Abstract: A gear device such as a change gear transmission of the countershaft (21) type in which, mounted for rotation about the countershaft is a larger gear (17) and a smaller gear (29). The transmission housing (11) defines a first lubricant reservoir (R1), having a nominal fill level (L1), which is able to lubricate the smaller gear as it rotates. A partition member (51) is disposed around the larger gear and defines a second lubricant reservoir (R2) through which the larger gear passes as it rotates. The partition member defines fluid passages (71,73) providing restricted communication from the first reservoir to the second reservoir. The fluid passages (71,73) are sized such that as the larger gear rotates, carrying lubricant out of the second reservoir (R2), there is maintained in the second reservoir a second fill level (L2), below the first fill level (L1) such that at least a portion of the teeth of the larger gear (17) pass just below the second fill level as the larger gear rotates.

Abstract: A remote system (10)/method for testing vehicle brake or brake system performance of vehicles (30) driving past a testing module (36) adjacent a test roadway (28A) is provided. Preferably, the system/method is associated with a typical highway weight station (14-22) and includes a brake testing area (28) located in series between the usual weight scales (18) and a ramp (22) back onto a highway.

Abstract: A dual piston hydraulic cylinder for actuating a clutch and an upshift brake in a heavy-duty vehicle is provided which achieves consistent, selectable, sequential, and controllable operation utilizing a single control pedal. A preloaded spring located between two pistons sequences the pressure accumulation and fluid flow to actuate the clutch and the upshift brake in such a manner so as to preclude brake actuation unless the clutch is disengaged. A fluid reservoir in selective fluid communication with the hydraulic cylinder automatically adjusts the separate fluid links between the clutch and the upshift brake to compensate for changes in their corresponding engaged positions due to wear. The apparatus disclosed accommodates the use of disparately designed clutches and upshift brakes.

Abstract: A clutch pedal dashpot for controlling the rate torque is applied to a vehicular driveline during the coupling of an engine to a transmission by controlling the rate at which the clutch engages via damping clutch pedal travel. The dashpot is for use in a vehicle, such as a heavy-duty truck, which includes a clutch pedal displaced between a resting position and a depressed position. The clutch pedal dashpot includes a damper piston, coupled to the clutch pedal, for controlling the rate at which the clutch pedal returns to the first position from the second position during coupling so as to control the rate of clutch engagement, thereby controlling the rate of torque applied to the driveline.

Abstract: A truck tractor and trailer electrical communication system having one electronic control unit located in tractor and another electronic control unit located in at least one trailer both respectively controlling the state of a plurality of switching devices to establish the appropriate electrical connection into and out of a standard seven pin tractor/trailer electrical connector where high speed data communication links are used for control and diagnostics.

Abstract: A grade and acceleration sensor having a weight, a first sensor for measuring a first parameter of the weight due at least to the force of gravity to generate a first signal, a second sensor for measuring a second parameter of the weight due to both the force of gravity and the acceleration of the vehicle on which the sensor is mounted to generate a second signal, a grade angle generator generating the grade angle .theta. in response to the first and second signal, and an acceleration generation generating a signal having a value corresponding to the acceleration of the vehicle in response to the first and second signals. In a first embodiment, the weight is a bob of a pendulum, the first parameter is a displacement angle of the bob due to acceleration and gravity and the second parameter is the force on the arm of the bob due to gravity and acceleration.

Abstract: A vehicular traction control system (10) is provided wherein the foundation brakes (40, 42) associated with an excessively spinning wheel (28, 30) are applied, the braking torque required to terminate the excessive spinning is determined, the brakes are released and if the spin-out reoccurs, the brakes are rapidly reapplied with a braking torque just insufficient to have previously caused the excessively spinning wheel to be substantially stopped.

Abstract: A torque fuse for a vehicle driveline has a sleeve splined at one end to the vehicle power transmission output shaft with the other end clip-splined to the driveshaft yoke. An intermediate pre-weakened frangible area of the sleeve is designed to rupture at a torque level less than the critical torque level of the driveshaft. A washer swaged into the sleeve enables the sleeve to be bolted to the end of the transmission output shaft. An auxiliary tailstick bolted to the transmission case has an auxiliary bearing to support transverse loads on the sleeve at the yoke end thereof.

Abstract: Sensors (170, 172) for sensing articulation angle (AA) and/or a time derivative thereof (dAA/dt, d.sup.2 AA/dt.sup.2) for a trailer anti-swing control system are provided. In the preferred embodiments, at least the active transducers of the sensors are mounted to the tractor (12) subvehicle of the articulated vehicle system (10).

Abstract: A cooling system is disclosed in which a radiator (21) includes a coolant outflow tank (29) having separate compartments (39,41L,41R) in series with core portions (35,37L,37R) of the radiator. A temperature-responsive fan clutch (13) is adjacent the center core portion (35) and flow through that core portion is controlled by a thermostatic valve (49) which is operated between open (FIG. 3) and closed (FIG. 4) positions in response to the temperature of coolant flowing through one of the other (37L) core portions. With the thermostatic valve closed, and no flow through the center core portion, the temperature of air passing therethrough does not rise as it normally would with the vehicle stopped. Therefor, the fan clutch remains in the disengaged condition at a time when operation in the engaged condition would be both unnecessary and somewhat objectionable to the vehicle operator.

Abstract: An improved "expanding-shoe" drum brake (100), including an immovable spider member (38) to which brake shoes (18, 19) are pivotally mounted to move into engagement with a rotating annular brake drum (10). As is common, the shoes move in response to motion of a brake-actuating rotatable S cam (12), which is located between first adjacent ends of the brake shoes. The cam applies force to two cam followers (14, 15), which are rollers rotatably fixed to respective brake shoes. At the second end of each brake shoe an anchor pin (30, 31) is fixedly mounted to with webs of the respective brake shoe, as by welding (57A, 57B). In the embodiment described, a corresponding receptacle (43, 45) in the immovable spider has a semicircular surface (49, 51) at its bottom to serve as a bearing. The bearing surface engages the anchor pin, for rotation of the shoe. The brake shoe is resistant to twisting and misalignment.

Abstract: A dual speed sensor pickup assembly (140) for sensing the rotational velocity of two independently rotatable, closely axially spaced exciter rotors (116 and 118) is provided. The pickup assembly includes two speed sensor assemblies (136 and 138) each including a pole piece (152,160) having a longitudinal axis (152a,160a) with the longitudinal axes skewed relative to one another but radial relative to the common axes of rotation (24) of the exciter rotors. Each speed sensor includes a permanent magnet (154,162) disposed between an end of the pole piece (152,160) and having a face divided into first and second surfaces (154a,154b and 162a,162b) by a slot (154c,162c) therein. In one embodiment a primary coil (156,164) and a secondary or anti-cross talk coil (158,166) surrounds the pole piece of each sensor (136,138), and each secondary coil is conductively connected to the primary coil of the other sensor.

Abstract: An in-axle wheel speed sensor exciter rotor assembly (100) for sensing the rotational speeds of a drive axle ring gear (14/30) and a drive axle differential side gear (48) is provided. The assembly includes a tubular member (102) having teeth (110) for engagement with slots (112) provided on the side gear hub (48a) and carrying a first exciter rotor (116) at the opposite end (114) thereof. A second exciter rotor (118) is axially retained on the tubular member axially adjacent the first exciter rotor and is rotatable relative thereto. The second exciter rotor carries a coupling device (124/128) for engagement with threaded bores (126) provided in the drive axle ring gear/carrier assembly to rotationally couple the second exciter rotor to the ring gear and to axially retain the assembly (100) within the drive axle.

Abstract: A dual speed sensor pickup assembly (140) for sensing the rotational velocity of two independently rotatable, closely axially spaced exciter rotors (116 and 118) includes two pole piece assemblies (136 and 138) having axes skewed relative to one another, but radial relative to the common axes of rotation (24) of the exciter rotors. Applications include drive axles and antilock brakes.

Abstract: A tractor (28)-semi-trailer (30) brake system control for distributing brake effort to obtain inter-tractor-trailer balanced and proportional braking (H.sub.1 /V.sub.1 =H.sub.2 /V.sub.2), depending upon the magnitude of operator demand for braking effort, is provided. The control utilizes sensors (80, 170, 172) provided on only the tractor.

Abstract: A tractor (28) semi-trailer (30) brake system control for distributing brake effort to obtain inter-tractor-trailer balanced and proportional braking, depending upon the magnitude of operator demand for braking effort, is provided. The control utilizes sensors (80, 170, 172) provided solely on the tractor.

Abstract: A vehicle braking control system is provided for sensing (76) the magnitude of the vehicle operator's demand for braking effort and for distributing the braking effort between the individually controllable vehicle (22) brake sites to achieve balanced braking (12) if relatively low braking effort demand (0% to A%) is sensed and to achieve proportional braking (14) if relatively high braking effort demand (B% to 100%) is sensed.

Abstract: A viscous fan clutch is typically employed in a fan drive mechanism within a truck or automobile. A shaft, driven by the engine, rotates a clutch member within the fan drive. The clutch member is arranged for fluid engagement with a body member for the transmission of torque thereto when fluid is disposed in an operating chamber defined by complimentary shear surfaces in the clutch and body members. During relative rotation between the two members, fluid is pumped through a return passage to a valve coaxially disposed with the driven shaft which selectively directs a flow of viscous fluid alternately to a storage chamber or directly back into the operating chamber. The valve is biased into a first position in which the fluid is directed into a fluid storage chamber and is actuated into the second position by means of a coaxially disposed solenoid acting upon ferrous metal members of the valve.

Abstract: Tire pressure monitors are incorporated in vehicles having penumatic tires (14) to continuously or periodically measure the air pressure within the tires and to alert the driver should the pressure in one of the tires fall below a predetermined value. A self-contained battery powered rf transmitter unit (10) is affixed within the drop center (22) of each wheel (12) and includes a pressure sensing switch (84). The battery is contained within a housing (20) mounted to the external surface of the wheel adjacent a fill valve (30) through which electrical wires (50) are routed to the transmitter (11). The transmitter emits a pulse every 33 seconds when the air pressure within the tire is above a prescribed value. A receiver (13), located in the passenger compartment of the vehicle, receives the signal(s) from the transmitters and counts the number of signals received over a given time period established by an internal pulse generator.

Abstract: Tire pressure monitors are incorporated in vehicles having penumatic tires (14) to continuously or periodically measure the air pressure within the tires and to alert the driver should the pressure in one of the tires fall below a predetermined value. A self-contained battery powered rf transmitter unit (10) is affixed within the drop center (22) of each wheel (12) and includes a pressure sensing switch (84). The battery is contained within a housing (20) mounted to the external surface of the wheel adjacent a fill valve (30) through which electrical wires (50) are routed to the transmitter (11). The transmitter emits a pulse every 33 seconds when the air pressure within the tire is above a prescribed value. A receiver (13), located in the passenger compartment of the vehicle, receives the signal(s) from the transmitters and counts the number of signals received over a given time period established by an internal pulse generator.