of the transmissions.

Abstract: A brake control system/method for preventing or minimizing trailer-swing (FIG. 6) in an articulated vehicle (10) is provided. The control system/method senses or calculates values indicative of articulation angle (AA) and time derivatives thereof (dAA/dt,d.sup.2 AA/dt.sup.2) and processes same to sense conditions indicative of an incipient or initial trailer brake induced trailer-swing event. An incipient or initial trailer brake induced trailer swing is sensed when the vehicle brakes are applied, the absolute value of articulation angle exceeds the absolute value of a reference value, the time derivative of articulation angle is in an opposite direction from articulation angle and/or the absolute value of one of the time derivatives of articulation angle exceeds the absolute value of a reference.

Abstract: A neutral sensing assembly for a multiple shift rail (60B, 62B, 64B) shift bar housing assembly (70) is provided. The neutral sensing assembly utilizes a single two-position sensing (112, 114) and a relatively simply shaped neutral sensing bar (104) extending generally transverse to the axes (80, 82, 84) of the shift rails and interacting with neutral sensing notches (60C, 62C, 64C) for displacing the neutral sensing bar (FIG. 4 and 6) sufficiently to actuate the sensing upon axial displacement of any of the shift rails sufficient to cause the transmission (10) to be engaged in a not neutral condition.

Abstract: A brake control system/method for preventing or arresting and minimizing trailer-swing in an articulated vehicle (10) is provided. The control system/method senses or calculates values indicative of articulation angle (AA) and time derivatives thereof (dAA/dt, d.sup.2 AA/dt.sup.2) and processes same to sense conditions indicative of an incipient or initial trailer brake induced trailer-swing event.

Abstract: A brake control system/method for preventing or arresting and minimizing trailer brake induced trailer-swing in an articulated vehicle (10) is provided. The control system/method senses or calculates values indicative of articulation angle (AA) and a second order or higher time derivative thereof (d.sup.2 AA/dt.sup.2) and processes same to sense conditions indicative of a trailer brake induced trailer-swing event.

Abstract: A brake control system/method for preventing or arresting and minimizing trailer-swing (FIG. 6) in an articulated vehicle (10) is provided. The control system/method senses or calculates values indicative of least one time derivative of trailer transverse movement and processes same to sense conditions indicative of an incipient or initial trailer brake induced trailer-swing event.

Abstract: A brake control system/method for preventing or arresting and minimizing trailer-swing and jackknife in an articulated vehicle (10) is provided. The control system/method senses or calculates values indicative of articulation angle (AA) and time derivatives thereof (dAA/dt, d.sup.2 AA/dt.sup.2) and processes same to sense conditions indicative of the onset of a trailer brake induced trailer swing event or of a tractor brake induced jackknife event.

Abstract: A pin-type synchronizer assembly (58) having blocker pins (74) with secondary ramps (80) effective after synchronizing is achieved to minimize "notchiness" is provided.

Abstract: A control system/method for controlling the automatic or semi-automatic shifting of a range type compound transmission (10) is provided. The control utilizes a processing unit (106) requiring only two speed inputs, indicative of input shaft (16) and mainshaft (28) rotational speeds, to command both simple and compound shifts and to confirm the execution thereof.

Abstract: A tractor-(28) trailer (30) vehicle (24) brake system control for distributing the brake effort to obtain inter-tractor-trailer proportional braking (H.sub.1 /V.sub.1 =H.sub.2 /V.sub.2) by use of sensors (80, 170, 172) mounted to the trailer only is provided. The control system senses (80) acceleration (a) and the ratio of vertical to horizontal forces (H.sub.F /V.sub.F) at the fifth wheel/king pin connection (34/176) by means of sensors (170, 172) mounted to the trailer (30) only and modulates the trailer sub-vehicle brakes only to cause the ratio H.sub.F /V.sub.F to equal a function of acceleration.

Abstract: A tridem rear drive axle system (100) comprising a front-rear drive axle assembly (112) a middle-rear drive axle assembly (22) and a rear-rear drive assembly (24) is provided wherein torque is distributed substantially equally to each of the three rear drive axles. The front-rear drive axle assembly (112) includes a first input shaft (118) for driving the front-rear drive axle gear set and a second input shaft (114) for driving a through shaft (116) drivingly connected to the middle-rear drive axle assembly (22) which is of a standard forward tandem axle design. A transfer case (102) having a first output shaft (108) for connection to the first input shaft and a second output shaft (106) for connection to the second input shaft is provided. The transfer case provides twice the torque to the second transfer case output shaft than is provided to the first transfer case output shaft.

Abstract: A pneumatic control system for a range type compound transmission (10) is provided allowing preselection of a range section (14) shift by a range shift selector mechanism (98) and including an exhaust conduit control valve (118) which will prevent exhausting of one of the range actuator cylinder portions (120R, 120L) to atmosphere until the main transmission section (12) is shifted to a neutral condition.

Abstract: A compound transmission (10) comprising a main transmission section (12) connected in series with a range type multiple speed auxiliary drive train unit (14) having at least two selectable range type ratios, and a combined shift control unit (56) therefor, is provided.

Abstract: A compound transmission (10) providing at least sixten forward speed ratios is provided. The transmission includes a two-speed subsplitter input section (12) connected in series with a main transmission section (14) providing at least two forward speeds and one reverse speed ratios, a two-speed splitter section connected in series with the main transmission section and a two-speed range section connected in series with said splitter section. A four-position master control device (100) is provided for operation selection of any one of the four subsplitter/splitter ratios provided by the subsplitter and splitter sections.

Abstract: A two-speed gear train (200) including a first gear (118) and a second gear (120) and drive members (11, 114, 106) for driving the second gear faster than the first gear. A double acting clutch (126) splined to a shaft (28A) has a first and second position for clutching either the first gear (118) or second gear (120) to the shaft (28A). The clutch teeth (134, 136, 138, 140) are provided with specially configured ramps (222) on certain edges (208, 210, 212, 214) to improve clutch engagement.

Abstract: An improved control system and method for an automatic/semi-automatic transmission system (10) including an automatic change gear transmission (12) driven by a throttle (26) controlled engine (14) is provided. The control system includes a processing unit (42) for receiving inputs indicating at least throttle positon (THL) and vehicle speed (OS) and for determining vehicle acceleration (dOS/dt) and for processing these inputs in accordance with a program or logic rules to determine the selected engaged gear ratio and for issuing command signals to a transmission shifting mechanism (34). The processing unit operates according logic rules so that the control system will execute skip upshifts upon sensing certain predetermined conditions.

Abstract: A control method/system for an automatic/semi-automatic mechanical transmission system (10) is provided including logic rules by which a faulty input signal indicative of a gear neutral condition (GNS=.phi.) can be detected and, in the event of such detection, a fail safe mode of operation is implemented.