Kabushiki Kaisha Tokai Rika Denki Seisakusho

Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Nippon Soken, Inc.

Takayuki Ando

Seiji Kuwahara

Seiji Masunaga

Yuki Aratsu

Kenji Matsui

Shinji Mori

Toshimasa Yamamoto

Satosi Kuwakado

Masami Kondo

Toshiaki Shimogawa

Shogo Tsuge

Hirotsugu Yoshino

Kazuyoshi Ishiguro

Teruhiko Kawaguchi

Keisuke Imai

Fuminori Teraoka

Tetsushi Muromachi

Keiichi Kato

Tatsuo Yamashita

Shuntaro Shinohara

Yoshio Umezawa

Ryosuke Mizuto

Kenji Hoshino

Toshikatsu Kondo

Tsubasa Kato

A control device of a lock-up clutch according to the disclosure is mounted on a vehicle including an engine, a transmission, a fluid-type power transmitting device interposed between the engine and the transmission, and the lock-up clutch provided on the fluid-type power transmitting device. The control device includes: a controller configured to slip-engage the lock-up clutch when accelerator opening of the vehicle changes in an accelerating direction, and configured to make a slip-engagement amount larger when a state of the fluid-type power transmitting device when the accelerator opening of the vehicle changes in the accelerating direction is a driven state than the slip-engagement amount when the state of the fluid-type power transmitting device is a driving state.

Control device of lock-up clutch

A control device includes a controller configured to perform control to increase a rotational speed of a power source when a brake is stepped on and accelerator opening becomes a predetermined value or larger while a vehicle stops, and thereafter, when the brake is stepped off, engage a plurality of engaging units to transmit a power, and start the vehicle. The controller includes: a parameter obtaining unit configured to obtain a parameter indicating requested acceleration when the vehicle starts; and a slip control unit configured to perform slip control on at least one of the plurality of engaging units such that difference in rotational speed occurs between frictionally engaging elements and set number of engaging units on which the slip control is performed according to a value of the obtained parameter when the vehicle starts.

Control device of vehicle

A control device for a vehicle is provided. The vehicle includes a transmission and an engine configured to input a torque into the transmission. The transmission has multiple transmission stages and includes a first engagement mechanism and a second engagement mechanism. The control device includes an ECU configured to: (a) control the second engagement mechanism when a second transmission stage is set such that the capacity of torque transmission of the second engagement mechanism is increased and a thrust for separating a first member and a second member of the first engagement mechanism from each other in an axial direction is generated; (b) calculate a decrement in an output torque of the transmission when the capacity of torque transmission of the second engagement mechanism is increased; and (c) increase a torque input into the transmission by the engine based on the decrement in the output torque by controlling the engine.

Control device for vehicle

A control device includes a deceleration flex-torque calculation unit that calculates a target torque capacity of a lock-up clutch when a state of the lock-up clutch is controlled to a deceleration flex control state, an acceleration flex-torque calculation unit that calculates a target torque capacity of the lock-up clutch when the state of the lock-up clutch is controlled to an acceleration flex control state, and a control unit that controls a torque capacity of the lock-up clutch to a target torque capacity calculated by the acceleration flex-torque calculation unit, during a period until a target torque capacity calculated by the acceleration flex-torque calculation unit falls below a target torque capacity calculated by the deceleration flex-torque calculation unit, when the state of the lock-up clutch is shifted from the acceleration flex control state to the deceleration flex control state.

With a hydraulic control operation amount generation apparatus for an automatic transmission and a control apparatus for an automatic transmission, a control operation amount at which any desired target packing control execution time can be realized is generated on a hydraulic model by determining formulae of the 2n&#x2212;2 constraint conditions corresponding to the n hydraulic control phases relating to the packing control of the engagement devices.

Hydraulic control operation amount generation apparatus for automatic transmission and control apparatus for automatic transmission

A slip control device includes a control unit configured to: calculate a difference value between a target value and a current value or an estimated value of a difference in a rotational speed between an input shaft and an output shaft of a fluid type power transmitting device, or a difference value being a difference between a target value and a current value or an estimated value of a speed of an engine; calculate an inclination of torque capacity of the fluid type power transmitting device with respect to an input parameter at a current value of the input parameter having correlative relationship with the torque capacity of the fluid type power transmitting device; calculate torque capacity of a lock-up clutch by multiplying the inclination by the difference value; and control a slip amount of the lock-up clutch by using the calculated torque capacity.

Slip control device of lock-up clutch

A device for adjusting height of a shoulder anchor that forms a seatbelt device of a vehicle. A compression coil spring is used for urging a pin which restricts downward movement of a slider whose position in a vertical direction of the vehicle is adjustable. An attachment portion of the compression coil spring attaches to the pin and has a smaller internal diameter than an intermediate portion of the compression coil spring. The internal diameter of the attachment portion is slightly larger than an external diameter of the pin. Thus, when the compression coil spring is assembled, precise positioning is not necessary, and when the compression coil spring is compressed, an axis thereof is prevented from deviating with respect to an axis of the pin.

Device for adjusting shoulder anchor height

A device for adjusting height of a shoulder anchor that forms a seat belt device of a vehicle. A buffer member is provided between a slider to which a shoulder anchor is attached, and a guide rail secured to a vehicle body. A pin for restricting the movement in a vertical direction of the slider, is guided by a guide wall to move from one recess portion in the buffer member to the other. The guide wall has ribs as reinforcing members on a lower side and the ribs prevent deformation of the guide wall.

A shoulder anchor position adjusting device is provided in which assembly of a position adjusting mechanism, which adjusts a position of a shoulder anchor, is easy. The shoulder anchor is fixed to a slider. The slider is slidably mounted to a slide rail by the position adjusting mechanism which has a lock pin and a release lever. The release lever is placed on the slider in which a stepped groove is formed. The release lever is swingably held due to engagement of an anchor plate of a cover case with a cut-out groove. A flange portion is formed at the lock pin, and is supported by a step forming portion of the stepped groove. Due to a coil spring, a shaft portion of the lock pin is inserted through an insertion hole of the slider and is fit into an engagement hole formed in the slide rail.

Shoulder anchor position adjusting device

Webbing winding device

A pretensioner is disclosed which, when a vehicle suddenly decelerates, a large quantity of gas is generated, and the gas flows into a cylinder from a gas-generating a device. As a result of pressure of the gas, a movable pulley moves instantaneously together with a piston, so that the wire trained around the movable pulley is pulled. An amount by which a wire is pulled is twice an amount by which a wire is pulled in cases where the wire is directly connected to the piston, as in conventional devices. Accordingly, the wire can be pulled by the same amount by using only half of a length of a conventional cylinder, thus making it possible to manufacture a pretensioner which has a short cylinder.

Pretensioner

A structure for supporting a guide rail of an automatic seat belt apparatus of a vehicle on a side wall of the compartment via a holder engageable with the sides of the guide rail that are arranged in the widthwise direction of the compartment, the guide rail slidably supporting a slider and being adapted to guide the slider in the to-and-fro direction of the compartment, the slider being kept in engagement with one end of a webbing adapted to be worn by an occupant of the vehicle. The holder is engaged with the side portion of the guide rail that is outward in the widthwise direction of the compartment at an engagement portion formed in the vicinity of the end portion of the guide rail that is remote from the webbing with respect to the slider. Therefore, the holder is kept from readily being disengaged from the engagement portion even when the guide rail is, via the slider, subjected to a lateral force acting to pull the webbing inwardly of the compartment.

Guide rail supporting structure

In a webbing retractor used for a seatbelt system protecting an occupant in an emergency situation of a vehicle, a locking wheel is rotated, following a rotation of a webbing takeup shaft, and a locking means prevents the takeup shaft from webbing-unwinding rotation when lag in rotation of the locking wheel occurs relative to the takeup shaft in the emergency situation of the vehicle. Opposed to the locking wheel is a control means which can be biased selectively in either direction of approach to the locking wheel or direction of separation therefrom in accordance with a webbing-winding amount and a webbing-unwinding amount. Accordingly, the webbing retractor can be used properly as an Automatic Locking Retractor and an Emergency Locking Retractor at need.

Webbing retractor

In an emergency situation of a vehicle, when an acceleration sensor moves an action lever up to a middle point, a forcing means rotates the action lever in its working direction and a pawl is separated from an action wheel by the rotating force of the action lever. Accordingly, a webbing takeup shaft is driven by the action wheel and an occupant restraining webbing is wound on to the webbing takeup shaft, whereby the occupant restraining webbing is caused to secure an occupant tightly, that is, an occupant restraining performance is enhanced.

Webbing tension device

A webbing lock device used in a seatbelt system for restraining an occupant in the event of an emergency situation of a vehicle, wherein a pair of clamping means are adapted to clamp the intermediate portion of an occupant restraining webbing in the event of an emergency situation of the vehicle to thereby bring the occupant into a webbing-restrained state. Particularly, a portion of the webbing closer to an occupant restraining portion of the webbing than the clamping means is flexed by a non-clamping support portion, whereby a tension generated in the clamped portion by the clamping means is attenuated, thus enabling to make the clamping lock reliable.

Growing community of inventors

Aichi-ken, Japan

Takayuki Ando