Abstract: An integrated sheath assembly for inserting a medical device such as a percutaneous pump into a vessel can include a first sheath having a first lumen defining a first opening between proximal and distal ends of the first sheath for passage of a portion of the pump and a second sheath having a second lumen defining a second opening between proximal and distal ends of the second sheath. The second lumen is expandable to allow passage of the first sheath containing the portion of the pump. The first sheath fills a space between the second sheath and the portion of the percutaneous pump when the first sheath containing the percutaneous pump is inserted into the second lumen. The first sheath has a first hub, and the second sheath has a second hub. In some embodiments, a single sheath and a movable connector can be integrated on the medical device.

Abstract: A cannula for relieving the left side of the heart is provided, the cannula having a cannula shaft comprising a heart-side inlet and a pump-side outlet. A lumen extends between the inlet and the outlet, and a suture ring for connecting the cannula to a left atrium is arranged on an outer side of the cannula shaft. The outlet is configured such that the outlet can be connected to a pump and the length of the cannula shaft between the suture ring and the outlet is such that the cannula shaft can be guided outwards through an intercostal space.

Abstract: Plunger sub-assemblies for automatic injectors include a plunger outer having one or more engagement prongs, a plunger inner having one or more engagement slots which correspond with the engagement prongs of the plunger outer, and a retraction biasing member. The retraction biasing member is retained in a first energized state between the plunger outer and plunger inner when the engagement prongs of the plunger outer are releasably engaged with the engagement slots of the plunger inner. The one or more engagement prongs are capable of flexing substantially radially to release from engagement with the engagement slots of the plunger inner to permit the retraction biasing member to expand from the first energized state to a second expanded state. An automatic injector having a plunger sub-assembly includes a housing, an activation mechanism, and a plunger sub-assembly at least partially mounted within a syringe cartridge having a needle assembly.

Abstract: An automatic transmission controller includes a solenoid drive controller that performs a current feedback control to one or more of a plurality of solenoids that correspond to a plurality of gear positions for shifting to one of the plurality of gear positions in a transmission mechanism. From among all the solenoids, the solenoid drive controller distinguishes one or more target solenoids to operate to shift from a current gear position to a post-change gear position, and changes a current feedback cycle of the target solenoid(s) for performing the current feedback control.

Abstract: A control apparatus for a vehicle provided with a step-variable transmission including a one-way clutch to be placed in an engaged state to establish a predetermined one of gear positions of the step-variable transmission, and a coupling device disposed parallel with the one-way clutch, includes a control portion configured to control a shift-up action of the step-variable transmission from the above-indicated predetermined one gear position in which the coupling device is placed in its engaged state, the control portion controlling the shift-up action so as to delay a releasing action of the coupling device where a required torque of the vehicle prior to a moment of initiation of an inertia phase of the shift-up action is larger than a predetermined value, with respect to the releasing action where the required torque is not larger than the predetermined value.

Abstract: A device useful for accessing the left atrium is provided. The device comprises an elongated tubular body and a dilating tip. The tubular body has an axis, a proximal end, a distal end and a lumen longitudinally extending therethrough. The dilating tip is slidably mounted on the distal end of the tubular body. The dilating tip comprises a segmented surface that is generally transverse to the axis of the tubular body, and a generally rigid tube extending distally from the segmented surface and having a sharp distal end. Distal movement of the tubular body relative to the dilating tip exerts a force on the segmented surface to thereby open the segmented surface.

Abstract: A vehicle includes a body frame, an engine, a transmission, a transmission case, and a shift actuator. The engine includes an engine case attached to the body frame, and a crankshaft supported by the engine case. The transmission case is spaced apart from the engine case, and houses the transmission. The shift actuator is connected to a shift drum of the transmission. At least a portion of the transmission case overlaps with the engine case as viewed along the axis of the crankshaft. The shift actuator is fixed to the transmission case.

Abstract: A vehicle control apparatus includes a first control section that shifts a vehicle from a normal running state to a coasting state by disengaging the clutch device of the vehicle when a predetermined execution condition is satisfied, a second control section that releases the coasting state when a brake operation or an accelerator operation is performed by a vehicle driver while the vehicle is in the coasting state, and an operation amount determination section that determines whether or not an operation amount of a brake operation or an accelerator operation performed while the vehicle is in the coasting state exceeds a release threshold. The second control section releases the coasting state if the operation amount is determined to exceed the release threshold, and does not release the coasting state if the operation amount is determined not to exceed the release threshold.

Abstract: A system for controlling a dashboard display of transmission ratios of a motor vehicle, the vehicle including an automatic gearbox and a system for controlling transmission ratios, which receives information relating to unavailable transmission ratios. The system includes a mechanism controlling the display of the transmission ratio on the dashboard, and a mechanism controlling the display of unavailability of the transmission ratio displayed on the dashboard.

Abstract: A method of carrying out coasting downshifts that involve an interlocking shifting element in an automatic transmission having a torque converter lockup clutch. At the beginning of the coasting downshift, positive action is taken on the torque. The method including the steps of, at the beginning of the coasting downshift, the torque converter lockup clutch is fully or partially disengaged so that the drive-train is fully or partially decoupled from the drive aggregate, and action upon the torque is carried out in such manner that the engine rotational speed only falls below the turbine rotational speed once the synchronous point for the interlocking shifting element is reached.

Abstract: In a motor vehicle with an adjustable coupling (intermediate device) between the (crank)shaft and floor contact elements (wheels), wherein the coupling is set in trailing throttle mode in such a way that the rotational speed of the shaft is reduced, in particular is adjusted to a predefined value, in order to reduce the internal losses of the drive, in particular an internal combustion engine.

Abstract: A control device of an automatic transmission comprises a torque converter and a lock-up clutch which are arranged between an engine and an automatic transmission; and an up-shift control means that, when an up-shift is required with an accelerator pedal kept depressed by a driver, lowers an engaging capacity of releasing side engaging elements engaged at a speed stage before a gear shifting and then increases an engaging capacity of engaging side engaging elements engaged at a speed stage after the gear shifting thereby to establish a power-on up-shift, wherein the up-shift control means is configured in that when the acceleration pedal is released from the driver during the time when the power-on up-shift is being carried out, the power-on up-shift is continued while lowering the engaging capacity of the lock-up clutch.

Abstract: A control apparatus for a vehicle includes an automatic transmission configured to attain a predetermined shift-stage by releasing an engaged friction-engagement element and by engaging a released friction-engagement element; a variation-start detecting section configured to detect that a parameter which varies with a progress of inertia phase has varied; a memorizing section configured to sequentially memorize a state of the vehicle; and a learning section configured to correct a control quantity for a next-time shift of the transmission on the basis of the state of vehicle memorized at a timing earlier by a given time interval than a timing when the variation-start detecting section detects that the parameter has varied.

Abstract: An HV-ECU executes a program including a step (S102) of turning on a fail-safe permission flag if a select sensor is abnormal (YES in step S100), and a step (S108) of transmitting a non-P request signal to a P-ECU if the position of a shift lever is read as the N position (YES in S104) and a predetermined time Tn(2) elapses (YES in S106).

Abstract: When shift transmission of an automatic transmission is performed in a free-run state, a driving force control apparatus controls a degree of engagement of an engaging device in accordance with a hydraulic difference between a first hydraulic pressure and a second hydraulic pressure in a condition that the first hydraulic pressure does not reach the second hydraulic pressure. As a result, an oil pump supplies a hydraulic pressure to the automatic transmission, and the shift transmission can be performed. The first hydraulic pressure is a hydraulic pressure of the automatic transmission. The second hydraulic pressure is a hydraulic pressure required to perform the shift transmission. The engaging device can adjust an extent of transmission power between an engine and the automatic transmission in accordance with the degree of engagement.

Abstract: A system and method for the soft shift of a transmission connecting a power source to a well stimulation pump through a transmission. When it is desired to change gear ratios in the transmission, the transmission is caused to enter a torque converter mode from a lockup mode. The engine speed is adjusted according to a signal representative of the speed of the transmission output shaft. Once the gear ratio has been changed, the transmission is caused to enter a lockup mode from the torque converter mode.

Abstract: An automatic transmission for a vehicle comprises a torque converter TC equipped with a lock-up clutch 4. This automatic transmission further comprises FIRST˜FOURTH speed clutches 31˜34 for a shift control executing a shift from off-going speed ratio to an on-coming speed ratio by controlling the release of the hydraulic pressure from the off-going clutch and by controlling the supply of the hydraulic pressure to the on-coming clutch. A control system comprises first and second off-going pressure releasing valves 70 and 80, which release the hydraulic pressure from the off-going clutch during the shift, a lock-up control valve 40 and a lock-up timing valve 50, which control the engagement of the lock-up mechanism, and a linear solenoid valve 60, which supplies a control pressure to these valves and controls the operation of these valves.

Abstract: A shift control system for a continuously variable transmission, in which a road load on a vehicle is detected, the lower limit speed is set according to the detected road load, in which a target input speed, as set according to the running state of a vehicle, is restricted with the set lower limit speed, and in which the gear ratio of the continuously variable transmission is controlled so that the actual input speed may be equal to the target input speed restricted. The target input speed is restricted after the actual input speed is more than the lower limit value, when the road load is light, and said target input speed is restricted irrespective of the actual input speed when the road load is heavy.

Abstract: A lock-up control device is provided to control the engaging and release of a lock-up clutch, which is arranged in parallel with a torque converter to transmit driving force of an engine of a car. Herein, target driving force is calculated based on accelerator pedal opening and car velocity. A present shift position is detected using a shift map based on accelerator pedal opening, car velocity and engine speed. Target engine torque is calculated based on the target driving force and present shift position as well as a torque amplification ratio, which is detected when the torque converter is placed in a torque amplification state. A lock-up release instruction is issued under conditions that the torque converter is placed in the torque amplification state while the target engine torque is greater than a preset value, which is determined in advance based on a torque characteristic of the engine.

Abstract: A transmission system for a straddle vehicle which provides two operating modes, namely semi-automatic and automatic. With the semi-automatic transmission system, an operator only uses a switching means mounted on a steering bar of the vehicle for activating a clutch actuator and a shift actuator. The clutch actuator disengages a transmission clutch while the shift actuator operates a shifter for changing the transmission ratio. With the automatic transmission system, an Electronic Control Unit reads inputs signals such as speed of the engine (RPM), speed of the vehicle, opening of a throttle valve and position of a shifter and accomplishes a smooth shifting by activating a clutch actuator, a shift actuator and a modulated controlling valve.

Abstract: A control apparatus for an automatic transmission of a vehicle having a forward friction element for engaging or disengaging a turbine shaft with the automatic transmission in a forward running direction and a lock-up clutch for directly transmitting a rotation of an engine to the turbine shaft, comprises an abrupt deceleration control means for disengaging the forward engagement element and the lock-up clutch when an abrupt deceleration of the vehicle is detected, and a restoring means for canceling the abrupt deceleration control means and for restoring the forward friction element to an engagement state when an accelerator pedal is depressed for acceleration.

Abstract: In a vehicle provided with an engine and a motor as interchangeable drive sources, a torque converter attached to the vehicle transmission is controlled so as to capitalize upon the advantages of the motor when the motor is used as the drive source. A map to be used in determining whether to engage the lock-up clutch is selected according to whether the drive source is the engine, the engine plus motor generator, or motor generator (steps 100, 110, 120).

Abstract: A motor vehicle includes an internal combustion engine and an automatic transmission powered by the engine. The engine has a throttle valve for controlling the amount of air fed thereto. The transmission selectively assumes an Over-drive possible D-range wherein both a lock-up ON condition and a lock-up OFF condition are available and an Over-drive impossible D-range wherein only the lock-up OFF condition is kept. A control system comprises a first section for detecting a first condition of the engine wherein an open degree of the throttle valve is reduced to a certain degree; a second section for detecting a second condition of the transmission wherein the lock-up ON condition of the Over-drive possible D-range is kept; and a third section for engaging a friction element of the transmission to induce an engine brake when the first and second sections detect the first and second conditions respectively.

Abstract: In order to improve the fuel consumption by maintaining the lock-up clutch as tightly as possible during the down-shift operation, a lock-up clutch control apparatus is provided.

Abstract: A shift control apparatus in a vehicle automatic transmission, where down-shift is carried out from a high velocity step to a low- velocity step.A flatness-aiming control has a common targetted change rate with respect to a turbine rotational speed in the inertia phase, and aims a hydraulic command value for the engaging side element and a hydraulic command value for the releasing side element at flatness in the inertia phase with the passage of time.An initial value setting control sets an engaging side initial value and a releasing side initial value at the beginning of the inertia phase in response to the turbine torque and the turbine rotational speed.

Abstract: A control system for controlling an automatic transmission equipped with a torque converter which is locked and unlocked through a lockup clutch has a lockup release control device which releases locking of the torque converter at different release rates between a downshift resulting from an increase in engine load and a downshift resulting not from an increase in engine load.

Abstract: A device and a method of a hydraulic control system for 4-speeds automatic transmissions which may reduce line pressure in a steady flow during operation of an automotive vehicle at high speed thereby decreasing the load applied to an oil pump and reducing fuel consumption. And when shifting from the second, third or fourth speed of the "D" range, where the damper clutch operates, to another shift range, which makes it so the line pressure is not changed when the damper clutch is released thereby increasing the load applied to the engine, thereby preventing the run-up of the engine, and when the shift is completed, which changes the line pressure again, thereby improving shift quality and power transmission efficiency.

Abstract: A lockup control system for automatic transmissions is constructed to prohibit lockup of a torque converter when detecting inertia cruising of a motor vehicle even if transition of the cruising state of the motor vehicle occurs from a converter area to a lockup area.

Abstract: A lock-up clutch control method controls a torque converter comprising an input shaft through which a rotating force from an engine is input, an output shaft which outputs a driving force to the side of driving wheels and a lock-up clutch which operates in response to a hydraulic pressure. A control element controls an engaging pressure of the lock-up clutch by way of the hydraulic pressure. The engaging force of the clutch is controlled in accordance with calculated results of a target following up section for calculating a controlled variable so that a slip follows up a target slip and a control system stabilizing section for calculating the controlled variable so that the disturbance applied to the control system is compensated. Thereby, a stable control may be realized without receiving any effect of the disturbance. The disturbance may be estimated and learned for more accurate control.

Abstract: A control system for an automatic transmission including a fluid transmission unit and a lockup clutch arranged in the fluid transmission unit. A running state sensor(s) detects the running state of the vehicle and outputs signals to an electronic control unit for deciding a shift and outputting a shift signal and for deciding lockup clutch ON/OFF and outputting a lockup ON/OFF signal. A hydraulic control unit selectively actuates a plurality of solenoid valves, in response to the output signals from the electronic control unit, to selectively apply/release a plurality of frictional engagement elements, to establish a new gear stage, and the lockup clutch. The electronic control unit (ECU) has stored in memory therein, a lockup diagram having a first hysteresis region defined by a lockup OFF line and a first lockup ON line, and a second hysteresis region defined by a second lockup ON line formed in the first hysteresis region and the first lockup ON line.

Abstract: A lock-up clutch by way of which input/output shafts of a torque converter are operatively connected to each other is connected to an electronic type pressure control valve. During speed changing in a transmission, the problem of interruption of torque transmission can be solved by turning off the lock-up clutch at the time when filling of one of the speed changing clutches to be next brought into an operatively engaged state with hydraulic oil is completed. Hydraulic pressure (P.sub.t) in the torque converter is exerted on the back 100 pressure portion of a piston of the lock-up clutch while hydraulic pressure (P.sub.t) in the torque converter is exerted on the proportional solenoid side of the pressure control valve, making it possible to reduce the initial hydraulic pressure. During speed changing, the lock-up clutch is not fully released from the engaged state but maintains its operative state at low pressure, causing shock from shifting the lock-up state to be reduced.

Abstract: A lockup control system for automatic transmissions is constructed to prohibit lockup interruption control during shifting when the cruising state of a motor vehicle is such that a difference between an engine speed before and after shifting is smaller than a set value.

Abstract: An electronic transmission control system for a self-propelled off-road vehicle having an internal combustion engine and multiple gear powershift transmission controls the powershift transmission and provides the at least on control signal to the engine for selecting the speed at which the engine is to operate. The system preferably includes a first electronic controller that provides transmission control signals required to command the powershift transmission to shift to and operate in any particular one of its forward gears, and a second electronic controller that provides at least one engine control signal required to command the engine to operate at one of a number of different desired engine speeds and to monitor the actual engine speed.

Abstract: A controller device for vehicle automatic transmission including oil-pressure driven type friction elements controls the duty factors of the solenoid valves for the respective friction elements involved in the gear shift. In the first control interval A, the duty factors are controlled in accordance with predetermined patterns, such that the friction elements engage with predetermined amounts of slip at the actual beginning of the gear shift. The first interval A is terminated either when a change in the rotational speed of the input shaft of the automatic transmission is detected or when a predetermined length of upper limit for the first interval A expires. When the first interval A terminates, the second control interval B begins, and the duty factors are controlled by a feedback control method.

Abstract: A lockup clutch of an automatic transmission is controlled so that no shock is produced while the vehicle is running within a predetermined gear stage. The automatic transmission includes a fluid coupling; a lockup clutch provided in the fluid coupling; a shift selector for selecting a range; a vehicle speed sensor for detecting vehicle speed, and a throttle opening sensor for detecting throttle opening. A control unit determines a gear stage in accordance with the selected range, the vehicle speed and the throttle opening, decides a shift, produces a shifting output signal, decides ON or OFF for the lockup clutch in accordance with the selected range, the vehicle speed and the throttle opening, and produces a lockup ON/OFF output signal. An oil pressure circuit actuates solenoid valves in response to the shifting output signal and the lockup ON/OFF output signal of the control unit.

Abstract: An apparatus for controlling a lock-up clutch disposed between an engine and an automatic transmission of a motor vehicle, including a slip control device for controlling a slip control pressure to be applied to the lock-up clutch to control the amount of slip of the lock-up clutch, a shift detector for detecting a shifting action of the transmission during deceleration of the vehicle, and a pressure changing device which commands the slip control device, upon detection of a shifting action of the transmission during vehicle deceleration, to change the slip control pressure a predetermined time prior to completion of the shifting action, for reducing an engaging force of the lock-up clutch to a value lower than a value corresponding to the amount of slip of the lock-up clutch established when the transmission is not in the process of a shifting action, to reduce the shifting shock of the transmission.

Abstract: A multiple ratio automatic transmission having a hydrokinetic torque converter in an automotive vehicle driveline wherein the torque converter has a controllable bypass clutch and wherein provision is made for changing the clutch capacity during a ratio change to reduce undesirable torque fluctuations in the driveline, thus improving shift quality while maintaining optimum hydrodynamic torque converter efficiency.

Abstract: An apparatus is provided for use in a vehicle having an engine driven transmission which includes a plurality of gear ratios. The apparatus includes a sensor adapted to sense an operating parameter and responsively produce a parameter signal. A memory device includes a custom shiftpoint map for storing data which relates transmission gear ratio to the parameter signal. A programming device for allowing the custom shiftpoint map to be reprogrammed during vehicle operation. A controller is adapted to receive the vehicle speed signal, retrieve data from the custom shiftpoint map, and process the retrieved data and the parameter signal to produce a transmission control signal. An actuator is adapted to receive the transmission control signal and responsively control the transmission gear ratio.

Abstract: An automatic transmission control system for a transmission which is installed in a vehicle and whose torque converter is provided with a lockup mechanism; comprising a vehicle weight estimation device for estimating the weight of the vehicle; a gradient estimation device for estimating a gradient on which the vehicle is running; a standard lockup line selector for storing therein standard lockup lines which correspond respectively to the specified gear shift ratios of a speed change gear included in the transmission, and for selecting that one of the stored standard lockup lines which corresponds to the gear shift ratio in the present state of the vehicle; a lockup line corrector for correcting the selected standard lockup line in accordance with the estimated vehicle weight and the estimated gradient; and a lockup signal output device for deciding a timing of lockup "ON" or lockup "OFF" by the use of the corrected lockup line, and for delivering a lockup signal to the lockup mechanism (a lockup solenoid) at

Abstract: A lock-up clutch by way of which input/output shafts of a torque converter are operatively connected to each other is connected to an electronic type pressure control valve. During speed changing in a transmission, the problem of interruption of torque transmission can be solved by turning off the lock-up clutch at the time when filling of one of the speed changing clutches to be next brought into an operatively engaged state with hydraulic oil is completed. Hydraulic pressure (P.sub.t) in the torque converter is exerted on the back pressure portion of a piston of the lock-up clutch while hydraulic pressure (P.sub.t) in the torque converter is exerted on the proportional solenoid side of the pressure control valve, making it possible to reduce the initial hydraulic pressure. During speed changing, the lock-up clutch is not fully released from the engaged state but maintains its operative state at low pressure, causing shock from shifting the lock-up state to be reduced.

Abstract: A method for automatically changing the speed of a dump truck for use as a construction vehicle which is capable of improving the fuel cost by utilizing the engine output effectively and efficiently, improving the durability of the power transmission system and giving the driver a comfortable ride. According to this automatic speed change method, a desired, optimum speed stage which meets the loading condition of the dump truck and/or the engine output condition can be selected by using controllers each having a built-in computer.