Isuzu Motors Limited

Transtron Inc.

Other

Nobuyuki Iwao

Yasushi Yamamoto

Kazuhiko Kobayashi

Hiroyuki Arai

Kouhei Takama

Masaki Ishihara

Masahiko Hayashi

Hiroshi Usuba

Nobuyuki Nishimura

Hidetaka Koga

Atsushi Yamazaki

Koji Terashima

Koji Inoue

Tomoaki Shimozawa

Masaaki Nishito

Yoshihisa Sugimura

Shou Ozaki

Yusuke Takahashi

Taku Honda

Chuji Yamada

Toshitaka Minbu

Shuuji Taguchi

Takahiro Kuwata

Kousaku Suzuki

Yasushi Tamamoto

Nobutaka Sakai

A dual clutch device includes a first piston applying a first clutch by a hydraulic pressure supplied into a first hydraulic pressure chamber and releasing the first clutch by a first spring, a second piston applying a second clutch by a hydraulic pressure supplied into a second hydraulic pressure chamber and releasing the second clutch by a second spring, a first supply line supplying a hydraulic pressure into the first hydraulic pressure chamber and a second hydraulic pressure canceling chamber, a second supply line supplying a hydraulic pressure into the second hydraulic pressure chamber and a first hydraulic pressure canceling chamber, a first valve allowing or cutting the supply of hydraulic pressure into the first hydraulic pressure chamber and the second hydraulic pressure canceling chamber, and a second valve allowing or cutting the supply of hydraulic pressure into the second hydraulic pressure chamber and the first hydraulic pressure canceling chamber.

Dual clutch device

A gear shifting method and device of a multistage transmission in which gear shift of a main transmission and an auxiliary transmission is mechanically operated by operation of one shift lever The device is provided with: a cam mechanism that has a select operation output member and a shift operation output member, which separate, into shift operation and select operation for each direction, operation by operation of one shift lever that moves along at least one H-shaped shift pattern, a first cam groove that operates by the select operation, and operates a shift mechanism for the auxiliary transmission that shifts a shift fork for the auxiliary transmission, and a second cam groove that operates a select mechanism that selects a target shift fork from among a plurality of shift forks for the main transmission; and a shift mechanism for the main transmission that operates by the shift operation, and shifts the shift fork for the main transmission selected by the select operation.

Multistage transmission gear shift operation device, and vehicle mounted with same

Power steering system including: an electric pump to supply fluid to a power steering unit; and an engine control unit (ECU) to control an amount of the fluid by a rotation speed of the electric pump. The ECU includes a first device for calculating an on-slope standby rotation speed and setting the electric pump to this speed when a vehicle is descending or ascending a slope. This speed is calculated by correcting a standby rotation speed of the electric pump corresponding to a vehicle speed with a slope correction value calculated according to a slope angle or a vehicle body angle. Accordingly, it is possible to supply the fluid with the electric pump and assist a steering operation to suppress both a jerky steering feeling due to insufficient steering force in slope descent and a lack of response in the steering operation due to excessive steering force in slope ascent.

Power steering system, vehicle equipped with same, and control method thereof

A power transmission device for a vehicle equipped with a wet multiple disk clutch for disconnecting the power at the time of gearshift by using a clutch controller, wherein the amount of engagement where the clutch is half-engaged is learned maintaining precision. In the present invention, the clutch controller of the wet multiple disk clutch moves a clutch piston over the whole stroke thereof by using the working fluid for varying the amount of engagement at the start of learning the amount of engagement at a point where the clutch starts half-engaging and, immediately thereafter, the amount the clutch is half-engaged is detected. Upon moving the clutch piston, the working fluid present among the friction disks of the wet multiple disk clutch is drained and is replaced by the new working fluid avoiding detection error caused by the fluctuation in the temperature of the working fluid and eliminating unstable operation of the clutch piston caused by static friction of a large resistance. The amount of engagement at the point where the clutch starts half-engaging is determined by gradually increasing the amount of engagement after the clutch is disengaged and detecting a change in the rotational speed of the clutch input shaft.

Half-engage clutch point learning device for wet multiple disk clutch

In a hydraulic circuit for a vehicle including an electric pump power steering system (EHPS), a hydraulic pressure supply system including a cylinder to store a second hydraulic pressure while a vehicle is traveling and supply the stored second hydraulic pressure to a clutch circuit as a third hydraulic pressure when being supplied with hydraulic pressure after storing the second hydraulic pressure. The hydraulic circuit also includes a connecting path to connect, at the start of the vehicle, the cylinder and the EHPS system to allow a first hydraulic pressure to be supplied to the cylinder by drive of a motor. It is therefore possible to reduce electric power consumed during idling stop mode and shorten a recovery time from the idling stop mode.

Hydraulic circuit for vehicle, vehicle equipped with same, and control method therefor

A coasting control device capable of avoiding coasting control during running on road having a small coefficient of friction between a tire and a road surface ('low &#x3bc; roads') includes a low &#x3bc; road running recognition unit which recognizes that a vehicle is running on a low &#x3bc; road and a unit for prohibiting coasting control during low &#x3bc; road running when the low &#x3bc; road running recognition unit recognizes that the vehicle is running on a low &#x3bc; road.

Coasting control device

A coasting control device for avoiding dangerous modes such as tire lock up upon the end of coasting control. The device, which performs coasting control to disengage the clutch and to reduce the engine revolutions per minute (RPM), also prevents a gearshift operation during coasting control.

A coasting control device capable of avoiding coasting control during turning is provided. A turning recognition unit that recognizes that a vehicle is turning and a unit for prohibiting coasting control during turning that prohibits coasting control when the turning recognition unit recognizes that the vehicle is turning are provided.

A coasting control device that prevents failures due to deterioration of a release bearing. The device includes an cumulative disengagement time measuring unit cumulatively measuring a duration of time that a clutch is being disengaged during coasting control, and an overtime restricting unit prohibiting coasting control when the measured cumulative clutch disengagement time has exceeded a predetermined time giving an indication of fatigue of a member of the clutch, and/or an overtime alarm unit providing an alarm when the measured cumulative clutch disengagement time has exceeded a predetermined time giving an indication of fatigue of the member of the clutch.

A coasting control device for reducing uneasiness experienced by a driver when pressing a clutch pedal during coasting control. The device includes a clutch control unit that, when the clutch pedal is pressed during coasting control, controls an actuator to cause an amount of hydraulic oil that depends on the amount of depression of the clutch pedal to be ejected from a clutch-free operating cylinder.

In a vehicle mounting an engine equipped with an exhaust turbocharger and a fluid transmission device as the power transmission device, occurrence of surging in the exhaust turbocharger is prevented at the time of connecting a lockup clutch in the fluid transmission device. When a condition for connecting the lockup clutch is held to lock up the fluid transmission device coupled to the engineequipped with the exhaust turbocharger, the operation is executed by lowering a target engine rotational speed for a predetermined period of time prior to the locking up to avoid the occurrence of surging caused by a decrease in the engine rotational speed due to the lockup. A lockup clutch control deviceincludes first timer meansfor setting a time for executing the operation by decreasing the target engine rotational speed, and second timer meansfor setting a time for waiting for the start of lockup.

Lockup clutch control device for vehicle

A device for controlling a power transmission device for a vehicle, which, at the time of gearshift, so controls the engine as to rotate at a target rotational speed, wherein at the time of shifting the gear up, a target value properly corresponding to an actual vehicle speed is set to quickly increase the engine output and to shorten the time for shifting the gear. In controlling the engine at the time of shifting the gear up, a target engine rotational speed is set based the signals from, wheel rotational speed detector means that detects the rotational speed of a wheel, such as an anti-lock control device. Thus, the target engine rotational speed is set depending properly upon an actual vehicle speed that varies accompanying an increase in the amount of engaging the clutch at the time of gearshift, and the gear at the time of accelerating the vehicle can be quickly shifted up without accompanied by the shift shock. At the time of shift-down, a target engine rotational speed is set based on an actual vehicle speed found from the signals of the transmission input shaft rotational speed.

Device for controlling a power transmission device of a vehicle at the time of gearshift

A power transmission device for a vehicle having a clutchbetween an engineand a transmission, preventing variation in the engine torque and shift shock when the engine control mode returns from an engine control at the time of shifting back to an accelerator pedal follow-up control for normal traveling. Timer meansis provided for a clutch control devicethat executes the control for disengaging the clutchat the time of shifting and engaging it after the completion of the shifting. The timer meanscontrols a moment for starting the clutch engagement control depending on the engine conditions, etc. The state of increasing the amount of clutch engagement varies and the state of engine rotational speed varies, too. When the engine control at the time of shifting is returned back to the accelerator pedal follow-up control at the time of normal traveling, therefore, the engine can be placed in a condition where the engine torque does not vary despite the control mode is changed over.

Control device for power transmission device for vehicles

A vehicle power transmission device in which an engineequipped with a turbo chargerand a fluid couplingwith a lockup clutch are combined together, wherein a timing for connecting the lockup clutchis normalized to accomplish a smooth connecting during the low-speed traveling after the start. A lockup clutch control device is equipped with means for detecting the operating condition of the turbo charger, and the lockup clutchstarts to be connected at a moment before the turbo chargerreaches a high output state. The lockup clutchis connected within a short period of time without producing a shock due to connection and the vehicle, thereafter, accelerates smoothly. A rate of change in the revolution of the engineor the pressure in the intake pipeis detected to detect the operating condition of the turbo charger

Vehicle power transmission device using a fluid coupling

A torque converter comprises a pump having a pump shell and impellers; a turbine having a turbine shell and runners; a stator arranged between the pump and the turbine and is supported by the housing; and an operation fluid filled in the pump and in the turbine. Transmission torque limit means is arranged between the stator and the housing to so limit the transmission of torque transmitted to the stator as will not to increase in excess of a predetermined value.

Growing community of inventors

Kanagawa, Japan

Nobuyuki Iwao