Abstract: The electric vehicle according to the present disclosure calculates motor torque using an MT vehicle model simulating an MT vehicle having a manual transmission and an internal combustion engine. In the first operation mode, an operation amount of a pseudo-clutch pedal and a shift position of a pseudo-gearshift are input to the MT vehicle model to reflect operation of the pseudo-clutch pedal and operation of the pseudo-gearshift in electric motor control. In the second operation mode where the operation of the pseudo-clutch pedal is not needed, an operation amount of a clutch pedal calculated by a driver model is input to the MT vehicle model instead of the operation amount of the pseudo-clutch pedal.

Abstract: The invention provides a locking device for preventing movement between two elements (11, 12) that are mounted to move relative to each other, the locking device including a lock (31) mounted to rotate relative to one of the elements in order to present successive angular positions for locking and for release in which the lock alternates between preventing and allowing relative movement between the two elements, the lock being constrained to rotate with a selector (55) of an angular indexing mechanism (50) actuated by a pulse-controlled actuator (70, 71) arranged to push the selector against a spring member (58) in order to cause it to turn on each pulse and thereby cause the lock to pass from one angular position to the other.

Abstract: The present invention relates to a gear shift arrangement (100) for a transmission arrangement of a vehicle, the gear shift arrangement comprising an axially movable first connecting mechanism (102) connectable to a first gear wheel for engagement of a first gear of the transmission arrangement; an axially movable second connecting mechanism (104) connectable to a second gear wheel for engagement of a second gear of the transmission arrangement; an actuator arrangement (106) configured to controllably connect the first connecting mechanism (102) and the first gear wheel to each other, and to controllably connect the second connecting mechanism (104) and the second gear wheel to each other, wherein the first connecting mechanism (102) comprises a first connector element (108), the second connecting mechanism (104) comprises a second connector element (110) and the actuator arrangement (106) comprises an actuator connector element (112), wherein the second connector element (110) at least partially enclosing th

Abstract: A shift drum has a recess which controls a fork to move one of two cooperating coaxially arranged gears for transmitting torque in a power train of a vehicle. The recess includes a straight section, which upon rotation of the shift drum does not move the fork either to the left or the right, and at least one ramp which does move the fork in one direction (i.e., to the left or the right). The ramp is more complex than a single line, such as having a first portion at a first right-shift portion ramp angle ? and a second portion at a second right-shift portion ramp angle ?, perhaps with the intersection between the first right-shift portion ramp angle ? and the second right-shift portion ramp angle ? being at the mid-line defined by the straight section of the recess.

Abstract: An off-highway recreational includes a frame, a prime mover, a transmission, an intermediate shaft and a main shaft. The transmission is mechanically coupled to receive power from the prime mover and to provide mechanical power at a transaxle output shaft. The intermediate drive shaft is mechanically coupled to the transaxle output shaft, wherein the intermediate drive shaft has a first diameter. The main drive shaft is mechanically coupled to the intermediate drive shaft, wherein the main drive shaft has a second diameter that is greater than the first diameter.

Abstract: An apparatus for moving a shift rail of a transmission may include a control shaft provided to be moved in a direction perpendicular to a plurality of shift rails by an actuator, a plurality of rollers protruding from one selected among a corresponding one of the shift rails and the control shaft, the rollers being formed on one of facing sides of the shift rail and the control shaft, and a cam protruding in an S-shaped form from a remaining one selected among the corresponding shift rail and the control shaft, on which no roller is formed, the cam being provided to selectively move the shift rails in an axial direction by moving while coming into contact at opposite sides thereof with the rollers depending on a distance by which the control shaft is moved.

Abstract: In a broad respect, vehicles that are capable of making a low- to zero-radius turn using the independent rotation of drive wheels and by turning the non-driving steerable structure or structures (such as wheels) with a steering input device (in some embodiments, the driving wheels also may be capable of being turned). This may be accomplished using a steering system, a speed control system and an integration device (together, a control system) that are configured to work together to provide correct steering in forward and reverse, and, in some embodiments, to reduce the speed of the outboard drive wheel of the vehicle when it enters an extreme turn under constant speed input. Different systems configured for use in such vehicles are included.

Abstract: A steering apparatus for a vehicle that utilizes steer-by-wire controls and may selectively be operated in an autonomous mode comprises a body mounted sliding steering column. The body mounted sliding steering column includes an arm that slides between a stowed position and a use position on at least one rail attached to a frame of the vehicle. The arm supports a steering column that may also be adjustable between a retracted position and an extended position. The arm also houses a force feedback motor in force-transmitting communication with the steering column.

Abstract: An improved curtain rod assembly is provided that obviates limitations and problems with conventional assemblies. In particular, the improved curtain rod assembly utilizes complementary locking and key components which allow for a secure, robust, and reversible connection between a curtain rod and an associated finial. As such, assembling the curtain rod assembly does not require the use of screws, nails, or other items which may permanently damage the curtain rod assembly, limit the longevity or usefulness of the curtain rod assembly, or present a danger to the user.

Abstract: A shifting apparatus including a shaft extending along an axis, and at least one shifting feature, each of the at least one shifting feature including: a multi-part pin having first and second parts arranged to rotate relative to each other that extend through respective slots extending along the shaft; a drum arranged around the shaft and having channels extending along the length thereof wherein the first and second parts of the multi-part pin are respectively received for enabling torque transfer to the drum when the shaft is rotated, the drum also defining a track at least partially around its outer surface; a biasing mechanism for urging the drum towards a rest position along the length of the shaft; and a drive member selector member provided in operative relation to the track. The drive member selector member can be controlled to selectively engage a drive member.

Abstract: A gear shifting device is provided, by which an axial shift movement of a shift element into a shift position through interaction of a shift pin with an associated groove-like shift gate that is changeable in an axial direction. The shift element features, on an inner diameter and/or an outer diameter, the associated shift gate, while the respective shift pin is arranged in a radially opposite and displaceable manner on a transmission component adjacent to the shift element. As an alternative, the shift element, on an inner diameter and/or an outer diameter, accommodates the respective shift pin in a radially displaceable manner, whereas the associated shift gate for the respective shift gate is arranged to be radially opposite on a transmission component located adjacent to the shift element. The shift pin is movable through an associated actuator in a radial manner between an initial position and a mesh position in which each shift pin is introduced into the associated shift gate.

Abstract: In a broad respect, vehicles that are capable of making a low- to zero-radius turn using the independent rotation of drive wheels and by turning the non-driving steerable structure or structures (such as wheels) with a steering input device (in some embodiments, the driving wheels also may be capable of being turned). This may be accomplished using a steering system, a speed control system and an integration device (together, a control system) that are configured to work together to provide correct steering in forward and reverse, and, in some embodiments, to reduce the speed of the outboard drive wheel of the vehicle when it enters an extreme turn under constant speed input. Different systems configured for use in such vehicles are included.

Abstract: A shift fork assembly (120, 120a, 120b, 120c, 120d) including a shift rail member (122, 122a, 122c, 122d) having a slot (188) defined therein and a shift rail axis (24), and a fork member (126, 126b, 126c, 126d) mounted in the slot and carried by the shift rail member. The fork member and shift rail member have movement relative to each other. The fork member has pivoting motion relative to the shift rail member about a pivot axis (206) that extends substantially perpendicularly relative to the shift rail axis, and the pivot axis is adapted to extend substantially between the shift rail axis and a gear axis (48).

Abstract: A clutch temperature prediction module for a dual clutch transmission (DCT) includes at least one clutch slip power module that determines a first clutch slip power of a first clutch and a second clutch slip power of a second clutch. A temperature calculation module receives the first clutch slip power, the second clutch slip power, an ambient air temperature, an engine oil temperature, and a transmission oil temperature, and calculates at least one clutch plate temperature and a clutch housing temperature based on the first clutch slip power, the second clutch slip power, the ambient air temperature, the engine oil temperature, and the transmission oil temperature using a linear time-invariant (LTI) model.

Abstract: A transmission is provided having a dual clutch to achieve torque flow through a dual countershaft gearing arrangement. The countershaft gearing arrangement includes a plurality of co-planar gear sets having gears that are selectively connectable to a first countershaft and a second countershaft. A transfer gear set transfers torque from the countershafts to an output shaft.

Abstract: A gear-shifting safety device is provided for an all-terrain vehicle (ATV), including a gear lever, a gear-shifting hub shaft, a gear-shifting gear set, and a reversing bar. An end of the gear-shifting hub forms a step on which a block is provided. The block and the step form a stop face therebetween. The reversing bar has an end forming a stop section that is positionable on the step and is selectively in abutting engagement with the stop face so that to change to the reversing position, the reversing bar must be first actuated to disengage the stop section thereof from the stop face, allowing the switching fork to move to the reversing position on a position chute of the gear-shifting hub, thereby eliminating the damage of accidentally switching to reversing during the forward movement of the vehicle.

Abstract: A transmission for a tractor comprises a transmission case having an opening that opens to exterior of the transmission case and a speed change device that is housed in the transmission case. The transmission also includes a cover removably attached to the transmission case for closing the opening of the transmission, a main speed change shift fork supported by the cover and capable of engaging with and moving a main speed change shifter, and a sub speed change shift fork supported by the cover and capable of engaging with and moving a sub speed change shifter. The cover is capable of mounting a creep speed change device having a creep speed position.

Abstract: A selector transmission for a motor vehicle in which two transmission shift positions G1, G2; G3, G4; G5, G6 situated in a shifting gate 55 of an H or multi-H shifting gate 51 within a transmission 1 can be respectively shifted via two different shifting sets 29, 30, 31, 32. The transmission 1 has one transmission input shaft 5, two countershafts 15, 16, one reverse gear shaft 22 and one transmission output shaft 28 available. The fixed and idler gears of each ratio step are positioned on the transmission shafts so that, departing from a single starting and separating clutch 4 of the transmission, the transmission gears are disposed in a sequence G2 and RG, G4 and G6, G3, G1, G5.

Abstract: A transmission shift system for idler wheels comprising at least one actuating device that actuates a respective sliding sleeve non-rotatably connected with a main shaft in order to bring the sliding sleeve to positive fit with an idler wheel to be shifted. It is provided that the shiftable idler wheel is disposed upon the main shaft directly juxtaposed in axial direction and that the respective actuating devices are provided as unit on the main shaft outside the group of idler wheels, each actuating device being connected with the respective sliding sleeve via at least one connecting element extending along the main shaft.

Abstract: A transmission control apparatus includes transmission lines disposed between a pair of transmission shafts and a hydraulic multiple disc transmission clutch disposed on one side of the transmission lines. Power from an engine is transmitted via one of the transmission lines to a traveling unit. Each of the transmission lines has a friction clutch. A first gear mechanism operated by a first actuator is disposed between one of the transmission shafts and the first transmission line. A second gear mechanism operated by a second actuator is disposed between one of the transmission shafts and the second transmission line. When the first transmission line is powered, a first system operates the second gear mechanism into a speed position; the first clutch to a non-transmitting state and the second clutch to a transmitting state, thereby providing a progressive shifting of the transmission clutch from a transmitting state to a semi-transmitting state.

Abstract: A transfer case for a vehicle having two-wheel drive and four-wheel drive operating modes operatively established by a drive transfer mechanism that is selectively employed to interconnect a main power drive shaft construction for the drive of a first set of wheels with an auxiliary drive shaft for the drive of a second set of wheels. The drive transfer mechanism includes a clutch assembly package comprising a control rod supported for movement in a direction coaxial to the longitudinal axis of the auxiliary drive shaft. The clutch assembly includes a clutch collar supported within the auxiliary drive shaft on the control rod for movement therewith to alternately connect and disconnect the power shaft with the auxiliary drive shaft. For multi-ratio case operation, the power shaft construction may have an input and output power shaft sections that are selectively interconnected by a planetary gear set and a speed shift collar.

Abstract: A hydraulic transmission system includes the use of a geared cone 12 having geared rings 46-52 which mesh with respective clutches 30-36 of a drive shaft 16. The clutches 30-36 individually engage by use of hydraulic pressure directed by an input chamber 102. Engagement is accomplished when an internal parted disc 62 separates as a result of hydraulic fluid pressure and engages upon an, otherwise free-wheeling, internal surface of the clutch's external dish 60. When engagement occurs, work is transferred from the input shaft 18, through the gear cone 12, to the dish 60, through the engaged disc 62 and to the drive shaft 16.

Abstract: A multi-clutched transmission system which may be implemented in an automobile or other motor vehicle. A common drive shaft is generally coupled to a number of clutches comprising a number of inner drive portions and a number of outer portions. A number of gears may be provided that are in contact with a selected one of the clutches. A pressurized hydraulic input chamber may move within the system to engage one of the clutches with a particular gear. When a particular one of the clutches is engaged, a specific torque is generated at the output drive shaft.

Abstract: Auxiliary power actuated clutch and gear shifting device for a motor vehicle transmission with function selector and a gear change mechanism controlled by the driver through a clutch actuating mechanism at the clutch pedal wherein a response signal to the driver is received when a gear is engaged in the transmission or the transmission is in neutral. Located at the clutch pedal and connected with it mechanically is a safety device that holds the actuated clutch pedal against movement when a gear is disengaged in the transmission during the shifting of gears. The safety device holds the clutch pedal clamped in actuated position until a gear is engaged in the transmission whence the driver can carry out the procedure of engaging the clutch again in known fashion. The safety device consists of a clamping mechanism that grips a piston rod connecting to the clutch pedal to prevent further operation until the clutch pedal is released.

Abstract: A control system (158) for a multi-speed splitter type change gear auxiliary transmission section (14) of a compound transmission (10) of the type permitting preselection of a selected auxiliary section gear ratio is provided. The control system includes an operator actuated selector valve (160) for selection of a desired auxiliary section gear ratio and for selectively pressurizing or exhausting first (2) and second (3) selectively pressurized and exhausted fluid conduits which are directly fluidly connected to first and second (186 and 184) inlet ports at the remotely located actuator assembly (152). The actuator assembly (152) includes pistons (144 and 150) for assuming at least three selectable positions corresponding to engagement of one of at least three selectable auxiliary transmission section ratios and is enclosed in a valve body housing (170) having enlarged cavities adjacent the inlet ports (182, 184, 186) to define enlarged fluid reservoirs (R.sub.1, R.sub.2, R.sub.

Abstract: A preselected transmission has three friction clutches and one synchronized mechanical clutch assembly to provide five forward speed ratios. An additional mechanical clutch permits the addition of a reverse ratio. The clutches are combined with a gearing arrangement such that sequential or skip-shifting can be accomplished.

Abstract: A positive displacement pump (10) for precisely dispensing liquids through a dispensing tube (126) in which there is a pump body (12) having a shaft (18) fitted for reciprocating therein. Incremental adjusting nuts (24, 26) on an outer end (22) of the shaft limit the movement thereof in a pumping direction. There is a first friction clamp (46) pivotally mounted adjacent one of its ends on the other end (48) of the shaft and a second friction clamp (82) is pivotally mounted adjacent one of its ends on a member (80) fixed to the body (12) adjacent the other end (48) of the shaft (18). The other ends of the clamps (46, 82) have cylindrical openings (66, 92) in substantial alignment to receive a hardened, smoothly finished pump rod (102). The pump rod is precisely aligned in bushings (98, 100) secured to the pump body. There are springs (70) and (90) biasing the clamps between the pivotal mountings and the cylindrical openings against the direction of pumping.

Abstract: A control system (158) for a multi-speed change gear transmission (10) of the type permitting preselection of a selected engaged gear ratio is provided. The control system includes an operator actuated selector switch (160) for selection of a desired gear ratio and providing a signal (R,F) indicative thereof, and actuation devices (166, 168, 152) for shifting the transmission into the selected gear ratio in response to said signals. Preselect prohibit valves (162, 164) are interposed the selector switch and actuation devices to block the transmittal of said signals and to maintain the transmission in the currently engaged gear ratio until operator actuation of a prohibit release switch (172) provides a signal (C) indicating operator request for execution of the preselected gear change.

Abstract: Disclosed is an automatic control system for a powershift, preselect transmission (10) including a plurality of power paths (36, 38) alternately connectable between input (12) and output (20) shafts by first engaging selected ones of synchronizer clutches (42, 74, 84) associated with each of a plurality speed ratio gears (44, 46, 76, 78, 80) in each path and then alternately engaging a powershift clutch (48, 82) associated with each path. The control system includes a hydraulic logic system (118) which may be electronic and a hydraulic and shift valve system which may be electrically controlled should the logic be electronic. The control system preselects ratio gears in a nondriving path and then alternately engages the powershift clutches to switch driving connections from one path to the other. The logic system includes an improved reverse sequence valve (132) and improved shift valves (124, 126, 128).

Abstract: A forward and reverse mechanism having a single direction foot pedal and having a control member extending to a device to be controlled by the movement of the foot pedal. Forward and neutral and reverse mode mechanism interconnects the foot pedal and the control member, and a shift member sets the mechanism in the desired one of the three modes. With the mechanism set in any one of the three modes, simply depressing the foot pedal will create the forward or the reverse or will establish the neutral condition for the entire assembly.

Abstract: A gear changing system is disclosed for changing the gears in one or more automotive or truck transmissions of the mechanical type. Each rail or equivalent linkage for supporting and moving the gear changing fork is connected to the operating shaft of a fluid actuated cylinder assembly which has fluid ports connected to a plurality of control valves. The valves are connected, on one side, to a source of fluid under pressure, preferably pneumatic, and on the other side are vented to a reservoir or the atmosphere. An electrical or electropneumatic control system controls the operation of the valves, the control system including a push button selector which chooses a shift gear ratio to be attained. The push button assembly first operates a "neutral" valve which causes the cylinder means to move each shift rail to neutral.