Abstract: A fuse assembly, in which a pluraity of members constituting a housing of the fuse assembly can be mounted tightly and whether the fuse element has blown out or not can be easily checked, is provided. The fuse assembly 1 has a pair of terminals 2, a fuse element 5 and a housing 4. Each end 3a of the terminals 2 is received into the housing 4. The fuse element 5 connects the terminals 2 with each other. The fuse element 5 has a pair of locking claws 61. The housing 4 has casing members 4a and 4b, which receive each end 3a of the terminals 2 and the fuse element 5 when the casing members 4a and 4b are fit with each other in the housing 4. Each casing member 4a and 4b has a locking recess 64 for engaging with the locking claw 61. One locking claw 61 engages with one locking recess 64, while an opposite locking claw 61 engages with an opposite locking recess 64.

Abstract: A semiconductor device having a multi-layered wiring structure containing a copper layer, comprises a first insulating film formed over a semiconductor substrate, a first copper pattern buried in the first insulating film, a cap layer formed on the first copper pattern and the first insulating film and made of a substance a portion of which formed on the first copper pattern has a smaller electrical resistance value than a portion formed on the first insulating film, second insulating films formed on the cap layer, and a second copper pattern buried in a hole or a trench, which is formed in the second insulating films on the first copper pattern, and connected electrically to the first copper pattern via the cap layer.

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 fuse block 1 includes a fuse box 2 and a high voltage fuse 3. The fuse box 2 has a high voltage mounting part 6. The high voltage mounting part 6 is provided with an opening 6a, a plurality of surrounding walls 7a, 7b, and projections 8. Each of the projections 8 is projected from both the surrounding walls 7a, 7b which are adjacent to each other into an interior of the high voltage mounting part 6. A rated voltage fuse cannot be mounted to the high voltage mounting part 6 because of the presence of the projections 8. The high voltage fuse 3 includes a housing 10 having outer walls 14a, 14b and recesses 13. Each of the recesses 13 is formed by displacing both the outer walls 14a, 14b which are adjacent to each other. When the high voltage fuse 3 is mounted to the high voltage mounting part 6, the recesses 13 and the projections 8 will not interfere with each other.

Abstract: A connector (10) comprises a housing (20), at least one terminal (15) receivable in the housing (20), and a fixing mechanism (25, 26) fixable to the housing (20). The terminal (15) has a contact surface (18) extended in a thickness direction thereof. When the fixing mechanism (25, 26) is fixed to the housing (20) so that a flat circuit member (12) having a conductor portion (13) is held between the housing (20) in which the terminal (15) is received and the fixing mechanism (25, 26), the fixing mechanism (25, 26) bends a part of the flat circuit member (12) in a thickness direction thereof to form a bent portion (14a) thereon, and presses the bent portion (14a) of the flat circuit member (12) against the contact surface (18) of the terminal (15) so that the terminal (15) is electrically connected to the conductor portion (13) of the flat circuit member (12).

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 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.

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 downshifting, restricting upshifting of the CVT, increasing an amount of hydraulic oil delivered from an oil pump, and/or increasing belt clamping force.

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: 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 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 presser spring (43) is separately formed with a fuse body (33), and therefore may be formed of a material having a high spring characteristic. The presser spring (43) is attached to a portion of peripheral wall portions (41b) to which a back plate portion (41a) is opposed, so that a mating tab terminal (39), inserted in an engagement space (45), is pressed against the back plate portion (41a) by the presser spring (43).

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: A hydraulic control system for outputting an oil pressure instruction signal to a pressure modulating mechanism, to modulate the oil pressure generated in the hydraulic pump to an oil pressure according to the instruction signal and to feed the modulated oil pressure to a transmission.

Abstract: A fuse 1 includes a pair of terminals 2, housing 4 and fusible body 5. The terminals 2 are provided so that their one ends are housed in the housing 4 and their other ends are exposed externally from the housing 4. The terminals 2 each has a recess to enlarge the interval therebetween. The recess 6 consists of a flat face 10 and step face 11. The housing 4 includes a pair of end walls 12a, 12b, and a pair of partition walls 22. The inner faces 15a, 15b of the pair of end walls 12a, 12b are opposite to each other in a direction orthogonal to the direction the pair of terminals are arranged in parallel and extend along the end faces of the terminals 2. The partition wall extend from the inner face 15b toward the inner face 15a. The second partition walls each covers the flat face 10. In this configuration, when the power with a current value which exceeds the fusing current value of the fusible body is supplied, supply of the power to the load can be surely stopped.