Abstract: The invention relates to a releasable holding mechanism which may be used to hold and release a roll bar in a roll over protection system. The roll bar is often made part of the seat structure of vehicle, or a part of the chassis of the vehicle. The releasable holding mechanism will be fastened rigidly or slightly loose to the roll bar frame, seat frame or the chassis of the vehicle. Between the roll bar and the releasable holding mechanism there will be a connection element that is rigidly or slightly loosely fastened to the roll bar. The arrangement of fastening the connection element rigidly or slightly loosely depends on the tolerances for positioning the actuator towards the roll bar. The connection element is locked or released by the releasable holding mechanism. The releasable holding mechanism is locked/-engaged when the roll bar is pushed downwards whereby the connection element is forced into the releasable holding mechanism.

Abstract: A method for controlling a gear-shifting process from an initial gear to a target gear in a manual transmission with active interlock. According to the method, the active interlock gear-shifting mechanism includes at least one shifting finger which co-operates with a selector fork, and has a layout geometry including a finger and a cam. The method contains the following steps: the selector fork of the initial gear is brought into a reliable shifting position by a method for compensating errors on the gear shifting mechanism, and/or the selector fork of the target gear is brought into a reliable shifting position a method for compensating errors on the gear shifting mechanism, before the target gear is engaged, when ever a temporarily non-critical gear-shift is to be carried out.

Abstract: The invention relates to a releasable holding mechanism which may be used to hold and release a roll bar in a roll over protection system. The roll bar is often made part of the seat structure of vehicle, or a part of the chassis of the vehicle. The releasable holding mechanism will be fastened rigidly or slightly loose to the roll bar frame, seat frame or the chassis of the vehicle. Between the roll bar and the releasable holding mechanism there will be a connection element that is rigidly or slightly loosely fastened to the roll bar. The arrangement of fastening the connection element rigidly or slightly loosely depends on the tolerances for positioning the actuator towards the roll bar. The connection element is locked or released by the releasable holding mechanism. The releasable holding mechanism is locked/-engaged when the roll bar is pushed downwards whereby the connection element is forced into the releasable holding mechanism.

Abstract: A power transmission for a motor vehicle. The transmission includes a plurality of transmission ratio steps defined by pairs of gear carried on parallel shafts, and final output mechanisms for engaging desired transmission ratio steps. The final output mechanisms are operable for controlling the engagement of respective transmission ratio steps to minimize tractive force interruption by allowing rapid gear changes to be effected to reduce the times between shifts of gears. By sensing accelerator pedal position and vehicle speed a new transmission ratio step to be subsequently engaged can be pre-selected while an engaged gear remains engaged.

Abstract: An actuator for an automated transmission in a motor vehicle drive train has a central actuating shaft with a shift finger. Two sleeves are supported concentrically on the actuating shaft and can be driven in mutually independent rotation. Two grooves of opposite helical pitch are arranged on the actuating shaft, and each of the sleeves has at least one inward-directed guide pin engaging one of the grooves.

Abstract: A power transmission for a motor vehicle. The transmission includes a plurality of transmission ratio steps defined by pairs of gear carried on parallel shafts, and final output mechanisms for engaging desired transmission ratio steps. The final output mechanisms are operable for controlling the engagement of respective transmission ratio steps to minimize tractive force interruption by allowing rapid gear changes to be effected to reduce the times between shifts of gears. By sensing accelerator pedal position and vehicle speed a new transmission ratio step to be subsequently engaged can be pre-selected while an engaged gear remains engaged.

Abstract: An actuator for an automated transmission in a motor vehicle drive train has a central actuating shaft with a shift finger. Two sleeves are supported concentrically on the actuating shaft and can be driven in mutually independent rotation. Two grooves of opposite helical pitch are arranged on the actuating shaft, and each of the sleeves has at least one inward-directed guide pin engaging one of the grooves.