Abstract: An assembly of subassemblies having a mating bond interface for a motor vehicle is provided. The assembly includes a first subassembly of molded composite material and a second subassembly of molded composite material. An adjustable mating interface couples the subassemblies together. The interface includes a groove and a flange disposed on the first subassembly and bonded within the groove. The groove is sized and shaped relative to the size and shape of the flange to allow a bonding position of the flange within the groove to be adjusted during assembly of the subassemblies so that the mating interface is adjustable.

Abstract: A vehicle part having a layered, decorative finish is provided. The part includes a substrate of woven fiber prepreg sheet, a first layer of woven fiber prepreg sheet overlying the substrate and a decorative layer of unidirectional fiber prepreg sheet overlying the substrate. A front surface of the decorative layer includes a logo, design or emblem which is exposed at the front of the part.

Abstract: An assembly of subassemblies having a mating bond interface for a motor vehicle is provided. The assembly includes a first subassembly of molded composite material and a second subassembly of molded composite material. An adjustable mating interface couples the subassemblies together. The interface includes a groove and a flange disposed on the first subassembly and bonded within the groove. The groove is sized and shaped relative to the size and shape of the flange to allow a bonding position of the flange within the groove to be adjusted during assembly of the subassemblies so that the mating interface is adjustable.

Abstract: An assembly of subassemblies having a mating bond interface for a motor vehicle is provided. The assembly includes a first subassembly of molded composite material and a second subassembly of molded composite material. An adjustable mating interface couples the subassemblies together. The interface includes a groove and a flange disposed on the first subassembly and bonded within the groove. The groove is sized and shaped relative to the size and shape of the flange to allow a bonding position of the flange within the groove to be adjusted during assembly of the subassemblies so that the mating interface is adjustable.

Abstract: An assembly for a motor vehicle is provided. The assembly includes a plastic molded part having an exterior surface and a low load region adapted to accommodate a low load. The low load region is formed using thin wall injection molding (TWIM) technology. The assembly also includes at least one load bearing spacer adapted to accommodate a high load that is greater than the low load. The spacer is configured to extend along a load path to accommodate and forward a load on a top portion of the part to a bottom portion of the part.

Abstract: An assembly of subassemblies having a mating bond interface for a motor vehicle is provided. The assembly includes a first subassembly of molded composite material and a second subassembly of molded composite material. An adjustable mating interface couples the subassemblies together. The interface includes a groove and a flange disposed on the first subassembly and bonded within the groove. The groove is sized and shaped relative to the size and shape of the flange to allow a bonding position of the flange within the groove to be adjusted during assembly of the subassemblies so that the mating interface is adjustable.

Abstract: An assembly of mating subassemblies having dimensional control features for a motor vehicle is provided. The assembly includes a composite molded first subassembly having a first set of molded-in dimensional control features. The assembly also includes an injection molded second subassembly having a second set of molded-in dimensional control features. The first and second sets of dimensional control features are integrally formed on their respective subassemblies to permit contact between the first and second sets of control features when the subassemblies are assembled together.

Abstract: An assembly of mating subassemblies having dimensional control features for a motor vehicle is provided. The assembly includes a composite molded first subassembly having a first set of molded-in dimensional control features. The assembly also includes an injection molded second subassembly having a second set of molded-in dimensional control features. The first and second sets of dimensional control features are integrally formed on their respective subassemblies to permit contact between the first and second sets of control features when the subassemblies are assembled together.

Abstract: An assembly for a motor vehicle is provided. The assembly includes a plastic molded part having an exterior surface and a low load region adapted to accommodate a low load. The low load region is formed using thin wall injection molding (TWIM) technology. The assembly also includes at least one load bearing spacer adapted to accommodate a high load that is greater than the low load. The spacer is configured to extend along a load path to accommodate and forward a load on a top portion of the part to a bottom portion of the part.

Abstract: An assembly having a molded-in retainer cage for fastening the assembly on a motor vehicle is provided. The assembly includes a composite molded component including a first set of plies of fiber reinforced composite material. The component has a molded-in retainer cage which includes a second set of plies of fiber reinforced composite material. The cage has a hole extending completely therethrough to communicate an interior of the cage with an exterior of the cage. The assembly also includes a fastener molded in the interior of the cage. The cage is molded around and retains the fastener. The hole in the cage allows the fastener to be joined with another fastener to join the assembly to a supporting component.

Abstract: A control system and method is provided for controlling engagement of a vehicle master clutch (16) in response to a throttle operating parameter. The method includes the steps of determining a throttle operating parameter value and setting an operating mode of the clutch based on the throttle operating parameter value. The method may include the steps of comparing the throttle operating parameter value to a threshold value and setting the operating mode of the clutch based on the comparison step. The control system includes a microprocessor for receiving signals corresponding to a throttle operating parameter value. The microprocessor sets an operating mode of the clutch based on the throttle operating parameter value or, optionally, the comparison of the throttle operating parameter value to a threshold value.

Abstract: The invention relates to a method for calculating a modification to the predetermined amount of torque needed to provide an urge to move sensation for a vehicle, the modification to take account of the weight at which and gradient on which the vehicle is operating and then commanding the engine to generate said modified torque and to transmit the modified urge torque to a clutch device to provide the urge to move according to the current operating conditions.

Abstract: An automated clutch system for transferring torque from an engine to a change gear transmission is connected to a processing unit which uses various input parameters to calculate the grade on which the vehicle is operating and its current weight to determine an appropriate start gear to minimise clutch slip when the vehicle is launched from rest.

Abstract: When a vehicle is operating in launch or manoeuvring modes, the vehicle can be controlled by operation of the brake alone; the engagement of the friction clutch is in inverse proportion to the amount of braking effort demanded by the operator.

Abstract: The invention relates to a method for calculating a modification to the predetermined amount of torque needed to provide an urge to move sensation for a vehicle, the modification to take account of the weight at which and gradient on which the vehicle is operating and then commanding the engine to generate said modified torque and to transmit the modified urge torque to a clutch device to provide the urge to move according to the current operating conditions.

Abstract: An automated clutch system for transferring torque from an engine to a change gear transmission is connected to a processing unit which uses various input parameters to calculate the grade on which the vehicle is operating and its current weight to determine an appropriate start gear to minimise clutch slip when the vehicle is launched from rest.

Abstract: A system for controlling an automated mechanical change-gear transmission system including a processing unit for processing inputs according to predetermined logic rules to determine currently engaged and allowably engaged gear ratios and throttle positions, for changing between automatic and semi-automatic transmission modes, for issuing command output signals to non-manually controlled operators, and for temporarily selectively overriding a pre-selected transmission mode if either cruise control or power take off are activated.

Abstract: A vehicular automated mechanical transmission system (10) is provided, having a semi-automatic mode of operation wherein shifts manually selected by a selector (1) are automatically implemented and a fully automatic mode of operation, manually selected by a mode selector (48), when shifts are automatically selected and implemented. When in the fully automatic mode of operation, manual manipulation of the selector lever will cause an automatic change to the semi-automatic mode of operation.

Abstract: A control system and method for a semi-automatic mechanical transmission system (10) is provided for allowing operator request for direct shifts into a preselected default start ratio (GR.sub.DS) or into a dynamic best gear ratio (GR.sub.DB) under certain predefined conditions. The dynamic best gear ratio, under at least certain vehicle operating conditions, is the higher of a test best gear ratio (GR.sub.TB =ES.sub.TARGET /OS), determined as a function of vehicle speed (OS) and a target engine speed (ES.sub.TARGET), or the default start ratio.

Abstract: A control method/system for controlling engagement of reverse ratios in automated vehicular transmission systems (10) having a controller (38) issuing command output signals to non-manually controlled actuators (30, 34) is provided. The controller includes logic rules for (i) sensing predetermined reverse ratio enabling conditions, including remaining in neutral for at least a predetermined period of time (N.sub.T >REF.sub.2) prior to selecting reverse, and (ii) issuing commands to cause a reverse ratio to be engaged only upon sensing such conditions, to minimize accidental engagement of reverse ratios without requiring mechanical interlocks.