Nissan Motor Company Limited

Honda Motor Co., Ltd.

Valeo Radar Systems, Inc.

Takeshi Sugano

Toshimichi Gokan

Masahiro Kobayashi

Takuya Inoue

Yosuke Kobayashi

Kenichi Egawa

Yasuhisa Hayakawa

Kazuhiko Nakamura

Daisuke Tanaka

Satoshi Tange

Kinya Mizuno

Osamu Fukata

Toshimasa Mitsubori

Yasuhiko Takae

Junya Ono

Akira Morimoto

Seiji Hamaoka

Akira Tokito

Kensuke Mori

Yusuke Kobayashi

Daisuke Oiki

Yasuhisa Taira

Yukihiro Tsubakino

Yoshitaka Nukada

Nariaki Etori

Kazuhiro Norita

Masaya Murao

Hirokazu Tanaka

Yohei Endo

Takeshi Yonezawa

Tensei Hayashi

Kazunori Kurata

Hiromasa Emura

Kazutomo Otani

Boris Marie

A power unit includes: a crankcase which accommodates a crankshaft and a main shaft arranged in parallel to each other; a crank side cover which covers one end portion of the crankshaft from the outside in an axial direction of the crankshaft; a primary driven gear which is provided in the main shaft and meshes with a primary drive gear of the crankshaft; a clutch provided at one end portion of the main shaft; and a clutch cover which covers the clutch from the outside in an axial direction of the main shaft and is fastened and fixed to a packing surface provided on the crankcase to surround the clutch, wherein the primary driven gear and the packing surface overlap in a virtual straight line when viewed from the axial direction of the main shaft.

Power unit

In a vehicle engine transmission apparatus, a shift spindle sensor is mounted in and extends through a through spindle sensor mount hole defined in a spindle sensor mount seat formed on a portion of a case, and a shift drum sensor is mounted in and extends through a through drum sensor mount hole defined in a drum sensor mount seat formed on a portion of the case. The direction in which the shift spindle sensor is mounted and the direction in which the shift drum sensor is mounted are same as each other. The shift spindle sensor and the shift drum sensor can be easily attached to and detached from their mount seats and can be well serviced for excellent maintainability, and the mount seats can be machined with ease and excellent machinability.

Transmission apparatus

A braking control device is provided to automatically control a main braking device normally used to brake a host vehicle during travel and a second braking device used to maintain the host vehicle in a stopped state. The braking control device has a slip degree prediction unit and a braking device switching unit. The slip degree prediction unit predicts a possibility that the host vehicle will slip. The braking device switching unit is configured to delay a timing with which to start a reduction in a braking force of the main braking device if the slip degree prediction unit predicts a slip when switching the main braking device to the second braking device.

Braking control device and braking control method

A power unit for a vehicle includes an engine that is a power source, a gear shift apparatus, a twin clutch type transmission that intermittently switches power transmission between the engine and the gear shift apparatus, and a clutch actuator that controls intermittent switching of the twin clutch type transmission, the engine includes a crankcase and a pair of cylinders installed on the crankcase so that a V-bank is formed therebetween, and the clutch actuator is installed on the cylinders so that the clutch actuator overlaps a region of the V-bank.

Power unit for vehicle including a clutch actuator

A vehicle power unit is provided in which a transmission including a gear transmission mechanism and a gear selector mechanism is housed in a transmission case, the gear transmission mechanism having gear trains with a plurality of gear positions that can be established alternatively, the gear selector mechanism being capable of operating s as to alternatively establish the gear trains with the plurality of gear positions, and a plurality of rotational speed sensors individually detecting the rotational speed of a plurality of rotating members forming part of the transmission are mounted on the transmission case, wherein the plurality of rotational speed sensors are disposed in a distributed manner so as to sandwich the plurality of shaft members of the gear selector mechanism in a projection on a plane orthogonal to a central axis of a crankshaft.

Vehicle power unit

A starting control device is provided to detect a preceding vehicle that is stopped in front of a host vehicle, acquire a relative speed and an inter-vehicular distance between the preceding vehicle and the host vehicle, detect a starting request input by the driver of the host vehicle, and detects the number of times the starting request has been detected after the host vehicle has stopped. Then, the starting control device causes the host vehicle to start following a preceding vehicle when a standby period, which is the period from when the starting request is detected to when at least one of the relative speed and the inter-vehicular distance satisfies a preset start condition, is shorter than a start permission period that is set in advance.

Starting control device and starting control method

A gearbox of a power unit includes a transmission, a shift drum provided with lead grooves, a shift drum feed mechanism, and a drive side-shift fork and driven side-shift forks respectively provided with engaging portions to be engaged with the lead grooves. At least one lead groove is a common lead groove with which the engaging portion of the drive side-shift fork and the engaging portion of the driven side-shift fork are engaged at an angular interval, which is a positive multiple integral of a feed angle of the shift drum, with respect to a rotation center of the shift drum. The drive side-shift fork and driven side-shift fork, whose engaging portions are engaged with the common lead groove, are guided by the same axially shifted groove portions provided in the common lead groove, and thereby establish speeds of the transmission.

Gearbox of power unit

A travel control device includes ultrasonic obstacle detection sensors detecting an obstacle entering a rear side of a vehicle and a distance to the obstacle, and an image obstacle detection unit detecting the obstacle entering the rear side of the vehicle by using an image of the rear side. If a distance to the obstacle detected by the sensors is equal to or less than an activation threshold for warning, the travel control device issues a warning, and sets the activation threshold larger as the vehicle speed of the vehicle becomes high. If the vehicle is detected preparing to move rearward and the image obstacle detection unit detects the obstacle, the travel control device sets the activation threshold to a constant value regardless of the vehicle speed.

Travel control device and travel control method

An acceleration/deceleration erroneous operation determination device improves determination accuracy on whether or not a driver is erroneously performing an accelerator operation instead of a brake operation. A pedal opening degree by a driver and a continuation time for which the pedal opening degree is greater than an opening degree threshold value are detected. When the continuation time exceeds a time threshold value, it is determined that the driver is erroneously performing an accelerator operation instead of a brake operation. A vehicle speed of a vehicle, a rising gradient of a road surface, and an accelerator operation time operated by the driver are detected. The opening degree threshold value is made variable in accordance with the vehicle speed, the rising gradient, and the operation time. The time threshold value is made variable in accordance with the vehicle speed, the rising gradient, and the operation time.

Acceleration/deceleration erroneous operation determination device, erroneous operation acceleration suppression control device, and acceleration/deceleration erroneous operation determination method

The clutch device includes, a right pressure flange that brings clutch discs provided on a clutch outer and clutch plates provided on a clutch inner into pressure contact with one another. A pressure ring that moves the right pressure flange with an external force and a clutch spring transmits the force toward a clutch connected position, from the pressure ring to the right pressure flange. Further, a return spring between the clutch inner and the right pressure flange urges the right pressure flange toward a clutch disconnected position. The clutch spring and the return spring are disposed parallel to a clutch axial direction, their respective positions overlapping each other in the clutch axial direction.

Clutch device

In a power unit for a saddle-type vehicle a locking pin on a shift drum side is fixed to a shift spindle and a detection shaft of a shift position sensor is interlocked and connected with the shift drum, the friction surface between the shift arm and the locking pin is reduced with suppression of the lowering of the rigidity of the shift arm to enable smooth gear shifting. An engagement hole in a shift arm allows insertion and engagement of a locking pin and has an elongated hole shape extending along one diameter line of a shift spindle. An insertion hole in the shift arm has an arc shape centered at the center axis line of the shift spindle to allow insertion of an interlocking shaft coaxially connected to the shift drum to be incapable of rotation relative to it.

Power unit for saddle-type vehicle

A travel controller carries out acceleration suppression control of suppressing acceleration of a vehicle depending on an accelerator manipulation amount based on a parking frame existing ahead in a driven direction of the vehicle. Then, the travel controller is configured to gradually release the acceleration suppression control when detecting that the vehicle is in a stop state while carrying out the acceleration suppression control. In addition, the travel controller is configured to hold a release state of the acceleration suppression control at the time of detection of the travel state, when the travel state detector detects that the vehicle is in a travel state while releasing the acceleration suppression control.

Vehicle acceleration suppression device

Based on a parking frame certainty degree indicative of a degree of certainty about a presence is a parking frame in the travel direction of the vehicle and a parking frame entering certainty degree indicative of a degree of certainty about whether the vehicle enters the parking frame, a total certainty degree indicative of a total degree of the certainty of the parking frame certainty degree and the parking frame entering certainty degree is calculated. Acceleration of the vehicle is controlled depending on a manipulation amount of an accelerator pedal manipulated by a drive to instruct a driving force and is suppressed in a higher suppression degree as the total certainty degree is higher. Furthermore, the acceleration of the vehicle is suppressed in a lower suppression degree as the vehicle speed of the vehicle is higher.

Vehicular acceleration suppression device and vehicular acceleration suppression method

A vehicle control device basically includes a first risk computation unit, a second risk computing unit and a first risk adjustment unit. The first risk computation unit calculates a first risk with respect to a nearby obstacle located in a nearby detection region near a host vehicle. The second risk computing unit calculates a second risk with respect to a remote obstacle located further from the nearby detection region. The first risk adjustment unit adjusts at least one of the first and the second risks to preferentially execute a warning or vehicle control based on one of the first risk or the second risk versus a warning or vehicle control based on the other of the first risk or the second risk based on an entry state of the host vehicle of entering a planned parking place, or an exit state of the host vehicle of exiting from a parking place.

Vehicle control apparatus including an obstacle detection device

A vehicle acceleration suppression device and a vehicle acceleration suppression method, capable of activating acceleration suppression control appropriately, include a travel controller configured to determine a type of the obstacle (such as a wall, another vehicle, an edge stone, or a natural thing) based on at least a first-time detection distance that is the distance between a vehicle and an obstacle detected for the first time and a height determination distance that is the distance between the vehicle and the obstacle detected when the obstacle is determined to be a tall obstacle. Then, acceleration suppression control is carried out in a control manner depending on the determined type of the obstacle when it is determined that the vehicle has approached the obstacle at an approach degree equal to or higher than a predefined approach degree based on the distance between the vehicle and the obstacle.

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Yokohama, Japan

Takeshi Sugano