Abstract: In an apparatus for controlling a starting clutch of a vehicle having a function of stopping engine idling so that an engine is automatically stopped, the starting clutch being provided in a transmission of the vehicle in series with a belt type continuously variable transmission mechanism, a load is applied to the transmission mechanism before a rise in a side pressure of the drive pulley and the driven pulley at the time of vehicle start-up from the state of engine stopping, resulting in a slipping of the belt. To avoid such a slipping, at the time of vehicle start-up from the state of engine stopping, the engaging force of the starting clutch is prevented from increasing above the creeping force which gives rise to the creeping of the vehicle until after a lapse of a predetermined time.

Abstract: In an apparatus for controlling a starting clutch of a vehicle having a function of stopping engine idling so that an engine is automatically stopped under given conditions when the vehicle is at a standstill, the starting clutch being disposed in a transmission of the vehicle in series with a belt type continuously variable transmission mechanism which receives an input of a power from the engine through a power transmission mechanism having built therein hydraulically operated frictional engaging elements, the vehicle start-up from the state of engine stopping is made smoothly at a good response.

Abstract: A vehicle with a braking force retaining unit, which retains braking force after releasing the brake pedal, wherein driving force of the vehicle is increased if displacement of the vehicle is detected while the braking force retaining unit is in operation.

Abstract: A brake fluid pressure retaining unit for a vehicle comprises a solenoid valve SV arranged in a brake fluid passage FP between a master cylinder MC and a wheel cylinder WC so as to shut off or communicate the brake fluid passage FP. In the case that a transmission of the vehicle is shifted to a driving position, the solenoid valve SV is switched to a shut-off position when the vehicle stops with a brake pedal BP depressed. The solenoid valve SV is switched to a communicating position when driving force is exerted on the vehicle. Brake fluid pressure is retained within the wheel cylinder WC when the solenoid valve SV is in the shut-off position. The brake fluid pressure within the wheel cylinder is retained after releasing the brake pedal so that braking force continues to act on the vehicle.

Abstract: A vehicular transmission comprises an engine E, a continuously variable transmission CVT and a starting clutch 5. The driving force from the engine E is conveyed through the continuously variable transmission CVT with a speed change to a countershaft 2, and the starting clutch 5 is used to convey this driving force from the countershaft 2 to wheels of a vehicle. The continuously variable transmission CVT is hydraulically controlled by a control valve CV which receives control signals through a line 35 from an electrical control unit ECU. When the temperature of the oil used for engaging and disengaging the starting clutch 5 is equal to or higher than a predetermined temperature, the transmission allows the engine E to stop operating. This control to terminate the operation of the engine is an idling elimination control and is achieved by terminating the fuel supply to the engine and by maintaining the resulting condition of non-fuel supply while the vehicle is being decelerated and brought into a halt.

Abstract: An engine control apparatus is provided for a hybrid vehicle that installs an engine and a motor as driving power sources for driving wheels as well as an automatic transmission such as CVT. The engine control apparatus basically operates to enable automatic stop and restart of the engine in response to drive conditions of the vehicle. In addition, the engine control apparatus cuts off fuel supply to the engine at a deceleration mode of the vehicle. At a deceleration mode of the vehicle under execution of fuel cut, the engine control apparatus maintains idle rotation of the engine by operating the motor to rotate in response to engine speed until the automatic transmission is returned to a restart-enable reduction ratio (e.g., 2.2 to 2.45). That is, the engine control apparatus allows execution of an engine stop after securing a restart-enable state of the automatic transmission.

Abstract: A driving force control unit for a vehicle, which allows transmission of driving force from a motor to driving wheels irrespective of releasing an accelerator pedal under or equal to a certain vehicle speed when a transmission is selected to a driving range, and switches driving force to be transmitted to the driving wheels between a strong condition and a weak condition in accordance with depression of a brake pedal such that when the brake pedal is depressed, driving force is controlled to be less than the driving force upon releasing the brake pedal, wherein switching operation of the driving force from the strong condition to the weak condition is not carried out while the vehicle stops.

Abstract: A braking force control unit, which allows transmission of driving force from a motor to driving wheels irrespective of releasing an accelerator pedal under or equal to a certain vehicle speed when a transmission is selected to a driving range, and switches said driving force to be transmitted to the driving wheels between a strong condition and a weak condition in accordance with depression of a brake pedal such that when the brake pedal is depressed, said driving force is controlled to be less than the driving force upon releasing the brake pedal, wherein the braking force control unit comprises means for retaining braking force so as to continuously retain the braking force after releasing the brake pedal, and said means releases the braking force after releasing the brake pedal and in the process of increasing the driving force to the strong condition.

Abstract: A plurality of slits are formed in a die pad of a lead-frame for mounting a semiconductor chip, and are arranged in such a manner as to nearly equalize the length of peripheral sub-areas of the die pad uncovered with the semiconductor chip, thereby effectively absorbing a shrinkage and an elongation due to a difference in thermal expansion coefficient among the die pad, the semiconductor chip and a plastic package hermetically sealing the semiconductor chip.