Abstract: A pneumatic tire having an aspect ratio of not less than 60 comprises a radial carcass of one or more plies, a belt, a bead filler rubber and a rubber reinforcing layer of substantially a crescent shape in section extending from a position near to a bead core to a position near to a tread end along an inner surface of an innermost carcass ply, wherein at least one rubber protection sheet being relatively soft is disposed between the bead filler rubber and the carcass ply surrounding it and/or between the rubber reinforcing layer and the carcass ply nearest thereto.

Abstract: A rubber-steel cord composite comprising a steel cord having, in a planar image of the steel cord formed by X-rays passing through the steel cord, a fraction R of the total area occupied by filaments of from 0.45 or more to 0.95 or less in an arbitrarily selected portion of the steel cord having a length of 15 mm in an axial direction of the cord, is provided. The length of 15 mm in an axial direction of the cord means a length of 15 mm in an axial direction of an actual cord and the fraction R of the total area occupied by the filaments is expressed as R=F/A, wherein A represents the total area of the cord and F represents the area of the cord occupied by the filaments. An object of the present invention is to provide a pneumatic tire for passenger cars that shows no separation of the interface of adhesion during use, particularly during use in the run-flat condition, and exhibits excellent durability.

Abstract: There is provided a pneumatic tire having an aspect ratio of not less than 60 and considerably improving run flat durability as compared with the conventional type of the run flat tire, wherein at least one cushion rubber layer having a loss tangent lower than a loss tangent (tan &dgr;) of a coating rubber for cords of a carcass ply is arranged between an end portion of a belt and a reinforcing rubber layer in a shoulder region and between mutually adjacent tire constitutional members. And also, when the carcass is comprised of plural plies, at least one ply is separated off in a zone beneath the belt, whereby the ride comfort against vibrations can be more improved.

Abstract: Estimated change in operating fluid volume within a primary fluid chamber over a predetermined period of time during gear change operation is calculated using a physical model. On the other hand, detected change in operating fluid volume within the primary fluid chamber over this predetermined period of time is calculated. Then the deviation of the detected change from the estimated change is calculated, and learning and correction of the difference between the characteristic stored in an electronic control unit and that of an actual flow control unit are performed based on this deviation.

Abstract: When the temperature of operating fluid of an actuator is low, a target input rotation speed lower limit value (NinL) is set. The lower limit value (NinL) is greater than a lower limit value set for a normal temperature of operating fluid. A target input rotation speed (Nint) is calculated from the state of running of a vehicle, such as the amount of operation of an accelerator, the vehicle speed, etc. If the target input rotation speed is lower than the lower limit value (NinL), the target input rotation speed is reset to the lower limit value (NinL). As a result of a control that includes the above-described steps, the speed ratio &ggr; becomes relatively high before the vehicle stops. Therefore, even if the speed ratio-changing rate is low, the speed ratio (&ggr;) can be brought to or near a maximum value (&ggr;max) before the vehicle stops. Thus, reductions in the speed ratio-changing rate caused by low temperature of the operating fluid of the actuator can be curbed.

Abstract: A rubber composition having excellent heat resistance and a pneumatic tire produced by using this rubber composition are provided.

Abstract: A vehicular lockup clutch-equipped transmission control apparatus is applied to a vehicle that includes a heater apparatus for heating a cabin by heat from an engine, a transmission that transfers power between the engine and a wheel, and a heat exchanger that conducts heat exchange between the engine and the transmission. The control apparatus controls a lockup clutch that is disposed between the engine and the transmission and that mechanically connects and disconnects a path of power, in accordance with a state of operation of the vehicle. The control apparatus includes a controller that determines whether a heating capability requested of the heater apparatus is at least a first predetermined level based on a parameter related to a temperature inside the cabin. If it is determined that the heating capability requested of the heater apparatus is at least the first predetermined level, the controller restricts engagement of the lockup clutch.

Abstract: A hydraulic control system including: a rotating speed raising unit for raising the rotating speed of the prime mover while the transmission is not rotated by the prime mover, to increase an output volume of the hydraulic pump; at oil pressure instructor for outputting a plurality of instruction signals of different pressure instruction values to the valve modulating mechanism while the output volume of the hydraulic pump is increased; an oil pressure detector for detecting the oil pressure to be modulated and fed to the transmission, at a plurality of pressure levels; and a learning corrector for learning and correcting the instruction signals on the basis of the outputted pressure instruction value and the detected oil pressure detected.

Abstract: Rubber compositions for tire treads containing a rubber component containing at least 70 parts by weight of a styrene-butadiene rubber whose styrene content is 20 to 60%; 5 to 150 parts by weight of a powdery inorganic compound represented by formula (I) and having a particle size from 0.01 to 10 &mgr;m: mM1•xSiOy•zH2O  (I) in which M1 is at least one of Al, Mg, Ti, and Ca, or hydroxides or oxides thereof; and 5 to 170 parts by weight of carbon black having a nitrogen adsorption specific area of 80 to 280 m2/g and the total amount of the powdery inorganic compound and the carbon black is from 70 to 200 parts by weight. The amount of an extract obtained when extracting the rubber composition, after being vulcanized, with acetone and chloroform should be 30 to 270 parts by weight. Similar compositions containing silica are also disclosed.

Abstract: Rubber compositions for tire treads. Typically, they contain a rubber component containing at least 70 parts by weight of a styrene-butadiene rubber whose styrene content is 20 to 60%; and contain, based on 100 parts by weight of the rubber component, 5 to 150 parts by weight of a powdery inorganic compound represented by formula (I) and having a particle size from 0.

Abstract: A method and apparatus for controlling a continuously variable transmission of a motor vehicle includes a controller that controls the speed ratio of the continuously variable transmission in accordance with a predetermined shift condition. The method and apparatus perform shift control in a specific manner during an operation of an anti-lock brake system, for example, by smoothing at least one of the rotational speed of the input shaft and the rotational speed of the output shaft, reducing a rate of change in the speed ratio during down shifting, restricting upshifting of the CVT, increasing an amount of hydraulic oil delivered from an oil pump, and/or increasing belt clamping force.

Abstract: A speed change control system for a continuously variable transmission, for controlling a gear ratio by deciding an abrupt acceleration demand of a driver, to effect an abrupt speed change when it is decided that the driver demands an abrupt acceleration. The speed change control system comprises: a drive state decider for deciding that the vehicle has changed from a driven state to a drive state, when said abrupt acceleration is demanded at the driven state; and a speed change controller for controlling said continuously variable transmission to effect said abrupt speed change, after said drive state decider decides that the vehicle has changed from the driven state to the drive state.

Abstract: An apparatus and a method control a belt-type continuously variable transmission of a vehicle having a continuously variable speed ratio, which is a ratio of a rotation speed of an input shaft to a rotation speed of an output shaft. The speed ratio of the transmission is controlled by changing a groove width of each of the pulleys, and a belt clamping pressure applied to at least one of the pulleys to clamp the torque transfer belt also is controlled. Furthermore, the speed ratio of the transmission is set to a low-load speed ratio when it is determined that control of the belt clamping pressure has failed and the belt clamping pressure is raised to a high level. The low-load speed ratio is predetermined so that a load applied to the torque transfer belt is substantially minimized.

Abstract: A shift control apparatus for a motor vehicle including an internal combustion engine and a continuously variable transmission (CVT) is provided for controlling the speed ratio of the CVT depending upon operating conditions of the vehicle. The control apparatus determines whether an electronic throttle valve of the engine is at fault or not, and restricts the speed ratio of the CVT when the throttle valve is at fault such that the input-side rotation speed of the transmission is variable within a range that is narrower than a range in which the rotation speed is variable during normal running of the vehicle. The range of the input-side rotation speed may be defined by the upper limit, or the lower limit, or both the upper limit and the lower limit.

Abstract: The present invention provides a pneumatic safety tire comprising a pair of left and right bead cores, a carcass layer, a multi-layer belt portion, a tread portion, and a pair of side wall portions disposed at the left and right of said tread portion, wherein at least one sheet of a rubber-filament fiber composite formed from filament fibers and a rubber component is disposed at said side wall portions in a vicinity of said carcass layer. The safety tire of the present invention maintains the properties during ordinary use under the inflated condition at high levels, has a light weight, and shows remarkably improved properties during use under the run-flat condition.

Abstract: A shift control apparatus for controlling a continuously variable transmission device including a continuously variable transmission mechanism having rotary elements and operable to transmit a rotary motion of a drive power source of an automotive vehicle to a drive wheel of the automotive vehicle, such that a speed ratio of said mechanism is continuously variable, the shift control apparatus includes a power-transmission-state determining device for determining whether the mechanism is placed in a non-power-transmitting state, a speed-ratio determining device for determining whether the mechanism is placed in a lowest-speed position, a rotation-stop detecting device for determining whether the rotary elements are at rest, and a compulsory-speed-ratio-change implementing device for effecting a compulsory shift-down action of the mechanism toward the lowest-speed position when the mechanism is placed in the non-power-transmitting state while the mechanism is not placed in the lowest-speed position and while th

Abstract: A shift control system for a continuously variable transmission, in which a road load on a vehicle is detected, the lower limit speed is set according to the detected road load, in which a target input speed, as set according to the running state of a vehicle, is restricted with the set lower limit speed, and in which the gear ratio of the continuously variable transmission is controlled so that the actual input speed may be equal to the target input speed restricted. The target input speed is restricted after the actual input speed is more than the lower limit value, when the road load is light, and said target input speed is restricted irrespective of the actual input speed when the road load is heavy.

Abstract: A control apparatus for feedback-controlling an engaging action of a clutch disposed between an engine and a transmission (18) of an automotive vehicle, wherein an engaging force control device is operated upon an engaging action of the clutch, for determining a control amount and feedback-controlling the engaging action on the basis of the determined control amount such that the clutch is placed in a desired state of engagement, and a control amount limiting device is operated to limit the determined control amount when the determined control amount has changed to cause an engaging force of said clutch to be reduced.

Abstract: A control apparatus is provided in a vehicle equipped with a power source and a continuously variable transmission. The continuously variable transmission is connected to the power source. The control apparatus includes a target power determinator, a target revolutions determinator, a determining device, a setting device and a target torque determinator. The target power determinator determines a target power of the power source. The target revolutions determinator determines target revolutions on the basis of the target power. The determining device determines whether the vehicle is a transient driving condition or not. The setting device sets the target revolutions as setting revolutions when the determining device determines that the vehicle is not in the transient driving condition. The setting device sets revolutions different from the target revolutions as the setting revolutions when the determining device determines that the vehicle is in a transient driving condition.

Abstract: A method and apparatus control an automatic transmission. A controller prohibits a down-shift of the automatic transmission when the input rotation speed of the automatic transmission is determined to be equal to or greater than a predetermined value due to operating characteristics of a device or a plurality of devices installed in a vehicle equipped with the automatic transmission and an engine. Since the down-shift of the automatic transmission is prohibited, when the input rotation speed is determined to be equal to or greater than the predetermined value, the input rotation speed of the automatic transmission is prevented from being further increased. Consequently, overrun of the engine is effectively avoided.