Hitachi, Ltd.

Other

Asahi Glass Company, Limited

Xanavi Informatics Corporation

Tatsuya Ochi

Toshimichi Minowa

Hiroshi Sakamoto

Mitsuo Kayano

Takashi Okada

Satoru Kuragaki

Kenichirou Kurata

Yoshiyuki Yoshida

Tokuji Yoshikawa

Tetsuo Matsumura

Naoyuki Ozaki

Hiroshi Ohnishi

Hiroshi Kuroiwa

Hiroshi Kuroda

Masato Imai

Masao Sakata

Yoshishige Ohyama

Mineo Kashiwaya

Kazuhiko Satou

Ryoichi Naganuma

Masahiko Ibamoto

Tomohiro Takahashi

Masashi Seimiya

Takaomi Nishigaito

Kinya Fujimoto

Mitsuyoshi Okada

Kentaro Shishido

Junichi Noda

Ryouichi Naganuma

Kazutoshi Tsuchiya

Yuki Kishimoto

Masafumi Naito

Toshimichi Monowa

A glass antenna for a vehicle is disposed adjacent to an upper edge portion of a window glass. The glass antenna for receiving two types of frequency bands includes a feed point; a first antenna conductor; and a second antenna conductor. The first antenna conductor includes a vertical element for feed connection; a first transverse element; and a second transverse element. The second antenna conductor includes a transverse element for feed connection; a vertical element for connection; a third transverse element; a fourth transverse element; an upper vertical element; and an upper transverse element. The first transverse element and the third transverse element are capacitively coupled to each other to form a first capacitively-coupled portion. The second transverse element and the fourth transverse element are capacitively coupled to each other to form a second capacitively-coupled portion. The upper transverse element is located above the second capacitively-coupled portion.

Glass antenna for vehicle and rear window glass including glass antenna for vehicle

A vehicle speed control system includes: a unit for computing a first target velocity based on map information; a unit for computing a second target velocity based on a road profile obtained from other information than the map information (such as lane recognition using a camera); a unit for comparing the first target velocity and the second target velocity; a unit for selecting a lower target velocity therefrom; and a unit for controlling a vehicle velocity in accordance with the selected target velocity.

Vehicle speed control system

This invention provides a vehicle cruise control system which, during recognition of a shape of a road extending in a frontward direction of host vehicle, can calculate the road shape rapidly and accurately from a positional relationship with respect to the host vehicle. The system includes at least: a position change detector that detects, from information on the road existing in the frontward direction of the vehicle, a horizontal distance from a line segment orthogonal to a traveling direction vector of the vehicle, to a centerline of the road, the detection being conducted at a plurality of measuring points in an extending direction of the traveling direction vector; a road shape recognizer that identifies the shape of the road from data relating to linearity of changes in each of the horizontal distances, the linearity data being obtained by the position change detector; and a cruise controller that controls traveling of the vehicle according to results of the identification by the road shape recognizer.

Cruise control system for a vehicle

A worsening of drivability is to be kept to a minimum by making a fail-safe control taking the state in the event of failure of a shifting operation into account. When clamping a sleeve to a free rotatable gear and during the period after instructing movement of the sleeve to a clamping position until movement of the sleeve to a predetermined positional range which makes it possible to judge that the sleeve has been clamped to the free rotatable gear, a pushing load for the sleeve is increased if the sleeve is in a fixed state near the balk ring, while if the sleeve is in a fixed state near the free rotatable gear, the sleeve is once returned to a neutral position thereof and is re-clamped to the free rotatable gear. Further, the number of times the sleeve is re-clamped to the free rotatable gear is counted and the use of the free rotatable gear is inhibited in accordance with the counted number of times.

Control system and method for automatic transmission

A vehicular control apparatus for a vehicle has a twin clutch type automatic transmission. The control apparatus comprises an external information acquisition apparatus for acquiring external information required for vehicular transmission control, an input section for taking in the external information from the external information acquisition apparatus; and a pre-shift gear selection section for selecting a predetermined gear train among plural gear trains of the transmission to execute a pre-shift in accordance with the external information.

Control apparatus and control method for vehicle

A controller, control method, and control system for a motor vehicle gear-type transmission enable a friction transmission unit to be controlled to an optimum position according to a particular motor vehicle state or the like. A transmission control unit changes, via at least one parameter that indicates a state of the gear-type transmission or of the vehicle, a position or pressure load at which the pressure member is caused to stand by while the driving shaft of the vehicle is in a stopped state or during changeover of the mesh unit that connects to one of the gear pairs.

Controller, control method and control system for controlling a motor vehicle gear-type transmission

A large gearshift shock that occurs if a renewed gearshift operation is forcibly carried out in order to meet a new gearshift request made through a driver's operating an accelerator pedal or a signal from an operation lever during a current gearshift operation. Gearshift response lag occurs due to an attempt to avoid the large gearshift shock. To solve these problems, a control system for a gear type transmission is mounted. The control system is provided with a renewed gearshift disabling period, during which any renewed gearshift request to a third predetermined gearshift position made during a gearshift operation from a first predetermined gearshift position to a second predetermined gearshift position is disabled.

Motor vehicle, control unit, driving force transmission system, and motor vehicle control method

An apparatus and a method for controlling an automotive vehicle are disclosed, in which a control amount for securing safety of the vehicle and the control amount for achieving a state intended for by the driver of the vehicle are switched in such a manner as to reduce the shock due to the change in the torque generated from the power train, thereby accomplishing both safety and maneuverability at the same time. A first target value is set for controlling at least selected one of the driving torque, the driving force and the acceleration/deceleration rate. A second target value is calculated in accordance with the drive mode intended for by the driver or the driving environment ahead of the vehicle. In the case where a deviation exceeding a predetermined value develops between the first target value and the second target value, the fluctuations of at least one of the driving torque, the driving force and the acceleration/deceleration rate are suppressed.

Automotive control apparatus and method

At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.

Control device and control method for a vehicle

A mesh-type automatic transmission includes a power input shaft for introducing power of an engine, a plurality of transmission gears, a plurality of cogged clutches, a power output shaft for outputting driving force, a counter shaft, and a plurality of counter gears, for transmitting power of the engine to the power output shaft by rotating the power input shaft with the power of the engine, rotating the counter shaft, and transmitting rotation of the counter shaft to the power output shaft with automatic gear change by engaging and disengaging the cogged clutches to one of the transmission gears corresponding to the speed. The counter shaft is provided with an assist mechanism for transmitting rotational force of the power input shaft to the power output shaft by transmitting rotation of the counter shaft via the assist gear, during the period of disengagement of a gear to the engagement of a new gear during gear change.

Automatic transmission

A control device for giving an existing gear type transmission a parking lock function to lock a vehicle; a control method thereof; and an automobile having an improved transmission. The gear type transmission comprises a gear type speed change mechanism () provided with a mesh type clutch (), and a second friction clutch () installed between the shafts of the speed change mechanism to enable torque transfer during shifting. A parking demand detecting means () detects the driver's parking demand. And, when it detects the driver's parking demand, a control device () sends an instruction signal to an actuator to instruct the latter to engage both the mesh type clutch () and the second friction clutch ().

Gear type speed change unit control device, control method, and automobile

In a control unit for an automobile power transmission apparatus which includes a gear-type transmission and several of the motors are controlled so as to suppress thrust or push-up on the torque of the output shaft of the transmission due to inertia torque or to suppress draw or pull-in on the output shaft.

Power transmission apparatus for automobile

A control system for a motor vehicle is provide which is capable of reducing a load on a friction engagement device and preventing the friction engagement device from being damaged. A transmissionincludes a plurality of gears and a plurality of dog clutches for transmitting torque from an input shaftto an output shaftand a friction engagement device. A torque transmission path from the input shaftto the output shaftis formed through engagement between the gear and the dog clutch. When the engagement between the gear and the dog clutch is changed from a first engagement to a second engagement, the friction engagement deviceis used to transmit torque of an enginefrom the input shaftto the output shaft. A power train unitincludes state determinerand engine torque control means. The state determinerdetects or estimates a thermal state of the friction engagement device. The engine torque controllercontrols the torque of the engineaccording to a parameter representing the thermal state detected or estimated by the state determiner

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Hitachi, Japan

Tatsuya Ochi