Aisin Seiki Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Yuuki Ohta

Satoshi Kokubo

Yoshiyuki Yasui

Masaki Kobayashi

Kenji Ikeda

Daisuke Yamada

Kyosuke Mori

Masahiko Komura

Yuji Kakuda

Kazutoshi Tsunekawa

Shuuichi Buma

Masaaki Kaneko

Masahiro Yoshida

Toshiyuki Morio

Shotaro Takahashi

Masaaki Kawashima

Keisuke Kurokawa

A valve timing control apparatus includes a driving-side rotating member, a driven-side rotating member, a fluid pressure chamber defined by the driving-side rotating member and the driven-side rotating member and divided into a retarded angle chamber and an advanced angle chamber by a parting portion, an angle detecting portion detecting a relative angle of the driven-side rotating member relative to the driving-side rotating member, a fluid control mechanism controlling a supply and a discharge of an operation fluid to and from the fluid pressure chamber, an acceleration operation quantity detecting mechanism detecting an acceleration operation quantity, and a control portion setting either a normal drive mode or an acceleration drive mode as a control mode relative to the fluid control mechanism based on the acceleration operation quantity, and controlling the fluid control mechanism so that the relative angle corresponds to a target angle determined based on the set control mode.

Valve timing control apparatus

A valve timing adjusting system includes a displacement mechanism unit that displaces a camshaft rotational phase relative to a crankshaft, a locking mechanism unit that locks the rotational phase, and a control unit that controls operations of a hydraulic control valve. The control unit includes a property obtainment unit that obtains property information regarding hydraulic properties, and a lock release process completes locking release by supplying oil pressure to the locking mechanism unit for moving the rotational phase from an intermediate locked phase toward one of a retard/advance position, and then supplying oil pressure to the locking mechanism unit for moving the rotational phase toward the other of the retard/advance position; the rotational phase stands by at a predetermined position of the one of the retard/advance position past the intermediate locked phase during the lock release process, until a standby time has elapsed.

Valve timing adjusting system

Provided is a timing adjustment system having improved control for achieving a target rotational phase. The valve timing adjustment system includes a displacement mechanism unit that displaces a rotational phase of a camshaft relative to a crankshaft of an internal combustion engine; a locking mechanism unit that locks the rotational phase at an intermediate locked phase positioned within a displacement range of the rotational phase; a hydraulic pathway that hydraulically drives the displacement mechanism unit and the locking mechanism unit; and a control unit including a control system that controls operations of the hydraulic control valve. The control unit changes a temporal responsiveness of the control system based on a displacement force that displaces the rotational phase.

Valve timing adjustment system

An automatic shift apparatus includes a rotation shaft, a dog clutch gear shift mechanism, and a control unit. The control unit controls first moving speed to be faster than second moving speed on moving a sleeve in an engaged state engaged with one of a first clutch ring and a second clutch ring to a neutral position defined at a position between the first clutch ring and the second clutch ring where the first moving speed is a speed of moving the sleeve in the engaged state to a target position defined between the neutral position and the mentioned one of the first clutch ring and the second clutch ring the sleeve is engaged with and where the second moving speed is a speed of moving the sleeve from the target position to the neutral position.

Automatic shift apparatus

An automatic shift apparatus including a rotation shaft, a dog clutch gear shift mechanism, and a control unit. The control unit supplies a predetermined electric current to a shaft moving apparatus to move a sleeve in an engaged state engaged with one of a first clutch ring and a second clutch ring and supplies a braking electric current smaller than the predetermined electric current to the shaft moving apparatus to exert a braking force on the sleeve, the braking force directed in the opposite direction relative to a direction of movement of the sleeve, before a spline of the sleeve disengages from a first dog clutch portion or a second dog clutch portion of the mentioned one of the first clutch ring and the second clutch ring.

In a stabilizer control apparatus for transmitting a power through a speed reducing mechanism, a rolling motion of a vehicle body is restrained smoothly and rapidly, without being affected by transmitting efficiency of the speed reducing mechanism. As for a stabilizer (SBf) including a pair of stabilizer bars (SBfr, SBfl) disposed between a right wheel and a left wheel, and a stabilizer actuator (FT) driven by an electric motor disposed between them, the electric motor M is controlled in response to a turning state of a vehicle, to control a torsional rigidity of the stabilizer. Furthermore, the apparatus comprises relative position detection means for detecting the relative position of the pair of stabilizer bars (for example, obtained from a relationship between a rotational angle of the electric motor and a reducing speed ratio), and it is so constituted that the electric motor is controlled in response to the detected result.

Stabilizer control apparatus

In a stabilizer control apparatus for a vehicle, a stabilizer includes a pair of stabilizer bars disposed between a right wheel and a left wheel of the vehicle, and an actuator having an electric motor disposed between the stabilizer bars. A turning determination device is provided for determining a turning operation of the vehicle. And, a controller is provided for controlling the electric motor in response to the result determined by the turning determination device. The electric motor is substantially prohibited from being fed with electric current, when the turning operation of the vehicle is being decreased.

A lock-up clutch control device for controlling a lock-up clutch mechanism provided to a torque converter is including an estimator means for estimating a contact timing of a friction material included in the lock-up clutch mechanism during a driven state based on an engine rotational speed change when condition of the lock-up clutch mechanism is changed from a disengaging state to an engaging state.

Lock-up clutch control device

A control method of a lockup clutch includes eliminating a loss stroke of a piston by a pre-charge of a supplied hydraulic pressure, increasing a force applied to the piston by further supply of the hydraulic pressure after the pre-charge, controlling a slip rotation speed between a pump impeller and a turbine runner in a torque converter connected to an automatic transmission, and determining a time for performing the pre-charge when a shift stage of the automatic transmission is under a neutral state and a vehicle is substantially stopped.

Control method for lockup clutch

A control device for a lock-up mechanism arranged parallel with a hydraulic type torque transmitting mechanism that transmits rotatory power of a pump impeller connected with an output shaft of an engine to a turbine impeller connected with a wheel side element. The lock-up mechanism controls a slip value between the rotational speeds of the pump and turbine impellers in response to supplied hydraulic pressure. The control device calculates a target slip value, detects an actual slip value based on the rotational speed difference of the pump and turbine impellers, sets an intermediate slip value between the actual and target slip values, controls the hydraulic pressure to the lock-up mechanism so that the actual and intermediate slip values coincide, and reduces the intermediate slip value to a renewed value closer to the target slip value than the intermediate slip value when the actual slip value reaches the intermediate slip value.

Growing community of inventors

Okazaki, Japan

Yuuki Ohta