Abstract: Power take-off (PTO) systems and methods. A PTO assembly, in one example, includes a first one-way clutch configured to engage with a shaft of a prime mover or an output shaft when the prime mover rotates in a first direction and a second one-way clutch configured to engage with the shaft of the prime mover or the output shaft when the prime mover rotates in second direction which is opposite the first direction. The PTO assembly further includes a first mechanical branch rotationally coupling the first one-way clutch to the output shaft or the prime mover shaft and a second mechanical branch rotationally coupling the second one-way clutch to the output shaft or the prime mover shaft.

Abstract: A method for reducing torsional shock of a driving system of an electric vehicle is provided. In the method, torsional torque of a part of the driving system is calculated by applying motor torque to a motor under the condition that a parking gear is engaged and monitoring a motor speed. Reverse torsional torque having the same magnitude as the calculated torsional torque is applied to the part of the driving system when release of the parking gear is requested, and then the parking gear is released to reduce shock caused by torsion of the part of the driving system when the parking gear is released.

Abstract: There is provided a transmission control device capable to switching a switching mechanism quickly. A transmission control device ECU controls an automatic transmission (3) and can receive information about a slope from a front and rear G sensor. The automatic transmission (3) includes a two-way clutch (F1) as a switching mechanism that is switchable between a reverse rotation prevention state in which forward rotation of a rotatable carrier (Cb) (eleventh element) is allowed and reverse rotation is prevented and a fixed state in which rotation of the element is prevented. When the range is switched to a parking range and a vehicle is not stopped on a slope, the transmission control device ECU switches the two-way clutch (F1) to the fixed state.

Abstract: A vehicular power transmission device that includes a parking gear that is drivingly coupled with wheels; a parking pawl that is capable of meshing or unmeshing with or from the parking gear; a hydraulic pressure actuator that unmeshes the parking pawl from the parking gear when a release hydraulic pressure is supplied; a first oil pump that generates a hydraulic pressure; a second oil pump that generates a hydraulic pressure, the second oil pump having a capacity smaller than the first oil pump; a hydraulic pressure control device that is capable of deriving the release hydraulic pressure from the hydraulic pressure generated by the second oil pump or the hydraulic pressure generated by the first oil pump and supplying the release hydraulic pressure to the hydraulic pressure actuator; and a control unit.

Abstract: A power transmission device includes: a planetary gear mechanism; a first rotary machine connected to a sun gear of the planetary gear mechanism; an engine and a one-way clutch that are connected to a carrier of the planetary gear mechanism; a second rotary machine and a drive wheel that are connected to a ring gear of the planetary gear mechanism; and a parking device connected to the ring gear. The power transmission device is configured to positively rotate the first rotary machine at a time a command to disengage the parking device is received and thereafter disengage the parking device, and a direction of the positive rotation is a rotational direction of the carrier rotary-driven by the engine.

Abstract: A device for controlling power to a vehicular differential speed controller is applied to control a differential speed controller inside a vehicle, and has an input voltage regulation circuit, a trigger circuit, a driving circuit and a relay. The input voltage regulation circuit converts an input voltage into an operating voltage and supplies the operating voltage to the trigger circuit. The trigger circuit generates a trigger signal after receiving a parking brake signal, such that the driving circuit activates the relay according to the trigger signal and supplies an output voltage to the differential speed controller. Accordingly, the present invention can automatically provide a sufficient power supply time to the differential speed controller to switch an operation state of a vehicle differential to a locked state when the vehicle power is switched off and the parking brake is activated.

Abstract: A vehicle includes a braking force application device that executes braking force holding control which holds braking force irrespective of braking operation by a driver during a stop on a slope; and a control limiting device that limits execution of the braking force holding control when a shift position is set in a neutral position.

Abstract: A method for applying a torque for vibration reduction and controlling the torque in a vehicle parking system may include detecting a driver's intention to release a parking state of a vehicle being parked on a slope and applying an offset torque to the parking gear to offset the torque generated by the weight of the vehicle and the gradient of the slope. An apparatus for applying the method may include a torque converter and a gear unit for amplifying and applying the output torque from an engine in an idle state to the parking gear, and/or a drive motor which is directly connected to the parking gear, generates a torque using a power of a battery, and applies the torque to the parking gear.

Abstract: A method and a HAC system controls a hill-state assist control (HAC) operation when restarting an engine of the vehicle having an idle stop and go (ISG) system for an automatic transmission. The method includes starting restarting of the engine by the ISG system and an HAC operation, monitoring the RPM of the engine, and releasing the HAC operation in a case where the RPM of the engine meets an HAC release condition, and maintaining the HAC operation until the HAC release condition is met in a case where the RPM of the engine does not meet the HAC release condition.

Abstract: When the condition for starting an engine (50) is satisfied, the controller (90) executes the lock switching control in which the wheels (88) are forcibly locked by the brake device (86) and the parking lock mechanism (200) is released to unlock the driveshaft (step S4, step S5), and then the controller (90) executes the cranking control (step S6) in which the engine (50) is started by the motor-generator (MG1).

Abstract: A method for starting a motor vehicle, which is held at a standstill on an inclined route by a brake force which is maintained independently of the driver, after a predetermined holding time has elapsed gradually reduces the brake force which is generated independently of the driver, to put the motor vehicle into motion, and then controls the movement of the motor vehicle, corresponding to a preset course.

Abstract: When the condition for starting an engine (50) is satisfied, the controller (90) executes the lock switching control in which the wheels (88) are forcibly locked by the brake device (86) and the parking lock mechanism (200) is released to unlock the driveshaft (step S4, step S5), and then the controller (90) executes the cranking control (step S6) in which the engine (50) is started by the motor-generator (MG1).

Abstract: A handle-mounted parking brake device includes a parking brake lever movable between a first position, where a brake unit is disposed at a non-braking position for permitting rotation of a wheel axle of a vehicle, and a second position, where the brake unit is disposed at a braking position, and a cutoff switch having a mechanical switch body displaceable with movement of the parking brake lever between switch-on and switch-off positions, where a condenser discharge ignition is powered by and cut off from a DC power supply, respectively. Premature activation of a starter motor can be avoided to ensure cutoff of an engine when the vehicle is in a parking brake state so as to reliably prevent inadvertent operation to drive the vehicle.

Abstract: An ECU executes a program including the steps of: if brake hold control is currently exerted, setting at zero a controlled value of a degree of operation of an accelerator pedal used as a controlled value of a degree of a request made by a driver for acceleration, to control a force output to drive the vehicle; if an actual value of the degree of operation of the accelerator pedal serving as an actual value of the degree of the request made by the driver for acceleration is larger than a predetermined degree, determining that there is a request from the driver for acceleration; outputting a command to cancel the brake hold control; and converging the controlled value of the degree of operation of the accelerator pedal to the actual value of the degree of operation of the accelerator pedal.

Abstract: The invention relates to a PTO brake control system. There is a need for an improved and safe PTO brake control system. A PTO may be put into a driven and a non-driven condition an is braked by a PTO brake. A PTO brake control system includes a vehicle speed sensor and an ECU for controlling the PTO brake. The ECU deactivates the PTO brake when the vehicle is stationary and the PTO is not driven. This allows the PTO to be manually rotated to facilitate coupling of the PTO to an implement.

Abstract: Information related to a throttle opening degree, a real engine speed, etc. is transmitted from, for example, an EFI-ECU to a brake ECU. The brake ECU then derives an engine speed when no load is applied from the throttle opening degree. When the difference between the engine speed when no load is applied and the real engine speed is equal to or above a predetermined value, it is determined that clutch engagement has taken place. As a result of using this configuration, the device is able to detect respective clutch engagement timings of different individuals and release holding of braking force in accordance with these timings, without having to provide the device with components like a clutch sensor, which are only necessary for detecting the timing of clutch engagement.

Abstract: Disclosed is a method of preventing a vehicle in a starting maneuver from rolling into a direction opposite a direction of the starting maneuver. A brake force is built up or maintained on at least one wheel brake during standstill of the vehicle. The method is characterized in that a comparison between an engine rotational speed gradient and an engine rotational speed gradient threshold value as well as a comparison between a pedal travel, by which an accelerator pedal of the vehicle is depressed, and a pedal travel threshold value are performed, and in that the brake force at the wheel brake is reduced when it is established that the engine rotational speed gradient exceeds the engine rotational speed gradient threshold value, and/or the pedal travel, by which the accelerator pedal is depressed, exceeds the pedal travel threshold value. Also disclosed a device that is appropriate to implement the method.

Abstract: A method and a device for controlling wheel brakes of a vehicle, in which braking force is maintained and/or built up in at least one operating state at at least one wheel of the vehicle irrespective of the extent of pedal actuation. Such an operating state is present when the slope of the road points in the direction of the vehicle's future direction of travel and/or when the parking brake is engaged.

Abstract: The invention relates to a motor vehicle comprising at least one device for preventing unintentional movements.

Abstract: Disclosed is a brake system of a vehicle. The present invention includes parking brake interlocking mechanism being installed on a pedal assembly of a main brake and the parking brake interlocking mechanism is interlocked with a brake pedal so as for the parking brake to be operated in a brake pedal operation rear range beyond a brake pedal operation range during normal driving or traveling, a locking mechanism for preventing the interlocking mechanism from being returned when the parking brake is operated, and a locking control for releasing the locking of the locking mechanism when an accelerator pedal is operated.

Abstract: Disclosed is a brake system of a vehicle. The present invention includes parking brake interlocking means being installed on a pedal assembly of a main brake wherein the parking brake interlocking means is interlocked with a brake pedal so as for the parking brake to be operated in a brake pedal operation rear range beyond a brake pedal operation range during a normal drive or traveling, locking means for preventing the interlocking means from being returned when the parking brake is operated, and locking control means for releasing the locking of the locking means when an accelerator pedal is operated.

Abstract: To retain a vehicle on an inclined roadway and when starting uphill, the vehicle speed, the brake pedal application, the drive torque, the operating condition of the vehicle engine, the application of a parking brake, and the activation of the retaining system is determined. When the retaining system is activated and the vehicle speed lies below a limit value, the brake force or the braking pressure is maintained when the brake pedal is applied and no drive torque is sensed; the brake force is increased when the driving engine is switched off and neither the brake pedal nor the parking brake is activated, or when the engine is switched on and neither brake pedal application nor drive torque is sensed. The brake force is reduced when the parking brake is applied, with the engine switched off and the brake pedal not applied, or a drive torque is sensed with the engine switched on. The retaining system is deactivated when the vehicle speed threshold is exceeded and/or when the off-switch is activated.

Abstract: The invention relates to a process and a system for aiding a starting movement of a vehicle. Problems occur particularly when starting on a hill or on a steeply sloping road because it is difficult or impossible for the vehicle operator to simultaneously release the foot brake pedal and operate the accelerator pedal and thus provide an engine torque necessary for the corresponding starting operation. It is an object of the invention to provide a process and a system for aiding a starting movement of a vehicle by means of which the starting movement can be carried out without problems and in an uncomplicated manner and without endangering other traffic participants. In the process and system according to the invention, this is achieved in that the rest position of the vehicle is ensured by means of a braking intervention by way of an external power or secondary brake circuit if the braking force exercised by the vehicle operator is not sufficient.

Abstract: A throttle control device mounted in a position to engage a hand grip on one end of the handlebar, the device including a tubular housing mounted on one end of the handlebar, a bearing sleeve rotatably mounted on the tubular housing, a cap rotatably mounted on the bearing sleeve, a ramp plate mounted on the housing, a number of rods connecting the ramp plate to the housing, and a number of balls mounted on the inside of the cap in alignment with the ramp plate whereby the bearing sleeve is moved into engagement with the hand grip on rotation of the cap.

Abstract: This invention relates to an arrangement for preventing unintended rolling of a vehicle. If, in the case of a vehicle which is parked properly (with the parking brake activated), it is determined that the parking brake is released, a brake pressure is generated which ensures the stoppage of the vehicle. For this purpose, a control device actuates relay valves to establish a fluid connection between a pressure accumulator and the wheel brakes. The fluid connection is maintained until a brake pressure is applied by the wheel brake cylinders which ensures the stoppage of the vehicle.

Abstract: A system and method for controlling an automatic transmission in a vehicle drive train including an engine, the automatic transmission and a fluid coupling for transmitting the rotation of the engine to the transmission. The transmission includes a clutch applied when a forward running range is selected; a second one-way clutch which is applied, when the first clutch is applied, to establish a forward 1st speed; and a brake for locking the one-way clutch, when applied, to block the reverse rotation of the output shaft of the transmission. A first hydraulic servo receives a first oil pressure for applying the first clutch and a second hydraulic servo receives a second oil pressure for applying the brake. When a forward running range is selected, with the vehicle stopped, the engine idling and a foot brake engaged, the oil pressure of the first hydraulic servo is lowered from the oil pressure at the 1st speed whereas the oil pressure of the second hydraulic servo is raised to a modulated pressure.

Abstract: A ignition-controlled parking brake interlock is provided for a vehicle. The parking brake operating lever is latched in brake-applied positions by engagement of a lever-mounted pawl with fixed sector. A solenoid is movable between positions blocking and unblocking movement of the vehicle ignition to OFF. A lock bar carried by the lever is movable by a second solenoid between positions blocking and unblocking movement of the pawl to release the lever. In one embodiment, a brake lever position switch and a switch operated by the second solenoid control solenoid operation to prevent ignition key removal unless the parking brake is applied and to prevent parking brake release unless the key is inserted and the ignition moved to RUN. In another embodiment, bi-stable solenoids are controlled by a controller that is provided with high and low current inputs from branch circuits that include control switches operated by ignition position and parking brake lever position.