Abstract: A gear stage detection device according to the present invention comprises output shaft side pulse generating mechanism (21) for generating a pulse in a number which corresponds to a rotary phase of an output shaft (9) of a transmission (T/M), input shaft side pulse generating mechanism (20) for generating a pulse in a number which corresponds to a rotary phase of an input shaft (8) of the transmission (T/M), and gear stage determining mechanism (16) for determining the current gear stage by inputting the output shaft side pulse and input shaft side pulse generated respectively by the pulse generating mechanism, counting the number of input shaft side pulses generated when a unitary number (25 pls) of output shaft side pulses has been reached, and comparing the counted input shaft side pulse number with the unitary number of input shaft side pulses which is predetermined for each gear stage of the transmission.

Abstract: An electromagnetic solenoid comprising a cylindrical body yoke, a front yoke arranged on one end side of the body yoke, a fixed yoke formed integrally with the front yoke, a back yoke arranged on the other end side of the body yoke, a center yoke arranged at the central portion of the body yoke, a first electromagnetic coil arranged along the inner peripheral surface of the body yoke between the center yoke and the front yoke, a second electromagnetic coil arranged along the inner peripheral surface of the body yoke between the center yoke and the back yoke, an operation rod arranged being inserted through the front yoke and the fixed yoke so as to move, a first moving yoke mounted on an end of the operation rod on the side of the back yoke, a second moving yoke arranged on the operation rod so as to slide between the first moving yoke and the fixed yoke, and a limiting means for limiting the second moving yoke from moving toward the back yoke at an intermediate position in a range in which the first moving y

Abstract: A gear stage detection device according to the present invention comprises output shaft side pulse generating means (21) for generating a pulse in a number which corresponds to a rotary phase of an output shaft (9) of a transmission (T/M), input shaft side pulse generating means (20) for generating a pulse in a number which corresponds to a rotary phase of an input shaft (8) of the transmission (T/M), and gear stage determining means (16) for determining the current gear stage by inputting the output shaft side pulse and input shaft side pulse generated respectively by the pulse generating means, counting the number of input shaft side pulses generated when a unitary number (25 pls) of output shaft side pulses has been reached, and comparing the counted input shaft side pulse number with the unitary number of input shaft side pulses which is predetermined for each gear stage of the transmission.

Abstract: A method for automatic control of a friction clutch (1) in a vehicle, which clutch is designed to be disengaged and engaged by a clutch actuator (3) under automatic control. An initial partially engaged clutch stroke position (Q1) and an initial clutch stroke position (P1) at which fluid pressure in the clutch actuator reaches a prescribed value are detected to obtain a difference (R1) between said two clutch stroke positions prior to initiation of automatic clutch control. The friction clutch wears as it is used. Therefore, both of the partially engaged clutch stroke position and the clutch stroke position attaining the prescribed fluid pressure value change while the automatic clutch engagement/disengagement control is being performed. However, the difference between these two clutch stroke positions does not change.

Abstract: An apparatus for engaging and disengaging a clutch, which is applicable to a vehicle provided with a so-called semiautomatic clutch, and which can prevent occurrence of an engagement shock and jerky acceleration of a vehicle when an automatic engaging and disengaging mode and a manual engaging and disengaging mode are switched from one to the other. The apparatus includes a manual disconnection/connection device (2) for manually engaging and disengaging the clutch (1) by operating a clutch pedal (9), an automatic disconnection/connection device (3) for automatically engaging and disengaging the clutch (1) in accordance with a predetermined input signal, and switching control device (14) for switching between a manual engaging and disengaging mode and an automatic engaging and disengaging mode after the clutch (1) has been engaged. This post-engagement switching operation can prevent an engagement shock during the same operation.

Abstract: A method for automatic control of a friction clutch (1) in a vehicle, which clutch is designed to be disengaged and engaged by a clutch actuator (3) under automatic control. An initial partially engaged clutch stroke position (Q1) and an initial clutch stroke position (P1) at which fluid pressure in the clutch actuator reaches a prescribed value are detected to obtain a difference (R1) between said two clutch stroke positions prior to initiation of automatic clutch control. The friction clutch wears as it is used. Therefore, both of the partially engaged clutch stroke position and the clutch stroke position attaining the prescribed fluid pressure value change while the automatic clutch engagement/disengagement control is being performed. However, the difference between these two clutch stroke positions does not change.

Abstract: In a vehicle with an automatically controlled clutch in which ON-OFF of the friction clutch is automatically controlled by a controller, clutch control during coasting (with the accelerator depression amount being 0%) is conducted according to a clutch ON-OFF map for coasting provided in the controller.Two different clutch ON-OFF maps for coasting are provided; one having a smaller hysteresis width, and the other having a larger hysteresis width. Clutch control during coasting is conducted by applying the map with a smaller hysteresis width when the brake pedal is stepped on or applying the map with a larger hysteresis width when the brake pedal is not stepped on. Thus, clutch ON-OFF hunting can be avoided, and smooth stopping can be conducted.