Kabushiki Kaisha Komatsu Seisakusho

Komatsu Corporation

Makio Tsubota

Yoshio Asayama

Yasunori Okura

Takayuki Sato

Kanichi Kadotani

Tadayuki Hanamoto

Yukitaka Takitani

Hironori Akiba

Tetsuo Onishi

Hiromasa Takamatsu

The invention provides a temperature control device with excellent temperature uniformity and thermal response, which can be manufactured easily, and a manufacturing method for the same. A thermoelectric device is arranged between a substrate mounting plate and a cooling plate . Copper foil electrodes , . . . on the upper side of the thermoelectric device are adhered to a lower surface of the substrate mounting plate with an adhesive sheet covering substantially the entire lower surface of the substrate mounting plate , and copper foil electrodes , . . . on the lower side of the thermoelectric device are adhered to an upper surface of the cooling plate with an adhesive sheet covering substantially the entire upper surface of the substrate mounting plate . The total thickness of the adhesive sheet and the copper foil electrodes adhering to it, and the total thickness of the adhesive sheet and the copper foil electrodes adhering to it, is each set approximately 25 to 1000 &mgr;m thin, so as to make the thermal resistance sufficiently low. Thermoelectric conversion elements and are distributed across a large area covering at least the entire area corresponding to the substrate

Temperature control device and method for manufacturing the same

Fluid heating apparatus

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. When hydraulic pressure is gradually increased, the extent of opening the throttle, weight of the vehicle and the current gear ratio are derived so as to vary the rate of gradual increase of hydraulic pressure depending 100 on values of these parameters.

Apparatus and method for controlling lock-up clutch

Apparatus for controlling lock-up clutch

During shift change, a discrimination is made as to a load, a quantity of residual hydraulic oil in respective shift change clutches (F, R, 1 to 4) and a state of shift change which has been effected from what speed stage to what speed stage so that a pattern of electrical commands to be issued to pressure control valves (51 to 56) for required shift change clutches is variably controlled depending on results derived from the above discrimination. Thus, smooth shift change can always be achieved regardless of running conditions. Electrical commands (C.sub.1 to C.sub.6) to be fed to the respective pressure control valves (51 to 56) are compared with electrical currents (I.sub.1 to I.sub.6) outputted from drive circuits and outputs (S.sub.1 to S.sub.6) from clutch pressure detecting means (101 to 106) for each clutch, whereby an abnormality is detected with the relevant clutch based on results derived from the comparison. Once an abnormality is detected, an adequate disposal for processing the abnormality is executed so as to reliably prevent double engagement from taking place with clutches.

Apparatus for controlling gear box

The present invention provides an apparatus for controlling a hydraulic pressure usable for a clutch wherein the appratus is employed for a transmission mounted on a construction machine or the like in such a manner that it is provided separately for a plurality of clutches 1 and it is controlled individually. The apparatus includes a first valve 3 for allowing a large amount of hydraulic oil to flow in the clutch and a second valve 4 for electronically controlling a clutch pressure so that the termination of filling and the clutch pressure are detected by a simple structural arrangement on the basis of a displacement of a spool 21 for the first valve 3 and a separately disposed piston. In addition, appearing of an overshoot pressure on the termination of filling is prevented by providing a difference in pressue receiving areas on the spool 21 for the first valve.

Apparatus for controlling hydraulic pressure for clutch

The present invention is concerned with a transmission constructed in the two-staged structure including main speed changing units (1st, 2nd) and auxiliary speed changing units (H, L) which are provided with clutches (H, L, 1st, 2nd) which in turn are individually connected to electronic type pressure control valves (21 to 24) so as to enable the respective clutches to be controlled separately. When it is found that pressurized hydraulic oil delivered from a hydraulic pump has a shortage in amount at the time of starting of forward movement of a vehicle, feeding of hydraulic oil to the clutches (H, L) on the main speed changing unit side and the clutches (1st, 2nd) on the auxiliary speed changing unit side is effected with a certain time difference kept therebetween in order to suppress fluctuation in filling time due to reduction of an amount of hydraulic oil delivered from the hydraulic pump.

Method and apparatus for controlling speed changing unit

A method for controlling a transmission system mounted on such as a traveling machine or a construction machine, the transmission system having a two-stage clutch configuration in which a speed is selected through a combination of a plurality of sub transmission clutches and a plurality of main transmission clutches. At the time of speed change, engagement is started beginning with the main transmission clutch side, and the engagement of the sub transmission clutch is commenced upon completion of the filling of the oil in the main transmission clutch, thereby reducing the two speed-change shocks, including a reverse shock, which are conventionally experienced.

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Kanagawa, Japan

Makio Tsubota