Toyota Jidosha Kogyo Kabushiki Kaisha

Aisin Seiki Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Sumitomo Denki Kogyo K.k.

Hosei Buleki Kogyo Kabushiki Kaisha

Masakazu Ishikawa

Akira Shirai

Yoshihisa Nomura

Hiroshi Uemura

Masaki Inui

Hiroyuki Oka

Juichi Shibatani

Sadayoshi Ito

Toshio Kondo

Nobuyasu Nakanishi

Kaoru Ohashi

Noboru Noguchi

Kazumasa Nakamura

Takahiro Nogami

Asao Kozakai

Fumio Fujimori

Noriakira Ishigami

Masatada Yokoi

Takaaki Ota

Hiroshi Kato

Masayoshi Katagiri

Takeshi Noguchi

Harumi Ohori

Hirochika Shibata

Masanao Shiomi

Jiro Kizaki

Akiyoshi Hirai

Tsutomu Chuwman

Masashi Ban

Yoshinori Mori

Yuichiro Obu

Takashi Kiriyama

Toyoaki Kobayashi

Kennoske Iida

Kenji Usui

Masayoshi Asaba

Mitsuo Matsuda

Naomi Mitsuoka

A variable speed manual transmission includes an input shaft having a first drive gear for low speed drive and a second drive gear for high speed drive fixed thereon, an output shaft located under the input shaft and in parallel therewith and having at least a pair of axially spaced changed-speed driven gears fixed thereon, a first coutershaft arranged in parallel with the input and output shafts and having a first driven gear fixed thereon and continuously engaged with the first drive gear, a pair of axially spaced low speed drive gears rotatably mounted thereon and continuously engaged with the change-speed driven gears on the output shaft, and a first synchronizer coupling provided thereon to selectively connect the low speed drive gears to the first countershaft, and a second countershaft arranged in parrallel with the input and output shafts and having a second drive gear fixed thereon and continuously engaged with the second drive gear on the input shaft, a pair of axially spaced high speed drive gears rotatably mounted thereon and continuously engaged with the change-speed driven gears on the output shaft, and a second synchronizer coupling provided thereon to selectively connect the high speed drive gears to the second countershaft.

Manual transmission for motor vehicle

A manual transmission includes an input shaft having first and second drive gears fixed thereon, an output shaft arranged in parallel with the input shaft having at least a pair of change-speed driven gears fixed thereon, a first countershaft arranged in parallel with the input and output shafts at one side thereof and having a first driven gear fixed thereon and engaged with the first drive gear, a pair of low speed drive gears rotatable thereon and engaged with the change-speed driven gears, and a first synchronizer coupling adapted to selectively connect the low speed drive gears to the first countershaft, and a second countershaft arranged in parallel with the input and output shafts at the other side thereof and having a second driven gear fixed thereon and engaged with the second drive gear, a pair of high speed drive gears rotatable thereon and engaged with the change-speed driven gears, and a second synchronizer coupling adapted to selectively connect the high speed drive gears to the second countershaft, wherein an additional change-speed driven gear is fixed on one end of the output shaft and engaged with an additional high speed drive gear rotatable on one end of the second countershaft and connectable thereto.

A manual transmission includes an input shaft having first and second drive gears fixed thereon respectively for low speed drive and high speed drive, an output shaft arranged in parallel with the input shaft and having at least a pair of axially spaced change-speed driven gears fixed thereon, a first countershaft arranged in parallel with the input and output shafts at one side thereof and having a first driven gear fixed thereon and in mesh with the first drive gear, a pair of axially spaced low speed drive gears rotatably mounted thereon and in mesh with the change-speed driven gears, and a first synchronizer coupling adapted to selectively connect the low speed drive gears to the first countershaft, and a second countershaft arranged in parallel with the input and output shafts at the other side thereof and having a second driven gear fixed thereon and in mesh with the second drive gear, a pair of axially spaced high speed drive gears rotatably mounted thereon and in mesh with the change-speed driven gears, and a second synchronizer coupling adapted to selectively connect the high speed drive gears to the second countershaft, wherein the input shaft has a reverse drive gear fixed thereon and the output shaft has a reverse driven gear axially slidably mounted thereon to be brought into engagement with the reverse drive gear.

A hydraulic brake system wherein braking pressures in respective right and left brake cylinders for a right and a left wheel of a motor vehicle are regulated independently of each other by respective anti-skid devices. The brake system includes a first and a second flow restrictor device which are respectively provided in mutually independent passages leading to the brake cylinders, the first and second flow restrictors being electrically controlled by a control device independently of each other so as to restrict flows of a brake fluid through the flow restrictor devices, respectively. The control device activates one of the flow restrictor devices corresponding to one of the brake cylinders, after the anti-skid device for the other brake cylinder is activated to start an anti-skid control of the braking pressure in the other brake cylinder, thereby reducing a rate of increase in the braking pressure in the above-indicated one brake cylinder after the anti-skid control of the braking pressure in the other brake cylinder is started.

Hydraulic anti-skid brake system with device for improvement in

A wheel slip control system used for a vehicle includes a pressure source selector which selects one of the first pressure source providing a first pressure and a second pressure source providing a second pressure depending on the difference of the two pressures, a slip controller which adjusts the first pressure in response to a first adjustment signal or adjusts the second pressures in response to a second adjustment signal and thereafter operates to suppress slipping of the wheels including the driven wheels, a brake slip detector which produces a brake slip signal upon detection of a slip during braking operation, an acceleration slip detector which produces an acceleration slip signal upon detection of a slip during accelerating operation, and an electronic controller which provides the first adjustment signal to the slip controller based on the brake slip signal for the purpose of vehicle anti-skid control and provides the second adjustment signal to the slip controller based on the acceleration slip signal for the purpose of vehicle traction control. The wheel slip control system performs both of anti-skid control and traction control for a vehicle with a simple arrangement.

Wheel slip control system

A hydraulic control device for an anti-skid brake system for a vehicle, including a solenoid-operated directional control valve for communication of a pressure chamber in a hydraulic actuator, selectively with a hydraulic power source and a reservoir, and a solenoid-operated flow control valve disposed between the directional control valve and one of the pressure chamber, hydraulic power source and reservoir, the hydraulic control device being operated to effect rapid and slow rise and fall of a pressure in the hydraulic actuator, in response to a slip ratio of a wheel of the vehicle. The flow control valve comprises a flow restrictor which permits a restricted flow of a fluid through the valve even when its valving member is seated on a valve seat in which a valve hole is open. The flow restrictor is provided in one of various forms except an ordinary orifice with a small diameter. The flow restrictor may be a groove formed in an end face of a valving member opposite to the valve seat, a rough or ragged surface of the valve seat or valving member, or a porous structure formed on the valving member so as to contact the valve seat. Alternatively, the flow restrictor may be formed by a porous structure which fills a hole formed in parallel with the valve hole which is open in the valve seat.

Solenoid-operated hydraulic control device for anti-skid brake system

A wheel slip controlling system according to the present invention comprises braking actuator operable by a driver of a car for braking rotation of wheels at least including driving wheels, slip detector for detecting a slipping condition of the wheels to output a slip signal indicative of the slipping condition, anti skid controller for receiving the slip signal and for controlling, in response to the slip signal received, the pressure to be imparted from the braking actuator with a self-contained pressure source to control braking slips of said wheels at least including the driving wheels and traction controller responsive to the slip signal during acceleration of the car for controlling the driving wheels with the self-contained pressure source for control acceleration slips at least of the driving wheels. Since the system makes use of the pressure of a hydraulic source of a conventional anti skid brake system and controls a braking system, quick responsiveness can be obtained without the necessity of extensive modification of the conventional anti skid brake system. When a driver carries out a braking operation to exhibit his own braking will, the braking operation will have a priority so that the slip control can be attained without deterioration of the treadling feeling of a brake pedal. If any other controlling technique such as priority of stabilized brake hydraulic pressure with a hysteresis is used in combination for selection of traction control, more stabilized acceleration slip control can be attained.

Wheel slip controlling system

In a banjo type axle casing comprising an enlarged center case portion for housing a differential gear and a pair of sleeve-like case portions outwardly extending from opposite ends of said center case portion for housing an axle shaft, an oil deflector for covering the axle shaft is provided, wherein said oil deflector is formed of a thin sheet wound into a cylindrical form, only one end of said oil deflector is restrained, the other unrestrained end of said oil deflector is inserted into and engaged with the inner peripheral surface of said sleeve-like case portions as an outer end which is freely deformable along the inner peripheral surface of said sleeve-like case portions, and the restrained end is spaced apart at a predetermined interval from the differential gear as an inner end.

Banjo type axle casing

In combination with a fluid reservoir in which a magnetically operable switch is assembled to be closed by magnetic force of a permanent magnet on a float such that a warning signal is issued when the float moves down to a lower warning position dependent on a minimum fluid level in the reservoir, a check mechanism includes a spring loaded vertical rod extending into the interior of the reservoir from the exterior and arranged to be engaged at its lower end with the float when the surface of fluid is maintained at a predetermined level. When the vertical rod is pushed downward, the float is forcibly moved down to the lower warning position to check malfunction of the switch.

Check mechanism for fluid level warning device in fluid reservoirs

An antirattle spring for a disc brake is represented as being entirely disposed outside of a clearance between one of a plurality of edges of pad assemblies and a stationary member anchoring against the one edge. Consequently, the antirattle spring is freed from any restraint as would otherwise be imposed upon a designer of a more complicated and smaller sized configuration of the spring, and is therefore more likely to retain its resiliency than are prior art antirattle springs. The antirattle spring has one end thereof bolted to the stationary member and the other end thereof engaging one of the plurality of edges with a required elastic energy stored within the middle portion of the spring.

Antirattle spring for a disc brake of vehicles

This invention concerns disc brakes of the kind in which pads are adapted to be urged by hydraulic fluid acting assembly into engagement with opposite faces of a friction disc. In a disc brake of this type in accordance with the present invention, the pads are directly supported by a stationary member secured to a stationary part of the vehicle chassis or body, while the fluid acting assembly is supported by an individual adapter which is in turn secured to the stationary part of the vehicle chassis or body so that the fluid acting assembly is freed from any affection of strain from the stationary member which normally tends to be strained under a known drag force when the brake is actuated.

Vehicle disc brake

A MacPherson strut type automotive suspension system having an attaching portion to a body of an automobile. This attaching portion includes an inner cylindrical member secured to a piston rod in a shock absorber, an outer cylindrical member disposed in coaxial relation to the inner cylindrical member and secured to the body of an automobile, and a cylindrical resilient member interposed between the both inner and outer cylindrical members. A stopper is secured to the inner cylindrical member and adapted to abut the bottom surface of the cylindrical resilient member, thereby preventing an excessive displacement of the resilient member in its axial direction.

Automotive suspension system

A rust preventing device for keeping a rotor of a disc brake from rusting. The rotor has an inner surface and an outer surface covered by a dust shield. The inner surface of the rotor is covered by a rust preventing cover. The rust preventing cover is secured to the dust shield in a snapping manner.

Rust preventing device for a rotor of a disc brake

An anti-vibration apparatus for an automotive hydraulic braking system for preventing the brake vibration by means of imparting the function of absorbing the pulsation of the hydraulic braking fluid pressure to any one structural member of the braking system, which is disposed in the hydraulic, braking fluid circuit, with respective proper object, such as a three-way joint, a pressure control valve, a wheel cylinder, etc. This apparatus is constructed in communication with the fluid passage within the respective structural member and comprises a cylinder formed integrally with the structural member body, a plunger slidably and fluid-tightly fitted in the cylinder, one end thereof being under the pressure of the hydraulic braking fluid and the other end thereof being faced to an air chamber, a stopper for restricting the axial sliding of the plunger within a limited range, and a spring for constantly biasing the plunger against the hydraulic braking fluid pressure.

Growing community of inventors

Toyota, Japan

Masakazu Ishikawa