Nissan Motor Company Limited

Eagle Industry Co., Ltd.

Yutaka Kawamoto

Atsushi Iochi

Hiroshi Kuriki

Kazuhiro Sato

Shigeyuki Sakaguchi

Tetsuya Fuke

Akihiro Makiyama

Yasushi Fujiwara

Toru Urasawa

Yuji Azuma

A shift control device for shift controlling an automatic transmission in a powertrain drivingly connecting a power source, a hydraulic transmission element, and an automatic transmission in the mentioned order, has a hydraulic transmission element required output calculator that calculates a required output to be output from the hydraulic transmission element to the automatic transmission based on the output of the power source obtained from the slip condition between the input and output elements of the hydraulic transmission element and a total efficiency of the hydraulic transmission element, and a hydraulic transmission element total efficiency calculator that calculates, for each output rotation speed of the hydraulic transmission element, a speed ratio and a torque ratio between the input and output elements of the hydraulic transmission element, each being required for achieving the calculated hydraulic transmission element required output.

Shift control system for automatic transmission

A vehicle operation support apparatus includes an indicator section for indicating an actual value of a parameter and a target value of the parameter for an operator to manipulate the parameter with reference to the target value, wherein the parameter is manipulated by the operator for changing an engine output of a vehicle. In the vehicle operation support apparatus, a change amount of an indication in the indicator section with respect to a unit change amount of the actual value of the parameter is relatively small in a region close to the target value.

Vehicle driving assistance device

A cylindrical fuel injector () has a projecting part () projecting in a lateral direction. A cylinder head () has a hole () for inserting the fuel injector (). An elastic member () is formed in a cylindrical shape with a notch to have a C-shaped cross-section. The elastic member () is fitted to the fuel injector () on the opposite side from the projecting part () to elastically support the fuel injector () in a state where a tip () of the fuel injector () is inserted into the hole (). A support member () supports the elastic member () and a snap ring () prevents deformation of the elastic member () in a lateral direction with respect to an axis of the fuel injector () under a compressive load exerted by the engine member () and the support member ().

Support structure of fuel injector

Fuel vapor is produced in a fuel tank and absorbed in a canister. The absorbed fuel vapor is purged through a purge passage into an engine induction passage under predetermined engine operating conditions. A purge valve is provided in the purge passage to regulate the supply of gaseous mixture, including the absorbed fuel vapor, into the engine. A purge rate factor is determined corresponding to the concentration of evaporated fuel in the gaseous mixture. The concentration is determined utilizing the temperature of the fuel in the fuel tank.

Air/fuel ratio control apparatus

Fuel vapor is produced in a fuel tank and absorbed in a canister. The absorbed fuel vapor is purged through a purge passage into an engine induction passage under predetermined engine operating conditions. The air/fuel ratio is learned for air/fuel ratio feedback control. The learning control is inhibited when the fuel temperature exceeds a reference value during the air/fuel ratio feedback control. In another aspect of the invention, a purge valve is provided in the purge passage. The air/fuel ratio correction factor is set at an initial value in response to a movement of a purge valve from its open position toward its closed position.

A method of purging a canister is disclosed, wherein purge ratio is variably controlled under predetermined condition when air fuel ratio closed loop or feedback control based on output of an oxygen sensor is effected. Accumulated amount of purge air (EVPCNT) is calculated. The purge rate is increased as EVPCNT increases. But, when EVPCNT exceeds a predetermined large value (N), the purge rate is fixed at a very small value, for example 1% since the fuel remainder in the canister is considered minimum. As purging process proceeds, i.e., as EVPCNT increases, the percentage of evaporated fuel within the purge air is subject to a drop. To compensate for this drop, the purge rate is increased to cause the purge air to increase in amount, thereby to keep a ratio of flow rate of evaporated fuel to flow rate of air constant.

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Yokohama, Japan

Yutaka Kawamoto