Abstract: A travel system includes a travelling carriage that travels on a predetermined track, access points including first APs that wirelessly communicate with the travelling carriage and second APs that wirelessly communicate with the travelling carriage in a communication slot different from a communication slot of the first APs, and a controller that, via any one of the access points, receives from the travelling carriage position information indicating the current position of the travelling carriage, and transmits to the traveling carriage a travel instruction to control travel of the travelling carriage. The travelling carriage includes a wireless interface that wirelessly communicates with one of the first APs, and wirelessly communicates with one of the second APs when wireless communication with the one of the first APs is not possible.

Abstract: A power train support structure includes a first front side frame disposed on one of left and right sides of a power train; a second front side frame disposed on the other of the left and right sides of the power train, and being greatly away from the power train with respect to the first front side frame; a mounting bracket having one of left and right ends connected to the power train; and a connecting member for connecting the mounting bracket and the second front side frame. The mounting bracket includes a front fixing portion and a rear fixing portion to be fixed to the power train. A strength of the front fixing portion and the rear fixing portion is set to such a strength that the rear fixing portion is broken by a collision load from a front side, and the front fixing portion is not broken.

Abstract: A vehicle driving apparatus is provided that includes a drive motor, an internal combustion engine, and an electrical generator and can inhibit a weight balance and motion performance of a vehicle from being deteriorated and lowered. A vehicle driving apparatus driving a vehicle by motive power of a motor, the vehicle driving apparatus including a drive motor that is driven by electric power, an internal combustion engine that produces motive power by fuel, and an electrical generator that is driven by the internal combustion engine, the vehicle driving apparatus being characterized in that the drive motor, the internal combustion engine, and the electrical generator are arranged in a vehicle width direction of the vehicle in order of the drive motor, the internal combustion engine, and the electrical generator.

Abstract: A power train support structure includes a first front side frame disposed on one of left and right sides of a power train; a second front side frame disposed on the other of the left and right sides of the power train, and being greatly away from the power train with respect to the first front side frame; a mounting bracket having one of left and right ends connected to the power train; and a connecting member for connecting the mounting bracket and the second front side frame. The mounting bracket includes a front fixing portion and a rear fixing portion to be fixed to the power train. A strength of the front fixing portion and the rear fixing portion is set to such a strength that the rear fixing portion is broken by a collision load from a front side, and the front fixing portion is not broken.

Abstract: A gear train for first gear, a gear train for another specified forward gear and a gear train for reverse gear are arranged in order from the opposite side to an engine. A synchronizer for reverse gear is arranged on a first countershaft between a first driven gear of the gear train for reverse gear and a driven gear of the gear train for first gear. The synchronizer for reverse gear connects the first driven gear of the gear train for reverse gear and the driven gear of the gear train for first gear when a reverse shift is selected. Accordingly, the manual transmission which can shorten its axial size can be provided.

Abstract: The present invention is directed to a transmission capable of minimizing the number of speed-change driven gears on a first countershaft to ensure a layout space in an engine compartment of a vehicle, and reducing a driving torque to be applied to a second countershaft to facilitate downsizing of the transmission. In the transmission, the first countershaft 2 is arranged at a position above an input shaft 1, and a first-speed driven gear 14 and a second-speed driven gear 24 are provided on the first countershaft 2.

Abstract: A gear train for first gear, a gear train for another specified forward gear and a gear train for reverse gear are arranged in order from the opposite side to an engine. A synchronizer for reverse gear is arranged on a first countershaft between a first driven gear of the gear train for reverse gear and a driven gear of the gear train for first gear. The synchronizer for reverse gear connects the first driven gear of the gear train for reverse gear and the driven gear of the gear train for first gear when a reverse shift is selected. Accordingly, the manual transmission which can shorten its axial size can be provided.

Abstract: The present invention is directed to a transmission capable of minimizing the number of speed-change driven gears on a first countershaft to ensure a layout space in an engine compartment of a vehicle, and reducing a driving torque to be applied to a second countershaft to facilitate downsizing of the transmission. In the transmission, the first countershaft 2 is arranged at a position above an input shaft 1, and a first-speed driven gear 14 and a second-speed driven gear 24 are provided on the first countershaft 2.

Abstract: A first semiconductor chip having a pad electrode on its main surface is disposed on a substrate, and a first wiring film electrically connecting the pad electrode to the substrate is further disposed on the substrate so as to cover the first semiconductor chip. A second semiconductor chip is disposed on the first wiring film. The second semiconductor chip has a pad electrode on its main surface opposite to another surface on which the first wiring film is disposed. A second wiring film electrically connecting the pad electrode to the substrate is disposed on the substrate so as to cover the first semiconductor chip and the second semiconductor chip.

Abstract: A first semiconductor chip having a pad electrode on its main surface is disposed on a substrate, and a first wiring film electrically connecting the pad electrode to the substrate is further disposed on the substrate so as to cover the first semiconductor chip. A second semiconductor chip is disposed on the first wiring film. The second semiconductor chip has a pad electrode on its main surface opposite to another surface on which the first wiring film is disposed. A second wiring film electrically connecting the pad electrode to the substrate is disposed on the substrate so as to cover the first semiconductor chip and the second semiconductor chip.

Abstract: A chip carrier is provided with a carrier base having an opening and being capable of accommodating a chip inside the opening, and an outer lid for closing the opening of the carrier base. The outer lid is engaged with the carrier base when rotated in a space of the carrier base formed over the opening. Hence it is possible to provide a chip carrier that is composed of only a small number of parts, has a relatively simple mechanism, is inexpensive, and facilitates automation of assembling and sharing of test equipment for semiconductor devices, and provides high test efficiency.

Abstract: A manual transmission gear shift mechanism has a plurality of shift rods, each of which is provided with a shift fork and at least two of which are coaxially disposed, a control rod having at least two select arms which selectively engage with the shift rods, and a shift lever for sliding the control rod so as to place the tramsmission into any one of a plurality of gears. The select arms are disposed on the control rod either at specified axial separations along an axis of rotation of the control rod or at specified angular separations around an axis of rotation of the control rod.

Abstract: A transfer apparatus for a vehicle has an input shaft which is connected to pinion shafts so as to rotate together with the pinion shafts in a transfer casing. Pinion gears, provided on the pinion shafts, mesh with first and second differential side gears provided around the input shaft. A first output shaft is formed as a unitary body with the first differential side gear. Since a clutch mechanism is disposed on one side of and beside the first output shaft, the entire transfer apparatus structure is compact in both axial and radial directions of the input shaft. The second differential side gear is connected to a sprocket, which connected to a second output shaft. In order to transfer rotation of either the input shaft or the second differential side gear to the clutch mechanism, either a differential casing or a portion extending from the sprocket is provided so as to connect with the clutch mechanism.

Abstract: A transmission apparatus has a transmission casing which is divided into two parts, namely, a front part casing, shaped generally as a frustum of a cone for forming a front part of the transmission casing and a rear part casing shaped generally as a frustum of a cone, for forming a rear part of the transmission casing. The rear part casing and the front part casing are connected to each other so as to form the transmission casing which has a cross section which gradually decreases from the front to the back of the transmission casing.

Abstract: A transfer apparatus for a vehicle has an input shaft which is connected to pinion shafts so as to rotate together with the pinion shafts in a transfer casing. Pinion gears, provided on the pinion shafts, mesh with first and second differential side gears provided around the input shaft. A first output shaft is formed as a unitary body with the first differential side gear. Since a clutch mechanism is disposed on one side of and beside the first output shaft, the entire transfer apparatus structure is compact in both axial and radial directions of the input shaft. The second differential side gear is connected to a sprocket, which connected to a second output shaft. In order to transfer rotation of either the input shaft or the second differential side gear to the clutch mechanism, either a differential casing or a portion extending from the sprocket is provided so as to connect with the clutch mechanism.

Abstract: A shift lever assembly for an automotive transmission including a lower shift lever for engaging and operating an automotive transmission to select a desired gear stage. An upper shift lever is detachably coupled to the lower lever and serves for manual actuation to effect movement of the lower shift lever. One of the upper and lower shift levers terminates at one end in a shaft. The other of the upper and lower shift levers terminates at one end in a bore into which is received the shaft. The coupling is effected by a fastener that cams and secures the shaft in the bore. The coupling may be easily detached.