Abstract: A method for shifting a multi-speed transmission of a marine propulsion device between a first gear and a second gear each configured to transmit torque from a powerhead to a transmission output shaft. The method includes determining an actual power level requested for operating the marine propulsion device and measuring a transmission output shaft speed in which the transmission output shaft is rotating. The method further includes comparing the actual power level to a shift threshold, the shift threshold corresponding to expected power levels for operating the marine propulsion device as a function of the transmission output shaft speed of the transmission output shaft. The method further includes controlling the multi-speed transmission to shift when the actual power is outside the shift threshold.

Abstract: A method for shifting a multi-speed transmission of a marine propulsion device between a first gear and a second gear each configured to transmit torque from a powerhead to a transmission output shaft. The method includes determining an actual power level requested for operating the marine propulsion device and measuring a transmission output shaft speed in which the transmission output shaft is rotating. The method further includes comparing the actual power level to a shift threshold, the shift threshold corresponding to expected power levels for operating the marine propulsion device as a function of the transmission output shaft speed of the transmission output shaft. The method further includes controlling the multi-speed transmission to shift when the actual power is outside the shift threshold.

Abstract: A method for controlling a marine internal combustion engine is carried out by a control module and includes: operating the engine according to a initial set of mapped parameter values configured to achieve a first fuel-air equivalence ratio in a combustion chamber of the engine; measuring current values of engine operating conditions; and comparing the engine operating conditions to predetermined lean-burn mode enablement criteria. In response to the engine operating conditions meeting the lean-burn enablement criteria, the method includes: (a) automatically retrieving a subsequent set of mapped parameter values configured to achieve a second, lesser fuel-air equivalence ratio and transitioning from operating the engine according to the initial set of mapped parameter values to operating the engine according to the subsequent set of mapped parameter values; or (b) presenting an operator-selectable option to undertake such a transition, and in response to selection of the option, commencing the transition.

Abstract: A marine engine operates according to first and second sets of mapped parameter values to achieve a first fuel-air equivalence ratio and maintains a stable output torque while transitioning to operating according to third and fourth sets of mapped parameter values to achieve a different fuel-air equivalence ratio. The first and third sets of mapped parameter values correspond to a first combustion parameter. The second and fourth sets correspond to a second combustion parameter. The transition includes: (a) transitioning from operation according to a current value of the first combustion parameter to operation according to a target value thereof; (b) transitioning from operation according to a current value of the second combustion parameter to operation according to a target value thereof; and (c) timing commencement or completion of step (b) and setting a rate of step (b) to counteract torque discontinuity that would otherwise result when performing step (a) alone.

Abstract: A marine propulsion system configured to propel a marine vessel in a body of water. The marine propulsion system includes an engine and an exhaust system that conveys exhaust gas from the engine. A controller controls the marine propulsion system and includes a memory module that stores operating modes with corresponding sound profiles for controlling the marine propulsion system. An input device is provided for selecting one of the operating modes for controlling the marine propulsion system. Selecting a first operating mode causes the marine propulsion system to sound different than selecting a second operating mode.

Abstract: A method for controlling a marine internal combustion engine includes operating the engine in a lean-burn mode, wherein a first fuel/air equivalence ratio of an air/fuel mixture in a combustion chamber of the engine is less than 1. The method includes comparing a change in operator demand to a delta demand deadband; comparing a speed of the engine to an engine speed deadband; and comparing a throttle position setpoint to a throttle position threshold. The method also includes immediately disabling the lean-burn mode in response to: (a) the change in operator demand being outside the delta demand deadband, and (b) at least one of: (i) the engine speed being outside the engine speed deadband, and (ii) the throttle position setpoint exceeding the throttle position threshold. The engine thereafter operates according to a set of mapped parameter values configured to achieve a second fuel/air equivalence ratio of at least 1.

Abstract: Controlling a marine engine includes operating the engine according to an initial set of mapped parameter values to achieve a first target fuel-air equivalence ratio, determining a first actual fuel-air equivalence ratio, and using a feedback controller to minimize a difference between the first target and actual ratios. Feedback controller outputs are used to populate an initial set of adapt values to adjust combustion parameter values from the initial set of mapped parameter values. The method includes transitioning to operating the engine according to a subsequent set of mapped parameter values to achieve a different target fuel-air equivalence ratio. The method includes determining a second actual fuel-air equivalence ratio, using the feedback controller to minimize a difference between the second target and actual ratios, and using feedback controller outputs to populate a subsequent set of adapt values to adjust combustion parameter values from the subsequent set of mapped parameter values.

Abstract: The speed of a marine propulsion system's engine is temporarily elevated in response to a decrease in helm demand. A controller receives a command to decrease the helm demand from a first helm demand to a second helm demand and compares a demand difference between the second helm demand and the first helm demand to a threshold demand delta. In response to the demand difference exceeding the threshold demand delta, the controller tabulates a time since the demand difference exceeded the threshold demand delta and determines an engine speed offset based upon the second helm demand and the time. The controller determines a non-elevated engine speed setpoint corresponding to the second helm demand and calculates an elevated engine speed setpoint based on the non-elevated engine speed setpoint and the engine speed offset. Engine speed is then decreased to the elevated engine speed setpoint.

Abstract: A method for setting an engine speed of an internal combustion engine in a marine propulsion device of a marine propulsion system to an engine speed setpoint includes determining the engine speed setpoint based on an operator demand and predicting a position of a throttle valve that is needed to achieve the engine speed setpoint. The method also includes determining a feed forward signal that will move the throttle valve to the predicted position, and after moving the throttle valve to the predicted position, adjusting the engine speed with a feedback controller so as to obtain the engine speed setpoint. An operating state of the marine propulsion system is also determined. Depending on the operating state, the method may include determining limits on an authority of the feedback controller to adjust the engine speed and/or determining whether the operator demand should be modified prior to determining the engine speed setpoint.

Abstract: A method for setting an engine speed of an internal combustion engine in a marine propulsion system to an operator-selected engine speed includes predicting a position of a throttle valve of the engine that is needed to provide the operator-selected engine speed, and determining a feed forward signal that will move the throttle valve to the predicted position. After moving the throttle valve to the predicted position, the method next includes controlling the engine speed with a feedback controller so as to obtain the operator-selected engine speed. The feed forward signal is determined based on at least one of the following criteria: an operator-selected control mode of the marine propulsion system; and an external operating condition of the marine propulsion system. A system for setting the engine speed to the operator-selected engine speed is also described.

Abstract: A method for setting an engine speed of an internal combustion engine in a marine propulsion device to an engine speed setpoint includes receiving an operator demand from an input device and learning an adapted maximum engine speed. An engine speed setpoint is calculated by scaling the adapted maximum engine speed relative to the operator demand. The method includes predicting a position of a throttle valve of the engine that is needed to achieve the engine speed setpoint, and determining a feed forward signal that will move the throttle valve to the predicted position. A marine propulsion system has an electronic control unit that learns the adapted maximum engine speed, calculates the engine speed setpoint by scaling the adapted maximum engine speed relative to the operator demand, predicts the position of the throttle valve, and determines the feed forward signal that will move the throttle valve to the predicted position.

Abstract: A system for controlling a rotational speed of a marine internal combustion engine has a first operator input device for controlling a speed of the engine in a trolling mode, in which the engine operates at a first operator-selected engine speed so as to propel a marine vessel at a first non-zero speed. A second operator input device controls the engine speed in a non-trolling mode, in which the engine operates at a second operator-selected engine speed so as to propel the marine vessel at a second non-zero speed. A controller is in signal communication with the first operator input device, the second operator input device, and the engine. In response to an operator request to transition from the trolling mode to the non-trolling mode, the controller determines whether to allow the transition based on the second operator-selected engine speed and a current engine speed.

Abstract: A method for setting an engine speed of an internal combustion engine in a marine propulsion device of a marine propulsion system to an engine speed setpoint includes determining the engine speed setpoint based on an operator demand and predicting a position of a throttle valve that is needed to achieve the engine speed setpoint. The method also includes determining a feed forward signal that will move the throttle valve to the predicted position, and after moving the throttle valve to the predicted position, adjusting the engine speed with a feedback controller so as to obtain the engine speed setpoint. An operating state of the marine propulsion system is also determined. Depending on the operating state, the method may include determining limits on an authority of the feedback controller to adjust the engine speed and/or determining whether the operator demand should be modified prior to determining the engine speed setpoint.

Abstract: The present invention is an artificial tooth with a device for attaching it to a patient's real tooth, in a position next to the real tooth. The device allows for attachment without the installation of any device in the patient's real tooth. Rather, only a dimple is drilled into the patient's tooth for accepting the device. In one embodiment there is a device on either side of the artificial tooth for installation to a tooth on either side of the artificial tooth.

Abstract: A friction/elastomeric draft gear having a housing, a spring assembly arranged within the housing, and a friction clutch assembly having a wedge member and defining first sliding friction surface disposed at an angle ? relative to a longitudinal axis of the draft gear and a second friction surface disposed at an angle ? relative to a longitudinal axis of the draft gear. The spring assembly is designed in combination with the angles ? and ? of the first and second friction sliding surfaces relative to the longitudinal axis such that the draft gear consistently and repeatedly withstands between about 100 KJ and 130 KJ of energy imparted at less than three meganewtons over a range of travel of the wedge member in an inward axial direction relative to the draft gear housing not exceeding 120 mm.

Abstract: The present invention comprises of a ball bearing mounted in a nylon sleeve mounted in a prosthetic tooth. The prosthetic tooth can attach to an existing tooth by creating a receiving dimple in the existing tooth.

Abstract: A friction/elastomeric draft gear having a housing, a spring assembly arranged within the housing, and a friction clutch assembly having a wedge member and defining first sliding friction surface disposed at an angle ? relative to a longitudinal axis of the draft gear and a second friction surface disposed at an angle ? relative to a longitudinal axis of the draft gear. The spring assembly is designed in combination with the angles ? and ? of the first and second friction sliding surfaces relative to the longitudinal axis such that the draft gear consistently and repeatedly withstands between about 100 KJ and 130 KJ of energy imparted at less than three meganewtons over a range of travel of the wedge member in an inward axial direction relative to the draft gear housing not exceeding 120 mm.

Abstract: A constant contact side bearing assembly for a railcar including a housing with wall structure defining a central axis for the side bearing assembly and a multipiece cap. The cap is arranged in operable combination with the housing and includes a movable first member and a movable second member carried by the first member. A portion of the second member extends beyond the housing and defines a friction surface for the cap. A spring resiliently urges the friction surface of the cap into frictional contact with railcar body structure. The cap members define cooperating angled surfaces therebetween for urging wall structure on the first member and wall structure on the second member into frictional engagement with the wall structure on said housing in response to a vertical load acting on the friction contacting surface on the cap.

Abstract: A railroad car hatch cover including a high strength and highly rigid laminate panel having an inner aluminum member, an outer aluminum member, and a solid plastic core. A cross-section of the laminate panel includes a center section with two generally parallel and generally vertical sides. Each generally vertical side of the panel is joined to center section of the panel along a longitudinally elongated curved corner having a radius of less than 1.5 inches. Moreover, compressible gasket structure is secured to an underside of the center section of the laminate panel in the vicinity of each corner for engaging and pressing against a top rim of railcar coaming to seal the hatch cover whereby inhibiting contaminants from passing between the closed clover and the coaming on the railcar. Additionally, the laminate panel is provided with longitudinally spaced structure, arranged inwardly from the opposed ends of and secured across the laminate panel, for adding further strength and rigidity to the hatch cover.

Abstract: A railroad car energy absorption apparatus is disclosed. The railroad car energy absorption apparatus includes a spring assembly having an elastomer spring element arranged in operable combination with structure for inhibiting localized heat deterioration of the elastomer spring element.