Abstract: A shift control system executing a shift of an automatic transmission with a manual shift mode from a first speed position to a second speed position. A controller of the shift control system controls a first valve for varying a pressure applied to a first friction element and a second valve for varying a pressure applied to a second friction element. The controller delays an operation of the second valve as compared with an operation of the first valve when a transmission oil temperature is lower than a predetermined temperature.

Abstract: A process for shifting an automatic transmission in a motor vehicle having an electronic engine timing system which is electrically coupled with a driving element (e.g., an accelerator pedal). The electronic engine timing system is electrically coupled with an electronic transmission control system. When a change-gear operation is taking place in the automatic transmission and the automatic transmission is in a critical shifting phase, and simultaneously the driving element is adjusted to demand increased output from the engine, if the rate of the adjusting change and the extent of the desired new output together exceed a predetermined value, the increase in engine output is delayed and/or the gradient of the engine output increase is limited or delayed by adjusting the engine timing system.

Abstract: For a transmission group comprising a gearbox and an actuating group coupled to the gearbox for commanding engagement/disengagement of the gears, the method comprises the steps of generating at least one command signal for the actuating group having, during a first operating step of a gear change manoeuvre, a width the time pattern of which comprises at least one first section wherein the width of the command signal increases in substantially linear fashion according to an increase coefficient from an initial value to an intermediate value; and of calculating the increase coefficient and the initial and intermediate values in relation to at least one first operative reference value representing the shift of gear to be effected during the gear change manoeuvre and a correction value representing the style of driving the vehicle.

Abstract: A vehicle control system comprising a vehicle speed sensor for detecting the speed of a vehicle; a recommended gear stage determine device for determining a recommended gear stage of an automatic transmission based on the vehicle speed and road situation; an upper limit gear stage set device for setting an upper limit gear stage on the basis of the recommended gear stage; and a shift device for changing the speed at the upper limit gear stage. The recommended gear stage determine device includes a suppress device for suppressing the number of determinations of the recommended gear stage at a corner.

Abstract: An axle driving apparatus in which a hydraulic pump and a hydraulic motor which constitute a hydrostatic transmission are disposed on a center section. In a horizontal portion of the center section are provided a pair of linear oil passages in parallel to each other. A pair of arcuate ports are provided on a pump mounting surface formed on the horizontal portion of the center section. The pair of arcuate ports are substantially perpendicular with respect to the direction in which the oil passages extend. The axis of slanting movement of a movable swash plate of the hydraulic pump extends laterally of the vehicle body on which the axle driving apparatus is provided. The rotating direction of an arm provided on a control shaft for slantingly operating the movable swash plate is coincident with the operating direction of a control rod connected with a speed changing member. Thus, the link mechanism for connecting the speed changing member and the control arm for the movable swash plate is simplified.

Abstract: A valve body for use in an automatic overdrive transmission where the hydraulic fluid passages are blocked in selected locations in the body. The blockages result in increased pressure in the free passages and redirection of fluid flow such that the reverse clutch assembly is operable in third gear. By this procedure, the torque capacity of the transmission is increased.

Abstract: Method and apparatus for rotary motion converting power transmission assembly with counter-rotating outputs on the same axis as the rotary input.

Abstract: The present invention relates generally to hydraulically actuated limited slip differentials. More particularly, the present invention relates to a hydraulic limited slip differential which utilizes a variable pressure relief check valve used to vary the maximum hydraulic pressure available within the differential case in a manner that the limited slip feature can be adjusted anywhere between a full “ON” and a full “OFF” configuration. Hydraulic fluid will not flow through the check valve until the hydraulic pressure within the case results in a reaction force larger than the check valve activation pressure, thus providing a maximum pressure limit in the hydraulic system. The activation pressure of the check valve can be selectively controlled by an actuator. The movement of the actuator corresponds to a change the retaining force of the check valve. Dynamic control of the system in response to vehicle operational parameters may also be performed.

Abstract: In a toroidal continuously variable transmission for a vehicle, either of an automatic operation mode and a manual operation mode is selected by a driver via a selector lever (59). A speed ratio grade in the manual operation mode is also designated via the selector lever (59) by the driver. A controller (61) is programmed to control a speed ratio of the transmission to a target speed ratio corresponding to the designated speed ratio grade. The controller (61) is further programmed to prevent the speed ratio from varying after an input torque to the transmission has changed. This control may be realized by setting different target speed ratios for an identical speed ratio grade according to the input torque of the transmission.

Abstract: A vehicle differential includes a case which is rotatably supported within an axle housing. The case is formed having a center wall which divides the interior of thereof into first and second fluid chambers. The ends of a pair of axle shafts extend into the case and respectively within the fluid chambers. Each of the fluid chambers is filled with a rheological fluid. Respective electromagnetic coils are disposed within or adjacent to each of the fluid chambers. An electronic controller is provided for supplying electrical current to each of the electromagnetic coils in response to sensed operating conditions of the vehicle, such as rotational speed and torque of the axle shafts. By varying the magnitude of the electrical current supplied to the electromagnetic coils, the strength of the magnetic field applied to the rheological fluid contained in each of fluid chambers can be varied.

Abstract: Vehicle control apparatus including a running stability controller for performing a predetermined operation for improving stability of running of the vehicle by reducing engine output, braking the vehicle, holding automatic transmission in a predetermined position or shifting up the transmission, for example, and a device for preventing an interference between the operation of the running stability controller and an operation of a device, such as the automatic transmission, a torque converter lock-up clutch and a differential limiting clutch, which device is provided in a power transmitting system and which is controlled by an appropriate controller.

Abstract: A brake actuating lever for a bicycle comprises a body made in one piece of thermoformable material, reinforced with long structural fibres. To the anchoring pin for anchoring the brake actuating cable there is associated a metal bush having one portion deformed on the anchoring pin so as to connect the latter rigidly to the lever.

Abstract: The extent of engagement of an automatically adjustable friction clutch in the power train of a motor vehicle, wherein the clutch receives torque from a rotary output element of an engine and transmits torque to the rotary input element of a transmission, is determined by an electronic control unit in conjunction with an actuator which is responsive to signals from the control unit. Under normal circumstances, the adjustment of the clutch is selected on the basis of control signals which depend upon the actual RPM of the output element and the RPM of the input element. When the actual RPM of the output element departs from a desired RPM, the control signal is altered to reduce the rate of torque transmission by the clutch upon a determination that the actual RPM is below the desired RPM, and to increase the rate of torque transmission by the clutch when the actual RPM exceeds the desired RPM.

Abstract: A bearing unit includes a housing provided with a cylindrical bore and a linear bearing positioned within the cylindrical bore. The linear bearing includes a cage in which are arranged a plurality of endless ball rows each defined by a longitudinally extending ball track for load-bearing balls, a longitudinally extending return track for non-load-bearing balls, and deflection tracks connecting ends of the longitudinally extending ball track and the longitudinally extending return track. Each longitudinally extending ball track opens radially outwardly with a track plate being arranged to cover the longitudinally extending ball track for the load-bearing balls. The cylindrical bore of the housing is provided with a plurality of recesses each located in an area of the cylindrical bore facing one axial end of one of the track plates to permit radial deflection of the one axial end of the track plate.

Abstract: A limited slip differential for use with an automotive vehicle comprising differential gearing including a pair of differential side gears, one side gear being connected to each of two axle shafts for vehicle traction wheels, a differential carrier housing supporting differential pinions engageable with the side gears, the differential carrier being connected drivably through a drive shaft to the vehicle engine, first and second clutches connecting the differential carrier with each side gear, a mechanical cam mechanism for transferring a clutch-engaging force from the carrier to each of the clutches, thereby establishing a mechanical torque bias in the differential mechanism, and a clutch spring acting on each clutch to partially engage the clutches whereby the clutch-engaging force increases as a function of engine throttle position at a first rate for low engine throttle settings and at a higher rate for advanced engine throttle settings.

Abstract: The invention proceeds from a control of a transmission, which is continuously adjustable with respect to its transmission ratio, for a motor vehicle wherein the transmission together with a drive unit is mounted in the drive train of the motor vehicle. The drive unit has an adjustable output torque. According to the invention, determination means for determining a quantity is provided which represents the instantaneous maximum transmittable torque of the transmission. Furthermore, the output torque of the drive unit is limited to a limit value by limiting means. This limit value is determined in dependence upon the above-determined quantity. In order to reliably protect the transmission against damage by increased slippage, it is therefore provided according to the invention to limit the torque outputted by the engine when the contact force is so small that the danger of slippage exists. The torque of the motor can, in general, be more rapidly limited than the contact force can be increased.

Abstract: A controller (61) for a line pressure control device of a transmission (200) compares a CVT pressure PCVT and a clutch pressure PLUB when the rotation speed of an engine (100) is low and sets the higher of the two as a target line pressure PL. When the rotation speed of an engine (100) is high, the CVT pressure PCVT, the clutch pressure PLUB and a lubrication pressure PLUB are compared, and the highest of the three is set as the target line pressure PL. Thus it is possible to reduce pump noise as well as satisfy oil pressure requirements in the transmission (200) by switching the method of setting a line pressure in response to the rotation speed of the engine (100).

Abstract: The invention is directed to a system for controlling a clutch which is arranged between the motor of a vehicle generating a motor torque and the wheels of the vehicle. With this clutch, and in response to a drive signal, the force flow between the motor of the vehicle and the wheels can at least be reduced. The essence of the invention is that the drive signal of the clutch is formed in dependence upon a signal which represents a change of the motor torque of a specific extent. The invention is also directed to a system for controlling the motor of a vehicle with an adjusting element for influencing the motor torque which can be adjusted at least in dependence upon the detected command torque. When a specific extent of a change of motor torque is present, the execution of the command to adjust the motor torque is delayed.

Abstract: A bicycle antitheft device includes an antitheft mechanism switchable between an antitheft state and a release state, wherein the antitheft mechanism includes a first member that moves relative to a second member to move the bicycle forward and backward. A movement controlling mechanism hinders the first member from moving relative to the second member when the antitheft mechanism is in the antitheft state, and a selection mechanism is provided for selecting one of the antitheft state and the release state. Alternatively, the antitheft mechanism may include a sound generator for generating a sound when the first member moves relative to the second member and the antitheft mechanism is in the antitheft state. The movement controlling mechanism and the sound generator may be combined into a single antitheft mechanism.

Abstract: Toothed belt in which the toothed part is covered with a fabric consisting of a warp and a weft consisting of weft threads formed by an elastic thread, preferably made from polyurethane, acting as the core, and by at least a pair of composite threads wound on the elastic thread. Each composite thread comprises a thread with high heat resistance and high strength, preferably made from para-aromatic polyamide, and a covering thread, preferably made from nylon, wound on the thread with high heat resistance and high strength. The structure of the weft of the toothed belt is such that each thread with high heat resistance and high strength can be completely isolated in such a way that it is not damaged by the friction of the belt against the teeth of the pulley, ensuring a greater durability of the belt. The structure with a pair of composite threads also makes it possible to increase the breaking load of the fabric.