Author: claimsbot

1. A golf club head comprising:
a head body comprising:
a head interior bounded by:
a head front portion;
a head rear portion;
a head heel portion;
a head toe portion;
a head top portion; and
a head sole portion;

and
a hosel structure having a bore for receiving a golf club shaft, the bore having a hosel axis;

a head center of gravity;
a head horizontal axis extending through the head center of gravity, from the head heel portion to the head toe portion, and parallel to a ground plane when the golf club head is at an address position over the ground plane;
a hosel moment of inertia about the hosel axis; and
a horizontal moment of inertia about the head horizontal axis;
wherein the horizontal moment of inertia is greater than or equal to 39% of the hosel moment of inertia;
a strikeface having a strikeface centerpoint; and
a head vertical axis extending through the head center of gravity, from the head top portion to the head sole portion, and perpendicular to the ground plane when the golf club head is at the address position over the ground plane; and
wherein:
the head body comprises a driver-type body;
a loft plane of the golf club head is tangent to the strikeface centerpoint;
a front plane of the golf club head extends through the strikeface centerpoint and parallel to the hosel axis;
a head depth plane extends through the strikeface centerpoint, parallel to the head horizontal axis and perpendicular to the loft plane;
a CG height axis extends through the head center of gravity and intersects the head depth plane perpendicularly at a first intersection point;
a head CG height of the head center of gravity is measured, along the CG height axis, between the head center of gravity and the first intersection point;
a head CG depth of the head center of gravity is measured, parallel to the ground plane and orthogonal to the front plane, between:
a second intersection point located at an intersection between the front plane and the ground plane; and
a third intersection point located at an intersection between the head vertical axis and the ground plane;

the head CG height is approximately 0 mm to approximately 5.08 mm;
the head CG depth is approximately 25 mm to approximately 102 mm;
a head volume of the golf club head is approximately 420 cc to approximately 470 cc; and
a head weight of the golf club head is approximately 185 grams to approximately 225 grams.
2. The golf club head of claim 1, wherein:
the horizontal moment of inertia is greater than or equal to 40% of the hosel moment of inertia.
3. The golf club head of claim 1, wherein:
the horizontal moment of inertia is greater than or equal to 45% of the hosel moment of inertia.
4. The golf club head of claim 1, wherein:
the horizontal moment of inertia is greater than or equal to 50% of the hosel moment of inertia.
5. The golf club head of claim 1, wherein:
the hosel moment of inertia is approximately 7000 g\xb7cm2 to approximately 11000 g\xb7cm2; and
the horizontal moment of inertia is approximately 2800 g\xb7cm2 to approximately 4300 g\xb7cm2.
6. The golf club head of claim 1, wherein:
the horizontal moment of inertia is approximately 2800 g\xb7cm2 to approximately 4300 g\xb7cm2.
7. The golf club head of claim 1, wherein:
the hosel moment of inertia is approximately 7000 g\xb7cm2 to approximately 11000 g\xb7cm2.
8. The golf club head of claim 1, further comprising:
a head vertical axis extending through the head center of gravity, from the head top portion to the head sole portion, and perpendicular to the ground plane when the golf club head is at the address position over the ground plane; and
a vertical moment of inertia about the head vertical axis;
wherein the vertical moment of inertia is greater than or equal to 59% of the hosel moment of inertia.
9. The golf club head of claim 8, wherein:
the vertical moment of inertia is greater than or equal to 60% of the hosel moment of inertia.
10. The golf club head of claim 8, wherein:
the vertical moment of inertia is greater than or equal to 65% of the hosel moment of inertia.
11. The golf club head of claim 8, wherein:
the vertical moment of inertia is greater than or equal to 70% of the hosel moment of inertia.
12. The golf club head of claim 8, wherein:
the vertical moment of inertia is approximately 4700 g\xb7cm2 to approximately 6000 g\xb7cm2.
13. The golf club head of claim 12, wherein:
the hosel moment of inertia is approximately 7000 g\xb7cm2 to approximately 11000 g\xb7cm2; and
the horizontal moment of inertia is approximately 2800 g\xb7cm2 to approximately 4300 g\xb7cm2.
14. The golf club head of claim 1, wherein:
the head body comprises a weight structure protruding at least partially from an external contour of the head sole portion and located towards the head sole portion and the head rear portion; and
the weight structure comprises:
a weight mass of approximately 2 grams to approximately 50 grams; and
a weight volume of approximately 1 cc to approximately 30 cc.
15. The golf club head of claim 1, wherein:
the head body comprises a weight structure located towards the head sole portion and the head rear portion of the head body; and
a weight distance between the head center of gravity and a weight center of the weight structure is approximately 25 mm to approximately 102 mm.
16. The golf club head of claim 1, further comprising:
a hosel coupling mechanism comprising the hosel structure and a shaft sleeve configured to adjustably couple a golf shaft to the hosel structure.
17. The golf club head of claim 1, further comprising:
the strikeface having a strikeface centerpoint; and
the loft plane tangent to the strikeface centerpoint;
the head body comprises a weight structure located towards the head sole portion and the head rear portion of the head body;
a clock grid comprises:
a 12 o’clock ray;
a 3 o’clock ray;
a 4 o’clock ray;
a 5 o’clock ray;
a 8 o’clock ray; and
a 9 o’clock ray;

when the golf club head is at the address portion, from a bottom view of the golf club head, the 12 o’clock ray is aligned with the strikeface centerpoint and orthogonal to a front intersection line between the loft plane and the ground plane;
the clock grid is centered along the 12 o’clock ray, at a midpoint between a front end of the head front portion and a rear end of the head rear portion;
the 3 o’clock ray extends towards the head heel portion;
the 9 o’clock ray extends towards the head toe portion;
a perimeter of the weight structure is bounded between the 4 o’clock ray and the 9 o’clock ray; and
a center of gravity of the weight structure is located between the 5 o’clock ray and the 8 o’clock ray.
18. The golf club head of claim 1, wherein:
the head body comprises a weight structure having a weight center and located towards the head sole portion and the head rear portion;
the head vertical axis extends between the head center of gravity and the ground plane, being orthogonal to the ground plane when the golf club head is at the address position;
a weight center elevation axis extends between the weight center and the ground plane, being orthogonal to the ground plane when the golf club head is at the address position;
a head CG elevation is measured, along the head vertical axis, between the head center of gravity and the ground plane;
a weight center elevation is measured, along the weight center elevation axis, between the head center of gravity and the ground plane; and
an elevation ratio, defined by the weight center elevation over the head CG elevation, is greater than 0.44.
19. The golf club head of claim 1, further comprising:
a strikeface having a strikeface centerpoint;
wherein:
the head body comprises a weight structure having a weight center and located towards the head sole portion and the head rear portion;
the front plane of the golf club head extends through the strikeface centerpoint of the strikeface and parallel to the hosel axis;
the head vertical axis extends between the head center of gravity and the ground plane, being orthogonal to the ground plane when the golf club head is at the address position;
a weight center elevation axis extends between the weight center and the ground plane, being orthogonal to the ground plane when the golf club head is at the address position;
the head CG depth of the head center of gravity is measured, parallel to the ground plane and orthogonal to the front plane, between:
the second intersection point at an intersection between the front plane and the ground plane; and
the third intersection point at an intersection between the head vertical axis and the ground plane;

a weight center depth of the weight center is measured, parallel to the ground plane, between:
the second intersection point of the front plane with the ground plane; and
an intersection point of the weight center elevation axis with the ground plane; and

a depth ratio, defined by the weight center depth over the head CG depth, is less than 2.54.
20. A method for providing a golf club head, the method comprising:
providing a head body comprising:
a head interior bounded by:
a head front portion;
a head rear portion;
a head heel portion;
a head toe portion;
a head top portion; and
a head sole portion;
a strikeface having a strikeface centerpoint; and
a head vertical axis extending through a head center of gravity, from the head top portion to the head sole portion, and perpendicular to a ground plane when the golf club head is at an address position over the ground plane; and
wherein:
the head body comprises a driver-type body;
a loft plane of the golf club head is tangent to the strikeface centerpoint;
a front plane of the golf club head extends through the strikeface centerpoint and parallel to a hosel axis;
a head depth plane extends through the strikeface centerpoint, parallel to a head horizontal axis and perpendicular to the loft plane;
a CG height axis extends through the head center of gravity and intersects the head depth plane perpendicularly at a first intersection point;
a head CG height of the head center of gravity is measured, along the CG height axis, between the head center of gravity and the first intersection point;
a head CG depth of the head center of gravity is measured, parallel to the ground plane and orthogonal to the front plane, between:
a second intersection point located at an intersection between the front plane and the ground plane; and
a third intersection point located at an intersection between the head vertical axis and the ground plane;

the head CG height is approximately 0 mm to approximately 5.08 mm;
the head CG depth is approximately 25 mm to approximately 102 mm;
a head volume of the golf club head is approximately 420 cc to approximately 470 cc; and
a head weight of the golf club head is approximately 185 grams to approximately 225 grams; and
a hosel structure having a bore for receiving a golf club shaft, the bore having a hosel axis; and

coupling the golf club shaft to the hosel structure;
wherein:
a head horizontal axis extends through a head center of gravity of the golf club head, from the head heel portion to the head toe portion, and parallel to the ground plane when the golf club head is at the address position over the ground plane;
the head vertical axis extends through the head center of gravity, from the head top portion to the head sole portion, and perpendicular to the ground plane when the golf club head is at address over the ground plane; and
providing the head body comprises at least one of:
establishing a horizontal moment of inertia about the head horizontal axis to be greater than or equal to 39% of a hosel moment of inertia about the hosel axis; or
establishing a vertical moment of inertia about the head vertical axis to be greater than or equal to 59% of the hosel moment of inertia about the hosel axis.
21. The method claim 20, wherein:
providing the head body comprises:
providing a weight structure located towards the head sole portion and the head rear portion;

the weight structure protrudes at least partially from an external contour of the head sole portion; and
the weight structure comprises:
a weight mass of approximately 2 grams to approximately 50 grams;
a weight volume of approximately 1 cc to approximately 30 cc.

The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.

1. A method for determining a mode state in a shift-by-wire transmission in a vehicle having three transmission control modules each having a respective memory, said method comprising:
writing a remembered mode state into each memory of the at least three control modules; and
reading each memory and if at least two of the remembered mode states match then causing the transmission to enter a mode state corresponding to the at least two remembered mode states which matched.
2. The method of claim 1, further comprising:
writing the remembered mode state before the vehicle is turned off and reading each memory after the vehicle is restarted, and wherein the remembered mode state is one of a normal mode state that allows the transmission to automatically shift to Park, a hold mode state that causes the transmission to stay in Neutral and not automatically shift to Park upon detecting a triggering event, or other mode states.
3. The method of claim 2, further comprising:
determining if the transmission is in Park before reading each memory and, if the transmission is in Park then causing the transmission to enter the normal mode.
4. The method of claim 2, further comprising:
causing the at least three control modules to enter the same mode state.
5. The method of claim 2, wherein the at least three transmission control modules includes a powertrain control module and said method further comprises: if, during the reading step, at least two of the remembered mode states are not the same, then causing the transmission to enter a mode state corresponding to the remembered mode state of the powertrain control module.
6. The method of claim 2, further comprising:
before reading each memory, determining if the vehicle should be in an assembly mode wherein the transmission is being attached to the vehicle and, if so, entering the assembly mode.
7. The method of claim 6, wherein determining if the vehicle should be in an assembly mode includes detecting if the transmission is in Drive and that one of the at least three transmission control modules is in Park.
8. The method of claim 6, wherein entering the assembly mode includes causing the transmission to enter Drive and at least two of the at least three transmission control modules to enter the hold mode state that causes the transmission to stay in Neutral and not automatically shift to Park upon detecting a triggering event.
9. The method of claim 2, further comprising:
before reading each memory, determining if a brake is automatically being engaged when an automatic return to park feature of the Normal mode is not working and, if so, causing the control modules to enter the mode state that causes the transmission to stay in Neutral and not automatically shift to Park upon detecting the triggering event and also stopping the brake from automatically being engaged.
10. A method for determining a mode state in a shift-by-wire transmission in a vehicle having three transmission control modules each having a respective memory said method comprising:
sending a signal carrying a remembered mode state to each memory of the at least three transmission control modules; and
reading a signal sent from each memory and if at least two of the remembered mode states match then sending a signal to the transmission causing the transmission to enter a mode state corresponding to the at least two remembered mode states which matched.
11. The method of claim 10, further comprising: sending a signal carrying the remembered mode state before the vehicle is turned off and reading a signal sent from each memory, after the vehicle is restarted, wherein the remembered mode state is one of a normal mode state that allows the transmission to automatically shift to Park, a hold mode state that causes the transmission to stay in Neutral and not automatically shift to Park upon detecting a triggering event, or other mode states.
12. The method of claim 11, further comprising:
reading a signal from one of the at least three control modules to determine if the transmission is in Park before reading a signal sent from each memory and if the transmission is in Park then causing the transmission to enter normal mode.
13. The method of claim 11, wherein the at least three transmission control modules includes is a powertrain control module and said method further comprises: if, during the reading step, at least two of the remembered mode states are not the same then sending a signal to cause the transmission to enter a mode state corresponding to the remembered mode state of the powertrain control module.
14. The method of claim 11, further comprising:
reading a signal sent from each memory, determining if the vehicle should be in an assembly mode wherein the transmission is being attached to the vehicle and, if so, entering the assembly mode.
15. The method of claim 14, wherein determining if the vehicle should be in an assembly mode includes detecting if the transmission is in Drive and that one of the at least three transmission control modules is in Park.
16. The method of claim 14, wherein entering the assembly mode includes causing the transmission to enter Drive and at least two of the at least three transmission control modules to enter the hold mode state that causes the transmission to stay in Neutral and not automatically shift to Park upon detecting a triggering event.
17. A system for remembering a mode state in a vehicle comprising:
a shift-by-wire transmission including a return to park feature; and
a controller including at least three transmission control modules each having a memory, the controller configured to: write a remembered mode state into each memory of the at least three control modules, the remembered mode state being one of a normal mode state that allows the transmission to automatically shift to Park, a hold mode state that causes the transmission to stay in Neutral and not automatically shift to Park upon detecting a triggering event, or other mode states, read each memory to determine if at least two of the remembered mode states a match; and cause the transmission to enter a hold mode state corresponding to the at least two remembered mode states that matched.
18. The system of claim 17, wherein there are three control modules including a gear shift module adapted to receive commands from a driver, a transmission range control module adapted to shift the transmission into different ranges and a powertrain control module adapted to supervise the gear shift control module and the transmission range control module.
19. The system of claim 17, further comprising: a shift cable, wherein the controller is configured to cause the transmission to enter an assembly mode to allow the shift cable to be connected between the transmission and one of the at least three control modules.
20. The system of claim 17, further comprising: an automatic brake engagement system for engaging a brake when the return to park feature does not work and wherein the controller is configured to cause the transmission to enter a mode that disables the automatic engagement system.

1. A protective shield assembly for a hatch on an M1A2 Abrams tank at the tank commander’s weapon station, said shield assembly comprising:
a rotating outboard shield including three generally planar panels angularly connected to each other, the three panels including a front panel connected to a center panel and a rear panel connected to the center panel, each of the front, center, and rear panels including an upper portion, the upper portion having a window opening and a window disposed over the window opening, and wherein each of the front, center, and rear panels include a lower portion, the lower portion having a viewing opening therein;
a substantially planar rotating inboard shield having an upper portion that is solid and a lower portion with a viewing aperture, the rotating inboard shield being located generally opposite the rotating outboard shield, the rotating inboard shield and the rotating outboard shield being simultaneously rotatable and maintaining fixed positions relative to each other; and
a stationary inboard shield located in an interior of a circle of rotation of the rotating inboard shield and the rotating outboard shield.
2. The assembly of claim 1, wherein the rotating inboard shield comprises steel having a thickness of about 0.5 inches.
3. The assembly of claim 1, wherein the rotating inboard shield includes an arcuate base having a tab opening therein and the lower portion of the rotating inboard shield includes a tab inserted in the tab opening in the arcuate base.
4. The assembly of claim 1, wherein the stationary inboard shield comprises separate planar front and rear shields, each of the front and rear shields including a window opening and a window disposed over the window opening.
5. The assembly of claim 4, further comprising generally Z-shaped brackets for fixing all the windows over their respective windows openings.
6. The assembly of claim 5, wherein the generally Z-shaped brackets include side members extending substantially perpendicular to Z-shaped portions of the generally Z-shaped brackets.
7. The assembly of claim 5, wherein the front and rear shields are substantially an identical shield.
8. The assembly of claim 7, wherein each of the front and rear shields includes a base with a tab opening, and a tab inserted in the tab opening.
9. The assembly of claim 8, further comprising clamps for fixing the base to a periscope block.
10. The assembly of claim 1, wherein the rotating outboard shield includes an arcuate base member, the arcuate base member including tab openings therein.
11. The assembly of claim 10, wherein the center panel includes tabs on the lower portion, the tabs being inserted in the tab openings of the arcuate base member.
12. The assembly of claim 1, wherein the rotating outboard shield includes a sill disposed in an interior of the front, center, and rear panels, the sill including a generally horizontal upper face.
13. The assembly of claim 12, wherein the sill includes at least one tab inserted in at least one tab opening in the center panel.
14. An armor kit for a hatch on an M1A2 Abrams tank at the tank commander’s weapon station, the armor kit providing cover, concealment and ballistic protection for its operator, said armor kit further comprising:
a weapon shield having a front plate with a weapon barrel opening and at least one window opening;
a rotating outboard shield including three generally planar panels angularly connected to each other, the three panels including a front panel connected to a center panel and a rear panel connected to the center panel, each of the front, center, and rear panels including an upper portion, the upper portion having a window opening and a window disposed over the window opening;
a rotating inboard shield having an upper portion that is solid and a lower portion with a viewing aperture, the rotating inboard shield being located generally opposite the rotating outboard shield, the rotating inboard shield and the rotating outboard shield being simultaneously rotatable and maintaining fixed positions relative to each other; and
a stationary inboard shield located in an interior of a circle of rotation of the rotating inboard shield and the rotating outboard shield.
15. The armor kit of claim 14, wherein the weapon shield further comprises a mounting bracket fixed to the front plate; transparent ballistic protection for the window opening; and an ammunition casing deflector fixed to the mounting bracket; wherein at least a portion of the transparent ballistic protection extends substantially across an entire width of the front plate and at least a second portion of the transparent ballistic protection is disposed on opposite sides of the weapon barrel opening.
16. The armor kit of claim 14, wherein each of the front, center, and rear panels of the rotating outboard shield includes a lower portion, the lower portion having a viewing opening therein.
17. The armor kit of claim 14, wherein the window openings comprise a pair of generally L-shaped openings with a first portion having transparent ballistic protection comprising a pair of generally L-shaped windows and at least a second portion having transparent ballistic protection disposed on opposite sides of the weapon barrel opening.
18. The armor kit of claim 17, wherein the transparent ballistic protection comprises laminated ballistic glass.

The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.

1. A spring steel, having a composition consisting essentially of:
C: 0.35-0.65%,
Si: 1.5-2.5%,
Mn: 0.05-1%,
Cr: 0.05-1.9%,
P: 0.015% or less (exclusive of 0%),
S: 0.015% or less (exclusive of 0%),
Ti: 0.0250.1%,
Al: 0.05% or less (exclusive of 0%),
N: 0.01% or less (exclusive of 0%),
Nb : 0.1% or less (exclusive of 0%);
optionally one or more of Cu, Ni, and V; and
a balance being Fe and inevitable impurities,
wherein said spring steel has a tensile strength of 2000 MPa or higher and a hydrogen embrittlement fatigue crack life of 712 sec. or higher, and an amount of Ti in Ti nitride, an amount of Ti in Ti sulfide, and an amount of Ti in Ti carbide satisfy following formulas (1), (2), and (3);
Tiwith N\u22673.42\xd7N\u22120.354\xd7Al\u22120.103\xd7Nb\u2003\u2003(1)
Tiwith S\u22671.49\xd7S\u2003\u2003(2)
Tiwith C\u22670.015\u2003\u2003(3),
in which Tiwith N represents the amount of Ti (mass %) forming Ti nitride, Tiwith S represents the amount of Ti (mass %) forming Ti sulfide, Tiwith C represents the amount of Ti (mass %) forming Ti carbide, and N, Al, Nb, and S represent an amount (mass %) of each element in the steel; and the percentages above are mass percentages
and wherein the steel is produced by a process comprising:
cooling a steel having the composition within the range from 1,500\xb0 C. to 1,400\xb0 C. at a rate of 0.8\xb0 C.sec or less;
setting the heating temperature of the steel to at least 1,200\xb0 C. but no more that 1,300\xb0 C.;
spraying water on the hot steel before carrying out a hot-rolling process until the steel reaches a temperature of 950\xb0 C. or below;
rolling the steel at a starting temperature of 850\xb0 C. or above, and
cooling the steel after hot rolling at a starting temperature of 950\xb0 C. or less to a temperature of 700\xb0 C., at a rate of 20\xb0 Csec or less.
2. The spring steel of claim 1, which further has at least one element selected from a group consisting of Cu: 0.7% or less (exclusive of 0%) and Ni: 0.8% or less (exclusive of 0%).
3. The spring steel of claim 1, which further has V: 0.4% or less (exclusive of 0%).
4. A steel wire obtained from the spring steel according to claim 1.
5. A spring obtained from the spring steel according to claim 1.
6. The spring steel of claim 1, wherein the content of Si is in a range of from 1.97 to 2.5%.
7. The spring steel of claim 1, having a content of Cu in a range of from 0.45 to 0.7 wt %.
8. A spring steel, having a composition consisting essentially of:
C: 0.47-0.65%,
Si: 1.7-2.5%,
Mn: 0.101%,
Cr: 0.051.9%,
P: >0.000%-0.015%,
S: 0.001%-0.015%,
Ti: 0.025-0.100%,
Al: 0.001%-0.05%,
N: 0.001-0.01%,
Nb: 0.02-0.05%;
optionally one or more of Cu, Ni, and V; and
a balance being Fe and inevitable impurities,
wherein said spring steel has a tensile strength of 2000 MPa or higher and a hydrogen embrittlement fatigue crack life of 712 sec. or higher, and said spring steel comprises a mass % of Ti nitride of:
Tiwith N\u22673.42\xd7N\u22120.354\xd7Al\u22120.103\xd7Nb\u2003\u2003(1)
wherein said spring steel contains a mass % of Ti sulfide of:
Tiwith S\u22671.49\xd7S\u2003\u2003(2)
wherein said spring steel contains a mass % Ti carbide of:
Tiwith C\u22670.015\u2003\u2003(3),
wherein N, Al, Nb, and S represent an amount (mass %) of each element in the steel and the percentages above are mass percentages, and
wherein the spring steel is obtained by a process comprising:
cooling a steel having the composition within the range from 1,500\xb0 C. to 1,400\xb0 C. at a rate of 0.5\xb0 C.sec or less;
setting the heating temperature of the steel to at least 1,200\xb0 C. but no more that 1,300\xb0 C.;
spraying water on the hot steel before carrying out a hot-rolling process until the steel reaches a temperature of 950\xb0 C. or below;
rolling the steel at a starting temperature of 850\xb0 C. or above, and
cooling the steel after hot rolling at a starting temperature of 950\xb0 C. or less to a temperature of 700\xb0 C., at a rate of 20\xb0 C.sec or less.
9. The spring steel of claim 8, which further has at least one element selected from a group consisting of Cu: 0.7% or less (exclusive of 0%) and Ni: 0.8% or less (exclusive of 0%).
10. The spring steel of claim 8, which further has V: 0.4% or less.