Mitsubishi Denki Kabushiki Kaisha

Mitsubishi Denki K.k.

Munehiko Mimura

Yasuo Naito

Kazuyori Katayama

Fumihiko Nishiwaki

Takumi Tatumi

Masahiko Akamatsu

Takumi Tatsumi

Tatsuo Yamasaki

Kosaku Uota

Ryohei Uchida

Masaharu Udaka

Hiroyoshi Nishizaki

Sadanobu Kawabe

Kosuke Hasimoto

In a non-stage transmission control system, the output current instruction signal of a microcomputer is provided as a pulse-width-modulated signal, with a result that the number of signal lines from the microcomputer is reduced. Furthermore, the current feedback signal of a solenoid is applied to the microcomputer, for detection of abnormal conditions, and a quick break resistor is connected in series to a feedback diode to increase the current reduction rate of the solenoid.

Non-stage transmission control system

In a vehicle electromagnetic clutch control device, clutch current calculating means outputs a clutch current analog signal according to given travel control data and engine control data, a current difference detector obtains the difference between the clutch current analog signal and a clutch current feedback signal, a first output transistor is operated according to the difference thus obtained to energize the electromagnetic clutch, the clutch current flowing in a second output transistor is detected with a current detecting resistor, and a voltage corresponding to the clutch current thus detected is applied to an operational amplifier, so as to output the clutch current feedback signal with the aid of a reference resistor, a feedback resistor and the amplification factor thereof. An adjusting resistor is connected in parallel to the reference resistor, to adjust the clutch current. Thus, the adjustment of the clutch current can be achieved without removal of the reference resistor and the feedback resistor from the printed circuit board.

Vehicle electromagnetic clutch control device

In a vehicle electromagnetic clutch control device, a PWM modulator is provided in a microcomputer. In the microcomputer, a current instruction signal is calculated according to engine control data and travel control data, and is compared with an output current feedback signal, to obtain a difference signal therebetween, so as to cause the PWM modulator to output a pulse width modulation signal to control the on-off operation of a PWM output transistor.

In a vehicle electromagnetic clutch control device, a PWM modulator is provided in a microcomputer. In the microcomputer, a PWM modulation signal is calculated according to travel control data and engine control data and is then outputted. The PWM modulation signal is buffered by a digital signal buffer, the output of which is passed through a PWM smoothing filter to remove high frequency components of the signal. The output of the PWM smoothing filter is input to an analog buffer amplifier to output a substantially DC current instruction signal to a PWM comparator.

A driver device for a duty solenoid valve comprises a pair of transistors 27 and 31 for controlling the excitation current level flowing through the solenoid 17 of the valve, and a transistor 45 for turning on and off the excitation current. The excitation current level is detected via an integrator 63 and A/D converter 61 by a microcomputer 62. In response to the detected excitation current level, the microcomputer 62 generates a first pulse signal (PWM signal) via OUT3 to control the level of the excitation current to a target level. Further, the microcomputer 62 outputs a second pulse signal via the OUT4 to the transistor 45 to control the duty ratio of the solenoid 17.

Driver device for a duty solenoid valve

An excitation current control device for an automotive electromagnetic clutch includes a first and a second transistor 8 and 13 and a current detector resistor 14, coupled in series with the electromagnetic clutch. The first transistor is PWM controlled to control the amount of excitation current through the electromagnetic clutch. The second transistor turns off the excitation current in response to the disconnection signal for the electromagnetic clutch. The current detector amplifier 6 includes, in addition to an operational amplifier 61 and an input and a feedback resistor 63 and 62, an offset resistor 64 for offsetting the base current of the second transistor and the current flowing through a reverse excitation resistor 12 and the detector resistor 14. Alternatively, the offset correction for base current is effected by a software calculation.

Excitation current device for automotive electromagnetic clutch

A current control device for an automotive electromagnetic clutch includes a first and a second transistor 8 and 13 and a current detector resistor 14, which are coupled in series with the electromagnetic clutch 4. A PWM modulator 7 controls the ON/OFF of the first transistor to control the amount of excitation current flowing through the electromagnetic clutch. The second transistor turns off the excitation current in response to the disconnection signal SO for the electromagnetic clutch. The current detector 6 detects the current flowing through the resistor 14, and the amount of current through the electromagnetic clutch is controlled to a target valve via the calculation means 2, the deviation amplifier 5, and the PWM modulator 7. The error in current detection due to the current flowing through the reverse excitation resistor 12 is eliminated by the insertion of a transistor 17 controlled in response to the clutch disconnection signal SO by a transistor 19 (FIG. 2). Alternatively, the effect of the base current to the current detection is eliminated by an adoption of a second transistor 70 of the field effect type (FIG. 3).

Current control device for an automotive electromagnetic clutch

The short-circuit and ground fault detecting apparatus for automotive electromagnetic clutches consists of a clutch current calculating device, a clutch current control device, and a clutchoutput cir;cuit operation detecting device. The clutch current control device has two output transistors on the positive and negative side of the clutch, serving as switches connected to current supply mechanisms of the magnetic clutch. The magnetic clutch is energized and deenergized by turning on and off the output transistors. The voltages at the output transistors are sent to the clutch output circuit operation detecting device, where they are removed of ripples and converted into digital signals and then fed back to the clutch current calculating device, which in turn checks the digitized voltages for any fault. In the event of a failure of the clutch current control device due to short-circuit or ground fault, the clutch current calculating device takes the resultant abnormal voltages as an indication of the fault and takes necessary actions to turn off the two output transistors, thereby releasing the clutch and protecting these transistors from damage.

Short-circuit and ground fault detecting apparatus for automotive

A temperature detection device for an electromagnetic clutch of a vehicle comprises an output circuit operation detection device for detecting an output terminal voltage of the clutch and a current feedback signal corresponding to a clutch current, clutch current a calculation device which responds to running control information and engine control information for providing a clutch current instruction signal and a clutch open signal, responds to the clutch output terminal voltage fedback from the clutch output circuit operation detection device for calculating a clutch voltage by taking a voltage drop in a wiring and a feeding mechanism of the clutch and responds to this clutch voltage and the clutch current corresponding to the current feedback signal for calculating a clutch resistance to thereby calculate a clutch temperature and the clutch current instruction signal and clutch current control device responsive to a deviation between the clutch current instruction signal and the current feedback signal and the open signal for controlling the clutch current of the clutch.

Temperature detection for electromagentic clutch of vehicle

A novel and improved temperature detecting device for detecting the temperature of a vehicular clutch is disclosed which is able to provide an accurate voltage across the electromagnetic clutch by taking account of a voltage drop across power supply elements inside the clutch and a voltage drop in wiring due to a current flowing through the clutch, improve the accuracy in detection of the clutch temperature, and have high reliability and commerciality for vehicular use. To this end, a clutch voltage sensing element senses a voltage across an electromagnetic clutch. A clutch current calculating element generates a clutch current command signal, which controls the current supply to the electromagnetic clutch, and a clutch cut-off signal based on engine control information data and travel control information data of a vehicle. The clutch current calculating element calculates the electric resistance of the electromagnetic clutch based on the clutch voltage sensed by the clutch voltage sensing element and on the clutch current command signal so as to determine the actual temperature of the electromagnetic clutch. A clutch current controller controls the current supply to the electromagnetic clutch based on a deviation between the clutch current command signal and a current feedback signal representative of a clutch current flowing through the electromagnetic clutch, and on the clutch cut-off signal.

Temperature detecting device for a vehicular electromagnetic clutch

A constant-speed running apparatus for a vehicle comprising a throttle-valve actuator for activating a throttle-valve opening angle of a vehicle engine, a constant-speed running controller for controlling the throttle-speed running, a continuously variable transmission (CVT) which is constructed in a power transmission path of the vehicle engine, and a CVT controller for controlling a transmission-ratio of the CVT; further comprising a detecting element constructed in the constant-speed running controller for a control efficiency of the constant-speed running for detecting an acceleration demand of a driver and for informing the CVT controller of the demand; and further comprising a correction element for calculating a corrected transmission-ratio as a corrected vehicle acceleration corresponding to a target vehicle accelerating force on the basis of the acceleration demand detected by the detecting element.

Constant-speed running apparatus for vehicle

A constant speed holding apparatus which, once a vehicle speed is set, maintains the cruise of the vehicle at constant speed by both variable speed control and throttle control. The difference between the set speed and actual speed is detected during vehicle cruise, and if the difference is smaller than a predetermined minute value, the variable speed ratio at the time of the detection is maintained by a correction means so that any possible speed vibration due to mutual interference between variable speed control and throttle control is effectively prevented.

Constant speed holding apparatus

A constant speed holding apparatus for maintaining constant vehicle speed by both variable speed control and throttle control, when setting the vehicle speed, wherein, upon detection of a point of time at which set vehicle speed is stored or a specified period of time thereafter, correction is made so that the variable speed ratio at the time immediately prior to the detection is taken as a target variable speed ratio, whereby any possible trouble of overshoot and undershoot with the vehicle speed at the time of speed setting or at a point of time thereafter is prevented so that stable cruise of the vehicle at constant speed is made possible.

Control device of non-stage transmission

A plurality of slots are disposed at equal angular intervals on one portion of a circular ring-shaped field magnet fixed to a motor's rotor to run radially of the magnet. Alternatively, short rods made of a soft magnetic material may extend radially outwards from the lateral surface of the magnet to form the slots between them. Three magnetic sensor elements are disposed at equal angular intervals of 120 degrees on a motor's stator to face successively the slots during the rotation of the rotor.

Growing community of inventors

Hyogo, Japan

Munehiko Mimura