Toyo Kogyo Co., Ltd.

Mazda Motor Corporation

Mitsubishi Denki Kabushiki Kaisha

Shizuo Sumida

Sumida, Shizuo

Atsushi Ueda

Mitsuaki Ishii

Kazuo Nii

Osamu Shimizu

Kazutoshi Nobumoto

Kaoru Sotoyama

Toshiyuki Kikuchi

Hiroyuki Oda

Nobuhide Seo

Mitsuru Nagaoka

Toshihiro Matsuoka

Katsuhiko Yokooku

Yasuhiro Harada

Hisatsugu Ito

Kazuya Oda

Tadashi Iwamoto

Satoshi Komori

Hiroyuki Arakawa

Satoshi Yatomi

Shigeki Hiramatsu

This invention systematically creates models that simulate operations from a component of a single function to a machine that combines many components and also to a system that combines a plurality of machines, which can be expressed by all physical systems such as an electric system and mechanical system, solid-state system and fluid system, and the like. The invention creates an overall function simulation model using a plurality of function simulation models which are independently provided for predetermined functions and are coupled via potential and flow variables. When respective function simulation models include linear characteristic elements A, B, C, E, F, and G and at least one function simulation model includes nonlinear characteristic elements X and Y, the nonlinear characteristic elements are separated from the linear characteristic elements by handling the nonlinear characteristics as functions in the function simulation model, the plurality of function simulation models are integrated as linear characteristic elements (integration process), and the nonlinear characteristic elements are linked to the functions in the integrated function simulation model (succession process).

Simulation model creation method and system, and storage medium

This invention proposes a simulation apparatus which can simulate by easily coping with changes in component and model. A simulation apparatus simulates, using a system model, the dynamic performance of a target apparatus to be simulated, which includes a driving source and is constructed by a plurality of units for transmitting the driving force output from the driving source, and expresses the target apparatus by functional and data models. The functional model expresses each of units that construct the target apparatus by exchange of energy by the dynamic performance of that unit, and a parameter which determines that dynamic performance. The parameter for each unit is computed using static characteristic data read out from a memory, thus expressing each unit as a data model.

Simulation system using model

A vehicle automatic transmission including a torque converter having a lock up clutch. A lock up control circuit is provided and has a memory including a first lock up control line for controlling the engagement and release of the lock up clutch when the torque converter turbine speed is close to the pump impeller speed, and a second lock up control line which is drawn along a line wherein the engine output torque is substantially zero so that the lock up clutch is released at a given engine load when the turbine speed is decreased beyond the first lock up control line, or when the turbine speed is increased beyond the second lock up control line.

Lock up control of a hydraulic torque converter type automatic

A steplessly variable vehicle transmission has a speed ratio control system including an electronic control unit which functions to calculate a required vehicle acceleration rate based on the position of an engine control foot pedal and the rate of change of the position of the foot pedal. The control unit further calculates an engine output power required for accomplishing the vehicle acceleration rate, as well as the engine speed under which the required engine output power can be obtained with the given position of the engine control foot pedal. Further, the control unit produces an output for controlling the speed ratio of the transmission so that the required engine speed is obtained.

Speed ratio control of a steplessly variable vehicle transmission

A solid-state display apparatus for visually indicating the status of vehicle speed, engine speed, fuel remaining, coolant temperature and other parameters which altogether represent the condition of the vehicle includes solid-state display gauges constituted by either electro-luminescent elements or liquid crystal display cells. Some of the parameters are constantly displayed through their own display gauges at all times during the use of the vehicle while other parameters are adapted to be displayed upon demand through their own display gauges. The other parameters can also be automatically and forcibly displayed in the event of the occurrence of an out-of-limits value thereof.

Solid-state information display apparatus for automobile vehicle

An automotive driving control system comprises a stepless transmission provided between the engine and the driving wheels, a transmission controller for controlling the transmission ratio of the stepless transmission, a throttle valve driver for driving the throttle valve of the engine, and a controller for controlling the transmission controller and the throttle valve driver. The controller controls the transmission controller and the throttle valve driver according to the amount of depression of the accelerator pedal. When the amount of depression of the accelerator pedal is within a predetermined range, the controller controls the throttle valve driver so that the opening degree of the throttle valve is fixed at a predetermined value irrespective of the amount of depression of the accelerator pedal, and controls the transmission controller to control the transmission ratio of the transmission so that an engine output corresponding to the amount of depression of the accelerator pedal can be obtained taking into account the predetermined value of the opening degree of the throttle valve.

Automotive driving control system utilizing a stepless transmission

A lock-up mechanism for a torque converter for an automatic transmission is arranged to be selectively engaged to directly connect the output shaft and the input shaft of the torque converter when the operating condition of the engine is in a lock-up zone. The operating condition of the engine is represented by a rotational speed signal representing the rpm of the input shaft or the output shaft of the torque converter, and an engine load signal, and the lock-up zone is defined by first to third relations, the first relation being preset from a relation which the rotational speed and the engine load are to have with each other when the torque ratio of the engine output torque to the torque converter output torque can be considered to be 1, the second relation being preset from a relation which the rotational speed and the engine load are to have with each other when the engine output may be considered to be zero, and the third relation being preset from a lower limit of the rotational speed at which lock-up can be permitted without possibility of engine stall. The lower limit is shifted toward the lower speed side of the rotational speed as the transmission stage of the transmission gear mechanism is shifted toward the higher speed stage, and the third relation is changed corresponding to the change in the lower limit of the rotational speed.

Lock-up control system for a torque converter for an automatic

A steplessly variable vehicle transmission of a belt-pulley type which is provided with an electronic control unit for controlling the speed ratio of the transmission in accordance with the engine operating condition, such as the engine load and the engine speed. The control unit has a shift control map which includes a shift-up zone, a shift-down zone and a speed ratio hold zone between the shift-up and shift-down zones so that the speed ratio of the transmission is maintained constant in acceleration and deceleration as long as the engine operating condition is in the hold zone.

Control of a steplessly variable vehicle transmission

A control system for an automobile automatic power transmission provided with a hydraulic torque converter having a lock-up mechanism for directly connecting the input and output shafts of the torque converter. The control system uses a lock-up release data line and a lock-up engage data line which is positioned at the higher-engine speed side with respect to the lock-up release data line for controlling engagement of the lock-up mechanism. The system further provides a modified lock-up engage data line, which is between the lock-up engage and release lines, for use when the engine throttle valve is opened again after it has been completely closed, so that the lock-up mechanism is engaged as soon as the throttle valve is opened beyond the modified lock-up engage data line.

Lock-up control system for automobile automatic power transmissions

A multiple clutch type transmission including a plurality of input shafts, a plurality of clutch devices for releasably and alternately connecting respective ones of said input shafts with an engine output shaft. Each of the input shafts has two driving gears mounted thereon to rotate therewith, a countershaft having freely rotatable driven gears which are in meshing engagement with respective ones of the driving gears on the input shafts, connecting hubs provided on the countershaft for axial sliding movements for selectively connecting the driven gears with the countershaft, clutch actuators for controlling said clutch devices so that selected one of the input shafts is connected through selected one of the clutch devices with the engine output shaft. Hub actuators are provided for actuating the connecting hubs so that selected ones of the driven gears are connected with the countershaft, a control circuit being provided for producing a clutch engaging signal upon receipt of a gear engaging command to thereby engage disengaged one of the clutch devices to establish a substantially synchronized condition between the connecting hub and selected one of the driven gears, then a clutch disengaging signal for disengaging the same clutch device and thereafter a hub actuating signal to operate the hub actuator so that the connecting hub is actuated to thereby connect selected one of the driven gears with the countershaft.

Multiple clutch transmission having gear control device

A clutch control system for automobiles comprising a clutch actuating member for actuating a clutch positioned between an engine output shaft and a transmission input shaft, and a suction pressure operated actuator for moving a clutch actuating member to a clutch releasing position. A detecting circuit is provided for detecting a negative differential coefficient of the engine speed and generating a corresponding output. A vacuum control valve is provided in a line to the clutch actuator to operate the clutch release. The line is also provided with a holding valve which is closed when the detecting circuit detects the negative differential coefficient of the engine speed to thereby stop the clutch engaging movement of the actuator momentarily so as to prevent the engine speed from falling off.

Clutch control system for automobiles

A running or driving data central display arrangement for motor vehicles and the like in which a plurality of indications, (for example, an abnormal operating state or trouble warning display, a response display for providing information readouts according to call instructions entered by a driver, and a time display), are centralized into a single display portion for enabling a reduction in the mounting space required for the display unit and also enabling the easy facilitation of reading the indications provided by the display unit.

Running data central display arrangement for motor vehicles and the like

A data input device for effecting the entry of numerical values into a data processing device includes a data key which is tapped for a number of times corresponding to the number appearing in each digit of the numerical value, a counter for counting the number of taps applied on the data key and for generating a signal indicative of the counted number, a shift key and a shift register for successively memorizing the generated signal from the counter means upon manipulation of the shift key.

Data input device

A terminal signal operation apparatus is disclosed for transmitting in a multiplex transmission system in both directions signals between the terminal signal operation apparatus and a central operation apparatus for centrally generating control signals for controlling a plurality of electrical devices at terminals in accordance with a signal generated by a signal source. The terminal signal operation apparatus includes a signal separation circuit for detecting the control signals transmitted from the central operation apparatus, a driving circuit whose input is connected to the output of the signal separation circuit for driving an electrical device in accordance with the control signals, a return signal generating circuit for generating a signal for transmission to the central operation apparatus upon detection of a malfunction of the electrical device or a malfunction of the signal source or a signal from the signal source so that the signals in both directions between the terminal signal operation apparatus and the central operation apparatus can be processed by a single circuit.

Terminal signal operation apparatus

Digital fuel quantity indicator including a fuel quantity sensing device disposed in a fuel reservoir for producing binary signals in accordance with the fuel level. A decoder is provided for receiving the binary signals from the sensing device and producing display signals which are applied to a display tube. The same display tube is utilized to make display of a 10th digit and of a unit digit in accordance with whether the fuel level is above or below 10 unit.

Growing community of inventors

Hiroshima, Japan

Shizuo Sumida