Aisin Seiki Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Toyoda Iron Works Co., Ltd.

Hideyuki Kobayashi

Tsutomu Mitsui

Masaaki Tabata

Shuuichi Buma

Katsumi Suzuki

Shingo Urababa

Kenji Hayashi

Katsuyuki Sano

Akiya Taneda

Osamu Yasuike

Noriakira Ishigami

Akira Kasamatsu

Kouichiro Hirosawa

Tamotsu Furukawa

Hideo Mizukoshi

Kimitoshi Kato

Hiroyuki Terada

First bracket including first upper wall wherein first leg extending downward from, first flange extending from lower end of first leg; second bracket including second upper wall overlapped on first upper wall, second leg extending downward from second upper wall, and second flange extending from lower end of second leg. First and second flanges are fixed to vehicle body member, and upper portion of fender panel is connected to second upper wall. Second leg includes structure that deforms when impact load is input from fender panel to second upper wall to cause second upper wall together with fender panel to be displaced horizontally. Fender panel support structure includes connector coupling first and second upper walls together with certain clamping force that when certain impact load is input from fender panel to second upper wall, second upper wall is displaced against clamping force until it is separated from first upper wall.

Fender panel support structure for vehicle

A hydraulic pressure control apparatus for stabilizers controls hydraulic fluid in a hydraulic communication path hydraulically connecting cylinders each operatively connected to each stabilizer of a vehicle. The apparatus includes a spool valve provided in the hydraulic communication path. The spool valve includes a housing, a spool accommodated in the housing, first and second spool chambers defined by the spool and the housing, and a biasing member for biasing the spool. The apparatus further includes first, second, and third hydraulic communication passages, hydraulically connecting an accumulator hydraulically connected to the second spool chamber and the hydraulic communication path, hydraulically connecting the first spool chamber and the hydraulic communication path, and hydraulically connecting the spool chamber and the accumulator respectively, first, second, and third solenoid valves provided in the first, second, and third hydraulic communication passages respectively, and a control device for controlling the first, second and third valves.

Fluid pressure control apparatus for stabilizers

A stabilizer control device for vehicle includes a pair of stabilizer bars () provided between a left wheel and a right wheel of a vehicle, and an actuator including a reduction mechanism (RD) connecting between said pair of stabilizer bars () and a motor (M) connected to the reduction mechanism (RD) for providing torsion force to said pair of stabilizer bars () through the reduction mechanism (RD) wherein the reduction mechanism (RD) comprises a first gear () and a second gear () for generating relative rotational speeds differential therebetween, the first gear () and the second gear () are coaxially placed adjacent to each other, and opposed side faces of stabilizer bars () are adjacently connected with the first gear () and the second gear () respectively and disposed in the reduction mechanism (RD).

Stabilizer control device for vehicle

A hydropneumatic shock absorber includes an inlet valve and an outlet valve. The inlet valve opens when the piston moves in a contracting direction so that fluid is sucked into a pump chamber, and the outlet valve opens when the piston moves in an extending direction so that the fluid is discharged from the pump chamber into a high-pressure operating chamber. Thus, the pressure in the high-pressure operating chamber does not increase when the wheel bounces, and the oscillation encountered while the vehicle is traveling is properly absorbed so that good riding comfort is realized.

Hydropneumatic, self-pumping, telescopic shock absorber, particularly

A control system and method for a power delivery system, such as in an automotive vehicle, having an engine coupled to a continuously variable ratio transmission (CVT). Totally independent control of engine and transmission enable the engine to precisely follow a desired operating characteristic, such as the ideal operating line for low fuel consumption. CVT ratio is controlled as a function of commanded desired system performance (e.g., power or torque) and measured actual system performance, such as CVT torque output, while engine fuel requirements (e.g., throttle position) are strictly a function of measured engine speed. Fuel requirements are therefore precisely adjusted in accordance with the ideal characteristics of any load placed on the engine. Appropriate controls prevent anomalous engine and vehicle behavior, and allow for transient start-up from rest. CVT ratio is corrected to maintain target value operating characteristics and to ensure smooth and stable operations by a control circuit which controls the diameter of the CVT driver pulley while the diameter of the driven pulley is maintained constant.

Power delivery system having a continuously variable ratio transmission

A control system for continuously varying the transmission gear ratio of a stepless variable speed gear for use in an automobile has a reference driver circuit for delivering a signal indicative of a reference transmission gear ratio to pressure servo controllers according to signals produced by detecting running conditions of the automobile, a deceleration-judging circuit for judging the automobile to decelerate, and a deceleration control circuit for modifying the output signal from the reference driver circuit so as to conform to the transmission gear ratio determined by the speed of the automobile.

Control system and method for a power delivery system having a

System is provided for controlling the pressure with which a clutch is engaged, with the throttle opening and the rotational speed of a driven shaft of the clutch. A microprocessor reads a throttle opening and the rotational speed of the driven shaft of the clutch at a time interval of 0.4 sec, and accesses a particular group of controlling data which control the clutch engagement and which are grouped together as a function of a time lapse l as well as the read values of these parameters. During the interval of 0.4 sec, the microprocessor sequentially outputs the controlling data of the particular group with a time subinterval of 0.05 sec. The system detects a difference between the last data of a preceding particular group and the first data of a subsequent particular group at the renewal of the data group and then corrects subsequent data for controlling clutch control pressure so as to smooth the change of the clutch control pressure.

Automatic clutch control system

System is provided for controlling the pressure with which a clutch is engaged, with the throttle opening and the rotational speed of a driven shaft of the clutch. A microprocessor reads a throttle opening and the rotational speed of the driven shaft of the clutch at a time interval of 0.4 sec, and accesses a particular group of controlling data which control the clutch engagement and which are grouped together as a function of a time lapse l as well as the read values of these parameters. During the interval of 0.4 sec, the microprocessor sequentially outputs the controlling data of the particular group with a time subinterval of 0.05 sec. When a temporary clutch activation is instructed, the microprocessor changes the length of the subinterval from 0.05 to 0.1 sec, and also changes the time interval l to 0.8 sec. At the initiation of the clutch engagement, a group of controlling data is selected which is to be assigned to a first interval l=0 corresponding to the deceleration of the clutch drive shaft. After the termination of the interval l=0, another group of controlling data is selected which corresponds to the throttle opening, the rotational speed of the driven shaft and the value of l.

A brake master cylinder assembly comprising a cylinder body having a stepped axial bore with large and small diameter portions, a tubular piston slidably disposed in the large diameter portion, and a primary piston one end being slidably disposed in the tubular piston and the other end in the small diameter portion, the primary piston being operatively connected to the brake pedal. The other end of the primary piston defines a pressure chamber in the small diameter portion in communication with the brakes. The primary and tubular pistons define an annular pressure chamber in the large diameter portion. Actuator means indirectly responsive to movement of the brake pedal moves the tubular piston to create low pressure in the annular pressure chamber which is in restricted fluid communication with the pressure chamber providing braking pressure at idle with reduced force on the brake pedal required.

Brake master cylinder assembly

This invention relates to a brake booster for automotive vehicles including a housing, a brake master cylinder connected to the housing and a diaphragm power piston dividing the housing into first and second fluid chambers and having a retracted position defined by abutment with the housing and a control valve mechanism for the diaphragm power piston to control the pressure differential between the chambers in response to brake pedal movement axially relative to the power piston, wherein at least two bolts extend from the master cylinder outside of and past the housing toward a dash board of a vehicle for installation. A brake reactional force is transmitted by the bolts from the master cylinder directly to the dash board bypassing the housing, the thickness of the sheet metal forming the housing being thus calculated to be a lesser gauge for weight decreasing purposes than would otherwise be required.

Brake booster

A split-type brake master cylinder for motor vehicles comprises a stepped bore, a stepped primary piston to constitute a first fluid chamber between a large diameter portion and a small diameter portion thereof, a secondary piston to form a primary pressure chamber in cooperation with the primary piston as well as a second fluid chamber in normal fluidic communication with a reservoir, and a compensation port continuously connected to the primary pressure chamber and in the fluidic connection to the second fluid chamber at the brake release condition while in the fluidic isolation therefrom at the brake application. Thus, the compensation port has no direct relationship with the pressure increase in the first fluid chamber thereby to assure the stable output pressure of the master cylinder regardless of the depression speed of brake pedal.

Brake master cylinder for motor vehicles

A hydraulic brake pressure control assembly for use in an automotive vehicle includes a proportioning valve for rear wheel brake means. The starting point of actuation of the proportioning valve is varied according to the condition of loading of the vehicle. A slidable member of an enlarged pressure receiving area is provided to act on the proportioning valve, a check valve is provided to admit the hydraulic pressure to the slidable member after its predetermined value, and an inertia-responsive ball is provided for controlling admission of the hydraulic pressure according to the vehicle deceleration.

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Toyota, Japan

Hideyuki Kobayashi