Isuzu Motors Limited

Other

Transtron Inc.

Renesas Electronics Corporation

Kabushiki Kaisha Meidensha

Masahiko Hayashi

Hiroyuki Arai

Kazuhiko Kobayashi

Junichi Imai

Yasushi Yamamoto

Nobuyuki Iwao

Hidetaka Koga

Tatsuhiko Ebara

Hidetoshi Uji

Nobuo Sugamura

Yoshiyuki Innami

Kazuhito Sebata

Kuzuhiko Kobayashi

Haruhiko Yamada

Naoto Teshima

A parking lock device is mounted on a transmission of a vehicle. The transmission includes a housing and an output shaft. The park lock device includes a parking pawl including a pawl portion, a first coupling member coupled to a rear end portion of the output shaft of the transmission, and a second coupling member coupled directly to the first coupling member, the second coupling member being supported by the housing of the transmission through a bearing and being provided with an extended shaft portion formed in a same shape as the rear end portion of the output shaft of the transmission, and a coupling coupled to the extended shaft portion of the second coupling member.

Parking lock device for transmission

A semiconductor apparatus includes a functional block to observe a state of a signal line in the apparatus. The functional block includes a signal transfer section to receive, transmit and output the state of the signal line, and an observation flip-flop to store a state of an input terminal or an output terminal of the signal transfer section.

Semiconductor apparatus and method of disposing observation flip-flop

In a vehicle power transmission device equipped with an automatic clutch, the gear-change for shifting up is effected suppressing a sudden increase in the engine rotational speed that results when the automatic clutch is disconnected, preventing deterioration in the drive feeling caused by the change of gear such as a shock due to the change of gear. At the time of changing the gear for shifting up, an engine controller () executes a pre-reduction control for decreasing the output of the enginefor a predetermined period of time prior to disconnecting the clutch (). Since the engine output has been decreased, the rotational speed of the engine () does not suddenly rise despite the vehicle traveling load is removed as a result of disconnecting the clutch. A target value for decreasing the engine output is suitably set depending upon the vehicle operating conditions, and a sudden increase in the rotational speed is prevented in all gears while relaxing the shock of gear-change caused by a sharp change in the acceleration.

Vehicle controller of a vehicle power transmission device

A shift actuator for a transmission for turning, in a direction of shift, a shift lever support mechanism mounting the shift lever of the transmission, wherein it comprises an operation lever coupled, at its intermediate portion, to said shift lever support mechanism, the first electromagnetic solenoid and the second electromagnetic solenoid which are each coupled to both ends of said operation lever so as to operate in the upward and downward directions; and an operation rod of said first electromagnetic solenoid is coupled to one end of said operation lever and an operation rod of said second electromagnetic solenoid is coupled to the other end of said operation lever.

Shift actuator for a transmission

A control system for a transmission (T/M) including a select lever (r) operable to shift from a neutral position (N) to a running position (D, R) and vice versa, and a control part (c) to control a changing gear operation of the transmission in accordance with the position of the select lever. The control part includes a changing gear limitation system (), and when the select lever is shifted from the neutral position to the running position, the changing gear limitation system permits a gear-in operation of the transmission if a stationary time (T) during when the select lever is in the neutral position is equal to or less than a predetermined time, and holds the transmission in the neutral state if the stationary time exceeds the predetermined time. By this constitution, the direction of the driving force can be quickly reversed.

Control system for transmission

A shift actuator for transmission, for turning, in a direction of shift, a shift lever support mechanism mounting the shift lever of the transmission. An operation lever is coupled, at an intermediate portion thereof, to the shift lever support mechanism. A first electromagnetic solenoid and a second electromagnetic solenoid are coupled to the two ends of the operation level so as to operate in upward and downward directions. The operation rod of the first electromagnetic solenoid is coupled to one end of the operation lever, and the operation rod of the second electromagnetic solenoid is coupled to the other end of the operation lever.

Clutch disengagement shock resulting from the sudden release of torsional torque is prevented and ride-feeling at the time of changing gears or starting at a low-speed gear stage in an automatic clutch vehicle is improved. In a clutch control arrangement for controlling the engagement and disengagement of a friction-type clutch ( ) by means of a clutch actuator ( ) and a control unit ( ), clutch disengagement speed is reduced when, at least, a gear-changing operation by a driver is detected, and the transmission ( ) is in a low-speed gear stage. Even when the clutch is automatically disengaged at gear change, since disengagement speed is reduced if the current gear stage is a low-speed gear stage, the clutch ( ) is not abruptly disengaged, enabling the prevention of clutch disengagement shock due to the sudden release of torsional torque. Because high torsional torque is normally transmitted to the drive system when either the clutch is in a partly engaged state or the accelerator stroke is large, it is desirable to reduce disengagement speed in these states.

Clutch control apparatus

A method for automatic control of a friction clutch (,) in a vehicle, which clutch is designed to be disengaged and engaged by a clutch actuator (,) under automatic control. An initial partially engaged clutch stroke position (Q,) and an initial clutch stroke position (P,) at which fluid pressure in the clutch actuator reaches a prescribed value are detected to obtain a difference (R,) between said two clutch stroke positions prior to initiation of automatic clutch control. The friction clutch wears as it is used. Therefore, both of the partially engaged clutch stroke position and the clutch stroke position attaining the prescribed fluid pressure value change while the automatic clutch engagement/disengagement control is being performed. However, the difference between these two clutch stroke positions does not change. A current clutch stroke position attaining the predetermined fluid pressure is only detected during the automatic clutch control, and a current partially engaged clutch stroke position (Q,) is determined by adding the difference (R,) to the detected clutch stroke position (P,).

Method of specifying and diagnosing abnormalities in partially-connected clutch stroke levels

A starting apparatus for starting an engine only under constant conditions includes an electronically controlled clutch which is engaged or disengaged by an actuator in accordance with output signals from various detectors. The detectors sense a driving state, wherein a starter cut relay having normally-closed contacts is connected to an output terminal of an electronic control unit. One of the contacts of the starter cut relay is connected to one end of a relay coil for a starter relay. The other end of the relay coil is connected to a power source through a key switch. The other contact of the starter cut relay is connected to a non-grounded side contact of a neutral relay which is connected to the power source.

Starting apparatus for vehicle having electronically controlled clutch

A vehicle equipped with a system (30) for automatically disengaging and engaging a friction clutch (13) coupling between an engine (11) and a transmission (16). The vehicle is also equipped with an automatic brake system (34) for automatically applying and releasing a brake to and from wheels (43). The automatic clutch disengagement/engagement system (30) performs high speed clutch engagement at the time of restarting the vehicle. The automatic brake system (34) releases the brake upon completion of the quick clutch engagement. The quick clutch engagement occurs in a clutch play range. The amount of quick clutch engagement is determined by depression of an accelerator pedal (10). Since the accelerator depression varies from when the vehicle is started on a flat road to when on an inclination, an optimum brake releasing is effected regardless of the road inclination if the timing of brake release is determined in this manner.

Vehicle with automatic clutch

An establishment for viewing an image can display an image which is projected on the image display device located outside the opening of the compartment of the establishment by the image producing device. The close scenery component is disposed between the compartment and the image display device such that the scenery component hides the edge of the image which is displayed on the image display device so as to allow parallax or perspective parallax to be produced between the image and the close scenery component. Hence, the image is given depth, high reality, and a sense of perspective, and the spectators have illusion as if they are seeing the real scenery from the opening.

Establishment for viewing image

A method for automatic control of a friction clutch (1) in a vehicle, which clutch is designed to be disengaged and engaged by a clutch actuator (3) under automatic control. An initial partially engaged clutch stroke position (Q1) and an initial clutch stroke position (P1) at which fluid pressure in the clutch actuator reaches a prescribed value are detected to obtain a difference (R1) between said two clutch stroke positions prior to initiation of automatic clutch control. The friction clutch wears as it is used. Therefore, both of the partially engaged clutch stroke position and the clutch stroke position attaining the prescribed fluid pressure value change while the automatic clutch engagement/disengagement control is being performed. However, the difference between these two clutch stroke positions does not change. A current clutch stroke position attaining the predetermined fluid pressure is only detected during the automatic clutch control, and a current partially engaged clutch stroke position (Q2) is determined by adding the difference (R1) to the detected clutch stroke position (P2).

Method of specifying and diagnosing abnormalities in partially-connected

In a vehicle with an automatically controlled clutch in which ON-OFF of the friction clutch is automatically controlled by a controller, clutch control during coasting (with the accelerator depression amount being 0%) is conducted according to a clutch ON-OFF map for coasting provided in the controller. Two different clutch ON-OFF maps for coasting are provided; one having a smaller hysteresis width, and the other having a larger hysteresis width. Clutch control during coasting is conducted by applying the map with a smaller hysteresis width when the brake pedal is stepped on or applying the map with a larger hysteresis width when the brake pedal is not stepped on. Thus, clutch ON-OFF hunting can be avoided, and smooth stopping can be conducted.

Automatic clutch control for coasting with brake-condition responsive

An automatic clutch unit for vehicle use includes a slave cylinder to engage and disengage a friction clutch, an automatically operated hydraulic fluid feed mechanism to be operated by a pump, selectively connected with the slave cylinder, a manually operated hydraulic fluid feed mechanism to be operated by the action of a clutch pedal, selectively connected with the slave cylinder and a change-over cylinder having a piston pushed to one side of the cylinder by a spring, arranged among a hydraulic fluid pipeline of the manually operated hydraulic fluid feed mechanism, a hydraulic fluid pipeline of the automatically operated hydraulic fluid feed mechanism and a hydraulic fluid pipeline of the slave cylinder, wherein the piston side of the cylinder is connected with the hydraulic fluid pipeline of the manually operated hydraulic fluid feed mechanism, and the spring side of the cylinder is connected with the hydraulic fluid pipelines of the automatically operated hydraulic fluid feed mechanism and the slave cylinder, and hydraulic pressure generated by depressing the clutch pedal is transmitted to the slave cylinder when the piston of the change-over cylinder is moved.

Automatic clutch unit for vehicle use

According to the present invention, a multiplicity of compartments are horizontally and vertically arranged, allowing spectators on seats in the compartments to enjoy the view of an image projected on a screen installed outside the compartments and to enjoy the realistic effects, without bothering or being bothered by the neighbors.

Growing community of inventors

Kanagawa, Japan

Masahiko Hayashi