Abstract: A portable position detector is equipped with a pedometer, a geomagnetic sensor, and an acceleration sensor. With the pedometer, the moved distance of a walker is detected by a calculation of “the number of steps×the length of a step”. With the walking time per step detected with the acceleration sensor, the length of a step is corrected so that it corresponds to the walking state. The moved direction of the walker is detected with the geomagnetic sensor. With this, the moved position of the walker is accurately detected by self-contained navigation. Particularly, even in the case where the position detector is located in a forest or between buildings where a signal cannot be received from a global positioning system (GPS) due to high buildings, banks, and forests, the position detector with a portable size and weight applicable to a walker can know with a practically sufficient degree of accuracy the position of a person carrying this portable detector by self-contained navigation.
Abstract: A map display unit is provided with a set uni that sets a rule for extracting map information from a storage device. The set unit sets a first rule for most preferentially extracting map information on the largest scale and a second rule for most preferentially extracting map information on a specified scale. For this reason, if the first rule is set, a map on the largest scale having detailed information can be displayed, even if a map were switched. Therefore, the accuracy of route guidance can be enhanced by displaying a map suitable when passing through complicated geographical features or city. On the other hand, if the second rule is set, an arbitrary scale can be specified. For example, if a map on the smallest scale is specified, it can overlook a wide range of area and therefore the entire planed route can easily be grasped.
Abstract: There is provided a sintered metallic alloy having toughness capable of supporting stress at a point by distributing structure portions having different values of rigidity approximately uniformly without separation of layers different in brashiness. A method of manufacturing the sintered metallic alloy and a sintered alloy gear employing the sintered metallic alloy are also provided. Metallic materials are formed into a predetermined configuration. Then, the metallic materials is sintered in a sintering furnace (14) to make a sintered metallic alloy. Next, the sintered metallic alloy is cooled gradually to an ambient atmosphere of room temperature. Finally, the temperature of the cooled metallic alloy is raised and a toughness stabilizing process is performed in a low-temperature furnace (18) so that structures with high toughness are distributed approximately uniformly.
Abstract: A hydraulic control system for an automatic transmission includes first and second passages connected to first and second engaging elements, first and second accumulators arranged with the first and second passages, and a timing valve connected to a back-pressure chamber of the first accumulator and for determining a timing for draining a first pressure within the back-pressure chamber of the first accumulator in accordance with a second pressure within a back-pressure chamber of the second accumulator.
Abstract: A select-shock control system of an automotive automatic transmission is shown. The transmission has an engaging element which becomes engaged due to application of hydraulic pressure thereto when it is needed to shift the transmission from a neutral condition to a drive condition.
Abstract: A transmission casing has a valve-body fixing face inside an outer peripheral face includes a control valve assembly having an outer periphery formed with two protrusions which are parallel to the valve-body fixing face of the transmission casing. Each protrusion has an extent substantially corresponding to a finger's length.
Abstract: In an automatic transmission of a motor vehicle, in which a hydraulic pressure is supplied to a piston of a friction element is maintained at a first level that is lower than a given level at which the friction element is engaged, while the vehicle that is in a forward-drive range is being stopped, when the range of the automatic transmission is changed from a neutral range to the forward-drive range the hydraulic pressure having a second level that is higher than the first level is supplied to the piston of the friction element until a completion of the stroke of the piston is detected. The stroke completion of the piston is judged based on a predetermined difference between a turbine speed of the automatic transmission detected upon the change of the range and a current turbine speed.
Abstract: A group of maps corresponding to the present position detected by a position detection unit is retrieved from a storage unit. Also, a map on the same scale as a map being displayed is extracted from the retrieved group of maps. If there is an overlapped portion between the extracted map and the map being displayed, they are displayed with the overlapped portion held. With this, both the map being displayed and the extracted map can be displayed as if they were continuous to each other, and the present-position mark can be displayed without being jumped considerably.
Abstract: Disclosed herein is a speed change transition control apparatus for an automatic transmission. The speed change transition control apparatus comprises rotational speed detection unit for detecting an input shaft rotation speed of the speed change mechanism, and a feedback control unit for controlling engagement pressure through a fluid pressure control element in such a manner that the input shaft rotation speed during a speed change follows a target rotation slope with an actual input shaft rotation speed detected at an actual inertia phase start point by the rotational speed detection unit as its starting point.
Abstract: Under a condition where a manual mode is selected by a selecting lever, when a down-shift switch is turned ON and down-shift is requested, an engine speed NED after the down shift is calculated (step S12), and if this engine speed exceeds the overspeed NOV, the down-shift is made to stand by, and a down-shift elapsed time T1 is incremented. When the incremented elapsed time is within a down-shift effective time TD (predetermined time) which is set on the basis of a gear position, throttle opening degree, vehicle speed, deceleration, etc., a down-shift command is sent (step S18) when the engine speed NED reaches the overspeed NOV or lower, whereas when the down-shift elapsed time T1 reaches the down-shift effective time TD or longer, the down-shift stand-by condition is released (step S17).
Abstract: A control device for a motor vehicle includes a central processing unit that is coupled to a non-volatile memory, a volatile memory and a key switch. The control device ensures transmission of data between memories with high reliability when control operation is repeatedly stopped and started upon the turn-off and turn-on of the key switch, while assuring a reduced period of time during which power is supplied from a back-up power supply to the device, and with a reduced frequency of writing of the data.
Abstract: A portable position detector and a position management system that are capable of accurately detecting the direction of a walking body even when GPS signals cannot be received (or without reception) and thereby enhancing the accuracy of the dead reckoned position of the walking body.The portable position detector is equipped with a pedometer and a geomagnetic sensor. With the pedometer, the moved distance of a walker is detected by a calculation of "the number of steps.times.the length of a step". The moved direction is detected with the geomagnetic sensor. With this, the moved position of the walker is accurately detected by the self-contained navigation system.
Abstract: In a control device for an automatic transmission which holds a line pressure solenoid of an automatic transmission in a stationary ON state while an engine is in a stop state, when a key switch is switched ON, "stationary ON control device" supplies a high voltage to the line pressure solenoid for a short time so as to over-excite it, and a holding magnetization of the line pressure solenoid is then maintained by a low voltage. Subsequently, if it is determined by engine rotation speed detection device that a cell motor is being driven, ordinary control is performed wherein an over-excitation, holding magnetization and OFF cycle is repeated. Further, when a battery voltage drops while the cell motor is being driven so that the line pressure solenoid with holding magnetization switches OFF, recovery device rapidly restores the solenoid to the normal stationary ON state by performing intermittent over-excitation.
Abstract: A lubricating structure comprises an output gear 22 rotating as a unit with an output shaft 3 of a transmission mechanism, a gear 25 rotating as a unit with a counter shaft 27 and engaged with the gear 22, a gear 60 rotating as a unit with the shaft 27 and disposed spaced from the gear 25 in an axial direction, a bearing 26 and bearing 28b for rotatably supporting the shaft 27 respectively at a gear 25 side and a gear 60 side, a driving gear 65 disposed above the gear 60 and engaged with the gear 60 through an intermediate gear, a case 1a for individually accommodating through a separating wall the bearing 28b, a bearing at an intermediate gear side, and a bearing 67 at a gear 65 side, and feed paths 62,64 formed within the shaft 27 for introducing oil moved into an accommodating portion 70 of the gear 28b in the case 1a to a gear 25 side thereby to supply the oil to a predetermined portion.
May 14, 1998
Date of Patent:
August 29, 2000
Jatco Corporation, Nissan Motor Co., Ltd.
Abstract: In a method of controlling a duty-cycle type solenoid valve having a valve body that is driven at a controlled duty ratio and a valve seat on which the valve body rests when the solenoid valve is closed, an additional pulse is applied to the solenoid valve upon a lapse of a predetermined time from an ON/OFF switching point at which a level of a driving pulse is changed to drive the valve body in a direction to close the solenoid valve, so as to reduce the speed of the valve body when resting on the valve seat. The additional pulse has the same phase as the driving pulse applied before the ON/OFF switching point, and has a pulse width that is smaller than that of the driving pulse having the same phase.
Abstract: Stator structure is provided which is capable of suppressing an increase in fluid sound while maintaining high driving force transmission efficiency. The stator structure is disposed between the turbine runner and pump impeller of a torque converter and is provided with a plurality of circumferential vane portions for increasing torque which is input to the automatic transmission by employing reaction force produced when a flow of oil within the torque converter is abutted in a stall state. Rib portions for rectifying a flow of abutted oil are formed on the exterior surface of the vane portion.
Abstract: A neutral control device of an automatic transmission is provided which includes a forward-drive engaging element that is engaged when a hydraulic pressure is supplied from a shift valve, so as to place the transmission in at least a 1st-speed gear position of a forward-drive range, and in which the pressure to the forward-drive engaging element is controlled so as to establish a neutral condition by slipping and engaging the forward-drive engaging element, while an accelerator pedal is being released just before the start or stopping of the vehicle.
Abstract: A parallel hybrid electric vehicle includes an engine and a motor/generator as a rotary driving source. A differential device has a first shaft connected to the engine, a second shaft connected to the motor/generator, and a third shaft connected to a transmission device. The first and the second shafts can be coupled by a direct clutch. At the time of start of the vehicle with the engine in an idling condition, the motor/generator is controlled to enter a reverse rotation power generating condition, and the engine speed is maintained near an idling speed. After the start of the vehicle, when the motor/generator is in a forward rotation condition, the motor/generator is controlled to operate as a motor to maintain the engine speed at a target speed, and when the engine speed and the motor/generator speed coincide with each other, the direct clutch is made to enter a coupled condition thereby to prevent the occurrence of coupling shock, and also to reduce a driving time of the motor/generator.
Abstract: A torque converter including a stator rotatable about an axis and having a stator hub, and a thrust bearing mounted to the stator hub. The stator hub has a recessed portion that is recessed from one axial end face of the stator hub. The thrust bearing includes a bearing race received by the recessed portion of the stator hub. A coupling connects the bearing race with the stator hub. The coupling includes a first engaging part disposed on an outer periphery of the bearing race and a second engaging part engaged with the first engaging part and disposed on an outer periphery of the recessed portion in opposed relation to the outer periphery of the bearing race. The first and second engaging parts cooperate to prevent a relative rotation between the bearing race and the stator.
Abstract: In a structure of spline-connection for a power-transmission device having a clutch drum integrally formed on its inner periphery with longitudinal internal splines, a clutch pack employing an alternating series of driven plates and driving discs, each of the driven plate being keyed on its outer edge so that the keyed section (the external splines) is fitted to the central spline-key section of said internal splines of the drum, and the other power-transmission member formed on its outer periphery with external teeth splined to the end spline-key section of said internal splines of the drum, a spline height of the end spline-key section is dimensioned to be greater than that of the central spline-key section.