Abstract: This invention is directed to novel integrin binding peptides. These peptides bind to .alpha..sub.v - of .alpha..sub.5 -containing integrins and can exhibit high binding affinity. They contain one of the following sequence motifs: RX.sub.1 ETX.sub.2 WX.sub.3 [SEQ ID NO: 1] (especially RRETAWA [SEQ ID NO: 8]); RGDGX [SEQ ID NO: 2], in which X is an amino acid with a hydrophobic, aromatic side chain; the double cyclic CX.sub.1 CRGDCX.sub.2 C [SEQ ID NO: 15]; and RLD. The peptides generally exhibit their highest binding affinity when they assume a conformationally stabilized configuration. This invention also provides methods of using these peptides.

Abstract: The present invention provides peptides having specificity for fibronectin-binding and vitronectin-binding integrins, and in particular for .alpha..sub.5 .beta..sub.1 integrin. These peptides are characterized by having the ability to interfere with extracellular matrix protein binding to integrins; to block attachment of cells expressing these integrins to extracellular matrix proteins; and to promote cell attachment when coated onto a surface.

Abstract: The present invention provides peptides having specificity for fibronectin-binding and vitronectin-binding integrins, and in particular for .alpha..sub.5 .beta..sub.1 integrin. These peptides are characterized by having the ability to interfere with fibronectin binding to .alpha..sub.5 .beta..sub.1 integrin, to block attachment of cells expressing integrins to extracellular matrix proteins and to promote cell attachment when immobilized onto a surface.

Abstract: A friction brake band actuating system for automatic transmissions operative for obtaining smooth self-synchronized freewheeler type shifts without the use of one-way roller or sprag clutches. The band functions normally like a conventional brake band providing engine braking while the vehicle is coasting. For both upshifting and downshifting, the actuating system is staged in a one-way mode at the beginning of the shift event. In the one-way mode the self-synchronizing brake band utilizes the band reaction force to regulate a common pressure, which is acting on the apply piston and also on a reaction piston provided for counteracting the force at the band anchor end. The resulting torque capacity of the band varies in direct relationship with the torque the band is transmitting.

Abstract: The present invention provides peptides having specificity for fibronectin-binding and vitronectin-binding integrins, and in particular for .alpha..sub.5 .beta..sub.1 integrin. These peptides are characterized by having the ability to interfere with extracellular matrix protein binding to integrins; to block attachment of cells expressing these integrins to extracellular matrix proteins; and to promote cell attachment when coated onto a surface.

Abstract: Multi-mode friction clutch having a plurality of interleaved clutch plates operable for establishing gear ratios in planetary and countershaft type automatic transmissions and operative to provide smooth and self-synchronized shifting without the use of one-way roller or sprag clutches. Gear thrust forces from associated helical gearing and opposing hydraulic pressure forces are used to regulate the hydraulic pressure of a piston chamber by shifting an annular control sleeve which controls fluid exhaust from the chamber to maintain a direct relationship between the torque capacity of the clutch and the variable torque it actually carries. Consequently, the clutch is automatically released when the transmitted torque diminishes to zero or reverses. The clutch is applied in a normal lock mode for predetermined gear ratios, set in one-way mode for shifting and totally released when the shift is completed.

Abstract: A torque transmission system for effecting a driving connection between laterally spaced driving and driven shafts. A first wheel is mounted on the driving shaft, and a second wheel is mounted on the driven shaft. Each of the wheels have substantially identical pitch diameters. An endless, flexible torque transmitter operatively connects the first and second wheels. A traveling insert band circumscribes and operatively engages one of the wheels at a time, and when the traveling insert band engages one of the wheels, the insert band is located radially inwardly of the endless flexible torque transmitter. The traveling insert band has leading and trailing ends located in substantially circumferentially opposed juxtaposition when the traveling insert band operatively engages one of the wheels.

Abstract: A traveling chain transmission system for effecting a driving connection between laterally spaced driving and driven shaft. A first wheel is mounted on the driving shaft, and a second wheel is mounted on the driven shaft. Each of the wheel have substantially identical pitch diameters. An endless, flexible torque transmitting operatively connects the first and second wheel. A traveling insert band circumscribes and operatively engages one of the wheel at a time, and when the traveling insert band engages one of the wheel, the insert band is located radially inwardly of the endless flexible torque transmitting. The traveling insert band has leading and trailing ends located in substantially circumferentially opposed juxtaposition when the traveling insert band operatively engages one of the wheel. Derailing and locking members are also provided selectively to derail the leading end of the traveling insert band from that wheel operatively engaged thereby.

Abstract: A traveling chain transmission system for effecting a driving connection between laterally spaced driving and driven shaft. A first wheel is mounted on the driving shaft, and a second wheel is mounted on the driven shaft. Each of the wheel have substantially identical pitch diameters. An endless, flexible torque transmitting operatively connects the first and second wheel. A traveling insert band circumscribes and operatively engages one of the wheel at a time, and when the traveling insert band engages one of the wheel, the insert band is located radially inwardly of the endless flexible torque transmitting. The traveling insert band has leading and trailing ends located in substantially circumferentially opposed juxtaposition when the traveling insert band operatively engages one of the wheel. Derailing and locking members are also provided selectively to derail the leading end of the traveling insert band from that wheel operatively engaged thereby.

Abstract: This bi-directional clutch combines the functions of two separate opposite acting clutching systems, each consisting of a one-way roller or sprag clutch and an in-series coupled multi-plate friction unit. The clutch is operative regardless of direction of torque to provide fully synchronized upshifts and downshifts of gear ratios in automatic transmissions. This clutch incorporates a torque responsive reaction plate which regulates the apply pressure in accordance to the torque carried by the clutch. Consequently, when the torque acting in selected direction descends to zero at the start of torque reversal, the clutch is automatically released. Direction of one-way action is selected by switching clutch feed and exhaust oils by controls.

Abstract: A two-stage final drive selectively provides two gear ratios between a transmission output member and the final drive or differential in a vehicle driveline. The two-stage final drive utilizes a planetary gear arrangement having a plurality of stepped pinion gears meshing with an input sun gear and two selectively brakeable ring gears. The planet carrier is connected with the input to a differential gear arrangement. The stepped pinion planetary gear arrangement provides two underdrive ratios and has operatively connected to one of the reacting ring gears, a dual mode roller clutch which is selectively controlled to provide a path to ground in two directions when the transmission is conditioned for Park, Reverse or Neutral, and a path to ground in one direction during the operation of the transmission in the forward direction. The dual mode device will permit forward rotation of the low speed ring gear when the high speed ring gear is selected as the reaction member.

Abstract: An automatic change speed transmission with a multi-mode friction device which is torque sensitive to operatively hold transmission gearing for reaction in a drive direction and automatically self releases in the manner of a one way or free-wheeler clutch on torque reversals to provide inherent smooth shifting between the ratios. This clutch can also be fully locked to provide engine braking in coast operation. In the released mode, the multi-mode clutch is fully released in both drive and coast direction. With this multi-mode clutch the transmission length can be foreshortened significantly and existing transmissions can be readily and economically converted from conventional friction element shifts to free-wheeler type shifts. This multi-mode clutch can also be used to selectively couple and release two rotatable members.

Abstract: A vehicle wash system is disclosed which consists of an arch through which a vehicle can be moved. A plurality of spinning nozzle assemblies are attached to the arch each having a number of nozzle outlets for directing the water to the vehicle surface to remove dirt, salt, etc. in which only water impacts the vehicle. The nozzles are oriented so as to create a rotational moment to spin the nozzles relative to the nozzle assembly. An oil pump is contained within the assembly to provide a resistance to rotation to regulate the speed of nozzle rotation. Each water nozzle includes an air nozzle to form a sheath of air around each water jet to maintain the integrity of the water jet to maximize the water jet impact force with the vehicle surface.

Abstract: A power transmission combines a continuously variable belt drive in series relation with a multi-ratio gear arrangement between the transmission input and output shafts. The gear arrangement can be selectively changed between low and high ratios. In each gear ratio, the belt drive ratio is controlled from an underdrive ratio to an overdrive ratio to thereby provide two continuously variable drive ranges to effect an increase in output speed. A selectively operable transition clutch, controlling a chain drive disposed in parallel with the belt and gear drives, is provided to maintain power transmission between the input and output shafts during a ratio change in the gear arrangement while the belt drive ratio is changed from overdrive to underdrive.

Abstract: A pressure compensating mechanism for a dual control piston variable drive pulley has a central chamber disposed between the control pistons. The central chamber is filled with fluid from one of the control passages and is open to exhaust through a controlled restriction. The fluid in the central chamber increases in pressure with increased rotational speed of the pulley to compensate for the centrifugal pressure buildup on one of the control pistons. The controlled restriction establishes the base pressure in the central chamber so that the resultant pressure in the central chamber compensates for centrifugal forces in excess of the centrifugal effect on one of the control pistons thereby compensating, at least partially, for the centrifugal pressure effect on the other of the control piston.

Abstract: A continuously variable transmission with wide ratio coverage has a variable ratio belt drive in series with a fixed ratio drive which is selectively connectible between the input and output shafts. A pair of selectively engageable clutches cooperate with the belt drive to provide two continuously variable speed ratio ranges. A transition clutch maintains power flow between the input and output shafts during shifting from one range to the other. The belt drive is controlled between the maximum and minimum drive ratios in each speed range. The belt ratio is held constant while the transition clutch is engaged.

Abstract: A dual input clutch transmission has four forward speed ratios. The first and second ratios are duplicated so that a third ratio to first ratio and a fourth ratio to second ratio downshift pattern can be utilized.

Abstract: The control valving for a dual pump hydraulic system has two regulator valves which control the distribution of pressurized fluid, on a priority basis, to a high pressure system, a low pressure system and a lube system. One regulator valve controls flow from both pumps to the high and low pressure systems. The other regulator valve controls flow from one pump to the lube system and bypasses excess flow from the other pump to the system reservoir. The first regulator valve satisfies the high pressure system requirements before any fluid is directed to the low pressure system. The other regulator valve receives fluid downstream of the first regulator valve and satisfies the low pressure system before any fluid is directed to the lube system or to the fluid return passage to the reservoir.

Abstract: A friction clutch has an apply piston slidably disposed in a clutch housing and cooperating therewith to form an apply chamber and a feed chamber. The effective area of the apply chamber is greater than the effective area of the feed chamber. Pressurized fluid for clutch engagement is distributed directly to the feed chamber and from there through a restricted passage to the apply chamber. Fluid pressure in the feed chamber is established by a variable regulator valve and operates on the effective area of the piston to urge disengagement of the clutch. Fluid pressure in the apply chamber is established by a pair of centrifugal exhaust control valves having individual speed-pressure relationships. The fluid pressure in the apply chamber acts on the effective area thereof and urges engagement of the clutch. The pressure level in the feed chamber controls the minimum speed of engagement which can be varied by varying the feed pressure.

Abstract: A planetary transmission has a fluid applied brake for a low speed ratio and a fluid release spring applied clutch for a high speed ratio. The clutch apply springs respond to a centrifugally actuated member such that below a predetermined output speed, the springs are not compressed sufficiently to cause engagement of the clutch. The clutch is maintained disengaged by the fluid pressure which engages the brake regardless of output speed. The interchange of the brake and clutch are selectively controlled by controlling the fluid pressure source.