Abstract: A vehicle includes an engine, a manual transmission, and a clutch that selectively couples the engine to the transmission. The clutch includes a disk biased to engage a flywheel of the engine, a first actuator that disengages the disk in response to depression of a clutch pedal, and a second actuator that disengages the disk in response to an electric signal from a vehicle controller.

Abstract: A dual clutch automated manual transmission includes a first clutch and a second clutch, and a clutch torque capacity command value for a plurality of clutch actuators arranged to drive the first clutch and second clutch based on operation of a by-wire type of clutch lever, wherein the clutch torque capacity of the plurality of clutches is controlled. An operator can adjust a driving force by manually operating the clutch in the transmission in which a clutch operation is controlled automatically, such as an automatic transmission system, automated manual transmission system, or dual clutch automated manual transmission system, thereby improving drivability.

Abstract: A coupling plate of a detent lever is assembled to an oil-pressure control device, wherein a transmission casing is a base for an assembling process. A slider of a range sensor coupled to the coupling plate is assembled to the transmission casing via a sensor body. A spool of a manual valve coupled to the coupling plate is assembled to the transmission casing via a valve body fixed to the sensor body. The coupling plate, the slider and the spool are assembled together, wherein the transmission casing is used as the base for the assembling process. It is not necessary to relatively position the slider and the spool to each other during the assembling process for an oil-pressure control device.

Abstract: A system for controlling a transfer of torque from an engine to a manual transmission having a plurality of shiftable gears includes a selectively releasable and re-engageable clutch. The clutch is arranged inside the transmission and configured to transmit torque of the engine to the transmission when the clutch is in an engaged state. The system also includes a lever operatively connected to the transmission and movable to shift the gears. Additionally, the system includes an input device arranged on the lever and operable to selectively release and re-engage the clutch. A vehicle employing such a system is also provided.

Abstract: A power transmission apparatus for an electric bending endoscope includes an actuating member switchable between a connection position to bring a clutch mechanism into a connection state and a release position to bring the clutch mechanism into a release state, the actuating member being interlocked with the clutch mechanism, an electric drive mechanism being interlocked with the actuating member, and a manual drive mechanism including an operation member manually switchable to at least one of a connection drive position to bring the actuating member into the connection position and a release drive position to bring the actuating member into the release position, and a selective actuation transmission mechanism provided between the operation member and the actuating member and to transmit the actuation of the operation member to the actuating member and absorb the actuation of the actuating member without transmitting the actuation to the operation member.

Abstract: The control system 10 of the first preferred embodiment includes a user interface 12 with a first control 14 that designates a maximum bound of a sub-range of engine speeds and a second control 16 that designates a minimum bound of a sub-range of engine speeds. The control system 10 of the first preferred embodiment also includes a processor 18 connected to the engine and to the user interface 12 that functions to, based on the required power output of the vehicle system, select a discrete engine speed from the sub-range of engine speeds. The control system 10 of the first preferred embodiment was designed for controlling engine speed of a vehicle system having an engine and a required power output, but may be used in any suitable environment.

Abstract: An integrated power unit for a small vehicle is configured to permit a compact engine design in a power unit having a crankcase that is split into upper and lower portions. The power unit includes a crankshaft supported by the crankcase and oriented transverse to the running direction of the vehicle. A transmission shaft is rotatably supported in a transmission chamber formed on the rear side of the crank chamber. The respective split surfaces of the upper and the lower crankcase portions are provided plural fastening boss portions arranged as vertically opposed pairs. The plural fastening boss portions are respectively joined using fastening bolts to integrate the upper crankcase and the lower crankcase, thereby forming the crankcase. A clutch is disposed at one end of the transmission shaft, and the rearmost fastening boss portions overlap with a rear portion of the clutch in the front-rear direction of the vehicle.

Abstract: A gear position in an automotive gearbox is detected on the basis of measuring a value indicative of the speed of a rotating shaft between an engine and the gearbox, and a value indicative of the speed of an output shaft from the gearbox, and calculating a quotient of these two speeds. If for a predetermined period of time the quotient is between upper and lower limits about a quotient value pertaining to the respective gear position, it is decided that a gear position obtains. Through information about a selected split position of a split gear it is as possible gear position rule out all gear positions which do not correspond to the selected split position, thereby enabling said upper and lower limits to be raised and lowered respectively for the remaining gear positions which correspond to the selected split position.

Abstract: In a traveling transmission in which an auxiliary transmission is interposed between a main clutch and a mechanical transmission, the auxiliary transmission is configured such that power transmission is cut out interlockingly with the disengagement operation of the main clutch. For example, the auxiliary transmission is configured as a high-low speed selector device including a hydraulic-operated first hydraulic clutch and a spring-operated second hydraulic clutch. Preferably, there should be provided a controller for changing the position of a direction switching valve for the first and second hydraulic clutches based on the operation of an operating member such as a pedal for disengaging the main clutch. According to the present invention, it is possible to shorten a time required for a speed change operation by the mechanical transmission and, also, to achieve a smooth operation by the mechanical transmission.

Abstract: A shifter handle for a motorcycle or ATV which has an integral clutch release lever, operable by the fingers of the same hand used for shifting the gears. Being mounted in either the jockey position, adjacent to the seat, or the tank shift position which is mounted vertically from the shifter pedal shaft, the clutch controls are removed from the handlebars making said clutch release lever integral to the handle used for shifting the gears. Trends in the custom cruiser industry are to remove the visible controls from the handlebar area for aesthetic purposes. There are important applications such as the area of modification for the handicapped. Spinal cord injured persons with little or no use of the legs, or amputees where a foot shift device is impossible to use need no longer be prohibited from enjoying riding this type machine. The hand shift devices of the past are no longer precarious or dangerous with both operations in the same hand.

Abstract: A vehicle driving system having a clutch actuator and gear shifting device that use motors is provided. A clutch is disengaged and engaged and gear shifting is conducted at high speeds. The clutch actuator drives the clutch and includes a motion converting mechanism and two motors. The motion converting mechanism is a mechanism for converting rotary motion to linear motion and for applying an operating force to the clutch. The two motors are for applying a rotating force to the motion converting mechanism. The gear shifting automatically shifts gears by driving a transmission rack of a transmission and includes a ball screw mechanism and two motors. The ball screw mechanism is a mechanism for converting rotary motion to linear motion and for applying an operating force to the transmission. The two motors are for applying a rotating force to the ball screw mechanism.

Abstract: A control system is utilized for the starting and running-down of a PTO shaft on an agricultural vehicle, such as a tractor. The hydraulically actuated clutch, as well as the other parts and sub-assemblies connected with the clutch as part of the drive, attain a maximum service life under all conditions of use. The control system, both in normal operating mode and also in management operating mode, protects the cardan shaft against destruction through too great an angle of flexion. Finally, in the management mode of operation, the control system prevents the occurrence of a loss of time, which would reduce the effective time of use of the tractor with the tool in question, and renders impossible a stalling of the engine when starting the PTO shaft through too early ground contact of the tool, in which the PTO shaft is not yet turning.

Abstract: The invention relates to a method of compensating for the influence of changes of speed of a rotary component of an adjustable clutch upon the control torque characteristic curve of the clutch in the power train of a motor vehicle wherein the clutch operates between the rotary output element of the engine or another prime mover and a rotary input element of a change-speed transmission. The method includes the steps of monitoring the rotational speed of the clutch and varying the required positions of a mobile adjusting member for the clutch as a function of changes of the monitored rotational speed. The invention also relates to the power train wherein the influence of changes of rotational speed of the aforesaid component upon the characteristic curve can be varied in accordance with the novel method.

Abstract: An automated multi-ratio transmission has a gear-engaging mechanism with a first actuator to move a selector member in a first direction to select a gear ratio, and a second actuator to move the selector member in a second direction to engage the selected gear ratio. The vehicle may be started from stand-still in either a forward or reverse start-up gear ratio, both of which are engaged from an end position of the range of movement of the selector member. In the start-up phase of the vehicle, an automated control means drives the first actuator to the appropriate selector position for either the forward or reverse start-up gear and then drives the second actuator to engage the desired start-up gear.

Abstract: A first clutch circuit for an automatic transmission in a hybrid drive vehicle comprises an apply line extending from a manual valve to a clutch, with a check ball disposed in the apply line operable to move out of the apply line upon upstream fluid pressure, and an exhaust line extending from the apply line, downstream of the check ball, to an exhaust valve. A driver-triggered valve actuating means operates to close the exhaust valve when the driver selects drive with a driver shift lever and to open the exhaust valve when the driver shifts out of drive thereby releasing the clutch.

Abstract: In a power transmission apparatus for a vehicle having a hydraulic pressure type clutch capable of switching to transmit and cut power between a crankshaft of an engine and driving wheels and a clutch control valve for controlling hydraulic pressure provided to the clutch, the operational characteristic of the hydraulic pressure clutch is made variable and an adjuster mechanism for compensating for a wear amount of clutch plates is dispensed with. A clutch control valve includes a valve housing having an input port connected to a hydraulic pump and an output port connected to a clutch. A spool is capable of switching to communicate and cut the input port and the output port and is slidably fitted in the valve housing. Furthermore, a linear solenoid is coaxially connected to the spool and is capable of controlling output hydraulic pressure from the output port to a value in accordance with input current of the linear solenoid.

Abstract: A pneumatic powered clutch linkage is provided. Forming a part of the pneumatic powered clutch linkage is a manual clutch linkage that includes a foot-operated clutch pedal that is operatively connected to a clutch rod or clutch actuating linkage through an interconnecting linkage. In conventional fashion, the clutch rod or clutch actuating linkage is connected to a clutch. In a manual mode of operation, the foot-operated clutch pedal can be depressed and in the course of depressing the clutch pedal the clutch rod or clutch actuating linkage is operative to disengage the clutch. In order to automatically actuate the clutch linkage, a pneumatic cylinder is operatively connected to the interconnecting linkage. A control valve that is adapted to be connected to a source of compressed air is connected to the pneumatic cylinder. By selectively actuating the control valve, compressed air can be directed to the pneumatic cylinder for actuating the same.

Abstract: A hydraulic actuation system for an automated transmission system including an active clutch includes, a hydraulic clutch actuator for controlling engagement of the active clutch, a gear engagement actuator for controlling engagement of a gear, a hydraulic accumulator, a hydraulic fluid reservoir, a main control valve for selectively connecting the hydraulic clutch actuator and the gear engagement actuator to the accumulator or to the reservoir and an isolation valve for isolating the gear engagement actuator from the main control valve, when the clutch actuator is connected to the accumulator, the clutch actuator causing the clutch to engage when connected to the accumulator and causing the clutch to disengage when connected to the reservoir. Two such hydraulic actuation systems may be connected in parallel to control the clutches of a twin clutch transmission system, allowing the twin clutch transmission system to be driven in a restricted emergency mode, using only one clutch.

Abstract: A vehicle driving system having a clutch actuator and gear shifting device that use motors is provided. A clutch is disengaged and engaged and gear shifting is conducted at high speeds. The clutch actuator drives the clutch and includes a motion converting mechanism and two motors. The motion converting mechanism is a mechanism for converting rotary motion to linear motion and for applying an operating force to the clutch. The two motors are for applying a rotating force to the motion converting mechanism. The gear shifting automatically shifts gears by driving a transmission rack of a transmission and includes a ball screw mechanism and two motors. The ball screw mechanism is a mechanism for converting rotary motion to linear motion and for applying an operating force to the transmission. The two motors are for applying a rotating force to the ball screw mechanism.

Abstract: A clutch between the combustion engine and the manual multiple-gear-ratio transmission in the power train of a motor vehicle is disengaged or otherwise adjusted in response to a signal from a control unit which processes signals transmitted by sensors serving to monitor the positions and/or the extent of movements of one or more mobile components of the manual transmission. A signal to disengage or to otherwise adjust the clutch is generated when the monitored position(s) of and/or the magnitude(s) of force(s) acting upon one or more mobile components indicate that the operator of the motor vehicle intends to shift the transmission into or from a selected gear ratio.

Abstract: The present invention is a control apparatus for an implement transmission. The transmission is operably coupled to a plurality of driven mechanisms for providing a driving power from a prime mover to the plurality of driven mechanisms. A shift assembly has a first and a second actuator apparatus. The first actuator apparatus is operably coupled to the transmission for selectively controlling the transmission of a driving power to at least a first driven mechanism, and the second actuator apparatus is operably coupled to the transmission for selectively controlling the transmission of a driving power to at least a second driven mechanism. The second actuator apparatus has a biasing apparatus for exerting a variable, selective bias on the transmission. A clutch for selectively engaging and disengaging a prime mover and the transmission has a rotatable stop member and an idler-stop assembly.

Abstract: An apparatus for engaging and disengaging a clutch, which is applicable to a vehicle provided with a so-called semiautomatic clutch, and which can prevent occurrence of an engagement shock and jerky acceleration of a vehicle when an automatic engaging and disengaging mode and a manual engaging and disengaging mode are switched from one to the other. The apparatus includes a manual disconnection/connection device (2) for manually engaging and disengaging the clutch (1) by operating a clutch pedal (9), an automatic disconnection/connection device (3) for automatically engaging and disengaging the clutch (1) in accordance with a predetermined input signal, and switching control device (14) for switching between a manual engaging and disengaging mode and an automatic engaging and disengaging mode after the clutch (1) has been engaged. This post-engagement switching operation can prevent an engagement shock during the same operation.

Abstract: A clutch between the combustion engine and the manual multiple-gear-ratio transmission in the power train of a motor vehicle is disengaged or otherwise adjusted in response to a signal from a control unit which processes signals transmitted by sensors serving to monitor the positions and/or the extent of movements of one or more mobile components of the manual transmission. A signal to disengage or to otherwise adjust the clutch is generated when the monitored position(s) of and/or the magnitude(s) of force(s) acting upon one or more mobile components indicate that the operator of the motor vehicle intends to shift the transmission into or from a selected gear ratio.