Abstract: A brake control apparatus for automotive vehicles is provided which has two separate hydraulic brake lines leading to wheel cylinders and performs a brake assisting operation to hold the wheel cylinder pressure higher than the master cylinder pressure in each of the hydraulic brake lines when a brake pedal is depressed by a vehicle operator. The brake control apparatus also includes a fluid pressure difference regulator which regulates a pressure difference between the two hydraulic brake lines so as to fall within a given allowable pressure range, thereby minimizing adverse effects on the brake assisting operation which are caused by electric and/or mechanical performance difference between the two hydraulic brake lines.

Abstract: A pressure control valve for use in an automobile braking system includes a spool slidably movable for providing selective fluid communication between a pressure fluid source, a wheel cylinder, and a reservoir. The spool has, or is associated with, a pressure-bearing member responsive to a fluid pressure from the wheel cylinder, for applying a first biasing force to the slidable member to urge the slidable member to a position in which the wheel cylinder and the reservoir communicates with each other. An electromagnetic coil responds to an electric signal for generating an electromagnetic force to urge the slidable member to the above position. The slidable member is normally biased by a spring under a second biasing force, greater than the first biasing force, to urge the slidable member to a position in which the pressure fluid source and the wheel cylinder communicate with each other.

Abstract: An anti-locking control system for use in a motor vehicle having four wheels, comprising a hydraulic pressure supply system for applying a braking pressure from a master cylinder to two pairs of wheel-braking cylinders for braking the pair of wheels and a pump provided in common for the two pairs of cylinders in the hydraulic pressure supply system to decrease both the braking hydraulic pressures in each pair of wheel-braking cylinders. The hydraulic pressure supply system includes a pair of control valves each of which is arranged to have a first position at which the master cylinder is communicated with each of the pair of wheel-braking cylinders and a suction side of the pump is disconnected to the wheel-braking cylinder and a second position for disconnection to the wheel-braking cylinder and communication with the cylinder.

Abstract: An anti-skid braking control system for use on a motor vehicle having first and second wheels includes first and second wheel cylinders for braking the first and second wheels, respectively, with a braking medium pressure transmitted from a master cylinder, first and second solenoid-operated valves disposed in pipes interconnecting the master cylinder and the first and second wheel cylinders, respectively, for selectively providing communication between the master cylinder and the first and second wheel cylinders through the pipes, and first and second pumps connected to the pipes, respectively, for delivering a braking medium from portions of the pipes downstream of the valves to portions of the pipes upstream of the valves.

Abstract: An accumulator has a piston axially slidably disposed in a cylinder mounted in a casing, the cylinder and the piston jointly defining a reservoir communicating with an inlet/outlet port in the casing. A piston rod axially movably disposed in the casing has an end slidably fitted in the cylindrical hole of the piston. The piston rod is normally urged by a spring to force the piston into the reservoir. The accumulator also includes a switch mechanism for detecting the position of the piston in the cylinder. The switch mechanism may comprise a reed switch, a light-sensitive switch, a pressure-sensitive switch, or a pushbutton switch.

Abstract: In an automotive infinite transmission, a rotation of an input pulley is transmitted to an output pulley through a belt in such a manner that a transmission ratio is continuously variable. Each of the input and output pulleys has a fixed pulley member fixedly mounted on a rotary shaft and a movable pulley member mounted on the rotary shaft for axial movement toward and away from the fixed pulley member. A tapered pulley surface of the fixed pulley member cooperates with a tapered pulley surface of the movable pulley member to define therebetween an annular groove having a generally V-shaped cross-section. A plurality of drive blocks are arranged between the pulley surfaces of the respective fixed and movable pulley members and circumferentially along the annular groove with the drive blocks being in sliding contact with the pulley surfaces. Provision is made between the drive blocks and the pulley surfaces in sliding contact therewith for reducing frictional forces.

Abstract: A power transmission device for vehicles comprises: a housing rotatably supporting a crank shaft of an engine of the vehicle; a first shaft rotatably supported inside the housing to be coaxial with the crank shaft; a clutch unit having a drive member arranged inside the housing and coupled to the crank shaft, and a driven member fixed to the first shaft; a second shaft rotatably supported inside the housing to be parallel to the first shaft. The device has also infinite variable transmission including a drive pulley consisting of a fixed sheave and an axially movable sheave mounted on the first shaft, a driven pulley consisting of a fixed pulley and an axially movable sheave mounted on the second shaft, and a V belt which is placed the driving and driven pulleys through V grooves defined by the fixed and axially movable sheaves of the driving and driven pulleys.

Abstract: An electric control system for an automobile transmission includes an endless transmission member running on a pair of V-shaped pulley units, the mutual distances of the conical sheaves of which are hydraulically adjustable to transmit an output torque of an engine to a driven apparatus. The electric control system is arranged to determine an optimum fluid pressure in relation to the actual output torque of the engine and to determine an optimum transmission ratio for low fuel consumption in relation to the actual output power of the engine. The control system produces a first electric control signal indicative of the difference between the optimum fluid pressure and the actual fluid pressure in one of actuators for the respective pulley units and produces a second electric control signal indicative of the difference between the optimum and actual transmission ratios.