Abstract: A lock-up control device controls an engaging force of a lock-up clutch, which shares engine output with a torque converter to transmit it toward an input shaft of a transmission of a car. First, target driving force is produced based on accelerator pedal opening and car velocity. Then, required torque is produced based on a gear ratio and the target driving force. Target engine speed is produced based on the required torque, wherein the target engine speed is set to avoid occurrence of abnormal sounds and abnormal vibrations. Thus, the lock-up clutch is controlled in such a way that real engine speed does not become less than the target engine speed in case of a gear change corresponding to a shift-up operation, for example. Basically, the lock-up clutch is controlled to have engaging force, which is made as maximal as possible to improve fuel efficiency. In other words, the lock-up clutch is controlled to be as tightly as possible.

Abstract: An engine igniting coil device directly attachable to an igniting plug, wherein both primary and secondary coil bobbins have flangeless ends, the secondary coil bobbin has inwardly protruding ribs for coaxially supporting the flangeless end of the primary coil bobbin mounted therein and the secondary coil bobbin also has protrusions formed at its external wall apart from a high-voltage terminal of the secondary coil wound thereon and is coaxially mounted in a coil case by abutting its protrusions on an inner wall thereof, thus eliminating the possibility of damaging the bobbins by a large thermal stress produced in solidified insulating resin in a coil case by a differential thermal shrinkage in an axial direction and preventing a leakage current from a high-voltage side of the secondary coil bobbin to the coil case through a flange-like connection.

Abstract: A lock-up control device is provided to control engaging force of a lock-up clutch, which shares engine output with a torque converter to transmit it toward an input shaft of a transmission. Herein, input shaft torque is estimated based on engine speed and engine intake negative pressure, while engine torque is estimated based on engine speed and throttle opening. A weight coefficient is produced based on an amount of variations of the engine torque when the amount of variations is greater than a prescribed value. Then, weighted mean engine torque is calculated by the input shaft torque and engine torque in accordance with the weight coefficient. Thus, the lock-up control device controls the lock-up clutch based on the weighted mean engine torque in such a way that the engaging force of the lock-up clutch is increased in response to the rise timing of the weighted mean engine torque.

Abstract: An engine igniting coil device adapted to be mounted in a cylindrical bore of an engine and directly connected with an ignition plug therein has a coil case containing an igniting coil assembly and made of conductive magnetic material which is held at the ground potential level, thus preventing a decrease of output factor of the igniting coil of produced magnetic flux when spreading about and passing through a cylinder head of the engine and eliminating the possibility of leakage discharge from a high-voltage portion of the igniting coil assembly to the coil case and the cylinder head.

Abstract: Even if a rotational speed of an engine has already increased due to slipping of a fluid torque converter at the time of start of downshifting, a smooth downshifting is performed. For that purpose, there is obtained a speed change developing degree function K(etrm) of the rotational speed of the engine at the time of start of downshifting, the developing degree being dependent on an increase in the rotational speed of the engine due to slipping in the fluid torque converter. The function K(etrm) is obtained with a speed ratio "etrm" of the fluid torque converter at the time of starting of downshifting as a parameter. A boosting correction value QDNOFFZ is computed by multiplying a reference correction value QDNOFFZO by K(etrm) (step S108-5). The hydraulic pressure of the hydraulic engaging element on the disengaging side during downshifting is boosted by the amount of QDNOFFZ (step S108-6).

Abstract: In order to improve the fuel consumption by maintaining the lock-up clutch as tightly as possible during the down-shift operation, a lock-up clutch control apparatus is provided.

Abstract: A control system for an internal combustion engine for a vehicle operable during gear shifting of the automatic transmission effected when the accelerator pedal of the vehicle has been depressed, for changing the output torque of the engine to reduce a shock generated during the gear shifting. Required output torque of the engine for performing the gear shifting is calculated based on a gear shifting duration from the time the gear shifting is started to the time hydraulic pressure for operating a clutch of a lower-speed position of the clutches to be selected by the gear shifting rises. A torque correction amount is calculated based on the difference between the calculated required output torque of the engine and the actual output torque of the engine assumed during the gear shifting. When the gear shifting is started, the output torque of the engine is increased based on the calculated torque correction amount.

Abstract: A control system for an internal combustion engine for a vehicle. Upon starting of gear shifting of an automatic transmission of the engine, which increases the change gear ratio of the automatic transmission, the output torque of the engine is increased to reduce a shock generated during the gear shifting. Retrogression of the gear shifting in the inertia phase of the automatic transmission is detected, and when the retrogression is detected, the output torque of the engine is additionally increased. A control amount for additionally increasing the output torque of the engine is calculated, and the timing of termination of the additional increasing of the output torque of the engine is detected.

Abstract: In an engine igniting coil device comprising an ignition coil assembly potted integrally in a coil case by injecting melted insulating resin, a secondary coil is formed on a coil bobbin by bank winding an element wire in layers of wire turns one over another at a certain bank angle in an axial direction on the bobbin and by slope-winding of layers on the end portion of the bobbin by tapering the coil (by reducing the number of layers therein) in the winding direction. This allows setting a dielectric strength of interlayer insulation of the secondary coil according to a potential distribution therebetween, which is secured by forming an insulation resin layer of a reduced thickness between the coil case and the secondary coil of the secondary coil bobbin, thus realizing a compact engine-igniting coil device.

Abstract: An output torque control system for an internal combustion engine for a vehicle is responsive to a stepping-on amount of the accelerator pedal, for controlling output torque from the engine. Upon detection of an operation for starting the vehicle, the output torque from the engine is inhibited from being controlled to an increased value in response to the stepping-on amount of the accelerator pedal over a predetermined time period. It is determined that the operation for starting the vehicle has been carried out, when the accelerator pedal has been stepped on and a change in the shift position of the automatic transmission has occurred.

Abstract: In order to simply and decently cover the clearance between the vehicle panel and the roll bar or support strut thereof, which extends through the vehicle panel, notches 12.sub.1 and 13.sub.1 in elements of a roll bar strut cover 10 formed in a foldable plate member made of resin are, by folding, made to form a circular enclosure, without any clearance, about a roll bar or strut thereof which is secured to a vehicle frame and which extends outside from an opening 9.sub.1 in a vehicle panel 9. A trim member 15 is mounted to the vehicle panel 9 from above the cover 10 such that the cover 10 is sandwiched between the trim member 15 and an upper surface of the vehicle panel 9. Even if there is a slight error in the mounting position of the roll bar strut 5, the strut cover 10 can move to follow the roll bar strut 5 and therefore, no clearance is generated between the cover 10 and the strut 5.

Abstract: An output torque control system for an internal combustion engine for a vehicle is operable during an upshift of an automatic transmission of the engine to increase the output torque from the engine, based on a control amount for increasing the output torque, to reduce a shock generated by the upshift. During the upshift of the automatic transmission, a slip amount of one of a plurality of clutches of the automatic transmission which is selected for the upshift is compared with a predetermined value. A calculation is made of a value of the control amount assumed when the slip amount of the one clutch becomes equal to the predetermined value, as a result of the comparison. The control amount is limited to the calculated value when the slip amount exceeds the predetermined value, as a result of the comparison.

Abstract: A control system for an internal combustion engine with an automatic transmission having a torque converter, and a lock-up device. When gear shifting of the automatic transmission is carried out, the output torque of the engine is increased so as to reduce a shock caused by the gear shifting. The engaging force of the lock-up device is changed in response to the increase of the output torque.

Abstract: An automatic transmission of an automotive vehicle is set into a neutral position in response to a command instructing gear shifting of the automatic transmission when release of an accelerator pedal of the vehicle is detected. The automatic transmission has a plurality of speed clutches. The opening of a throttle valve arranged in an intake passage of an internal combustion engine installed on the vehicle is controlled such that the rotational speed of an input side of one of the speed clutches to be selected for the gear shifting and the rotational speed of the one of the speed clutches becomes substantially equal to each other when the automatic transmission is held in the neutral position. The one of the speed clutches is engaged upon detection that the rotational speed of the input side thereof and the rotational speed of the output side thereof becomes substantially equal to each other.

Abstract: A control system for an internal combustion engine for an automotive vehicle increases the output torque of the engine during an upshift of the automatic transmission so as to reduce a shock generated during the upshift. Time periods are measured over which respective speed clutches of the automatic transmission have been disengaged. The timing of increasing the output torque of the engine during the upshift of the automatic transmission is changed, based on one of the time periods measured over which one of the speed clutches of the automatic transmission to be selected for the upshift has been disengaged.

Abstract: A control system for an internal combustion engine for a vehicle has an automatic transmission. The control system is operable during gear shifting of the automatic transmission, for changing output torque of the engine to reduce a shock generated during the gear shifting. During gear shifting in which a change gear ratio of the automatic transmission is to be increased, upon stepping-on of the accelerator pedal of the vehicle, the output torque of the engine is increased by a first predetermined amount based on an operating condition of the vehicle when an increase occurs in the rotational speed of the engine due to the gear shifting. After the output torque of the engine is increased by the first predetermined amount, the output torque of the engine is decreased by a second predetermined amount based on the operating condition of the vehicle.

Abstract: An upshift of an automatic transmission of an automotive vehicle is carried out when a sudden decrease in a stepping-on amount of an accelerator pedal of the vehicle is detected. The opening of a throttle valve arranged in an intake passage of an internal combustion engine installed on the vehicle is closed when the stepping-on amount of the accelerator has increased during the upshift after the sudden decrease in the stepping-on amount. Engagement of one of speed clutches of the automatic transmission to be selected for the upshift is started upon the closing of the throttle valve. Control of the opening of the throttle valve in response to the stepping-on amount of the accelerator pedal is started after the rotational speed of the output side of the one of the speed clutches and the rotational speed of the input side of the same become substantially equal to each other through the engagement of the one of the speed clutches.

Abstract: In a control system for controlling motor vehicles in such a manner that the drive force of the vehicle is determined by the accelerator pedal stroke and the vehicle speed, the fuel consumption is minimized by appropriately selecting the gear ratio of the power transmission system under each current operating condition. In particular, the present invention accounts for the slip ratio of the lock-up clutch as well as the transmission efficiency of the torque converter by noting the fact that the lock-up clutch operates under semi-tight conditions as well as under tight and loose conditions.

Abstract: A liquid-immersion type objective lens system for microscopes comprising a first lens unit which comprises a plano-convex lens component or a plano-convex lens component having a cemented surface strongly convex on the image side and a positive lens component, a second lens unit which has a positive refractive power, and comprises a cemented surface having a strongly negative refractive power and allows a converging light bundle to emerge therefrom, and a third lens unit having a negative refractive power. The object system is configured so as to be capable of correcting variations of aberrations by moving the second lens unit relative to the first lens unit and the third lens unit in accordance with a thickness of a cover glass plate used in combination with the objective lens system.

Abstract: A resin composition having excellent paint coatability containing (a) 50-80 weight % of a multi-stage polymerized propylene-ethylene block copolymer consisting essentially of (i) a propylene homopolymer portion, (ii) a propylene-ethylene random copolymer portion, and (iii) an ethylene homopolymer portion, (b) 20-40 weight % of an ethylene-.alpha.-olefin copolymer elastomer, and (c) 20 weight % or less of an inorganic filler, components in the components (a) and (b), which are soluble in p-xylene at a room temperature, having a number-average molecular weight of 4.times.10.sup.4 or more and a weight-average molecular weight of 20.times.10.sup.4 or more.