With Member Or Mechanism For Controlling Gearing Or Clutch, And Means For Minimizing Transfer Of Movement, Caused By Operation Of Motor, To Member Or Mechanism Patents (Class 180/293)
-
Patent number: 12090842Abstract: An electric vehicle includes: an electric motor; a wheel that is driven by the electric motor; a power transmission mechanism that defines at least a part of a power transmission path between the electric motor and the wheel and that transmits rotational power of the electric motor to the wheel; a wheel brake that is provided on the wheel; an electromagnetic brake that stops rotation of the electric motor; and a controller that maintains a control value of a rotation speed of the electric motor at 0 and activates the electromagnetic brake when a vehicle speed becomes lower than or equal to a predetermined value close to 0.Type: GrantFiled: May 12, 2022Date of Patent: September 17, 2024Assignee: KUBOTA CORPORATIONInventors: Kazuto Okazaki, Shinichi Kawabata, Hiroshi Shimada
-
Patent number: 11680519Abstract: An air intake apparatus for a combustion engine includes an air intake tube for receiving an unmodified ambient air stream from outside the engine. The apparatus includes a first stream modifier chamber for receiving the unmodified ambient air stream that includes a plurality of spark plugs operative to generate nitric oxide when electrically energized such that the unmodified ambient air stream is modified into a first modified air stream rich in nitric oxide. The apparatus includes a second stream modifier chamber positioned downstream from the first and including a GMX400 magnet in magnetic communication with the air intake tube that causes additional oxygen atoms from the first modified air stream to combine with the first modified air stream. The enhanced air stream travels downstream and is combined with fuel and combusted, an exhaust stream thereof having at least 20% less carbon dioxide than a traditional exhaust stream.Type: GrantFiled: March 7, 2022Date of Patent: June 20, 2023Inventor: Thomas Martens
-
Patent number: 11292328Abstract: A synchronized transmission (1) used in a motorcycle, wherein a crankshaft actuated by the engine and a driven shaft, connected to a rear wheel, are substantially parallel and kinematically connected therebetween, comprising a first axial actuation synchronizer (16) placed at the front of the crankshaft (2) and a second axial actuation synchronizer (17) arranged at the front of a driven shaft kinematically connected to a rear wheel, each synchronizer (16, 17) comprising a respective rotating cam actuator (26, 29) having a cam (29) apt to be rotated by a respective cam spindle (30) by determining a translation thereof which interferes with an actuation end of the respective synchronizer (16, 17).Type: GrantFiled: November 30, 2017Date of Patent: April 5, 2022Assignee: PIAGGIO & C. S.p.A.Inventors: Luca Nuti, Walter Mariotti
-
Patent number: 9327612Abstract: An emergency power supply system for a fuel cell-powered vehicle is provided. In particular, the system includes a low voltage DC-DC converter (LDC) designed to convert an output voltage from either a fuel cell stack, or a bi-directional high voltage DC-DC converter into a low voltage and supply the low voltage to a low voltage battery, a DC-DC converter designed to convert an output voltage from either the fuel cell stack or the bi-directional high voltage DC-DC converter into a low voltage, and a fuel cell controller designed to determine whether to supply an output voltage from the DC-DC converter to an output voltage supply line of the low voltage battery.Type: GrantFiled: September 3, 2014Date of Patent: May 3, 2016Assignee: Hyundai Motor CompanyInventor: Sung Ho Yang
-
Patent number: 8996223Abstract: The invention relates to an engine operation start control device of a hybrid vehicle comprising a power output device having an internal combustion engine and an electric motor. In this hybrid vehicle, an intermittent control for intermittently operating the engine can be performed and when the operation of the engine is started during the intermittent control being performed, a cranking of the engine is performed until the engine speed reaches a target engine speed. According to the invention, in case that the operation of the engine is started when the speed of the hybrid vehicle is higher than or equal to a predetermined speed and a power required for the power output device is larger than or equal to a predetermined power, the engine speed, which increases as the speed of the hybrid vehicle increases, is set as the target engine speed.Type: GrantFiled: January 19, 2012Date of Patent: March 31, 2015Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hideki Kamatani, Kenta Watanabe
-
Patent number: 8909441Abstract: A driving power source rotational speed control device is provided in a vehicle outputs power of a rotary driving power source via a continuously variable transmission as motive power, that changes the rotational speed of the rotary driving power source in association with changes in the vehicle speed when acceleration is requested. The control device includes: acceleration/deceleration state determination means determines whether the vehicle is accelerating or decelerating when acceleration is requested; and rotary driving power source rotational speed change setting means sets the change gradient of the rotary driving power source rotational speed to establish the association of the rotary driving power source rotational speed with changes in the vehicle speed when acceleration is requested.Type: GrantFiled: November 12, 2008Date of Patent: December 9, 2014Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hiroya Fujiwara, Akira Hino
-
Patent number: 8905168Abstract: A utility vehicle comprises a driver seat; a passenger seat positioned such that the passenger seat and the driver seat are arranged side by side in a rightward and leftward direction; a console box provided between the driver seat and the passenger seat; a shift lever operated by a driver to perform a shifting operation; and a grab member provided in the vicinity of the passenger seat and secured to the vehicle body frame; wherein the shift lever is provided between the driver seat and the passenger seat and is positioned closer to the driver seat than a center of the console box in the rightward and leftward direction; and the grab member is provided between the driver seat and the passenger seat and is positioned closer to the passenger seat than the center of the console box in the rightward and leftward direction.Type: GrantFiled: October 6, 2011Date of Patent: December 9, 2014Assignee: Kawasaki Jukogyo Kabushiki KaishaInventors: Hidetoshi Kaku, Chad Enger, Brian Butler, Yoshinori Tsumiyama, Jun Takagi
-
Patent number: 8720635Abstract: A vehicle includes an engine having a crankshaft, a charging generator disposed on the crankshaft, a power-supplying generator driven by the engine and including a rotating shaft misaligned from the crankshaft, and a vehicle power generating apparatus. The power generating apparatus includes a clutch unit and a driving unit. The clutch unit includes a clutch disposed on the crankshaft, a driving gear disposed on the clutch, and a switching mechanism operable for driving the clutch. The motion transmitting unit includes a driven gear meshing with the driving gear, and an input shaft driven by the driven gear and connected to and co-rotatable with the rotating shaft of the power-supplying generator.Type: GrantFiled: July 13, 2011Date of Patent: May 13, 2014Assignee: Kwang Yang Motor Co., Ltd.Inventors: Chi-Han Chang, Chao-Chang Ho, Chine-Hong Lai
-
Patent number: 8714295Abstract: A motor vehicle has an internal combustion engine mounted in a central tunnel of the vehicle floor pan. The internal combustion engine comprises an engine block assembly having a lower end closed by an oil pan and an upper end extending at an angle ? from a rear of the engine block assembly to a front thereof. An engine block closes the upper end and defines a crankcase that is configured to house a crankshaft for rotation therein. A cylinder housing assembly is reclined from vertical, towards the rear of the engine block, about an axis of the crankshaft by an angle ?. At least a portion of the cylinder housing assembly and the crankcase are disposed in the central tunnel of the vehicle floor pan.Type: GrantFiled: January 13, 2011Date of Patent: May 6, 2014Assignee: GM Global Technology Operations LLCInventors: Alan W. Hayman, James J. Mazzola, III, William A. Bear
-
Patent number: 8651217Abstract: A structure of an engine mount is provided for a vehicle in which an engine is disposed in the front of the vehicle, a front wheel is driven, and the engine is integrally coupled with a transmission to be seated horizontally on a vehicle body in a transverse mounting direction. The structure may include a driveshaft coupled to receive the driving force of the engine through the transmission and penetrate a center bearing through a bearing bracket fixed to the engine, a subframe as a plate shape coupled to the vehicle body in a rear lower part of the engine and coupled to a lower part of the transmission through a main roll rod mounted on the front, and a sub-roll rod having one end connected to the subframe and the other end connected to the bearing bracket.Type: GrantFiled: July 27, 2011Date of Patent: February 18, 2014Assignees: Hyundai Motor Company, Kia Motors CorporationInventors: Yong-Jin Kim, Seung-Won Kim, Kong-Sup Jung, Hyo-Seok Kim
-
Patent number: 8091677Abstract: A powertrain for propelling a hybrid vehicle includes a front drivetrain, for driving a pair of front wheels, and a rear drivetrain, for driving a first and a second rear wheel, to propel the hybrid vehicle. First and second rear drive motors are operatively connected to the rear wheels to propel the hybrid vehicle. Energy is transmitted from an energy storage device to power and operate each of the first and second rear drive motors. Likewise, during regenerative braking, energy is transmitted from each of the rear drive motors to recharge the energy storage device. The first rear drive motor is operated independent of the second rear drive motor to transmit torque to vector torque between each of the rear wheels and control dynamics of the hybrid vehicle.Type: GrantFiled: March 27, 2008Date of Patent: January 10, 2012Assignee: GM Global Technology Operations LLCInventor: Balarama V. Murty
-
Patent number: 8056669Abstract: In a motorcycle-use power unit in which a clutch device arranged in a power transmission path between a crankshaft and a drive wheel is housed in a clutch chamber which is defined between a crankcase and a clutch cover joined to a side surface of the crankcase, the maintenance of the clutch control device can be easily performed while preventing a lowering of oil-pressure transmission efficiency between the clutch device and the clutch control device and preventing an increase in the weight of the motorcycle. A clutch control device performs a changeover of engagement and disengagement of a clutch device by controlling the oil pressure applied to the clutch device. Oil passages for connecting the clutch control device and the clutch device with each other are mounted on a clutch cover.Type: GrantFiled: September 26, 2008Date of Patent: November 15, 2011Assignee: Honda Motor Co., Ltd.Inventors: Atsushi Ogasawara, Yasushi Fujimoto
-
Patent number: 8041492Abstract: Controlling a drive system for a power machine having an engine is discussed. The method includes receiving a control signal and calculating a base output value based on the control signal. The base output value is compensated for a load applied to the engine. A signal indicative of the compensated output value is provided to a drive component.Type: GrantFiled: October 31, 2006Date of Patent: October 18, 2011Assignee: Clark Equipment CompanyInventor: Christopher L. Young
-
Patent number: 7912613Abstract: A riding type vehicle includes an automatic transmission capable of executing a shift change by a clutch actuator and a shift actuator. A clutch is controlled by the clutch actuator and is a multiplate clutch. The multiplate clutch is provided with bias member configured to enlarge a partial clutch engagement region of the clutch. The multiplate clutch is configured such that during shift change, both of the clutch actuator and the shift actuator are controlled to operate in overlapping manner.Type: GrantFiled: June 30, 2005Date of Patent: March 22, 2011Assignee: Yamaha Hatsudoki Kabushiki KaishaInventor: Makoto Kosugi
-
Patent number: 7896119Abstract: A vehicle includes an engine. The engine includes a deceleration mechanism inside a crankcase part. A shift pedal member for actuating the deceleration mechanism of the engine is provided. An arm member has a lower part directly mounted on the shift pedal member. A link member is rotatably connected to an upper part of the arm member and connected to the deceleration mechanism of the engine.Type: GrantFiled: May 30, 2008Date of Patent: March 1, 2011Assignee: Yamaha Hatsudoki Kabushiki KaishaInventor: Tomoichirou Suzuki
-
Publication number: 20100181137Abstract: A clutch includes an automatic play adjusting mechanism interposed between a pressure plate and a pull rod, to allow movement of the pressure plate relative to the pull rod in a clutch axial direction in a clutch connected state, and to restrict the movement of the pressure plate relative to the pull rod in the clutch axial direction when the pull rod moves more than a prescribed play amount in the clutch axial direction. As a result, the clutch can restrict the shift of a touch point caused by thermal expansion or wear, and the play amount of the clutch can be adjusted automatically.Type: ApplicationFiled: January 21, 2010Publication date: July 22, 2010Applicant: Yamaha Hatsudoki Kabushiki KaishaInventor: Yousuke ISHIDA
-
Patent number: 7658261Abstract: In a method for operating a drive train for a motor vehicle, a torque is produced by means of an internal combustion engine as a function of an available torque set value signal and transmitted to drive wheels by means of a clutch. With the help of an electric motor, a closing force is applied, with which the clutch is held in a closed position against a restoring force. The electric motor is energized in such a way that a high current is used in the case of a high torque and a lower current is used in the case of a lower torque. The thermal load of the electric motor is determined and a load signal corresponding to the thermal load is produced. The load signal is compared with a load limit signal assigned to a permissible load range. If the load signal deviates from the load-limit signal, the torque of the internal combustion engine is limited.Type: GrantFiled: October 4, 2006Date of Patent: February 9, 2010Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KGInventor: Thomas Pfund
-
Patent number: 7617896Abstract: An electric vehicle is provided with an electric motor and a transmission capable of being shifted by a shift mechanism from a neutral state to a start-up speed stage selected state in which a speed stage for start-up of the vehicle has been selected. On a request for a shift from the neutral state to the start-up speed stage selected state, an ECU performs the requested shift by controlling the shift mechanism. If the shift to the start-up speed stage selected state is not completed within a first specified time, the ECU performs a rotating position control in which the motor is controlled to produce a predetermined minute torque in forward and backward rotation directions of the motor, alternately, and a gear of the speed stage for start-up is caused to oscillate in a rotation direction by the minute torque being transmitted to an input shaft of the transmission.Type: GrantFiled: March 22, 2007Date of Patent: November 17, 2009Assignee: Mitsubishi Fuso Truck and Bus CorporationInventor: Makoto Ogata
-
Patent number: 7617903Abstract: A mount for a model vehicle engine is provided, having a hinge configured to be secured to a vehicle chassis, a vehicle engine having a crank shaft for driving a vehicle, the engine being secured to the hinge for pivotal movement toward and away from a shaft coupled directly or indirectly to a wheel for driving a vehicle.Type: GrantFiled: February 6, 2006Date of Patent: November 17, 2009Assignee: Traxxas LPInventors: Brent Whitfield Byers, Jon Kenneth Lampert
-
Patent number: 7574296Abstract: A process and device for the currentless referencing of a clutch position in non self-locking clutch actuating systems which are switched without current for a first predetermined, passive period of time or until an actuator standstill occurs, in order to verify a clutch reference position, then the clutch position achieved is determined by first measurement and current is supplied to the clutch actuating system for a predetermined, active period of time, the clutch actuating system being then switched again without current for another predetermined, passive period of time or until an actuator standstill occurs, the clutch position being determined by another measurement; finally the measured clutch position is checked to determine whether it can be verified as a new clutch reference position.Type: GrantFiled: December 21, 2007Date of Patent: August 11, 2009Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KGInventors: Markus Baehr, Felix Dreher, Matthias Panzer, Frank Stengel, Martin Fuss, Jens Martin, Martin Zimmermann, Matthias Ehrlich, Alexander Schweizer
-
Patent number: 7552793Abstract: A power output apparatus that outputs power to a driveshaft, the power output apparatus includes an internal combustion engine, a change-speed transmission mechanism, a connection disconnection structure, a power shaft rotation speed measurement unit, an input shaft rotation speed measurement unit, a start connection control module, and a start connection control module controlling at least one of the internal combustion engine and the change-speed transmission mechanism to make the power shaft rotation speed of the internal combustion engine approach to the input shaft rotation speed of the change-speed transmission mechanism, and controlling the connection disconnection structure to connect the power shaft of the internal combustion engine with the input shaft of the change-speed transmission mechanism at the set fluid supply start timing.Type: GrantFiled: May 31, 2006Date of Patent: June 30, 2009Assignee: Toyota Jidosha Kabushiki KaishaInventors: Koichi Okuda, Takashi Ohta, Hiroaki Ebuchi
-
Publication number: 20090034890Abstract: A drivetrain for use with a power unit is disclosed. The drivetrain may have a driving member, a driven member, and a sleeve disposed between the driving member and the driven member. The drivetrain may further have a first oil film bearing disposed between the sleeve and one of the driving member and the driven member.Type: ApplicationFiled: July 31, 2007Publication date: February 5, 2009Inventor: Bradley J. Shaffer
-
Publication number: 20080099268Abstract: A straddle vehicle comprises a single actuator that controls clutch engagement as well as gear shifting. The actuator can be connected to the clutch and the shiftable transmission with a rotating shaft. When an engine speed reaches or exceeds a preset value during an up-shift operation, an ECU or other controller reduces the engine output to facilitate a smooth gear shift.Type: ApplicationFiled: October 4, 2007Publication date: May 1, 2008Applicant: YAMAHA HATSUDOKI KABUSHIKI KAISHAInventor: Kazutaka Hiroi
-
Publication number: 20080083579Abstract: In response to a start-engagement operation command, the control procedure of the invention starts increasing a hydraulic pressure applied to a clutch when a reference time Tc0 decreases to or below a required hydraulic pressure change time Tc1. Here the reference time Tc0 is calculated from a previously learnt time correction value Tc2 and a rotation speed difference between a rotation speed Nin of an input shaft and a rotation speed Ne of an engine (steps S150 to S190). The control procedure learns and updates the time correction value Tc2 according to a variation in acceleration of a vehicle possibly arising in the course of engagement of the clutch (steps S210 to S300). Such learning of the time correction value Tc2 effectively corrects the engagement timing of the clutch, which may be varied by ageing or another cause, to an adequate level.Type: ApplicationFiled: May 31, 2006Publication date: April 10, 2008Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Koichi Okuda, Takashi Ohta, Hiroaki Ebuchi
-
Patent number: 7216748Abstract: The present invention is a drivetrain that prevents the torque from a decelerating engine from being transmitted to the wheels of the vehicle. The drivetrain of a vehicle is provided such that the negative torque from the decelerating engine of the vehicle is selectively prevented from being transmitted to the wheels of the vehicle.Type: GrantFiled: March 25, 2005Date of Patent: May 15, 2007Inventor: Jody G. Mayne
-
Patent number: 7216736Abstract: A heat exchanger, which performs heat exchanging between a lubricating oil circulating within a transfer device disposed behind an engine and an engine coolant, also functions as a mass member of a dynamic damper. The heat exchanger is disposed at an upper face of a transfer case via a resilient member. Herein, the resilient member is comprised of a first metal plate, a second metal plate, and a rubber member interposed between the first and second metal plates, and there are provided lubricating passages flowing within the resilient member. Accordingly, there can be provided the vibration suppression device of the power train that can suppress vibration properly regardless of the temperature changing and advantage the weight reduction without requiring any new disposition space.Type: GrantFiled: July 21, 2004Date of Patent: May 15, 2007Assignee: Mazda Motor CorporationInventors: Koichi Yamamoto, Yuzou Ohkawa, Eiji Mito
-
Patent number: 7204337Abstract: A drive assembly for a vehicle having at least one wheel and an engine is disclosed. The drive assembly transfers a driving force from the engine to the at least one wheel. The drive assembly includes a rotatable input drive shaft. The input drive shaft is operatively coupled to the engine. The drive assembly further includes a rotatable output drive shaft. The output drive shaft is operatively coupled to the at least one wheel. A first transmission operatively connects the input and output drive shafts. An overload clutch is operatively disposed between the input drive shaft and the first transmission to transfer a driving force from the input drive shaft to the first transmission. The overload clutch may be at least partially mounted to input drive shaft.Type: GrantFiled: February 2, 2004Date of Patent: April 17, 2007Assignee: BRP-Rotax GmbH & Co. KGInventor: Kurt Wildfellner
-
Patent number: 7188697Abstract: A power unit for a vehicle with an internal combustion engine including a cylinder block and a crankshaft. A speed change drive shaft is disposed at a position on the upper side of a static oil hydraulic type non-stage transmission and in parallel to the axis of the transmission. A plane connecting the axis of the speed change drive shaft and the axis of the transmission does not intersect with the axis of the crankshaft, and intersects with the axis of the cylinder center axis of the cylinder block at a position on the lower side of the axis of the crankshaft while making an acute angle with the axis of the cylinder center axis of the cylinder block.Type: GrantFiled: September 17, 2003Date of Patent: March 13, 2007Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Katsuhiko Ito, Masaaki Negoro, Shinichiro Keyaki
-
Patent number: 7182994Abstract: An acoustic floor mat is provided with a base layer, an upper surface, a lower surface, and a plurality of apertures configured to allow passage of acoustic transmissions therethrough. The base layer is further configured to provide a substantial barrier to the passage of liquid from the upper surface to the lower surface. Methods of making an acoustic floor mat are also disclosed.Type: GrantFiled: January 8, 2003Date of Patent: February 27, 2007Assignee: Pretty Products, Inc.Inventor: Cooksey Timothy Scott
-
Patent number: 6588537Abstract: A system reduces the amount of work exerted by an ATV operator to change transmission gears. The system includes a foot lever assembly with a mechanical portion, such as a mechanical linkage, attached to an automated portion, such as an electrical switch. When the ATV operator applies a predetermined amount of force to the foot lever assembly, a clutch assembly and a gear box are actuated in a single motion, assisted by the automated portion of the foot lever assembly. Thus, the operator is able to exert less work in order to change the gears.Type: GrantFiled: June 26, 2001Date of Patent: July 8, 2003Assignee: Bombardier Inc.Inventors: Roger Rioux, Claude Gagnon, Norbert Korenjak, Daniel Leclerc, Ghislain Caron, Mihai Rasidescu
-
Patent number: 6484075Abstract: In order to improve the fuel consumption efficiency of the fuel cell vehicles, a control flow is provided, in which, first, it is determined whether the vehicle speed VST is lower than a predetermined speed ISTP (step S01), whether a motor output PMCMD including the driving motor and the motor for driving the air compressor is less than a predetermined motor output ISTPPM (step S04), whether the brake is in the ON state (step S05), and whether the terminal voltage Vst of the power storage unit is higher than predetermined values VISTPH and VISTPL (step S06). When all of the determinations are “YES”, a permission flag for executing the idle stop F_ISTP is set to “1”, and if any of them is “NO”, the permission flag F_ISTP is set to “0”.Type: GrantFiled: June 7, 2001Date of Patent: November 19, 2002Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Yusuke Hasegawa, Satoshi Aoyagi, Hibiki Saeki
-
Patent number: 6470253Abstract: A vehicle including a device for determining vehicle operational data and for determining distance traveled by the vehicle. A memory is provided for storing the operational data together with the distance traveled as paired values for subsequent diagnostic and maintenance purposes. Signals representative of engine rotational speed, transmission input rotational speed, and torque transmitted by the clutch are sensed for determining clutch performance loss values, and the performance loss values are stored in the memory as paired values along with the vehicle distance traveled.Type: GrantFiled: October 9, 2001Date of Patent: October 22, 2002Assignee: Luk Lamellen und Kupplungsbau Beteiliguaigs KGInventors: Michael Salecker, Claudio Castro, Thilo Reichel
-
Patent number: 5878828Abstract: A vehicle mounting system is disclosed having a transfer arm coupled between the engine and the vehicle's rear axle for equalizing rear tire traction, control violent vibrations due to tire shake, improve drivability of the vehicle and safe control thereof The arm works by torque rotation of the engine at acceleration creating an upward force of the transfer arm at the area engine mount.Type: GrantFiled: October 15, 1997Date of Patent: March 9, 1999Inventor: Kevin Ooley
-
Patent number: 5509495Abstract: A drive assembly for a motor vehicle comprising a forward engine supported in two bearings on the vehicle body, a rearward drive unit supported by way of at least one elastic bearing, and a central support tube arranged in-between. This central support tube is connected on the forward end with the engine in a movable manner and on the rearward end with the drive unit in a rigid manner. A drive shaft or a central corrugated shaft which has a torque-transmitting joint in the area of the connection extends in the central support tube. The engine is connected with the drive unit by way of an uncoupling device which can be adapted as a function of main excitation directions of the engine and which comprises a connecting joint which holds the engine so that it can be angular moved in the main excitation directions. The connecting joint and/or a bearing device is used for the torque support.Type: GrantFiled: July 30, 1993Date of Patent: April 23, 1996Assignee: Dr. Ing. h.c.F. Porsche AGInventors: Kim Hayemann, Rolf Sivers von, Ulrich Layher, Clemens Mutter, Bernd Wacker
-
Patent number: 5439425Abstract: A motor vehicle includes a drive system consisting of an engine and an electrohydraulically actuatable automatic transmission connected to the vehicle body by resilient mounts. To reduce stationary vibration of the vehicle and engagement and disengagement shock, the engagement pressure of a clutch in the transmission is controlled so that the clutch begins to slip when the strain between the drive system and the vehicle body reaches a selected value. The strain is determined by detecting the displacement of the drive system with respect to the body or the torque in the drive system or the stress in the resilient mounts.Type: GrantFiled: August 23, 1993Date of Patent: August 8, 1995Assignee: Volkswagen A.G.Inventors: Norbert Ramm, Frank Zimmermann
-
Patent number: 5354086Abstract: A footrest holder for a motorcycle comprising two mounting plates for attachment to a vehicle frame, of the motorcycle, an arm extending therefrom for supporting a gearshift or brake lever on its free end, the arm being pivotable about an axis at right angles to the swivel axis of the arm, the arm being formed by a continuous rod which carries the plates, and at least one of the plates is movably mountable on the rod.Type: GrantFiled: February 25, 1993Date of Patent: October 11, 1994Assignee: Motorrad Mueller GmbHInventor: Werner Mueller
-
Patent number: 5273131Abstract: It is an object of the present invention to prevent an engine of an industrial vehicle from transmitting vibration thereof to a frame via an axle housing. Further, a cylindrical crosswise rubber vibration isolator is made to intervene between an engine and a vehicle frame, an output shaft of a transmission and an input shaft of a transfer are connected by a universal joint, a cylindrical crosswise rubber vibration isolator is also made to intervene between the transmission and the transfer, and brackets 33 and 34 of the rubber vibration isolator 32 are fastened together with a transmission cover 26 and a transfer cover 27, respectively.Type: GrantFiled: February 18, 1992Date of Patent: December 28, 1993Assignee: Mitsubishi Jukogyo Kabushiki KaishaInventors: Yukio Uchiyama, Satoshi Matsuda, Shuuichi Miyazaki
-
Patent number: 5211256Abstract: A motorcycle construction having a seat and a pair of foot pegs to accommodate the feet of the rider seated on the seat. A brake system for the motorcycle includes a master cylinder that is operated by a pedal at one side of the motorcycle through a force applying linkage system. The power unit of the motorcycle includes a change speed transmission which is operated by a pedal positioned at the other side of the motorcycle through a force applying linkage system. Both the brake and transmission control pedals are spaced inwardly of the foot pegs and forwardly thereof so as to afford a narrow construction.Type: GrantFiled: July 1, 1991Date of Patent: May 18, 1993Assignee: Yamaha Hatsudoki Kabushiki KaishaInventor: Takayoshi Muramatsu
-
Patent number: 5101928Abstract: A suspension system for mounting a power pack including engine, transmission, and associated equipment to the frame of a land vehicle, such as a tank. The suspension system includes static supports for substantially immovably mounting the power pack to the frame at spaced locations and at least one dynamic support for yieldably mounting the power pack. The dynamic support includes at least one vertically disposed spring member fixed to the power pack together with a linkage connecting a free end of the spring member to the frame of the land vehicle. The suspension system accommodates a range of relative movement between the power pack and the frame of the land vehicle.Type: GrantFiled: April 27, 1990Date of Patent: April 7, 1992Assignee: Avco CorporationInventor: William O'Connor
-
Patent number: 5060745Abstract: An improved drive unit and suspension arrangement therefor for a small snowmobile having an open tubular frame. The drive unit includes an internal combustion engine and a pulley type transmission. The pulley type transmission is supported within a transmission casing and is affixed to the frame for rigidifying the frame. The suspension permits more vertical compliance than for and aft compliance for vibration dampening without adversely effecting the rigidity.Type: GrantFiled: February 15, 1990Date of Patent: October 29, 1991Assignee: Yamaha Hatsudoki Kabushiki KaishaInventors: Toshihiro Yasui, Masanori Sugita, Tsuneo Isobe, Haruhiko Nakanosono
-
Patent number: 4735597Abstract: Infinitely variable transmission for a device with an internal combustion engine (67) is provided with an endless transmission member (14) which has been looped over two pulleys, each having a running groove situated between conical pulley halves (2,3 and 8,9 resp.), at least one conical half of each pulley being axially movable through an associated hydraulic cylinder (4,12), also provided with a first control valve (40) for regulation of the fluid pressure in the cylinder (12) of the driven pulley and in the supply line to a second control valve (20), which second valve is intended for the adjustment of the transmission ratio by regulation of the amount of fluid supplied to and discharged from the cylinder (4) of the driving pulley. Devices have been provided for the operation of the first control valve (40) which bring about an increase or a decrease of the fluid pressure in the cylinder (12) of the driven pulley, depending on the movements of the engine block.Type: GrantFiled: November 8, 1985Date of Patent: April 5, 1988Assignee: Van Doorne's Transmissie B.V.Inventor: Theodorus P. M. Cadee
-
Patent number: 4633727Abstract: An auxiliary foot actuated gearshift for a motorcycle is disclosed wherein an independent pivot shaft is established at the near midpoint location of the auxiliary gearshift lever in such a manner so that downward pressure on the auxiliary gearshift at the pedal (outboard) end causes an upward pressure on the opposite (inboard) end which rests against the under side of the existing gearshift lever. This action pushes the existing gearshift up and allows the operator to shift from the low range of gears to the high range of gears by applying downward pressure on the auxiliary gearshift. Since the original existing gearshift has not been altered by the installation of the auxiliary gearshift, shifting from the high range of gears to the low range of gears is accomplished by downward pressure on the original existing gearshift. All shifting therefore can be accomplished by downward pressure on either the existing or the auxiliary gearshift.Type: GrantFiled: March 7, 1985Date of Patent: January 6, 1987Inventor: Carl D. Pike