Abstract: A speed control system for a utility vehicle, the vehicle having a forward-facing driving position and a rearward-facing seat, includes a creep control system for moving the utility vehicle, controlled from the rearward-facing seat. The vehicle includes a speed-controllable transmission operable to output power to drive a wheel. The vehicle includes a creep speed control actuator located adjacent to the rearward-facing seat and a creep speed control system operatively connected to the actuator and to the transmission. The system converts movement of the actuator to speed change of the transmission. The transmission can be a mechanically or electronically controlled hydrostatic transmission, or an electronically controlled reverser transmission.

Abstract: A transmission electronic control unit includes an operation detection section for detecting the operation state of a transmission, a pulse width control section for controlling the pulse width of a current flown into a linear solenoid for operating the transmission, a constant current control section for controlling the current flown into the linear solenoid to a constant value, and an energization control section. The energization control section is responsive to detection output of the operation detection section, for performing switch control between the operation of the constant current control section and the operation of the pulse width control section so that the constant current control section energizes the linear solenoid when the operation of the transmission is placed in a constant state and that the pulse width control section energizes the linear solenoid when the operation of the transmission is not placed in the constant state.

Abstract: An improved method of operation for a motor vehicle automatic transmission determines a vehicle speed for purposes of selecting a desired transmission gear at least in part based on the wheel speeds of the vehicle. If the vehicle is being operated in a two-wheel drive mode, the vehicle speed is determined based on an average of the speeds of the un-driven wheels; if the vehicle is being operated in a four-wheel drive mode, the vehicle speed is determined based on the lowest of the four wheel speeds. Optionally, the wheel speeds are only used to determine vehicle speed if the Reverse range of the transmission has been engaged within a specified time interval, and otherwise the vehicle speed is determined based on an output speed of the transmission.

Abstract: A clamp pressure controller for a variable ratio belt drive system for a generator is provided. The controller monitors the voltage at the output of the generator. If this falls the controller increases the clamp pressure so as to prepare the drive system for the additional torque/force it will be required to transmit. The increase in clamp pressure is rapid so as to prevent belt slip from occurring.

Abstract: A control system for a plurality of motor vehicle chassis subsystems comprises a reference model, a state estimator, a feedforward controller, and a feedback controller. The reference model computes desired states of the chassis subsystems. The state estimator estimates actual states of the vehicle. The feedforward controller computes a control value based on input from the reference model, and the feedback controller computes a control value by comparing the estimates of actual states with the desired states.

Abstract: In an automatic transmission performing change-over of a first engaging element and a second engaging element between two gear positions, for example between the fourth gear and the fifth gear, an oil pressure command value A to one of these two engaging elements is retained as a current value “a” and an oil pressure command value B to the other of these two engaging elements is retained as a current value “b” and at the same time the calculation of a calculation value of a downshift form the fifth gear is started when a target gear position changes to the fourth gear or lower during upshift between the two gear positions. When downshift calculation values Ad, Bd reach the retained values “a”, “b”, the oil pressure command values A, B are switched to the downshift calculation values.

Abstract: The invention relates to a method for determining a starting gear step for a vehicle with a stepped variable speed transmission with several gear steps. It is proposed that a maximum admissible value for a slip time (12) and/or a maximum admissible value for a frictional work (14) of the starting clutch during the starting process, the same as an available engine torque (10) for starting be determined, that beginning with a highest suitable gear step (18) for starting, values for the slip time (20) and/or the frictional work (22) be calculated in advance depending on the vehicle mass (8), that the precalculated values (20, 22) be compared with the maximum admissible values (12, 14), that the calculation loop be repeated with the next smaller suitable gear step for starting when at least one of the precalculated values is greater than the maximum admissible values and that a gear step be issued as starting gear step when the precalculated values are smaller than or equal to the maximum admissible values.

Abstract: A four wheel drive working vehicle such as a front mower has a dual one-way clutch mechanism interlocked to right and left dirigible wheels. When the vehicle makes a turn in forward or backward running, the clutch mechanism breaks drive transmission only to an outer one of the dirigible wheels.

Abstract: Disclosed herein is a shift position indicating device for indicating a recommended shift position to a driver of a hybrid vehicle having an engine for driving a drive shaft of the vehicle, a motor for assisting a drive force applied to the drive shaft by electrical energy, and a battery for supplying power to the motor and storing electrical energy output from the motor. The motor having a regenerative function of converting kinetic energy of the drive shaft into electrical energy. According to the shift position indicating device, it is determined whether or not the vehicle is in a high-load running condition, and when the vehicle is in the high-load running condition, the shift-down is recommended.

Abstract: A method for the power-shiftable change-over of a hydrostatic vehicle drive of a mobile construction machine, comprising at least one hydrostatic capacity pump, a hydrostatic drive motor and a two-stage power-shift transmission, which drives the axle(s) of the construction machine via its drive shaft, wherein the power-shift transmission is shifted with a change-over valve, which method is to be modified such that an operationally safe automatic change-over in dependence on the load is possible between the shifting stages of the power-shift transmission.

Abstract: A hydraulic continuously variable transmission for use on a vehicle comprises a hydraulic variable pump, which is driven by an engine, and a hydraulic variable motor, which is driven by oil discharged from the hydraulic variable pump to drive wheels. In addition, this transmission includes shift position detecting means, which detects a shift position, and vehicle stop detecting means, which detects whether the vehicle is in halt. In this transmission, when the vehicle stop detecting means detects that the vehicle is in halt and the shift position detecting means detects that the shift position is in a forward or rearward drive position, the discharge capacity of the hydraulic variable motor is set to a maximum, and the discharge capacity of the hydraulic variable pump is controlled to a predetermined capacity (first predetermined capacity) in correspondence with the shift position. Thereby, the vehicle is prevented from relapse phenomenon, i.e.

Abstract: A slow in turn system for a vehicle comprises an accelerator linkage that is linked to the input lever of a variable speed transmission. The accelerator linkage includes first and second link arms that couple a foot pedal to a rotatable cam plate. The link arm that connects to the cam plate is coupled thereto by a slider so that the connection point of that link arm may be moved towards and away from the pivot axis of the cam plate. The slider is moved away from the pivot axis of the cam plate during turns of the vehicle to reversely rotate the cam plate, and hence retard the input lever of the speed changing system, to thereby automatically slow the vehicle. This movement of the slider is accomplished by a connecting linkage extending to the steering system of the vehicle. In addition, the vehicle includes a cruise control system that can be set to obtain a particular forward speed but which allows the operator to temporarily speed up without subsequently having to reset the cruise control system.

Abstract: A hydraulic continuously variable transmission for use on a vehicle comprises a hydraulic closed circuit, first and second pressure controlling means, brake operation detecting means and deceleration detecting means. The hydraulic closed circuit includes a hydraulic pump, a hydraulic motor, a first oil passage connecting a port of the hydraulic pump with a port of the hydraulic motor and a second oil passage connecting another port of the hydraulic pump with another port of the hydraulic motor, and first and second pressure controlling means control the pressures of the first and second oil passages, respectively. If the deceleration of the vehicle is greater than a standard deceleration when the operation of the brake is detected, then the pressure of the first or second oil passage whose pressure is higher than that of the other is lowered to a predetermined low pressure that is higher than the pressure of either oil passage which is lower by either the first or second pressure controlling means.

Abstract: A feed-forward control section controls, in a feed-forward manner, left and right hydraulic clutches C.sub.L and C.sub.R of a driving force distributing device by presuming such a driving force distribution amount .DELTA.T that a yaw rate corresponding to a turning state of a vehicle is obtained, based on an engine torque, an engine revolution-number, a vehicle speed, a steering angle and a lateral acceleration. On the other hand, a feedback control section calculates a deviation between a reference yaw rate calculated from the vehicle speed and the lateral acceleration and an actual yaw rate detected by a yaw rate sensor, and corrects the driving force distribution amount .DELTA.T calculating in the driving force distributing device in order to converge the deviation into zero.

Abstract: The invention provides a method for detecting the wheel rpm values of the nondriven and the driven wheels and for comparing them with one another in order to improve vehicle stability, for example when the driving torque of the engine is too high. A friction clutch located between the drive motor and the wheels in the drive train is disengaged when the rpm of the driven wheels is less than the rpm of the nondriven wheels and the difference between the two wheel rpm values exceeds a given limiting value. The friction clutch is re-engaged when the difference between the two wheel rpm values reaches or falls below a second limiting value.

Abstract: The monitoring method includes the steps of: acquiring a signal from an acceleration sensor; calculating a transform in the frequency domain of the signal to obtain a sequence of samples; acquiring a sample in the sequence of samples; calculating an actual amplitude value of the acquired sample; calculating a relative deviation between the actual amplitude value of the acquired sample and a reference amplitude value; and comparing the relative deviation with at least one predetermined threshold to immediately detect any irregularity in, and so prevent in-flight failure of, the helicopter transmission assembly.

Abstract: The monitoring method includes the steps of: acquiring a signal from an acceleration sensor associated with an epicyclic assembly; sampling the signal at a predetermined sampling frequency to obtain an initial sequence of samples; dividing the samples in the initial sequence into groups, each defined by a predetermined number of samples; acquiring predetermined groups of samples; filtering the acquired groups of samples to obtain an intermediate sequence of samples; processing the intermediate sequence of samples to obtain a final sequence of samples; calculating a sixth-order moment of the final sequence of samples; and comparing the sixth-order moment with at least one predetermined threshold to detect any vibrational irregularity in the epicyclic assembly of the helicopter.

Abstract: The method includes the steps of: acquiring a signal from an acceleration sensor; calculating the Fourier transform in the frequency domain of the signal to obtain a sequence of samples; acquiring from the sequence of samples a set of samples including samples at the meshing frequency of the gears monitored by the sensor, and samples at the harmonic frequencies of the meshing frequency; calculating the energies associated with the set of samples and the signal; calculating a noise energy parameter correlated to the ratio between the energy of the set of samples and the energy of the signal; comparing the noise energy parameter with at least one predetermined threshold; and generating an alarm signal in the event the noise energy parameter exceeds the threshold value.

Abstract: The method includes the steps of: acquiring a signal from an acceleration sensor; calculating the Hilbert transform of the signal filtered and sampled beforehand; defining a complex signal having the filtered and sampled signal as the real part and the Hilbert transform of the filtered and sampled signal as the imaginary part; calculating a phase signal given by the difference between the phase of the complex signal and a reference phase; calculating the variance of the phase signal; comparing the variance with at least one predetermined threshold; and generating an alarm signal if the variance exceeds the threshold value.

Abstract: A system for correcting drive wheel slippage in a heavy vehicle includes a front non-drive axle and either a single or tandem rear drive axle with an inter-axle differential with locking capability. Each drive axle also includes a main differential with locking capability. The system further includes a first sensor for measuring the rotational speed of the driveshaft and a second sensor for measuring non-driven wheel speed. A central processor compares the driveshaft speed to the non-driven wheel speed and locks the inter-axle differential of a tandem rear drive axle to drive the front and rear drive axles at the same speed or locks the main differential of a single rear drive axle to drive the first and second driven wheels at the same speed when the ratio of the driveshaft speed signal to the first non-driven wheel speed signal exceeds the predetermined limit. In the tandem configuration, if drive wheel slippage continues, the main differentials of the front and rear drive axles are also locked.

Abstract: An adjustable speed control for use on a children's ride-on vehicle, where the speed control includes a switch assembly interposed between the battery and the motor of the vehicle. The switch assembly is selectively operable to connect the battery to the motor in one of a number of speed configurations, including a first speed configuration and a second speed configuration. An actuator is connected to the switch assembly and manipulable by a user to allow the user to operate the switch assembly to select a particular speed configuration from among the number of speed configurations. In one embodiment, a diode is disposed in series between the motor and battery in one of the speed configurations to provide a relatively current independent voltage drop between the motor and the battery. In an alternative embodiment, a childproof cover is disposed proximal to the actuator.

Abstract: Disclosed is a transmission control system for an electric vehicle, comprising: a motor; a transmission connected to the motor; a shift fork rod connected to the transmission; a shift lever for speed shifting having a lower end; a shift rod having an end secured to the shift fork and the other end having a hollow hole which has an elastic member; a linkage having an end supported by the elastic memeber and the other end hinged to a lower end of the shift lever; a shift lever sensor for detecting movement of the shift lever; a motor speed sensor for detecting motor speed; a wheel speed sensor for detecting wheel speed; a shift fork sensor for detecting movement of the shift fork; an inverter for controlling the motor; and a control unit for controlling the inverter in accordance with signals of the motor speed sensor, the wheel speed sensor and the shift lever sensor.

Abstract: The torque detection system for a continuously variable transmission for a vehicle having a dual-mass flywheel connecting an output of an engine mounted on the vehicle to the transmission and a start clutch for engaging/disengaging the transmitted power to the vehicle wheels. The dual-mass flywheel comprises of two flywheel components coupled by a torsion spring. Rotational speeds of the two flywheel components are detected and a phase angle therebetween is then calculated. A torque estimated to be input to the start clutch is determined by retrieving predetermined characteristics defining a static torque set with respect to the phase angle. When the vehicle is braked to stop in engine idling state, the clutch oil pressure is determined based on the calculated torque.

Abstract: In a system for the automatic control of form-locked clutches serving as differential lock in drive axles of a motor vehicle, in which control signals for a coupling actuator are formed by comparison of slippage signals with threshold values, both the engagement and the disengagement of the lock clutch are to be better adapted to the operating conditions which occur in practice. For this purpose, slippage sum signals (SSLR, SSFH) formed by integration of the speed differences (DFLR, DFVH) are compared with slippage sum thresholds (SSSLR1, SSSLR2, SSSVH1, SSSVH2) and the actuating time of the actuator is controlled as a function of further traveling conditions.

Abstract: In an electrically driven vehicle having an automatic transmission for coupling motor output torque to at least one drivewheel through a selected one of at least a pair of speed ratios, a method of matching the post-shift output torque to the preshift output torque is disclosed whereby undesirable post-shift driveline disturbances such as driveline sag are eliminated and post-shift vehicle performance is not compromised due to changes in output torque.

Abstract: A chip detector is an open circuit device that attract metal chips circulating throughout a piece of equipment such as a transmission. If a chip closes the circuit in the chip detector, then it is subjected to a first pulse of energy in an attempt to burn or displace it from the chip detector contacts. The energy content of the first pulse is selected to burn fuzz, which represents chips of an acceptable size. If the chip remains in the chip detector, then it is subjected to one or more additional pulses each having a greater energy content than the first pulse. The number of pulses and their energy contents are recorded to determine the size of the chips captured by the chip detector and to provide a history of the equipment being monitored. If the chip in the chip detector exceeds a predetermined threshold, then an indication is given on a user interface.

Abstract: A method for automatically changing the speed of a dump truck for use as a construction vehicle which is capable of improving the fuel cost by utilizing the engine output effectively and efficiently, improving the durability of the power transmission system and giving the driver a comfortable ride. According to this automatic speed change method, a desired, optimum speed stage which meets the loading condition of the dump truck and/or the engine output condition can be selected by using controllers each having a built-in computer.

Abstract: A toy vehicle includes a toy vehicle body, a plurality of drive wheels coupled to the body, a motor having an output shaft, a gear drive coupled to the output shaft and a transmission having a changeable gear ratio coupling the gear drive to at least one of the wheels responsive to the load imposed upon the transmission and changing the gear ratio in response thereto.

Abstract: In a four-wheel drive work vehicle selectively drivable in a standard four-wheel drive mode, an accelerated four-wheel drive mode and in a two-wheel drive mode, the invention provides an improved drive-mode switching operability through a linearly operable link mechanism for operatively connecting one operational system for directly operating a shift fork member with another operational system for operating the same via a cam member connected to a steering wheel.

Abstract: A two-axle four-wheel tractor is equipped at its front and rear ends with working implements, individually, which are of the same type, opposite in working direction and shiftable between a working position and a nonworking position. The tractor has a steering system for steering the front and rear four wheels in the same direction through the same angle, a running transmission system for driving only the wheels positioned toward one of the working implements which is lifted to the nonworking position or, in a special case, a system for restraining the wheels positioned rearward with respect to the direction of advance of the tractor in a straight running position without permitting steering.

Abstract: A differential gear and control system for motor vehicles having a single driven axle and at least one undriven axle comprises a differential gear and a differential lock, which is adapted to be controlled in dependence on the speed of travel of the vehicle. In order to increase the traction when the vehicle is started whereas the handling of the vehicle should not adversely be affected by a locking of the differential gear, the differential lock is adapted to be controlled so that it exerts on the differential gear a restraining torque which decreases as the speed of travel of the vehicle increases from zero to a predetermined speed of travel.

Abstract: A system for reducing vibration and noise generated from a propeller shaft assembly of an automotive vehicle comprises a center bearing which is variable in position relative to the vehicle body under the control of a controller.