Abstract: The invention described and claimed in this application is a throttle assembly for a paramotor with an integrated locking mechanism which can be engaged to lock the throttle input in any position to maintain level flight. The throttle locking mechanism can be quickly disengaged as needed by squeezing the throttle control lever. The throttle locking mechanism is also able to be tuned when in the locked position as to attain the ideal engine input for level flight. The throttle locking mechanism can be preset and quickly returned to a designated power setting.

Abstract: A drive device for a PTO shaft includes a parking switch to detect a parking state of a vehicle body, a permission switch constituted of a self-returning switch and connected to the parking switch, the permission switch being configured to be switched to permit driving a PTO shaft, the PTO shaft being configured to be driven by a power of a prime mover disposed on the vehicle body, and a first switch device to be switched to enable the PTO shaft to be driven when the permission switch is switched to permit driving the PTO shaft under a state where the parking switch detects the parking state of the vehicle body.

Abstract: A brake assembly (1) for a hand-held power-driven cutting device (2) is provided comprising a movably arranged lever (14), at least being movable between a first- and a second position, a brake member (16), and a brake element (20) connected to or forming one unit with a rotatable part (22) of a transmission of the cutting device (2), wherein the brake member (16) is movable between a non-activated position and an activated position, and wherein the brake member (16) is arranged to engage with the brake element (20) in the activated position to prevent rotation of the rotatable part (22).

Abstract: A vehicle includes an engine configured for automatic shutdown and restart. The vehicle is provided with a controller that is configured to restart the engine when a difference between an actual brake pressure and a filtered brake pressure is greater than a threshold value. The filtered brake pressure is dependent upon a magnitude of the actual brake pressure and a rate of change of the actual brake pressure.

Abstract: A start safety circuit arrangement is incorporated into a work apparatus having an internal combustion engine. Combustion air and fuel are supplied to the combustion chamber by a control unit for the engine operation. The fuel/air mixture in the combustion chamber is ignited by an ignition plug. An operating mode selector has a start position for enriching the fuel/air mixture. A safety brake device in an operating mode brakes the work tool. A start position sensor is arranged on the operating mode selector and a brake position sensor is associated with the safety brake device. The status signal of the brake position sensor and the status signal of the start position sensor are combined to cause the control unit to disable the engine operation if the operating mode selector is in start position (III) and the safety brake device is in its standby mode (B).

Abstract: An engine controlling apparatus for a motorcycle for reducing the output power of the engine when necessary includes a second controller for deciding, if a brake operation is detected based on an opening value of an accelerator grip detected by a potentiometer for detecting an opening value of the accelerator grip that the accelerator grip is in an open state, whether it is necessary to reduce the output power of an engine and for carrying out output power reduction control of the engine. If a front wheel brake sensor detects a brake operation for the front wheel and in addition it is decided from the speed value detected by a vehicle speed sensor that the motorcycle is not being decelerated, then the second controller decides that there is the necessity to reduce the output power of the engine and carries out the output power reduction control of the engine.

Abstract: An interlock circuit for a utility vehicle park brake includes a relay connected to neutral switch on a transmission. The relay is actuated by electric current to move a contact to a closed position if the neutral switch is out of neutral. A throttle pedal switch connected to the relay moves a contact to a closed position if the throttle pedal is depressed. A park brake switch connected to the throttle pedal switch moves a contact to a closed position if the park brake is engaged. Closing all of the contacts grounds an ignition circuit connected to the interlock circuit, which may be a magneto ignition circuit.

Abstract: An interlock circuit for a utility vehicle park brake includes a relay connected to neutral switch on a transmission. The relay is actuated by electric current to move a contact to a closed position if the neutral switch is out of neutral. A throttle pedal switch connected to the relay moves a contact to a closed position if the throttle pedal is depressed. A park brake switch connected to the throttle pedal switch moves a contact to a closed position if the park brake is engaged. Closing all of the contacts grounds an ignition circuit connected to the interlock circuit, which may be a magneto ignition circuit.

Abstract: A method for controlling a drive system and/or a wheel braking system, a total braking torque consisting of a drive braking torque and/or a wheel braking torque to be applied to the wheels of a motor vehicle is adjusted such that the desired wheel braking torque is reduced by an amount which can be compensated by a (preferably maximally) possible increase of the drive braking torque, when the wheel braking system is particularly loaded and when the vehicle velocity is approximately constant (steady-state) operating mode. However, the increase of the drive braking torque is limited to a predefined amount (preferably achievable in the fired coasting operation) when the wheel braking system is loaded less highly or the vehicle velocity changes (dynamic operating mode).

Abstract: A system and a method for generating a line pressure of a continuously variable transmission (CVT) in a hybrid vehicle in which the line pressure of the CVT is maintained to be constant even in an idle stop state of an engine. Steps may include detecting operation of a brake; determining whether an idle stop condition is satisfied; detecting a hydraulic pressure of a control valve for controlling the line pressure of the continuously variable transmission when the idle stop condition is satisfied; comparing the hydraulic pressure of the control valve with a predetermined value; generating a pressure difference in the chamber when the hydraulic pressure of the control valve is smaller than or equal to the predetermined value; and actuating a cylinder for generating the line pressure according to the pressure difference in the chamber.

Abstract: A brake-shift lever interlock unit (14) includes a pair of coils (24, 26) which are disposed in a coaxial relationship. A plunger (50) is movable in a passage (72) which extends through the coils (24, 26). When the plunger (50) is in a extended position, it is effective to block movement of a force transmitting member (52) connected with a vehicle shift lever (10) Upon actuation of the vehicle ignition switch (18), while the brake switch (20) remains in an unactuated condition, a plunger pull coil (24) is energized to move the plunger (50) from the extended position to the partially retracted position. A cam surface (68) on the plunger (50) then engages the force transmitting member (52) to continue to prevent movement of the vehicle shift lever (10) out of the park position. At this time, the plunger (50) engages a stop member (60).

Abstract: In one aspect of the present invention, an electrohydraulic control device for a drive train of a machine is disclosed. A control member produces an operator control signal. An engine control module receives the operator control signal and responsively reduces the rotational speed of the engine. A transmission control module additionally receive the operator control signal and responsively controls the engagement of a predetermined transmission clutch to reduce the transmitted torque from the transmission.

Abstract: An engine automatic speed control apparatus which exhibits a smooth transition from brake release to an engine drive state. An ECU determines braking force such that a vehicle does not move in correspondence with the slope of a road surface according to a road surface slope sensor while monitoring an operated quantity of a brake pedal according to a brake pedal operated-quantity sensor. The ECU stops an engine when braking force is applied via the brake pedal such that the vehicle does not move. After stopping the engine, the ECU determines braking force such that the vehicle does not move in correspondence with slope of the road surface according to the road surface slope sensor, and restarts the engine when braking force becomes less than braking force required to maintain the vehicle in a stopped state. The ECU then restarts the engine in the interval from relaxing of braking force via the brake pedal until the brake pedal is released.

Abstract: A deadman brake (62) is provided for stopping a rotating member driven by a power source, including the flywheel (46) of an internal combustion engine (42) of a lawnmower (40). A cantilever leaf spring (94) has a root end (96) attached to an engine-mounted bracket (68), and a distal end (98) movable toward and away from the flywheel (46). A brake pad (100) is attached to the cantilever leaf spring (94) and normally engages the flywheel (46) under self-bias of the cantilever leaf spring (94). A cable system (56, 58) is coupled by a transfer member (72, 134) to the cantilever leaf spring (94) and is actuated to disengage the brake pad (100) from the flywheel (46). The transfer member (72, 134) is a double pivot (106, 126) member providing universal right hand and left hand direction actuation application.

Abstract: A manually displaceable implement for ground treatment comprising a dead-man safety based on an automatic lowering and blocking of the running wheels (5). A stop (10) is provided on the implement for blockage, against which at least one lowered running wheel (5) rests. The automatic lowering of the running wheels (5) is accomplished by a two-part height adjustment rod (4), which is maintained together by an emergency release element (12). In an emergency, this emergency element (12) is activated by a ripcord, whereby the connection is automatically released.