Abstract: A wrench structure with a variable driving state includes a rod and a sleeve connected to the rod. An outer surface of the rod includes an accommodating slot, an engaging block, an elastic element, and a connecting portion. The engaging block and the elastic element are disposed in the accommodating slot. The connecting portion is adjacent to the accommodating slot and surrounds the outer surface of the rod. The sleeve includes a first ratchet portion, a second ratchet portion, and a non-ratchet portion located between the two ratchet portions. The sleeve can be selectively displaced relative to the rod to a first position, where the connecting portion is connected with the second ratchet portion, or a second position, where the connecting portion is adjacent to the non-ratchet portion. By controlling the relative positions of the rod and the sleeve, the driving state of the wrench structure can be switched.

Abstract: A multi-functional module for a plugging and sliding door of a vehicle, the door being moveable between open and closed positions.

Abstract: A tiller handle includes: a throttle shaft including first shaft and the second shaft; a conversion mechanism configured to convert rotation of the first shaft into a rectilinear motion of the throttle cable; an engagement pin provided in the second shaft; and a restriction member (shift arm) engaged with the engagement pin depending on a position of a selector in synchronization with the selector to restrict rotation of the second shaft in a throttle valve open direction. The first shaft and the second shaft are configured to relatively rotate each other only by a predetermined angle.

Abstract: A prime mover arrangement includes a prime mover (23) including a first shaft (25) driven by the prime mover, a second shaft (27), and a speed and torque manipulator (29) connected to the first shaft (25) and to the second shaft (27), the speed and torque manipulator permitting manipulation between at least one non-one-to-one ratio or a plurality of different input/output ratios of speeds and torques input by the first shaft and output to the second shaft. A method is also disclosed.

Abstract: A power unit for a motorcycle having a clutch operation assisting device. The clutch operation assisting device includes a push shaft, a bearing plate that supports the push shaft, and a first rotary plate rotatably supported on the bearing plate and connected to a clutch wire. The first rotary plate causes the push shaft to slide as it rotates and is gear-coupled to a second rotary plate. A spring unit that applies an assist force in a direction for disengaging a friction clutch is pin-coupled to the second rotary plate. The spring unit is supported on a mounting seat in a swingable manner and is installed such that, as viewed from the axial direction of the push shaft, the expansion/contraction direction of an auxiliary spring in the spring unit does not pass through a rotation center of the pressure plate.

Abstract: A centrifugal clutch system includes a centrifugal weight, an outer member, an inner member, a first clutch plate, a second clutch plate, a bottom portion side pressure member, and an open side pressure member. The centrifugal weight is movable in a radial direction of the clutch system. The outer member is rotatably supported on a rotation axis and subjected to a driving force. The inner member is integrally and rotatably supported on the rotation axis. The first and second clutch plates are respectively supported in the outer and inner member. The bottom portion side pressure member thrusts each clutch plate to an open side of said outer member and releases the thrusting force by the movement of said centrifugal weight. The open side pressure member thrusts each clutch plate to a bottom portion of said outer member. The open side pressure member is supported on said inner member.

Abstract: A reduce electric power consumption when an electric motor starts an engine and the time required to start the engine. Engine start control is implemented as follows. The RPM of the engine is increased to an RPM (R1) by the electric motor. Fuel is supplied to the engine of which RPM has reached to the RPM (R1) and further increases in the RPM are detected. If a further increase in the RPM is not detected, the supply of electric power to the electric motor is temporarily stopped. If the RPM has decreased to a RPM (R2), the supply of fuel to the engine is interrupted and also the supply of electric power to the electric motor is resumed. If a further increase in the RPM is detected or if the RPM has not decreased to the RPM (R2), it is determined that the engine has been started.

Abstract: In a motorcycle, a cable linked with a clutch release lever is reduced in length and arranged without being bent so much. A release mechanism for a friction type clutch device is provided with a clutch release lever on a lateral surface of a crankcase that is linked with a cable connected to a clutch operational lever disposed on the left side of a steering handlebar that is turned to perform a clutch release operation. The clutch release lever includes an arm portion linked with the cable and a release rod turned together with the arm portion to press the push rod. The release rod is disposed on a left side portion of the crankcase and the arm portion is attached to project outwardly of the crankcase. The clutch release lever is turned clockwise as viewed from above a vehicle body to perform clutch release operation.

Abstract: A multiple disc clutch includes a pressing member movable in an axial direction and which turns together with an output shaft to compress driving friction plates and driven friction plates, a clutch spring that axially presses the pressing member, a clutch lifter arranged coaxially with the pressing member and a lifter plate that is held by the periphery of the clutch lifter via a clutch bearing. The lifter plate moves the pressing member in a reverse direction to a direction pressed by the clutch spring according to the axial movement of the clutch lifter. This multiple disc clutch does not require a dedicated clutch lifter for every clutch bearing different in size and therefore the cost is reduced.

Abstract: A clutch structure, constructed without a one-way clutch, remains engaged until the input side rotational speed becomes relatively low. A pressure plate presses a group of plates directly or indirectly by moving in the direction of an axis, bringing the group of plates into a press contact state. An input side press body turns around the axis with the rotation of a clutch housing, presses the pressure plate to the side of the group of plates by centrifugal force generated during the turning, and moves in a direction away from the axis. A roller retainer presses the group of plates directly or indirectly by moving in the direction of the axis, bringing the group of plates into a press contact state. An output side press body turns around the axis with the rotation of an output side clutch member, presses the roller retainer to the side of the group of plates by centrifugal force generated during the turning, and moves in a direction away from the axis.

Abstract: A friction clutch includes a clutch housing having a friction plate, a clutch boss having a clutch plate, a pressure plate, a sub clutch, and a power-assist mechanism. An elastic member urges the pressure plate in a predetermined direction to press the friction plate and the clutch plate into frictional contact with each other when the clutch is engaged. The sub clutch includes a friction plate operatively disposed between first and second pressing plates. The power-assist mechanism receives torque from the pressure plate via the sub clutch when the clutch is disengaged and converts the torque into a force for moving the pressure plate in a direction which separates the pressure plate from a plate group.

Abstract: A clutch-manipulation assist mechanism of a vehicle clutch mechanism is capable of disconnecting power of an engine and is provided to a power transmission path which transmits the power of the engine to a rear wheel. The clutch-manipulation assist mechanism includes a push rod member which is arranged near the clutch mechanism and which is movable in the axial direction interlockingly with a power cutoff of the clutch mechanism due to the manipulation of a clutch lever by a rider. An axial movement of the push rod member is assisted by an actuator in response to a detection of the clutch lever manipulation by the rider using a stroke sensor, thus reducing a manipulation force of the clutch lever. A detection lug of the stroke sensor detects a movement quantity of a shaft end of the push rod member.

Abstract: A clutching system comprises a lever mechanism portion and a clutch mechanism portion. The lever mechanism portion comprises a push lever. The push lever comprises a cam surface. The clutch mechanism portion comprises a push rod. The push rod comprises a cam follower. A Belleville spring functions as a clutch spring. The cam surface and the cam follower are formed such that a lever ratio of the push lever at a pivot start position is larger than a lever ratio of the push lever at a pivot finish position. The Belleville spring is formed such that a force required to move the push lever at the pivot finish position is smaller than a force required to move to the push lever at the pivot start position.

Abstract: In a clutch manipulation assist device which includes a clutch assist actuator, the actuator is arranged at a position where it is possible to suppress the influence of heat from an engine on the actuator without requiring the heat insulation structure or the like. In a clutch manipulation assist device which includes a clutch mechanism 61 which is arranged in a power transmission path for transmitting a rotational driving force of an engine to a wheel, a clutch-manipulation mechanism in which a clutch manipulation force is inputted, and an actuator which generates a clutch assist force in response to a manipulation of the clutch manipulation mechanism, the actuator is arranged in front of the engine and outside a main frame.

Abstract: A clutch control assembly includes a clutch switches over a connected and disengaged state between an engine and a driven member. A first hydraulic pressure generating member is provided for generating hydraulic pressure for switching between a connected and disengaged state of the clutch according to an operation of a vehicle driver. A second hydraulic pressure generating member, independent from the first hydraulic pressure generating member, is provided for automatically generating hydraulic pressure for switching between a connected and disengaged state of the clutch according to drive conditions of the vehicle. A first piston with one side facing the first hydraulic pressure chamber linked to the first hydraulic pressure generating member and a second piston with one side facing the second hydraulic pressure chamber linked to the second hydraulic pressure generating member independent from the first hydraulic pressure generating member are interlock so as to be linked to the clutch.

Abstract: Disclosed herein is a pulley cover assembly for a motorcycle transmission which can securely support a pulley to minimize an shivering phenomenon thereof caused when a load is applied to the rotating pulley, thereby attenuating noise due to the shivering phenomenon and improving a rotational performance of the pulley. Further, the pulley cover assembly can ensure convenient clutch operation through the use of a hydraulic clutch operating mechanism. The clutch operating mechanism includes a hydraulic casing integrally formed at the pulley cover and having a hydraulic oil inlet passage and a hydraulic oil outlet passage, and a piston disposed inside the hydraulic casing while being fixed to an end of the clutch rod of the motorcycle transmission. Such a clutch operating mechanism is adapted to supply hydraulic power into the hydraulic casing to permit the piston to linearly move the clutch rod by a predetermined distance.

Abstract: A power transmitting apparatus has a clutch housing (2). A clutch member (4), connected to an output member (3), has a plurality of driven clutch plates (7) alternately arranged between driving clutch plates (6) of the clutch housing (2). A rotational force, inputted to the input member (1), can be transmitted to or cut-off from the output member (3) via pressure-contact or release between the driving clutch plates (6) and driven clutch plates (7). Pressure-contact assist cams and back-torque limiting cams are formed on a pressure plate 5 and the clutch member 4. The gradient angle (?2) of the back-torque limiting cams is formed larger than the gradient angle (?1) of the pressure-contact assisting cams.

Abstract: If only an operating button 14 is pushed, an electrically opening and closing mechanism 1 disengages a first clutch K1 while engaging a second clutch K2 to operate an electrically driving means 2 to automatically open or close a second member (e.g., a liquid crystal display panel) 4 which is rotatable with respect to a first member (e.g., a body having a plurality of keys) 3. If the operating button 14 is pushed, the second member 4 automatically rotates to an optional angular position with respect to the first member 3, and if the operating button 14 is released (if the operating button 14 is returned to the original angular position by the spring force of a second spring 23), the first clutch K1 is engaged at the optional angular position to hold the attitude of the second member 4.

Abstract: A device for coupling and decoupling two shafts or other elements of a drive train for transmitting rotations or torques especially to be used as a clutch segment in the field of motorcycle drives is provided. The clutch segment includes two parts one of which comprise troughs or recesses being arranged on a circle and offset by essentially the same angle. The troughs are at least approximately tangentially abutting an inner circle. The troughs linearly extend from their deepest point, beginning with a radius of the inner circle, at an angle towards an edge thereof and turn over towards the edge of a radius. A force application point for applying a force for coupling or decoupling the elements is located at a distance from a rotation axis of the clutch segment.

Abstract: A clutch having a plurality of cam members between a cover and pressure plate to move outwardly under centrifugal force and cause the pressure plate to move axially to force a plurality of clutch plates into clutching engagement, a manual override mechanism to lock out the pressure plate to maintain the clutch plates in a disengaged position, and pressure limiting springs prevent shock loads from being imparted to the clutch plates when the plates are advanced into clutching engagement with one another. The clutch housing includes a cover which can be mounted either flush or inset in circumferentially spaced walls of the housing and held in place by a retaining ring inserted into slots in the side walls and is adaptable for use with any type of clutch with or without the manual override mechanism and pressure limiting springs.

Abstract: An automatic clutch for automotive and other applications employs a control rod to manually control engagement and disengagement of the clutch independently of its speed of rotation, and in one form of invention can be employed in manual start motorcycles to engage the clutch for bumpstarting purposes before the engine is up to speed, and in an alternate form a control rod can be employed in electrically started bikes to lock the clutch against engagement whether or not the engine is up to the speed required for automatic engagement of the clutch. The control rod may either extend through the transmission shaft from one end of the clutch housing or may extend through the opposite end of the clutch housing, and in certain applications the hereinbefore described control rods can be combined to selectively control bumpstarting to manually effect clutch engagement or as a locking mechanism to prevent clutch engagement.

Abstract: An articulated-arm awning having at least two articulated arms, each incorporating an inner and outer articulated arm section that are connected to one another by a joint having a substantially vertical swiveling axis. The outer articulated arm section of each articulated arm is connected in the region of its outer end to a dropout profile by a joint having a substantially vertical swiveling axis. The inner end of each inner articulated arm section that is located on the bearing side is connected to a bearing on the building side by a joint having a substantially vertical swiveling axis. A tilting joint around a horizontal swiveling axis is provided on each articulated arm.

Abstract: A motorcycle clutch having a drive portion including a clutch basket assembly, and a driven portion including a clutch hub. A plurality of drive clutch plates are driven by the clutch basket assembly and a plurality of driven clutch plates are driven by the clutch hub. A pressure plate is coupled for rotation with the drive portion and is capable of axial movement from at least a first position to a second position. A release plate is capable of axial movement from at least a first position to a second position. The pressure plate and release plate are arranged on opposing sides of an alternating arrangement of the frictional and metal clutch plates. A plurality of engagement balls are placed between the clutch basket assembly and the pressure plate. The clutch basket assembly includes a plurality of ramped surfaces configured such that radial movement of the engagement balls results in axial movement of the pressure plate from its second position to its first position to automatically engage the clutch.

Abstract: An automatic clutch for automotive and other applications employs a control rod to manually control engagement and disengagement of the clutch independently of its speed of rotation, and in one form of invention can be employed in manual start motorcycles to engage the clutch for bumpstarting purposes before the engine is up to speed, and in an alternate form a control rod can be employed in electrically started bikes to lock the clutch against engagement whether or not the engine is up to the speed required for automatic engagement of the clutch. The control rod may either extend through the transmission shaft from one end of the clutch housing or may extend through the opposite end of the clutch housing, and in certain applications the hereinbefore described control rods can be combined to selectively control bumpstarting to manually effect clutch engagement or as a locking mechanism to prevent clutch engagement.

Abstract: A clutch having a friction spring for exerting a frictional torque for restraining resonance of the damper spring utilizing a small pressing force. The friction spring is disposed at a portion of the clutch member which is radially outward from the damper spring. This arrangement reduces the amount of spring force required of the friction spring. Also, the contact areas between the clutch member and the driven gear are located radially outwardly of the damper spring, which increases the annular contact area between the driven gear and the clutch member, and reduces wear.

Abstract: When a pressure plate of a clutch for motorcycles and the like is moved to engage and disengage driving friction plates and driven friction plates, a rod driver connected to an operation rod is constructed such that a pair of operation members is assembled so as to face a plurality of guide grooves formed on a surface of interposing balls, wherein the plurality of guide grooves is formed along an imaginary circle having a radius of about 19.3 mm on the faces of each of the operation members, and the balls have a diameter of about 9.5 mm. One of the operation members is rotated with respect to the other operation member to separate the operation members because bottom surfaces of the guide grooves are slanted by an angle of between 13.7° through 14.4° from the faces, and centers of the guide grooves are most deep, as much as about 3.872 mm, in the guide grooves, whereby the clutch is securely disengaged in use by a small force.

Abstract: A change-speed construction for a fishing rod includes a hollow cylindrical shaft, and a control shaft that is movable within the cylindrical shaft between an outer position and an inner position. A key member is carried on a carrier, which is disposed axially and movably within the cylindrical shaft. A coiled small compression spring has two ends that are fastened respectively to the carrier and the control shaft. Two gears are sleeved rotatably on the cylindrical shaft. The key member is engaged within a keyway unit in one of the gears when the control shaft is located at the outer position, and within a keyway unit in the other one of the gears when the control shaft is located at the inner position. As such, the key member is urged by the small compression spring to move smoothly between the keyway units.

Abstract: A dual clutch forward/reverse unit includes a pair of spring engaged clutch units and a pair of lifter pins, each pin operable to disengage a corresponding one of the clutches. An actuator mechanism for the forward/reverse unit includes a housing, a shaft rotatably mounted in the housing, and a hollow cylindrical sleeve rotatably mounted on the shaft. The shaft and the sleeve are operatively coupled to the lifter pins. The shaft has a pair of cam surfaces formed on an outer periphery thereof. The sleeve has a pair of openings through which the cam surfaces are exposed. A pair of lifters are pivotally supported in the housing. Each lifter has one side engaging a corresponding one of the lifter pins, and has another part engagable with one of the cam surfaces through a corresponding one of the openings. Each cam surface is thus operatively coupled to one of the lifter pins by a lifter.

Abstract: A wheel motor disconnect includes a rotatable plate with sized apertures including locking detents. A depressor pin extends perpendicularly from the plate. The apertures are received over shouldered spacers or guides which are connected to the wheel hub. In the drive position, the plate is located at the outermost ends of the spacers, and the pin is offset from the spring-loaded drive shaft to allow the shaft to drivingly engage a reduction gear arrangement. To disconnect the drive, the operator urges the plate axially inwardly against the bias of the drive shaft so that the apertures slide inwardly along the spacers to move the shaft out of driving relationship with the reduction gear arrangement. The operator then rotates the plate in a first direction so smaller apertures move into the shouldered area and prevent the plate from moving axially outwardly.

Abstract: A drive train includes a gearbox having an input shaft, and a belt-driven pulley for transmitting rotation to the input shaft. The drive pulley is mounted to the main shaft by a bearing so as to be rotatable relative thereto. A clutch disk is mounted for rotation with the input shaft and is slidable relative to the input shaft so as to be movable into and out of contact with the drive pulley. When the clutch disk is in contact with the drive pulley, the input shaft is rotated. An actuator enables an operator to disengage the clutch disk from the drive pulley.

Abstract: A device for mechanically disengaging and re-engaging a driven axle from a hydraulic transmission allows the driven axle to "free wheel" independently. In normal operation, a set of internal splines on an end of a rotor is engaged with splining on an end of a hollow coaxial drive train shaft, the rotor and drive train shaft held in rotational engagement by the biasing force of a spring. A pin, positioned coaxially within the hollow center of the drive train shaft and having one end bearing upon the rotor, can be externally moved to overcome the biasing force and disengage the rotor from the drive train shaft. Once the external force moving the spring is removed, the set of internal splines and splines are re-engaged.

Abstract: A disengageable universal shaft for rolling mill drives having a flange on the roll side that can be coupled centrally with the coupling sleeve attached to the roll shaft and a flange at the gear side that is connected with the drive via a spline shaft that enables the disengaging movement. The spline shaft is penetrated centrally by an extensible part of a piston-cylinder unit and is constructed at the output stub on the gear side. This output stub is enclosed by a longitudinally displaceable coupling bushing that is connected with the flange of the universal shaft on the gear side.

Abstract: A boost pressure control system for a vehicle engine equipped with a supercharger and a torque converter having a lock-up clutch, in which the boost pressure is controlled by adjusting the degree of the opening of an air bypass valve and the ON/OFF position of the supercharger in such manner that the different control characteristics of the boost pressure are selected in accordance with whether the lock-up clutch of the torque converter is turned ON or OFF, i.e., when the lock-up clutch is turned ON, the supercharger is started at a lower engine load, and the degree of the opening of the air bypass valve is set smaller, thereby enabling the lock-up operation of the torque converter under running conditions in which a higher driving torque is required and, thereby widening the operating range of the lock-up operation of the torque converter and improving the fuel economy of the vehicle.

Abstract: A mechanical transmission (10) in particular for toy automobiles includes a substantially cylindrical element (19) rotating axially in kinematic connection with the motion output (22) of the transmission. On the cylindrical element (19) there are fitted in a rotating manner toothed gears (17, 18) each of which is in kinematic connection at a different ratio with the motion input of the transmission. Inside the cylindrical element (19) a cursor (24) is axially sliding between the gears (17, 18) for selective sequential radial engagement between the cylindrical element (19) and the gears (17, 18) so as to realize motion transmission with a different ratio between input and output through selection of engagement between the cylindrical element and a gear.

Abstract: A power downshift control method/system strategy (FIG. 6), based upon sensed torque converter slip (TC slip) is provided for an automated mechanical transmission system (12) including an engine (16), a mechanical transmission (14) and a torque converter (20) drivingly interposed the engine and transmission. At the beginning of a power downshift, the target gear is derived from the TC.sub.-- slip, vehicle deceleration, current gear and operator throttle demand. These four vehicle conditions are parameters of a four dimensional matrix such that increasing values of each parameter promote a greater potential for skip power downshifting.

Abstract: A method of preventing a wheel loader from slipping, aiming at reducing the amount of slip of the loader during excavating operation using it, and preventing the decline in operational efficiency due to the slip. The method of preventing a wheel loader from slipping comprises the steps of detecting the occurrence of slip in accordance with the difference in the number of revolutions between a pair of left and right drive wheels and the change thereof, and controlling the clutch pressure so that the clutch is put in half-clutch condition upon detection of the occurrence of slip.

Abstract: A method and apparatus for disengaging and reengaging a hydraulic motor from the mechanism it is driving. The hydraulic motor includes a shaft that is longitudinally movable relative to the rotor. Longitudinally moving the shaft disconnects the drive mechanism from the rotor. In one embodiment the shaft is disconnected from the drive mechanism and in another embodiment the shaft is disconnected from the rotor.

Abstract: Apparatus for controlling from a remote operator station a drive means of a ground-traveling machine. A handle accessible to an operator seated at the remote operator station is moveable in a substantially T-shaped pattern. Movement of the operator handle in a line of travel defined by the stem section of the T-shaped pattern engages a clutch mechanism which connects the operator handle to a linkage arm for operating a main motion control apparatus of the drive system located at a main operator station of the machine. Upon release of the operator handle, springs bias the return of the operator handle to the home position and disengagement of the clutch mechanism. In the home position, the remote control apparatus does not interfere with operation of the main motion control apparatus from the main operator station. A safety interlock system prevents operation of the drive system of the machine at other than low speeds.

Abstract: One-lever control with clutch and throttle function for marine power plants. The control lever (7) is solidly joined to a rotatable cam element (8) which actuates electrical switch (10, 11), which are connected to an electrical servo motor (S) to control the forward-reverse clutch function. A link arm (13) is pivotally joined to the cam element and a rocking lever (15) connected to a throttle control cable. The pivot joints (a, b) of the link arm and the center of rotation (c) of the cam element are arranged so that they lie on a common straight line (d) when the control lever is in the neutral position.

Abstract: A lumbar support mechanism for inclusion within a seat back includes a fixed frame, a movable frame which is adjustably mounted to the fixed frame, and an outwardly bowed arcuate resilient lumbar support member which is adjustably mounted to the movable frame. A control box is provided for adjusting the lumbar support member in either a horizontal or vertical direction and a pair of cables interconnect the support mechanism with the control box.

Abstract: The invention relates to a central shaft (7) with desmodromic channels, coaxial and internal to a driven shaft (1), slidable in the two directions and exhibiting a plurality of longitudinal grooves (8) inside which, for every second cogged wheel (2) a corresponding plurality of heads (9a) of pivots (9) are housed and blocked, which pivot heads (9a) are destined to exit, with their free end and on a longitudinal sliding action of the said central shaft (7), from corresponding radial seats (10) realized on the said driven shaft (1); to key each single cogged wheel (2) to the said driven shaft (1), locking means (11) are envisaged in rotation, arranged on each second cogged wheel (2) and acting on each pivots (9) which exits.

Abstract: A control system for use in an automatic transmission which is connected to an engine comprises: a fluid coupling for transmitting a torque between an input member and an output member; a lock-up clutch adapted to be selectively engaged with and released from the input member; and a variable capacity type viscous coupling arranged in series between the lock-up clutch and the output member.

Abstract: The system provides an improved clutch control system for use in a continuously variable transmission system. The system provides for generation of a clutch pressure setpoint to re-engage the clutch during special conditions in which the torque created by the vehicle inertia would tend to drive the engine to an undesirable operating point. Clutch slip speed is monitored as a difference value and integrated to provide a gradually decreasing error signal to return the clutch input speed to the clutch output speed, at which time clutch lockup will occur. Additionally, throttle position is monitored and a maximum torque schedule used to provide a maximum torque signal to prevent driver demand from undesirably racing the engine in similar conditions. A filtered output of the maximum torque schedule provides a pressure setpoint signal representative of actual driver demand which may be added to the clutch slip speed error signal to generate the clutch pressure setpoint.

Abstract: A single lever control for operating a throttle and a clutch, the control including a housing, a shaft pivotably supported by the housing, a shift mechanism operably connected to the shaft and adapted to be operably connected to the clutch, a throttle mechanism operably connected to the shaft and adapted to be operably connected to the throttle, and a hand-operable warm-up mechanism movable transversely of the shaft for permitting operation of the throttle mechanism without operation of the shift mechanism.

Abstract: A microprocessor engine control for an internal combustion engine powered truck is provided with a clutch priority engine speed control by the inclusion of a clutch pedal switch for sensing incipient clutch engagement at vehicle launch. The microprocessor executes an algorithm that takes control of engine speed away from the driver until the launch is successfully completed. The algorithm causes the engine to operate at a speed that has been predetermined to minimize wear and tear on the powertrain. The algorithm includes a false start feature that resets the alogrithm in the event of an aborted launch.

Abstract: A drive arrangement for a motor vehicle has an internal combustion engine, a transmission on the output side of the engine and at least one drive axle, and an arrangement for shutting off and restarting the engine depending upon the driving condition. The transmission is a continuously variable automatic transmission and a disconnect coupling is arranged on the output side of the transmission to prevent transmission losses when the engine is turned off. An electromechanical converter capable of operation as a motor or a generator may be provided in place of a flywheel.

Abstract: A lock-up control for smooth start-up of a motor vehicle is disclosed. A target engine revolution speed is set as a function of a load on an engine of the vehicle, and an operating signal on which an electric actuator for a lock-up control operates is modified in such a direction as to bring an actual engine revolution speed into agreement with the target engine revolution speed until the lock-up clutch is completely engaged.

Abstract: An adaptive control of a lock-up clutch is disclosed. An initial value of an operating signal on which an electric actuator for the lock-up clutch operates is modified based on a deviation of a lag or delay from a target timer interval such that the initial value is increased when the lag is longer than the target time interval, while it is decreased when the lag is shorter than the target time interval.

Abstract: A current control device for an automotive electromagnetic clutch includes a first and a second transistor 8 and 13 and a current detector resistor 14, which are coupled in series with the electromagnetic clutch 4. A PWM modulator 7 controls the ON/OFF of the first transistor to control the amount of excitation current flowing through the electromagnetic clutch. The second transistor turns off the excitation current in response to the disconnection signal SO for the electromagnetic clutch. The current detector 6 detects the current flowing through the resistor 14, and the amount of current through the electromagnetic clutch is controlled to a target valve via the calculation means 2, the deviation amplifier 5, and the PWM modulator 7. The error in current detection due to the current flowing through the reverse excitation resistor 12 is eliminated by the insertion of a transistor 17 controlled in response to the clutch disconnection signal SO by a transistor 19 (FIG. 2).

Abstract: A slip control system for a lock-up clutch of an automatic trnasmission includes a torque converter having an input member, connected to an engine output shaft so that engine output torque is transmitted, and an output member, driven by virtue of a rotation of the input member through a hydraulic fliud. A slip control device controls an engaging force of the lock-up clutch to carry out a slip control so that an amount of slippage in the lock-up clutch is controlled to a target value, corresponding to a target speed difference between the input and output members. An acceleration detecting device detects an accelerating condition of a vehicle, and an engine load detecting device detects an engine load. A slip control changing device suppresses a responsiveness in controlling the slippage in accordance with change in the engine load at the end of the accelerating condition of the vehicle.