Aisin Seiki Kabushiki Kaisha

Masanori Mori

Toshiaki Ishiguro

Yasuhiro Kobayashi

Akio Inagaki

Tamotsu Furukawa

Takashi Sakakibara

Toshimitsu Kobayashi

Masato Shimei

Toshiyuki Nakao

Akemi Okawa

Munenori Kamino

A braking apparatus for a vehicle includes a permanent magnet synchronous motor including a rotor having a permanent magnet, and a stator capable of driving the rotor to rotate and configured to couple the rotor to each of at least a pair of wheels of the vehicle; a power accumulating portion that accumulates power to be supplied to the permanent magnet synchronous motor; a conversion control portion that converts the power of the power accumulating portion to excite the stator and control the rotation of the rotor; and an in-phase excitation control portion that applies exciting brake to the wheel by exciting the stator by supplying power in the same phase as the excitation with respect to the stator in the direction of rotation of the rotor according to the control performed by the conversion control portion, wherein the wheel is stopped by the exciting brake.

Braking apparatus for a vehicle

A hydraulic pressure controlling device for an automatic transmission controlling a plurality of friction engaging elements to be engaged and disengaged by controlling a hydraulic pressure comprises a shift lever operation detecting means, an input rotation detecting means for monitoring an input shaft rotation number, a shift start time period calculating means for judging that an engagement of each friction engaging element is started when the input shaft rotation number is decreased at a predetermined rotation number and calculating a shift start time period, an input rotation change rate detecting means for calculating an input shaft rotation change rate when the input shaft rotation number is decreased by a predetermined rotation number, and a correcting and leaning-setting means for correcting a pre-charge time and a standby pressure based on the shift start time period and the input rotation change rate, and leaning-setting the pre-charge time in preference to the standby pressure.

Automatic transmission and a hydraulic pressure controlling device for an automatic transmission

An oil pressure control apparatus for an automatic transmission includes a calculating means for calculating, on the basis of a transmission output shaft rotational speed, at a time of a shift operation from a neutral shift stage to another shift stage appropriate to a vehicle driving condition, output-side rotational speeds of frictional engagement elements, and a shift stage selecting means for selecting a shift stage, in which oil with line pressure is supplied to a first frictional engagement element, from among the frictional engagement elements, and in which a minimum difference exists between the output-side rotational speed of the first frictional engagement element and an input-side rotational speed of a second frictional engagement element, from among the plural frictional engagement elements. The second frictional engagement element corresponds to the first frictional engagement element for the shift stage selected by the shift stage selecting means.

Oil pressure control apparatus for an automatic transmission

An engagement force for engaging a first friction engagement element is set to be lower than an engagement force for establishing a predetermined shift stage with a second friction engagement element being engaged when a vehicle is stopped with an acceleration pedal not being operated and a brake pedal being operated under a forward driving range in an automatic transmission. The engagement force for the first friction engagement element is increased when a vehicle starts with the brake pedal released from the operated condition, and the engagement force for engaging the second friction engagement element is decreased when a relative rotational speed between a turbine wheel and a forward movement member becomes equal to or smaller than a predetermined rotational speed.

Control apparatus for an automatic transmission and a method for controlling the same

A control system of an automatic transmission comprises a slip detecting mechanism for detecting a vehicle wheel slippage, an up-shifting mechanism for up-shifting a shift stage when vehicle wheel slippage is detected, and a down-shift line setting mechanism for setting a first down-shift line at a lower vehicle speed side than that of a second down-shift line which had been set before performing the up-shift operation. The first down-shift line is newly set only when the vehicle wheel slippage has been eliminated by the up-shifting operation.

Control apparatus of an automatic transmission and a method for controlling a shift operation of an automatic transmission

A control system for an automatic transmission includes a torque converter which hydraulically transmits rotation of the driving power source to the speed change gear unit, a first friction engagement element, a second friction engagement element, a third friction engagement element, a vehicle stopping detecting mechanism for detecting a vehicle stopped condition when a forward driving range is selected, a vehicle weight detector, and a controller. The controller controls the disengagement of the first and second friction engagement elements and the engagement of the third friction engagement element with an engaging force in response to the vehicle weight when the vehicle stopped condition is detected while the forward driving range is selected.

Control system for an automatic transmission

A centrifugal oil pressure control arrangement for a continuously variable transmission includes an oil pressure chamber connected to a sheave member, a centrifugal oil pressure correction chamber connected to the opposite side of the oil pressure chamber with respect to the sheave member, and a cylinder connected to the sheave. A piston is disposed fixedly in the cylinder and defines the oil pressure chamber and the centrifugal oil pressure chamber by the piston. A first opening formed on the piston and the oil pressure chamber is communicated with the centrifugal oil pressure chamber by the first opening. The centrifugal oil pressure control arrangement includes the cylinder having a main cylinder and a sub-cylinder. The main cylinder is connected to the sheave and slidably moved on the main cylinder. The sub-cylinder is fixedly connected to the shaft and has a second opening communicated between the centrifugal oil pressure chamber and a casing. The second opening is radially located to become equal to or a slightly smaller than the inner radius of the sheave.

Centrifugal cvt oil pressure control device

A gear shift device for motor vehicles in which a fluid pressure production unit is arranged between a gear shift mechanism and a damper device and is connected directly with a drive input member. In the damper device for the gear shift device, the gear shift mechanism is connected through a first output member to the drive input member. The fluid pressure production unit is simultaneously connected to the input member through a second output member. Therefore, the torsional rigidity of the damper device can be set small enough to restrain the neutral noise associated with gear shift devices.

Gear shift mechanism with a damper device

A belt including a main body formed in to an endless configuration with a plurality of substantially equally pitched approximately round shafts embedded in the main body. Also included are a plurality of wires engaged along nearly an entire lengthwise portion of each of the shafts. The wires can be interlaced with the shafts or wound on the shafts and the wires cna be a twisted thread of organic fiber, inorganic fiber, or glass fiber. The main body can be made of rubber of high rigity having a longitudinal elastic coefficient of approximately 10-140 kg/mm.sup.2. The main body could also be made of refractory synthetic resin having a longitudinal elastic coefficient of 5-150 kg/mm.sup.2. Each shaft can be of substantially the same diameter along its entire length.

Belt having embedded wires interlaced across lengthwise surfaces of

A belt including a main body formed into an endless configuration with a plurality of substantially equally pitched approximately round shafts embedded in the main body. Also included are a plurality of wires engaged along nearly an entire lengthwise portion of each of the shafts. The wires can be interlaced with the shafts or wound on the shafts and the wires can be a twisted thread of organic fiber, inorganic fiber, or glass fiber. The main body can be made of rubber of high rigidity having a longitudinal elastic coefficient of approximately 10-140 kg/mm.sup.2. The main body could also be made of refractory synthetic resin having a longitudinal elastic coefficient of 5-150 kg/mm.sup.2. Each shaft can be of substantially the same diameter along its entire length.

A transmission which is controlled by an electronic control unit for gear shift operation, said transmission comprising a shift actuator including a plurality of shift shafts for effecting engagement and disengagement of the transmission gears to accomplish a plurality of shift ranges and the same number of cylinders each being operatively connected with respective one of said shift shafts, said shift actuator being controlled by the signals from the electronic control unit for effecting the gear shift operation. Each of said shift shafts is operatively connected with a respective piston disposed in each cylinder by means of a select lever assigned to the piston and the shift shaft. The shift shafts axially move to engage and disengage the transmission gears. The cylinders are disposed parallel or coaxial with the shift shafts.

Automatic transmission having hydraulic and electronic control systems

An automatic transmission system in an automobile having an engine, a brake, a throttle valve, a shift lever, a clutch, and transmission gears associated with synchromesh systems. The automatic transmission system includes a throttle actuator for actuating the throttle valve, a clutch actuator for actuating the clutch, a gear selection actuator for selectively actuating the synchromesh systems to shift the transmission gears, a fluid-pressure control unit for applying working fluid pressures to the gear selection actuator, and an electronic control unit for issuing control signals to the throttle actuator, the clutch actuator, and the fluid-pressure control unit in response to detected signals indicative of a rotational speed of the engine, an operation of the brake, an operative position of the throttle valve, a selected position of the shift lever, a releasing position of the clutch, and a speed of travel of the automobile.

Automatic transmission system for automobiles having hydraulic and

A self-adjusting release mechanism for a clutch assembly for automatically adjusting the increased or decreased displacement of a release bearing in a clutch mechanism. The release bearing is normally spaced from release levers of the clutch mechanism but engageable with the release levers to effect disengagement of the driving connection between driving and driven shafts when the clutch assembly is actuated. The self-adjusting release mechanism has a retainer mechanically connected to a clutch pedal of the assembly. The retainer has a hollow portion with at least one end open through which is positioned one end of a rod member that has its other end mechanically connected to the release bearing. A cam member is disposed in the hollow portion between the retainer and the rod member for selective engagement and disengagement with the rod member in response to the relative movement between the cam and the retainer. The cam member is biased toward disengagement from the rod member, while a pair of springs urge the cam member to a predetermined position when the cam member is disengaged from the rod member. Another spring biases the rod member in a clutch-disengaging direction.

Growing community of inventors

Kariya, Japan

Masanori Mori