Coasting control device

Disclosed is a coasting control device capable of avoiding coasting control during turning. The disclosed coasting control device is provided with a turning recognition unit (4) which recognizes that a vehicle is turning, and a unit (5) for prohibiting coasting control during turning which prohibits coasting control when the aforementioned turning recognition unit recognizes that the vehicle is turning.

Coasting control system

Provided is a coasting control system with the ability to prevent dangerous modes such as the tires locking when coasting control ends. The coasting control system, which controls coasting such that the clutch is cut off and the engine speed drops to an idling speed when the engine is not working externally while traveling, is provided with a gear shift prevention means (6) that prevents a gear shift operation during coasting control.

Coasting control device

Disclosed is a coasting control device capable of avoiding coasting control during travel on low [mu] roads. The disclosed coasting control device is provided with a low [mu] road travel recognition unit (4) which recognizes when a vehicle is travelling on a low [mu] road, and a unit (5) for prohibiting coasting control during travel on low [mu] roads which prohibits coasting control when the aforementioned low [mu] road travel recognition unit recognizes that the vehicle is travelling on a low [mu] road.

Coasting control device

Disclosed is a coasting control device which can reduce the sense of discomfort felt by a driver when the clutch medal is depressed during coasting control. The disclosed device is provided with a clutch control unit (6) which controls an actuator (55) so that when a clutch pedal (52) is depressed during coasting control, operating oil of an amount corresponding to the depression amount of the clutch pedal (52) is discharged from a clutch-free operating cylinder (54).

Coasting control device

Disclosed is a coating control device which prevents accidents on the road due to degradation of release bearings. The disclosed coasting device is provided with a cumulative disengagement time measurement unit (4) which cumulatively measures the time during which the clutch is disengaged during coasting control, a unit (5) for preventing the time limit from being exceeded which prohibits coasting control if the cumulative clutch disengagement time measured by the cumulative disengagement time measurement unit (4) exceeds a prescribed time which is an indicator of fatigue in the clutch components, and/or, a time exceeded warning unit (6) which displays a warning if the cumulative clutch disengagement time measured by the cumulative disengagement time measurement unit (4) exceeds the prescribed time which is an indicator of fatigue in the clutch components.

COASTING CONTROL DEVICE

A coasting control device for reducing uneasiness experienced by a driver when pressing a clutch pedal during coasting control. The device includes a clutch control unit that, when the clutch pedal is pressed during coasting control, controls an actuator to cause an amount of hydraulic oil that depends on the amount of depression of the clutch pedal to be ejected from a clutch-free operating cylinder. 1. A coasting control device configured to be installed in a vehicle including a clutch system that is supplied with hydraulic oil in response to depression of a clutch pedal or control by an actuator and disengages a clutch according to an amount of the supplied hydraulic oil and , when an engine is not doing any work for the outside the engine while the vehicle is moving , perform coasting control to cause the actuator to disengage the clutch and decrease an engine RPM to an idle RPM , the coasting control device comprising:a clutch control unit performing a control to cause an amount of the supplied hydraulic oil that depends on an amount of depression of the clutch pedal to be ejected from the actuator when the clutch pedal is pressed during coasting control.2. The coasting control device according to claim 1 , comprising a clutch pedal depression amount sensor measuring the amount of depression of the clutch pedal claim 1 ,wherein the clutch system comprises:a clutch-free operating cylinder including a primary piston and a secondary piston arranged in series; andthe actuator including a hydraulic pump supplying hydraulic oil to an intermediate cylinder chamber provided between the primary piston and the secondary piston and a solenoid valve controlling the amount of hydraulic oil ejected from the intermediate cylinder chamber; andthe clutch control unit determines the amount of hydraulic oil to be ejected from the intermediate cylinder chamber according to the amount of depression of the clutch pedal measured by the clutch pedal depression amount sensor and ...

COASTING CONTROL DEVICE

A coasting control device for avoiding dangerous modes such as tire lock up upon the end of coasting control. The device, which performs coasting control to disengage the clutch and to reduce the engine revolutions per minute (RPM), also prevents a gearshift operation during coasting control. 1. A coasting control device which performs coasting control to disengage a clutch and reduce the number of revolutions per minute of an engine to a number of idle revolutions per minute when the engine is doing no work for the outside of the engine while the vehicle is in motion , the coasting control device comprising gearshift prevention means for preventing a gearshift operation during coasting control.2. The coasting control device according to claim 1 , wherein the gearshift prevention means comprises:a lock mechanism capable of mechanically locking a shift lever; anda gearshift prevention control unit controlling the lock mechanism so that while coasting control is being performed, the shift lever is mechanically locked to prevent a gearshift operation and, while coasting control is not being performed, the shift lever is unlocked to allow a gearshift operation.3. The coasting control device according to claim 2 , wherein the lock mechanism is a shift-lock solenoid. The present invention relates to a coasting control device capable of avoiding dangerous modes such as tire locking up upon the end of coasting control.When the accelerator pedal of a vehicle is pressed while the clutch is disengaged, the accelerator (throttle) is opened to cause the engine to run at “idle” and the engine RPM (the number of revolutions of the engine) is stabilized at the engine RPM corresponding to the accelerator opening degree (accelerator position). At that point in time, the driving force generated by the engine and the internal resistance (friction) of the engine are in equilibrium and the engine output torque is 0. That is, the engine does no work for the outside the engine and fuel is ...

Coasting control device

A coasting control device that prevents failures due to deterioration of a release bearing. The device includes an cumulative disengagement time measuring unit cumulatively measuring a duration of time that a clutch is being disengaged during coasting control, and an overtime restricting unit prohibiting coasting control when the measured cumulative clutch disengagement time has exceeded a predetermined time giving an indication of fatigue of a member of the clutch, and/or an overtime alarm unit providing an alarm when the measured cumulative clutch disengagement time has exceeded a predetermined time giving an indication of fatigue of the member of the clutch.

COASTING CONTROL DEVICE

A coasting control device capable of avoiding coasting control during turning is provided. A turning recognition unit that recognizes that a vehicle is turning and a unit for prohibiting coasting control during turning that prohibits coasting control when the turning recognition unit recognizes that the vehicle is turning are provided. 14-. (canceled)5. A coasting control device comprising:a coasting control execution unit that disengages a clutch in a driving situation in which an engine does no work for the outside and lowers an engine RPM so as to start coasting control;a turning recognition unit that recognizes that the vehicle is turning; anda unit for prohibiting coasting control during turning that prohibits coasting control when the turning recognition unit recognizes that the vehicle is turning.6. The coasting control device according to claim 5 , whereinthe turning recognition unit recognizes that the vehicle is turning from a difference in rotation speeds between right and left wheels.7. The coasting control device according to claim 6 , whereinthe turning recognition unit recognizes that the vehicle starts turning when the difference in rotation speeds between the right and left wheels exceeds a first threshold value and recognizes that the vehicle terminates turning when the difference in rotation speeds between the right and left wheels falls to a second threshold value, which is smaller than the first threshold value, or less after that.8. The coasting control device according to claim 5 , further comprising:a coasting control determination map to be referred to by a clutch rotation speed and an accelerator opening degree, whereinthe coasting control execution unit starts coasting control by disengaging the clutch and lowering the engine RPM when plotted points of the clutch rotation speed and the accelerator opening degree on the coasting control determination map are within a coasting control available region, an accelerator pedal operation speed is ...

COASTING CONTROL DEVICE

A coasting control device capable of avoiding coasting control during running on road having a small coefficient of friction between a tire and a road surface (“low μ roads”) includes a low μ road running recognition unit which recognizes that a vehicle is running on a low μ road and a unit for prohibiting coasting control during low μ road running when the low μ road running recognition unit recognizes that the vehicle is running on a low μ road. 14-. (canceled)5. A coasting control device comprising:a coasting control execution unit that disengages a clutch in a driving situation in which an engine does no work for the outside and lowers an engine RPM so as to start coasting control;a low μ road running recognition unit that recognizes that a vehicle is running on a low μ road; anda unit for prohibiting coasting control during low μ road running that prohibits coasting control when the low μ road running recognition unit recognizes that the vehicle is running on a low μ road.6. The coasting control device according to claim 5 , further comprising:a speed sensor that detects a rotation speed of a driving wheel and a rotation speed of a non-driving wheel, whereinthe low μ road running recognition unit recognizes that the vehicle is running on a low μ road from a rotation speed difference between the driving wheel and the non-driving wheel.7. The coasting control device according to claim 5 , further comprising:an ABS control unit that detects a tire slip, whereinthe low μ road running recognition unit recognizes that the vehicle is running on a low μ road from a sip signal outputted by the ABS control unit.8. The coasting control device according to claim 5 , further comprising:a coasting control determination map to be referred to by a clutch rotation speed and an accelerator opening degree, whereinthe coasting control execution unit starts coasting control when plotted points of the clutch rotation speed and the accelerator opening degree on the coasting control ...

POWER STEERING SYSTEM, VEHICLE EQUIPPED WITH SAME, AND CONTROL METHOD THEREOF

Power steering system including: an electric pump to supply fluid to a power steering unit; and an engine control unit (ECU) to control an amount of the fluid by a rotation speed of the electric pump. The ECU includes a first device for calculating an on-slope standby rotation speed and setting the electric pump to this speed when a vehicle is descending or ascending a slope. This speed is calculated by correcting a standby rotation speed of the electric pump corresponding to a vehicle speed with a slope correction value calculated according to a slope angle or a vehicle body angle. Accordingly, it is possible to supply the fluid with the electric pump and assist a steering operation to suppress both a jerky steering feeling due to insufficient steering force in slope descent and a lack of response in the steering operation due to excessive steering force in slope ascent. 1. A power steering system including:an electric pump configured to supply hydraulic oil to a steering assisting device configured to assist a steering performance of a steering wheel; anda control device configured to control a supply amount of the hydraulic oil by rotation speed of the electric pump, whereinthe control device includes a first controller to calculate an on-slope standby rotation speed and to control the electric pump such that the electric pump is set to the on-slope standby rotation speed, when a vehicle is descending or ascending a slope, andwherein the on-slope standby rotation speed is calculated by correcting a standby rotation speed of the electric pump corresponding to a vehicle speed with a slope correction value calculated according to a slope angle or a vehicle body angle.2. The power steering system according to claim 1 , wherein the control device includes a second controller to calculate a steering target rotation speed and to control the electric pump such that the electric pump is set to the steering target rotation speed claim 1 , when the steering wheel is steered ...

HYDRAULIC CIRCUIT FOR VEHICLE, VEHICLE EQUIPPED WITH SAME, AND CONTROL METHOD THEREFOR

In a hydraulic circuit for a vehicle including an electric pump power steering system (EHPS), a hydraulic pressure supply system including a cylinder to store a second hydraulic pressure while a vehicle is traveling and supply the stored second hydraulic pressure to a clutch circuit as a third hydraulic pressure when being supplied with hydraulic pressure after storing the second hydraulic pressure. The hydraulic circuit also includes a connecting path to connect, at the start of the vehicle, the cylinder and the EHPS system to allow a first hydraulic pressure to be supplied to the cylinder by drive of a motor. It is therefore possible to reduce electric power consumed during idling stop mode and shorten a recovery time from the idling stop mode. 1. A hydraulic circuit for a vehicle , comprising:a power steering system including a first hydraulic pump configured to supply a first hydraulic pressure to a steering assistance device that assists steering performance of a steering, and an electric motor configured to operate the first hydraulic pump; anda hydraulic pressure supply system including a second hydraulic pump configured to supply a second hydraulic pressure to at least a driving force transmitting device, whereinthe hydraulic pressure supply system includes a hydraulic pressure storage device configured to store the second hydraulic pressure while the vehicle is traveling and supply the stored second hydraulic pressure to at least the driving force transmitting device when the hydraulic pressure storage device is supplied with hydraulic pressure after storing the second hydraulic pressure, andthe hydraulic circuit for the vehicle includes a connecting path configured such that, at the start of the vehicle, the connecting path connects the hydraulic pressure storage device and the power steering system to allow the first hydraulic pressure to be supplied to the hydraulic pressure storage device by drive of the electric motor.2. The hydraulic circuit for a ...

MULTISTAGE TRANSMISSION GEAR SHIFT METHOD, MULTISTAGE TRANSMISSION GEAR SHIFT OPERATION DEVICE, AND VEHICLE MOUNTED WITH SAME

A gear shifting method and device of a multistage transmission in which gear shift of a main transmission and an auxiliary transmission is mechanically operated by operation of one shift lever. The device is provided with: a cam mechanism that has a select operation output member and a shift operation output member, which separate, into shift operation and select operation for each direction, operation by operation of one shift lever that moves along at least one H-shaped shift pattern, a first cam groove that operates by the select operation, and operates a shift mechanism for the auxiliary transmission that shifts a shift fork for the auxiliary transmission, and a second cam groove that operates a select mechanism that selects a target shift fork from among a plurality of shift forks for the main transmission; and a shift mechanism for the main transmission that operates by the shift operation, and shifts the shift fork for the main transmission selected by the select operation.

DUAL CLUTCH DEVICE

A dual clutch device includes a first piston applying a first clutch by a hydraulic pressure supplied into a first hydraulic pressure chamber and releasing the first clutch by a first spring, a second piston applying a second clutch by a hydraulic pressure supplied into a second hydraulic pressure chamber and releasing the second clutch by a second spring, a first supply line supplying a hydraulic pressure into the first hydraulic pressure chamber and a second hydraulic pressure canceling chamber, a second supply line supplying a hydraulic pressure into the second hydraulic pressure chamber and a first hydraulic pressure canceling chamber, a first valve allowing or cutting the supply of hydraulic pressure into the first hydraulic pressure chamber and the second hydraulic pressure canceling chamber, and a second valve allowing or cutting the supply of hydraulic pressure into the second hydraulic pressure chamber and the first hydraulic pressure canceling chamber. 1. A dual clutch device comprising:a first clutch comprising a first plate for connecting and disconnecting the transmission of power from an engine to a first transmission input shaft;a second clutch comprising a second plate for connecting and disconnecting the transmission of power from the engine to a second transmission input shaft;a first piston configured to apply the first clutch by pressing the first plate by means of a hydraulic pressure supplied into a first hydraulic pressure chamber and release the first clutch by being moved away from the first plate by a first spring accommodated in a first hydraulic pressure canceling chamber;a second piston configured to apply the second clutch by pressing the second plate by means of a hydraulic pressure supplied into a second hydraulic pressure chamber and release the second clutch by being moved away from the second plate by a second spring accommodated in a second hydraulic pressure canceling chamber;a first supply line for supplying a hydraulic pressure ...

Assistant controller in controlling fuel-efficient travel

【課題】惰行制御時のエンジン回転数の低下に伴うエンジン騒音の変化を低減し、惰行制御時にドライバーが感じる違和感の低減を図った燃費走行制御時の補助制御装置を提供する。 【解決手段】走行中にエンジンが外部に対して仕事をしないときに、クラッチを断にすると共に、エンジン回転数をアイドル回転数に落として惰行制御する燃費走行制御を行う走行体に搭載される燃費走行制御時の補助制御装置であって、前記惰行制御でエンジン回転数をアイドル回転数に落としたときに、その惰行制御前のエンジン騒音を発生させるエンジン騒音発生手段１３を備えたものである。 【選択図】図１

Clutch cutting/connecting device

(57)【要約】 【課題】 クラッチ自動接続時の加速フィーリングを向 上する。 【解決手段】 本発明は、所定の信号入力によりクラッ チ８の自動断接を実行する自動断接手段２，７，７８， ７９，３５，６２，６４，６８，７４，７２，ａを有し たクラッチ断接装置１において、前記クラッチ８の自動 断接時に制御アクセル開度に基づいて実際のアクセルペ ダル開度と無関係にエンジン制御を実行するエンジン制 御手段７２であって、前記クラッチ８の自動接続時に、 前記アクセルペダル開度に前記制御アクセル開度を接近 させるようエンジン制御を実行し、且つその接近速度 を、エンジン回転数、アクセルペダル開度、変速機のギ ヤ段、車両の走行抵抗、又はアクセルペダル踏み込み速 度に基づいて決定するエンジン制御手段７２を設けたも のである。

Coasting control device

Disclosed is a coasting control device which can reduce the sense of discomfort felt by a driver when the clutch medal is depressed during coasting control. The disclosed device is provided with a clutch control unit (6) which controls an actuator (55) so that when a clutch pedal (52) is depressed during coasting control, operating oil of an amount corresponding to the depression amount of the clutch pedal (52) is discharged from a clutch-free operating cylinder (54).

fluid coupling

Power transmission device for vehicle

(57)【要約】 【課題】 トルコン内のオイル不足によって生じるトル コンの負担を低減し、トルコンを含めた動力伝達手段の 長寿命化を図った車両の動力伝達装置を提供する。 【解決手段】 エンジン１とトランスミッション２との 間に配置されたトルクコンバータ６を有する動力伝達手 段７と、動力伝達手段７の作動オイルを貯蔵するオイル タンク８と、オイルタンク８内のオイルレベルを検出す るオイルレベルセンサ９と、オイルレベルが所定値以上 のときにはエンジン１の回転の上昇を制限するコントロ ーラＭとを備えたもの。オイルタンク８内のオイルレベ ルの高低に基いて、トルクコンバータ６を有する動力伝 達手段７に十分オイルが充満しているか否かを判断し、 オイル不足であればエンジン１の回転の上昇を制限して トルクコンバータ６の負担を低減する。

Fluid coupling

The invention relates to a fluid coupling (4) comprising a pump (41) having a pump shell (412) and a plurality of impellers (413) arranged in the pump shell (412), a turbine (42) having a turbine shell (422) arranged to be opposed to the pump (41) and a plurality of runners (423) arranged in the turbine shell (422) , and a baffle mechanism (5) arranged in a fluid circulation passage (400) formed by the pump shell (412) and the turbine shell (422), wherein the baffle mechanism (5) comprises a first baffle plate (51) having a plurality of first openings (511), a second baffle plate (52) that has a plurality of second openings (521) and is disposed in such a manner as to overlap with the first baffle plate (51) and as to be allowed to rotate relative thereto, and a centrifugal operation means for turning the second baffle plate (52) relative to the first baffle plate (51) in response to the rotational speed of the first baffle plate (51).

Shift actuator for a transmission

A shift actuator for a transmission for turning, in a direction of shift, a shift lever support mechanism mounting the shift lever of the transmission, wherein it comprises an operation lever coupled, at its intermediate portion, to said shift lever support mechanism, the first electromagnetic solenoid and the second electromagnetic solenoid which are each coupled to both ends of said operation lever so as to operate in the upward and downward directions; and an operation rod of said first electromagnetic solenoid is coupled to one end of said operation lever and an operation rod of said second electromagnetic solenoid is coupled to the other end of said operation lever.

fluid coupling

Fluid coupling

The present invention relates to a fluid coupling (4) comprising a pump (41) having an annular pump shell (412) with an annular core ring(411) mounted on a pump hub (45) and a plurality of impellers (413) radially arranged in the pump shell (411), and a turbine (42) arranged facing the pump (41) and having an annular turbine shell (422) with an annular core ring (421) mounted on a turbine hub (48) that can rotate relative to the pump hub (45) and a plurality of runners (423) radially arranged in the turbine shell (422), wherein the turbine shell (422) is so constituted to slide on the turbine hub (48) in the axial direction, and provision is made of a centrifugal pushing means (5) for pushing the turbine (42) toward the pump (41) by the action of the centrifugal force produced by the rotation of the turbine (42).

Clutch intermission device

(57)【要約】 【課題】 シフトダウンを伴う再加速等に際し、クラッ チの過度の滑りを防止する。 【解決手段】 本発明は、所定の信号入力によりクラッ チ８の自動断続を実行する自動断続手段２，７，７８， ７９，３５，６２，６４，６８，７４，７２，ａを有し たクラッチ断続装置において、前記クラッチ８の自動接 続時に、エンジン回転数Ｎｅとクラッチ回転数Ｎｃとの 回転差ΔＮの変化率α + ，α - に基づき前記クラッチ８ の接続速度を変更する接続速度変更手段７２を設けたも のである。

Clutch connecting/disconnecting device

(57)【要約】 【課題】 電磁弁のトラブルによるクラッチの常時断、 走行不能を防止する。 【解決手段】 本発明は、クラッチペダル９操作により クラッチ８のマニュアル断続を実行するマニュアル断続 手段と、倍力装置７への空圧の給排制御により前記クラ ッチ８の自動断続を実行する自動断続手段とを有したク ラッチ断続装置１において、前記倍力装置７に至る空圧 供給路６２に二つの三方電磁弁７８，７９を直列に設け たものである。

Apparatus for engine speed and clutch engagement control

Coasting control device

【課題】エンジン温度の変化に影響を受けることなく、惰行制御を適切に行う。 【解決手段】アクセル開度とクラッチ回転数を指標とし、所定の標準温度範囲においてエンジンが発生した駆動力とエンジン内部抵抗とがつりあうノーロード線Ｚが予め記憶された惰行制御判定マップ８１と、エンジン内の潤滑油温又は冷却水温を検出する検出手段１３、１４と、検出手段１３、１４で検出した潤滑油温又は冷却水温が前記標準温度範囲より高いとき、ノーロード線Ｚを惰行制御判定マップ８１上で低アクセル開度側にずらし、検出手段１３、１４で検出した潤滑油温又は冷却水温が前記標準温度範囲より低いとき、ノーロード線Ｚを惰行制御判定マップ８１上で高アクセル開度側にずらす補正手段１１とを備える。 【選択図】図２

Hydraulic circuit for vehicle, vehicle equipped with same, and control method therefor

Patent DE60232394D1

Coasting control device

Disclosed is a coasting control device which can reduce the sense of discomfort felt by a driver when the clutch medal is depressed during coasting control. The disclosed device is provided with a clutch control unit (6) which controls an actuator (55) so that when a clutch pedal (52) is depressed during coasting control, operating oil of an amount corresponding to the depression amount of the clutch pedal (52) is discharged from a clutch-free operating cylinder (54).

Shift select apparatus for a change speed gearing

Fluid coupling

(57)【要約】 【課題】 伝達トルクを大幅に低下させることなく、ド ラッグトルクを大幅に低減することができる流体継手を 提供する。 【解決手段】 入力軸に取り付けられたポンプ（４１） と、該ポンプ（４１）と対向して配設されたタービン （４２）とを具備する流体継手であって、ポンプ（４ １）のインペラ（４１２）は径方向内端から径方向外端 に向け回転方向下流側に傾斜して形成されており、ター ビン（４２）のランナ（４２２）は径方向外端から回転 方向下流側に傾斜して形成された第１の部分（４２２ ａ）と、該第１の部分（４２２ａ）と連続して形成され 径方向内端に向けて回転方向上流側に傾斜する第２の部 分（４２２ｂ）から構成されている。

Coasting control device

There is provided a coasting control device capable of reducing uneasiness experienced by a driver when pressing a clutch pedal during coasting control. The coasting control device includes a clutch control unit 6 that, when the clutch pedal 52 is pressed during coasting control, controls an actuator 55 to cause an amount of hydraulic oil that depends on the amount of depression of the clutch pedal 52 to be ejected from a clutch-free operating cylinder 54.

Hydraulic circuit for vehicle, vehicle equipped with same, and control method therefor

Lockup clutch control device for vehicle

A lockup clutch control device for a vehicle, which, when used in a vehicle having an engine with an exhaust turbocharger and a fluid power transmission device as the power transmission device, prevents an occurrence of surging of the exhaust turbocharger when an lockup clutch of the fluid power transmission device is engaged. When lockup conditions of the lockup clutch, which is used to lockup the fluid power transmission device connected to the engine (1) having the exhaust turbocharger, are established, the lockup clutch control device performs operation for reducing an engine speed target value for a predetermined time prior to the lockup. This prevents an occurrence of surging caused by a reduction in the engine speed in the lockup. The lockup clutch control device (50) has timer means (51) for setting a time in which operation for reducing the engine speed target value is performed and also has second timer means (52) for setting a standby time for starting the lockup.

Device for controlling a power transmission device of a vehicle at the time of gearshift

A device for controlling a power transmission device for a vehicle, which, at the time of gearshift, so controls the engine as to rotate at a target rotational speed, wherein at the time of shifting the gear up, a target value properly corresponding to an actual vehicle speed is set to quickly increase the engine output and to shorten the time for shifting the gear. In controlling the engine at the time of shifting the gear up, a target engine rotational speed is set based the signals from, wheel rotational speed detector means that detects the rotational speed of a wheel, such as an anti-lock control device. Thus, the target engine rotational speed is set depending properly upon an actual vehicle speed that varies accompanying an increase in the amount of engaging the clutch at the time of gearshift, and the gear at the time of accelerating the vehicle can be quickly shifted up without accompanied by the shift shock. At the time of shift-down, a target engine rotational speed is set based on an actual vehicle speed found from the signals of the transmission input shaft rotational speed.

Coasting control device

Disclosed is a coating control device which prevents accidents on the road due to degradation of release bearings. The disclosed coasting device is provided with a cumulative disengagement time measurement unit (4) which cumulatively measures the time during which the clutch is disengaged during coasting control, a unit (5) for preventing the time limit from being exceeded which prohibits coasting control if the cumulative clutch disengagement time measured by the cumulative disengagement time measurement unit (4) exceeds a prescribed time which is an indicator of fatigue in the clutch components, and/or, a time exceeded warning unit (6) which displays a warning if the cumulative clutch disengagement time measured by the cumulative disengagement time measurement unit (4) exceeds the prescribed time which is an indicator of fatigue in the clutch components.

Lock-up clutch controlling device of vehicle driving device

A vehicle driving device includes an engine (2) installed in a vehicle, a fluid coupling (4) actuated by the engine, and a friction clutch (8) disposed between the fluid coupling and a transmission (10), the fluid coupling having a lock-up clutch (50). Controlling means for controlling actuation of the lock-up clutch controls the lock-up clutch so as to be engaged during a gear change operation.

Multistage transmission gear shift method, multistage transmission gear shift operation device, and vehicle mounted with same

Fluid coupling

Drehmomentwandler

Dispositivo de transmissão de potência para veículos utilizando uma união hidráulica

Half-engage clutch point learning device for wet multiple disk clutch

冷却補助装置

【課題】冷却補助装置に関し、エンジン高回転時における冷却補助性能を効果的に維持しつつ、エンジン低回転時における冷却系の圧力損失を効果的に抑制する。【解決手段】冷却水循環路に設けられ、内部に導入した冷却水に旋回流を生じさせて混入した気体を分離可能な円筒状の気液分離器本体２１と、気液分離器本体２１内に吸出口１９が進退移動可能に挿入され、気液分離器本体２１内で分離された気体を吸い出す気体吸出管１７と、気体吸出管１７を進退移動させる吸出管進退装置２２と、を備え、吸出管進退装置２２は、気液分離器本体２１内で冷却水の流速に応じて高さ位置が変化する気体分離領域Ｂに臨ませて、気体吸出管１７の吸出口１９の高さを調整する。【選択図】図２

クラッチ断続装置

(57)【要約】 【課題】 クラッチの自動断続時におけるマニュアル断 続への移行に際し、クラッチの急接を防止する。 【解決手段】 クラッチペダル９操作によりクラッチ８ のマニュアル断続を実行するマニュアル断続手段２， ７，７ａ，１０，２０，５４，ｂと、倍力装置７への空 圧の給排制御により前記クラッチ８の自動断続を実行す る自動断続手段２，７，７２，７８，７９，ａと、クラ ッチペダルストロークＣＰＳを検知するクラッチペダル ストロークセンサ８９と、クラッチストロークＣＳを検 知するクラッチストロークセンサ８８と、前記クラッチ ペダルストロークセンサ８９及び前記クラッチストロー クセンサ８８の出力信号に基づき、前記クラッチ８の自 動断続時において前記クラッチペダル９が実際のクラッ チストロークＣＳと等しいか或いはクラッチ断側に操作 されたとき、前記自動断続を解除して前記マニュアル断 続に移行させるコントローラ７２とを備えたものであ る。

Vehicle power transmission device using a fluid coupling

Leistungsübertrager für eine flüssigkeitskupplung einsetzende fahrzeuge

Power transmitter for vehicles employing fluid coupling

渦電流式減速装置

(57)【要約】 【課題】 制動ドラム７の高速回転時における制動力の 低下を防止すること。 【解決手段】 制動ドラム７の内周面に近接した外周壁 １２を含むケース１０と、ケース１０内に支持された支 持筒２２と、支持筒２２に周方向に間隔をおいて配設さ れかつ半径方向両端に磁極面を有する複数の磁石２６ と、磁石２６の各々に対向して外周壁１２に配設された 強磁性部材２８とを備えた渦電流式減速装置。強磁性部 材２８の各々は、対向する磁石２６に対し制動ドラム７ の回転方向Ｒにオフセットして位置付けられかつ回転方 向Ｒ側の一端が磁石２６の回転方向Ｒ側の一端から回転 方向Ｒに突出するよう位置付けられる。

冷却補助装置

【課題】エンジン低回転時の高過給による高負荷運転に効果的に対応することができる冷却補助装置を提供する。【解決手段】エンジン１０の冷却水循環路に設けられ、内部に導入した冷却水に旋回流を生じさせて混入した気体を分離する円筒状の気液分離器本体２１と、気液分離器本体２１内に設けられて冷却水の旋回流を抑止する第１位置又は冷却水の旋回流を許容する第２位置に移動可能なフラップ部材２２と、エンジン１０の吸気圧が所定圧未満の場合はフラップ部材２２を第１位置に保持し、エンジン１０の吸気圧が所定圧以上になるとフラップ部材２２を第１位置から第２位置に移動させるフラップ回転機構３０とを備えた。【選択図】図２

渦電流減速装置

(57)【要約】 【課題】 制動中に流体圧系統や電気系統の失陥が生じ ると、可動の磁石支持筒が非制動位置へ自動的に戻るよ うにする。 【解決手段】 制動ドラム２の内部に非磁性体からなる 不動の案内筒４を配置する。案内筒４に周方向等間隔に 多数の強磁性板５を備え、案内筒４の内部にそれぞれ各 強磁性板５に対向する磁石７，６を結合する不動の磁石 支持筒１７と可動の磁石支持筒１６とを軸方向に並設 し、可動の磁石支持筒１６を正逆回動させて制動位置と 非制動位置とに切り換える。制動位置で可動の磁石支持 筒１６の磁石６が、不動の磁石支持筒１７の磁石７と軸 方向に並ばないようにする。

油圧クラッチ用フィルタの目詰まり検出装置

(57)【要約】 【課題】 クラッチへ向かう作動オイルを濾過するフィ ルタの詰まりを分解することなく検出できる油圧クラッ チ用フィルタの目詰まり検出装置を提供する。 【解決手段】 油圧によって断接作動するクラッチ８へ 向かう作動オイルを濾過するフィルタ３２と、クラッチ ８が断状態から接状態に至るまでの作動時間を測定する 測定手段３７、３８、２９と、その作動時間が所定値以 上のとき上記フィルタが目詰りしたと判定する判定手段 ４７とを備えたもの。

Fluid coupling with baffle plate

In a fluid coupling with a baffle plate protruding on the side of an inner peripheral surface of a circulating circuit, a clutch chamber is defined between a back of a turbine impeller and a side cover covering the back of the impeller, to communicate with an outer periphery of the circulating circuit. The clutch chamber is divided by a clutch piston into an inner chamber portion on the side of the turbine impeller and an outer chamber portion on the side of the side cover. The clutch piston is axially movably connected to the turbine impeller, thereby constituting a lock-up clutch, so that a first oil passage leading to the outer chamber portion and a second oil passage leading to an inner periphery of the circulating circuit are put into alternate communication with a discharge portion of an oil pump and with an oil reservoir in a switched manner.

Control device for power transmission device for vehicles

流体継手

【課題】 伝達トルクを犠牲にすることなく、ドラッグトルクを効果的に低減することができる流体継手を提供する。 【解決手段】 ポンプハブに装着された環状のコアリングを有する環状のポンプシェルと該ポンプシェル内に放射状に配設された複数個のインペラとを有するポンプと、該ポンプと対向して配設されポンプハブと相対回転可能なタービンハブに装着された環状のコアリングを有する環状のタービンシェルと該タービンシェル内に放射状に配設された複数個のランナとを有するタービンと、ポンプとタービン内に充填された作動流体とを具備する流体継手であって、タービンはタービンハブに軸方向に摺動可能に構成され、タービンをポンプ側から離間する方向に付勢する弾性付勢手段を備えており、ポンプのコアリングとタービンのコアリングは、タービンがポンプに近接している状態では両コアリング内に作動流体が流れる隙間が大きくなり、タービンがポンプシェルと離間するに従っては両コアリング内に作動流体が流れる隙間が小さくなるように構成されている。 【選択図】 図３

Fluid coupling

A fluid coupling comprising a pump having an annular pump shell with an annular core ring mounted on a pump hub and a plurality of impellers radially arranged in the pump shell; a turbine arranged being opposed to the pump and having an annular turbine shell with an annular core ring mounted on a turbine hub capable of rotating relative to the pump hub and a plurality of runners radially arranged in the turbine shell; and an operation fluid filled in the pump and in the turbine; wherein, the turbine is so constituted as to slide on the turbine hub in the axial direction thereof, and has resilient urging means for urging the turbine in a direction to separate away from the pump side; and the core ring of the pump and the core ring of the turbine are so constituted that the gaps for flowing the operation fluid into the two core rings are increased in a state where the turbine is close to the pump and that the gaps for flowing the operation fluid into the two core rings are decreased as the turbine separates away from the pump shell.

Fluid coupling

デュアルクラッチ装置

【課題】デュアルクラッチ装置に関し、変速機の二重噛み合いを防止する。【解決手段】第１油圧室２５Ａに供給される油圧によって第１クラッチＣ１を接にすると共に第１スプリング２６によって第１クラッチＣ１を断にする第１ピストン２３と、第２油圧室３５Ａに供給される油圧によって第２クラッチＣ２を接にすると共に第２スプリング３６によって第２クラッチＣ２を断にする第２ピストン３３と、第１油圧室２５Ａ及び第２油圧キャンセル室３５Ｂに油圧を供給する第１供給ライン４３，５０と、第２油圧室３５Ａ及び第１油圧キャンセル室２５Ｂに油圧を供給する第２供給ライン４５，５１と、第１油圧室２５Ａ及び第２油圧キャンセル室３５Ｂへの油圧供給を許可又は遮断する第１開閉弁６０と、第２油圧室３５Ａ及び第１油圧キャンセル室２５Ｂへの油圧供給を許可又は遮断する第２開閉弁６５とを備えた。【選択図】図１

Driving device for vehicles

A driving device for vehicles, which comprises an engine mounted on a vehicle, a fluid coupling operated by said engine, and a friction clutch disposed between said fluid coupling and a transmission, wherein the friction clutch is composed of a multi-plate clutch.

Vorrichtung zur Steuerung einer Überbrückungskupplung einer Fahrzeugantriebsvorrichtung

惰行制御装置

【課題】レリーズベアリング劣化による路上故障を防止する惰行制御装置を提供する。 【解決手段】惰行制御中にクラッチが断になっている時間を累積計測する断時間累積計測部４と、断時間累積計測部４が計測したクラッチ断累積時間がクラッチにおける部材の疲労の指標となる所定時間を超えた場合、惰行制御を禁止する時間超過制限部５及び／又は断時間累積計測部４が計測したクラッチ断累積時間がクラッチにおける部材の疲労の指標となる所定時間を超えた場合、警告表示を行う時間超過警告部６とを備える。 【選択図】図１

Coasting control device

クラッチ断接装置

(57)【要約】 【課題】 クラッチ自動断接に際してのアクセルペダル の操作フィーリングを向上する。 【解決手段】 本発明は、変速操作に伴ってクラッチ８ の自動断接を行わせる自動断接手段２，６２，６７，３ ４，４２，４４，５４，６９，７，７８，７２を有した クラッチ断接装置１において、前記クラッチ８の自動分 断時にアクセルペダル５５に戻し側への反力を付与する 反力付与手段２，６２，６８，５１，７９，７２，９５ と、前記反力の付与速度又は解除速度を制御する反力速 度制御手段９３，９４とを設けたものである。

車両の動力伝達装置

(57)【要約】 【課題】 クラッチの連れ回りを防止し、クラッチ断検 知を早期に行う。 【解決手段】 本発明は、エンジン７６の動力を湿式多 板クラッチを介してトランスミッション７５に伝達する ようにした車両の動力伝達装置であって、上記クラッチ の入力側回転数を検出するための第１の検出手段１０３ と、上記クラッチの出力側回転数を検出するための第２ の検出手段９３と、クラッチ分断開始信号を発生する信 号発生手段９５と、上記信号発生手段からクラッチ分断 開始信号を受け取ったとき、上記クラッチの分断を開始 し、且つ、上記第１及び第２の検出手段の出力に基づき 算出されるクラッチ入出力側回転数差が所定値に達する までエンジン回転を保持する制御手段７９とを備えたも のである。

Kupplungs- ein- und ausschaltbare Einrichtung

制動ドラムアセンブリ及びその製作方法

(57)【要約】 【課題】 所望のとおりの十分な制動トルクを得るよう にすること。 【解決手段】 制動ドラム７と、複数のアーム７６を含 むホイル７２とを備えた制動ドラムアセンブリ７０及び その製作方法。アーム７６に形成された取付面７７が制 動ドラム７の一端面７ｅに当接された状態で取付面７７ と制動ドラム７の内周面との間に形成される角部が溶接 により固定され、角部の各々には溶接によるビード７８ が形成される。制動ドラム７の、ビード７８の表面を含 む一端部内周面には、銅Ｃｕがその全周にわたって連続 して接合される。制動ドラム７の内周面は、制動ドラム ７それ自身の内周面、銅Ｃｕの内周面及びビード７８の 表面からなる連続した切削面により規定される。

燃費走行制御時の補助制御装置

【課題】惰行制御中にドライバーの加速／減速の意志に応じてエコメータの表示を変動させ、惰行制御時にドライバーが感じる違和感の低減を図った燃費走行制御時の補助制御装置を提供する。 【解決手段】走行中にエンジンが外部に対して仕事をしないときに、クラッチを断にすると共に、エンジン回転数をアイドル回転数に落として惰行制御する燃費走行制御装置と、瞬間燃費と平均燃費を演算する燃費演算部と、平均燃費に対する瞬間燃費の評価値を燃費評価値として表示するエコメータ１３とを備えた走行体に搭載される燃費走行制御時の補助制御装置であって、惰行制御中に、エコメータ１３に表示される車速とアイドル回転数での燃料噴射量から演算された燃費評価値を、アクセル開度に応じて変動させるエコメータ表示制御手段１５を備えた。 【選択図】図１

変速操作装置

(57)【要約】 【課題】 ストロークエンド付近においても所定の推力 を確保することができるセレクトアクチュエータを備え た変速操作装置を提供する。 【解決手段】 シフトレバーをセレクト方向に作動する セレクトアクチュエータを有する変速操作装置であっ て、セレクトアクチュエータはケーシング内に軸方向に 摺動可能に配設されシフトレバーを支持するシフトレバ ー支持部材と、該シフトレバー支持部材をセレクト方向 である軸方向に作動せしめる第１のアクチュエータおよ び第２のアクチュエータとを具備している。第１のアク チュエータおよび該第２のアクチュエータは、シフトレ バー支持部材の外周に配設された磁石可動体と、該磁石 可動体を包囲して配設された筒状の固定ヨークと、該固 定ヨークの内側に配設された一対のコイルとをそれぞれ 具備しており、第１のアクチュエータおよび第２のアク チュエータの磁石可動体は、シフトレバー支持部材に支 持された該シフトレバーが中立位置に位置する状態にお いて、一対のコイルの中間位置から偏倚して設定されて いる。

クラッチ断接検知装置及び動力伝達装置

(57)【要約】 【課題】 クラッチの断接を正確に検出し、部品点数の 増加やコスト高を抑える。 【解決手段】 入力側と出力側のそれぞれに設けられた 複数のクラッチプレート２１と、クラッチプレート２１ に押圧力を与えるクラッチピストン２６を有し、クラッ チピストン２６を駆動することにより断接を行う湿式多 板クラッチ１９において、湿式多板クラッチ１９のハウ ジング２４に設けられたパルスセンサー２５と、パルス センサー２５に対向するように湿式多板クラッチ１９の 回転部２２に設けられクラッチピストン２６の動きに追 従して軸方向に移動するピックアップ手段２３とを備え る。そのパルスセンサー２５の出力を利用してクラッチ 断接の状態を検知する。

クラッチ断接装置

(57)【要約】 【課題】 反力解除に伴う時間遅れを解消し、運転状態 に適した最適タイミングで反力解除を開始し、アクセル ペダルの操作フィーリングを向上する。 【解決手段】 本発明は、変速操作に伴ってクラッチ８ の自動断接を行わせる自動断接手段２，６２，６７，３ ４，４２，４４，５４，６９，７，７８，７２を有した クラッチ断接装置１において、前記クラッチ８の自動分 断時にアクセルペダル５５に戻し側への反力を付与する 反力付与手段２，６２，６８，５１，７９，７２，９５ と、前記反力の付与速度又は解除速度を制御する反力速 度制御手段９３，９４と、前記反力の付与時間ｈをエン ジン回転数及び変速機７６のギヤ段に基づいて決定する 反力時間決定手段７２，７５とを設けたものである。

流体継手装置

(57)【要約】 【課題】 トルク伝達機能を損なうことなく、ドラッグ トルクを低減することができる流体継手装置を提供す る。 【解決手段】 ケーシングと、該ケーシングに取り付け られポンプと、該ポンプと対向して配設されたタービン とを有する流体継手と、ケーシングとタービンとによっ て形成される外部室およびポンプとタービンとによって 形成される作動室を通して作動流体を循環せしめる作動 流体循環手段とを具備する流体継手装置であって、作動 流体循環手段は、外部室に連通する第１の作動流体経路 と、作動室とリザーブタンクとを接続する第２の作動流 体経路と、流体圧作動源と、第１の作動流体経路中に配 設された切替弁とを具備している。切替弁は、外部室を 流体圧作動源と連通する状態と、外部室を流体圧作動源 の吸い込み側通路に連通せしめる状態とに選択的に作動 する。