Honda Giken Kogyo Kabushiki Kaisha

Kazuo Okada

Shoichi Tanizawa

Tatsuyuki Ohashi

Kouji Shibuya

Osahide Miyamoto

Shinichi Nishio

Norio Nakauchi

Akio Tsuura

Hiromitsu Ishibashi

Yuji Yasui

Toshiyuki Suzuki

Tetsuya Mochizuki

Masamitsu Shiono

Takehiro Katakura

Shouji Asatsuke

Haruyuki Iwasaki

Hideo Fukushi

Youichi Nakahara

Hiroshi Kiyomoto

Shungo Umeda

Atsushi Kubo

Hiroyuki Nakamura

Isao Usukura

Kazunori Yamamoto

Manabu Nakayama

There are provided an artificial joint device that can realize an artificial limb enabling twisting motion without a drive source, and when with the drive source, reduce the size and costs of the device, and a parallel linkage that can realize the device. The linkage connects a foot portion and a mounting plate spaced from each other. A fixed link has one end fixed to the plate, and the other end connected to the foot portion via a ball joint, making the angle of the fixed link relative to the foot portion changeable in any direction. Expansible links extend between the foot portion and the plate in an expansible/contractible manner and each have opposite ends connected to the plate and the foot portion via respective upper and lower ball joints, making respective angles thereof relative to the foot portion and the plate changeable in any direction.

Parallel linkage and artificial joint device using the same

Shift valves are provided to switch oil passage connections to a state in which an oil pressure in one hydraulic clutch of an arbitrary speed transmission train and an oil pressure in a hydraulic clutch of a transmission train which is adjacent thereto as seen in the order of speed are controllable by a pair of linear solenoid valves . Skipped speed change from a predetermined first speed transmission train to a second speed transmission train which is not adjacent to the first speed transmission train is made possible. In concrete, a large-capacity accumulator A is connected to an oil passage L which is in communication with 5th-speed hydraulic clutch C . At the time of skipped speed changing from 5th speed to 3rd speed, shift valves are switched to a state of 3rd-4th speed change. The oil pressures in the hydraulic clutches C , C for 3rd and 4th speed transmission trains, respectively, are made controllable by the linear solenoid valves . While buffering the pressure decrease of the oil pressure in the 5th-speed hydraulic clutch C by the accumulator A , pressure increase control of 3rd-speed clutch C is carried out by one of the linear solenoid valves to thereby skip-downshift from 5th to 3rd speed. The other linear solenoid valve is held at a low-pressure waiting state to prepare itself for the 3rd-4th speed switch-upshifting.

Control apparatus for hydraulically-operated vehicular transmission

At downshifting, hydraulic pressure of hydraulic clutch on engaging side (ON clutch pressure) is increased when an input and output speed ratio ('Gratio') has fallen below a predetermined value YGDNS. YGDNS is variably set depending on the vehicle speed and the engine temperature so that it becomes a lower value at a high vehicle speed than at a low vehicle speed, and a higher value at a low engine temperature than at a high temperature. When a downshifting command to a still lower speed stage is issued during downshifting control (when FTBD=1), a downshifting completion processing is performed in the course of the downshifting control (step in S111). Oil pressure in a hydraulic engaging element on the disengaging side QDNOFF and oil pressure in a hydraulic engaging element on the engaging side QDNON are switched to the oil pressures at the time of completion of downshifting, to thereby complete the first step downshifting control at an early time. In order to prevent unnecessary speed changing at the time of tire locking, downshifting is prohibited when deceleration of the vehicle speed has exceeded a predetermined value (when a setting of FLOCK=1 is made).

Control apparatus for hydraulically operated vehicular transmission

Upshifting is performed in a short time without giving rise to shocks. For that purpose, at the time of upshifting, a hydraulic pressure (QUPOFF) of a hydraulic engaging element on disengaging side is controlled such that the input and output speed ratio ('Gratio') of a transmission is decreased to, and held at, a predetermined slipping region (YG(N)S) that is lower than an engaging region (YG(N)L)-YG(N)H) to be set based on a gear ratio which is established by the engagement of the hydraulic engaging element on the disengaging side. The hydraulic pressure (QUPON) of a hydraulic engaging element on engaging side is gradually increased. When 'Gratio' once falls below YG(N)L and then increases up again to YGCONOK, QUPOFF is lowered to a predetermined low pressure (QUPOFFB) at a lapse of a predetermined time (YTMUP8). Once 'Gratio'&gt;YGCONOK, QUPON is increased to a predetermined high pressure QUPONB at a lapse of a second predetermined time YTMUP3. YTMUP8 is set so as to become shorter with an increase in a vehicle speed, and YTMUP3 is set so as to become longer with an increase in the vehicle speed.

Both shocks and time lag at the time of gear-in are reduced. For that purpose, the hydraulic pressure of a hydraulic engaging element to be engaged at the time of gear-in (in-gear pressure) QING is increased relatively rapidly at the beginning of gear-in. The speed of increase of QING is lowered after the input and output speed ratio 'Gratio' of a transmission has exceeded a predetermined value YINGS which works as a basis for discriminating the start of engagement of the hydraulic engaging element.

Control apparatus for vehicular automatic transmission

The disadvantage in the conventional transmission in which a high speed stage is established during the initialization operation by the starting up of an electronic control circuit, is eliminated. The disadvantage is that the rotational speed of an engine lowers due to the establishment of the high speed stage during the initialization operation at the time of running in a low speed stage, with the result that the recovery of the driving force after the completion of the initialization operation is delayed. To solve this disadvantage, valves that can switch the transmission to a neutral condition in the running range are provided. During the initialization operation of the electronic control circuit (20), a neutral signal which shifts the transmission (1) to the neutral condition is output (S902) to the valves. If the transmission (1) is in a running range, there is performed an in-gear control, after the completion of the initialization operation, to establish a speed stage depending on the vehicle speed at that time (S908).

There are prevented shocks that will occur when a switchover speed changing is made to transfer from one speed changing, in the midst of that speed changing, to another speed changing when the input and output speed ratio 'Gratio', which serves a control parameter, is not accurately detected. For that purpose, there is used a flag FGFAIL for setting '1' when the input and output speed ratio 'Gratio', at the time of non-speed changing, does not lie within a predetermined range based on the gear ratio of the speed stage that is being established at that time. A switchover speed changing in which switching to another speed changing is made during a speed changing is prohibited when FGFAIL=1.

Manual speed changing is performed in a shorter time without giving rise to shocks. For that purpose, at the time of manual speed changing, a hydraulic pressure QUPON of a hydraulic engaging element on the engaging side is corrected by boosting. A correction value QUPONX before starting of an inertia phase and a correction value QUPONY after starting of the inertia phase are separately set. By making QUPONX&gt;QUPONY, the time required for manual speed changing as well as the shocks at the time of speed changing are reduced.

Growing community of inventors

Saitama-ken, Japan

Kazuo Okada