Abstract: A drive state control apparatus is applied to a vehicle which has not only a transfer including a multi-disc clutch mechanism but also a changeover mechanism interposed in an axle and which can be switched between 2WD and 4WD. When a 2WD-to-4WD changeover condition is satisfied, the multi-disc clutch is immediately switched from a “decoupled state” to a “coupled state.” Meanwhile, a connecting operation of the changeover mechanism is started upon establishment of a state in which left and right rear wheels have no acceleration slippage, and a state in which rotational speeds of first and second axles on opposite sides of the changeover mechanism are approximately equal to each other. In addition, in the case where the left and right rear wheels have acceleration slippage after the 2WD-to-4WD changeover condition has been satisfied, an E/G output reduction control is executed. Thus, the connecting operation can be performed smoothly.

Abstract: A control apparatus of a hybrid vehicle includes an automatic transmission, a clutch, a motor, a battery, a driving assist control device performing a driving assist control by driving the motor to generate an assist torque, a gear shift assist control device performing a gear shift assist control by driving the motor in response to a decrease of the engine torque caused by the disengagement state of the clutch, an SOC value detection device detecting an SOC value, and a first mode switch device switching an operation mode of the hybrid vehicle from a normal mode in which the driving assist control and the gear shift assist control are performed to a battery power preserving mode in which the driving assist control is prohibited and the gear shift assist control is permitted in a case where the SOC value is equal to or smaller than a first predetermined value.

Abstract: An on-demand-type drive state control apparatus for a vehicle is provided. In the case where acceleration slippage occurs at drive wheels (rear wheels) of a vehicle when a drive system is in a two-wheel drive state, the drive system is switched from the two-wheel drive state to a four-wheel drive state. That is, the maximum transmittable torque of a multi-disc clutch mechanism increases from “0” to a predetermined value. In the four-wheel drive state, the maximum transmittable torque decreases stepwise from the present value by a predetermined value every time the vehicle travels over a predetermined distance in a state in which none of the wheels cause acceleration slippages. That is, the clutch drive current supplied to the multi-disc clutch mechanism decreases gradually (stepwise or in a plurality of steps), and the drive torque distributed to the front wheels (rear wheels) decreases (increases) gradually.

Abstract: An on-demand-type drive state control apparatus for a vehicle is provided. In the case where acceleration slippage occurs at drive wheels (rear wheels) of a vehicle when a drive system is in a two-wheel drive state, the drive system is switched from the two-wheel drive state to a four-wheel drive state. That is, the maximum transmittable torque of a multi-disc clutch mechanism increases from “0” to a predetermined value. In the four-wheel drive state, the maximum transmittable torque decreases stepwise from the present value by a predetermined value every time the vehicle travels over a predetermined distance in a state in which none of the wheels cause acceleration slippages. That is the clutch drive current supplied to the multi-disc clutch mechanism decreases gradually (stepwise or in a plurality of steps), and the drive torque distributed to the front wheels (rear wheels) decreases (increases) gradually.

Abstract: A drive state control apparatus is applied to a vehicle which has not only a transfer including a multi-disc clutch mechanism but also a changeover mechanism interposed in an axle and which can be switched between 2WD and 4WD. When a 2WD-to-4WD changeover condition is satisfied, the multi-disc clutch is immediately switched from a “decoupled state” to a “coupled state.” Meanwhile, a connecting operation of the changeover mechanism is started upon establishment of a state in which left and right rear wheels have no acceleration slippage, and a state in which rotational speeds of first and second axles on opposite sides of the changeover mechanism are approximately equal to each other. In addition, in the case where the left and right rear wheels have acceleration slippage after the 2WD-to-4WD changeover condition has been satisfied, an E/G output reduction control is executed. Thus, the connecting operation can be performed smoothly.

Abstract: A case includes an assembling hole portion and a snap ring preassembled hereto. When fixing a bearing to the case, a first distance between both ends of the snap ring can be expanded within the assembling hole portion. The bearing is used for supporting a rotational shaft of the case. The assembling hole portion includes dual hole portions, which open at respective positions where the both ends of the snap ring can be expanded within the dual hole portions.

Abstract: A vehicle includes a sensor sensing external temperature, a 2WD/4WD switch operated to input an instruction to switch a two-wheel drive state and a four-wheel drive state, a transfer switching mechanical power transfer for the two-wheel drive state and that for the four-wheel drive state, an actuator actuating the transfer, and an ECU controlling the actuator. The ECU determines from a value detected by the sensor a current supplied to the actuator. Preferably, the transfer includes a synchronizer mechanism driven by power generated by the actuator to transfer a drive shaft's rotation to a driven shaft and engage the shafts together when they achieve synchronous rotation.

Abstract: A vehicle includes a sensor sensing external temperature, a 2WD/4WD switch operated to input an instruction to switch a two-wheel drive state and a four-wheel drive state, a transfer switching mechanical power transfer for the two-wheel drive state and that for the four-wheel drive state, an actuator actuating the transfer, and an ECU controlling the actuator. The ECU determines from a value detected by the sensor a current supplied to the actuator. Preferably, the transfer includes a synchronizer mechanism driven by power generated by the actuator to transfer a drive shaft's rotation to a driven shaft and engage the shafts together when they achieve synchronous rotation.

Abstract: A vehicle includes a wheel speed sensor sensing a vehicle speed V, a 2WD/4WD switch operative to input an instruction to switch between a two-wheel driving state and a four-wheel driving state, a transfer and an actuator switching the two-wheel driving state and the four-wheel driving state, and an ECU driving the actuator. The ECU instructs the actuator to switch from the four-wheel driving state to the two-wheel driving state regardless of the switching instruction from the 2WD/4WD switch if the vehicle tows a trailer and runs in the four-wheel driving state when the vehicle speed exceeds a predetermined value. Consequently, it is possible to provide a four-wheel drive vehicle capable of running while towing an object and also avoiding an increase in the size of the peripheral parts of driving wheels.

Abstract: A case includes an assembling hole portion and a snap ring preassembled hereto. When fixing a bearing to the case, a first distance between both ends of the snap ring can be expanded within the assembling hole portion. The bearing is used for supporting a rotational shaft of the case. The assembling hole portion includes dual hole portions, which open at respective positions where the both ends of the snap ring can be expanded within the dual hole portions.

Abstract: A synchronizer ring assembly includes: a synchronizer ring formed with at least one inner peripheral portion; and a hub having an outer peripheral wall at a center of the hub. The synchronizer ring is arranged facing the hub and is coupled with the hub in a spigot manner with the inner peripheral portion of the synchronizer ring being in contact with the outer peripheral wall of the hub.

Abstract: A vehicle includes a sensor sensing external temperature, a 2WD/4WD switch operated to input an instruction to switch a two-wheel drive state and a four-wheel drive state, a transfer switching mechanical power transfer for the two-wheel drive state and that for the four-wheel drive state, an actuator actuating the transfer, and an ECU controlling the actuator. The ECU determines from a value detected by the sensor a current supplied to the actuator. Preferably, the transfer includes a synchronizer mechanism driven by power generated by the actuator to transfer a drive shaft's rotation to a driven shaft and engage the shafts together when they achieve synchronous rotation.

Abstract: A vehicle includes a wheel speed sensor sensing a vehicle speed V, a 2WD/4WD switch operative to input an instruction to switch between a two-wheel driving state and a four-wheel driving state, a transfer and an actuator switching the two-wheel driving state and the four-wheel driving state, and an ECU driving the actuator. The ECU instructs the actuator to switch from the four-wheel driving state to the two-wheel driving state regardless of the switching instruction from the 2WD/4WD switch if the vehicle tows a trailer and runs in the four-wheel driving state when the vehicle speed exceeds a predetermined value. Consequently, it is possible to provide a four-wheel drive vehicle capable of running while towing an object and also avoiding an increase in the size of the peripheral parts of driving wheels.

Abstract: In a shifting device which changes the gear ratio of a synchromesh-type transmission by using an electrically operated or controlled actuator, the actuator is controlled to stabilize or equalize the time durations required for effecting respective synchronizations. A driving signal for each of the synchronization controls is decided in accordance with a relationship between the driving signal to be applied to the actuator and a relative rotation number between an idle gear and a sleeve when the synchronization control is initiated. Prior to each synchronization control, the above relation is corrected based on four variables obtained at the latest synchronization control, including (i) an input rotation number deviation summation &Sgr;&Dgr;Nin, (ii) a synchronization time duration deviation &Dgr;TSYN, (iii) an elapse-time input rotation number deviation &Dgr;dNinP, and (iv) a change grade deviation &Dgr;dNin.

Abstract: A synchromesh-type transmission includes a shift and select shaft axially movable for carrying out a select operation and rotatable for carrying out a shift operation, a plurality of shift fork shafts each provided with a pair of shift heads, and an inner lever fixed to the shift and select shaft. The inner lever is disposed between the pair of shift heads according to the axial moving operation of the shift and select shaft and comes in contact with one of the shift heads according to the rotational moving operation of the shift and select shaft, wherein a shift stage is performed. The inner lever is located at a neutral position according to the rotational operation of the shift and select shaft for the shift operation, wherein no shift stage is performed.

Abstract: A transmission system, including a synchromesh-type transmission, includes an input shaft, a counter gear, an output shaft, an idle gear, a sleeve, a synchromesh mechanism for selecting a predetermined speed-change in response to a synchronizing operation of the sleeve and the idle gear, and a shift actuator for activating the sleeve depending on a shift operation. The transmission system further includes a detecting device for detecting a rotational number changing ratio of the input shaft when a synchronizing operation is performed in accordance with an engaging operation of the sleeve and the idle gear, a controlling device for controlling an operation of the shift actuator depending on an indication from the detecting device, and a converting device for converting an output indicating value to the shift actuator based on characteristics of the shift actuator.

Abstract: A shift actuating control system for a synchromesh-type automatic transmission includes a shift actuator having a driving portion activated depending on a shift operation, a shift fork shaft moving a sleeve of a synchromesh mechanism in an axial direction when engaged with the shift fork, and a driving force transmitting member disposed between the driving portion and the shift fork shaft to transmit the driving force generated by the driving portion to the shift fork shaft. The shift actuating control system for the synchromesh-type automatic transmission further includes a detector which detects the deflection of the driving force transmitting member when the driving portion is activated, and a controller which controls the driving portion depending on the deflection detected by the first detector.

Abstract: A control device for a actuator applied in a transmission includes a maximum electric current value detecting device that detects a maximum electric current value supplied to the actuator. The maximum electric current value detecting device includes a determining unit, an electric current supplying unit, a detecting unit, and a setting unit. The determining unit determines a target electric current value supplied to the actuator, the electric current supplying unit supplies electric current to the actuator on the basis of the target electric current value determined by the determining unit, the detecting unit detects the maximum electric current value actually supplied to the actuator independently of the target electric current value determined by the determining unit, and the setting unit sets the maximum electric current value supplied to the actuator on the basis of the maximum electric current value detected by the detecting unit.

Abstract: A gear shifting control device for varying a gear ratio of a synchromesh transmission which controls an actuator to agree with an actual value of sleeve load in an axial direction with a required value with higher accuracy at a synchronizer of the transmission. A continuously varying driving signal with time is supplied to the actuator when necessary to change the actual value of the sleeve load to the required value different from the current value. A reaching time of the driving signal reaching the value corresponding to the required value to the actuator is determined based on an initial speed which is a speed of the sleeve at start of supplying the driving signal and a vibration cycle when the sleeve load is vibrated in response to the supply of a step signal to the actuator.

Abstract: A gear shifting control device for synchromesh transmission judges whether a gear clash is generated during gear shifting based on gear shifting progress information. If gear clashes occur more frequently than a reference value during a particular shifting mode, then the control device may thereafter skip that shifting mode, if certain conditions are met. The vehicle operator is warned of this event.