Abstract: A shift control apparatus for an automatic transmission includes a pre-shift device that operates a predetermined synchromesh, based on a prediction by a predicting device. It thereby couples together a transmission input shaft (with a friction transfer mechanism that has not been used to effect a current gear position) and a transmission output shaft, through a predetermined gear train, and brings them into a standby state. The time when it is determined that the friction transfer mechanism that has not been used to effect of the current gear position has been disengaged is taken as the timing with which the synchromesh coupling operation by the standby control is started, regardless of the completion of the achievement of the current gear position.

Abstract: Provided is an engine control unit which is capable of determining whether or not a sudden change in ETC characteristic has occurred, timely learning the ETC characteristic, and thus suppressing excessive racing of an engine and enhancing torque realizing accuracy thereof, at a time other than the opportunity of a regular air quantity learning in a vehicle having no idle state or a less frequent opportunity of the idle state.

Abstract: A vehicle control device includes an actual drag torque calculating unit, which calculates the drag torque of a power transfer mechanism. A lubricating oil flow rate calculating unit determines the flow rate of lubricating oil according to the actual torque, and a reference drag torque calculating unit calculates a reference drag torque. In addition, a reference lubricating oil flow rate calculating unit calculates a reference lubricating oil flow rate according to the reference drag torque. A correction rate calculating unit then calculates a correction value corresponding to the rate of correction of the lubricating oil flow rate according to the lubricating oil flow rate and reference lubricating oil flow rate. A flow rate correction unit outputs a drive signal to an actuator which controls a lubrication oil flow rate according to the correction rate.

Abstract: A transmission control unit predicts a next gear position when a predetermined gear position is achieved. In accordance with a result of the prediction, the transmission control unit operates a predetermined synchromesh to execute a standby control (pre-shift control). In the standby control, a transmission input shaft connected to a friction transfer mechanism not used for achieving a current gear position and a transmission output shaft are connected to each other via a predetermined gear train, and made standby. The transmission control unit makes different from each other an engagement load of the synchromesh when a connection of the synchromesh is done in accordance with the prediction result and an engagement load of the synchromesh when a connection of the synchromesh is done in accordance with the other condition different from the prediction result.

Abstract: A worsening of drivability is to be kept to a minimum by making a fail-safe control taking the state in the event of failure of a shifting operation into account. When clamping a sleeve to a free rotatable gear and during the period after instructing movement of the sleeve to a clamping position until movement of the sleeve to a predetermined positional range which makes it possible to judge that the sleeve has been clamped to the free rotatable gear, a pushing load for the sleeve is increased if the sleeve is in a fixed state near the balk ring, while if the sleeve is in a fixed state near the free rotatable gear, the sleeve is once returned to a neutral position thereof and is re-clamped to the free rotatable gear. Further, the number of times the sleeve is re-clamped to the free rotatable gear is counted and the use of the free rotatable gear is inhibited in accordance with the counted number of times.

Abstract: A vehicle clutch has a pushing member that is energized against a friction plane and transfers power from a driving power source when it touches the friction plane. The location of the pushing member can be retained even when power is shut off. After a signal from the key switch ends, the control apparatus stops the driving power source and the vehicle, engages the friction transfer mechanism, and then stops the system.

Abstract: A vehicle control unit includes interface software memory means storing an interface software program for connecting an application software program with an OS (operating system) in an internal ROM, a CPU (central processing unit) for performing computation for the application software program and the interface software program, a RAM (erasable memory) storing data such as the result of computation, an I/O unit for extending the control unit, and extending means for communicating memory data through a bus or a LAN. A single-chip micro-computer used in vehicle control permits an increase in input/output points or the addition of functionality, in which case an application software program can continue to be used simply by rewriting the interface software program, without further remanufacturing of the core unit.

Abstract: A controller, control method, and control system for a motor vehicle gear-type transmission enable a friction transmission unit to be controlled to an optimum position according to a particular motor vehicle state or the like. A transmission control unit changes, via at least one parameter that indicates a state of the gear-type transmission or of the vehicle, a position or pressure load at which the pressure member is caused to stand by while the driving shaft of the vehicle is in a stopped state or during changeover of the mesh unit that connects to one of the gear pairs.

Abstract: In a torque assisted automated MT, an assist clutch is controlled to ensure that the transmission torque increase rate is reduced when disengaging a dog clutch while engaging the assist clutch. In a twin clutch type automated MT, in stepped speed change, one of the two clutches as the twin clutch is controlled in such a way that the transmission torque increase rate resulting from engagement is reduced with the passage of time, when disengaging the dog clutch prior to speed change while engaging the clutch corresponding to the input shaft in charge of offsetting the torque interruption.

Abstract: The control apparatus includes a so-called pre-shift means. The pre-shift means operates a predetermined synchromesh based on a result of prediction by a predicting means. It thereby couples together a transmission input shaft with which a friction transfer mechanism having not been used for achievement of a current gear position and a transmission output shaft through a predetermined gear train and brings them into standby state. As the timing with which the synchromesh coupling operation by the standby control is started, the time when it is determined that the friction transfer mechanism having not been used for the achievement of the current gear position has been disengaged is taken regardless of the completion of the achievement of the current gear position.

Abstract: For the purpose of removing an oxide film on the surface of a varying metal electroconductive material used for wiring in a semiconductor device without inflicting damage on a peripheral structure, the oxide film formed on the surface of a metal electroconductive region 12 is subjected to a reducing treatment that is effected by placing the metal electroconductive region 12 in a reducing treatment chamber 22, causing an oxygen pump 30 to introduce into the reducing treatment chamber 22 an inert gas having at least an oxygen partial pressure thereof suppressed to 1×10?13 atmosphere or less and heating the metal electroconductive region 12 with a heating device 25.

Abstract: A worsening of drivability is to be kept to a minimum by making a fail-safe control taking the state in the event of failure of a shifting operation into account. When clamping a sleeve to a free rotatable gear and during the period after instructing movement of the sleeve to a clamping position until movement of the sleeve to a predetermined positional range which makes it possible to judge that the sleeve has been clamped to the free rotatable gear, a pushing load for the sleeve is increased if the sleeve is in a fixed state near the balk ring, while if the sleeve is in a fixed state near the free rotatable gear, the sleeve is once returned to a neutral position thereof and is re-clamped to the free rotatable gear. Further, the number of times the sleeve is re-clamped to the free rotatable gear is counted and the use of the free rotatable gear is inhibited in accordance with the counted number of times.

Abstract: A vehicle characteristics storing apparatus includes a learning correction calculation unit for learning variation in characteristics and performance by chronological aging of an actuator/device, a correction value rewriting judgment unit for judging whether a calculated correction value is written in a control memory included in the actuator/device again or not, a correction value rewriting execution judgment unit for judging rewriting timing when rewriting by the correction value rewriting judgment unit is carried out, and a correction value rewriting execution unit for actually writing the correction value calculated by the learning in the control memory.

Abstract: A vehicle equipped with a motor-operated mechanism that contains a clutch. The pushing member of the clutch is energized against a friction plane by an energizing mechanism and transfers power from a driving power source when it touches the friction plane. The location of the pushing member can be retained even when power is shut off. This structure prevents promotion of deterioration of a diaphragm spring in a state in which the clutch remains disengaged when the key switch is turned off. After a signal from the key switch stops, the control apparatus stops the driving power source and the vehicle, engages the friction transfer mechanism, and then stops the system.

Abstract: A bicycle crank assembly has a right crank crimp-fastened to a crank shaft in such a manner that the external appearance is attractive. The crank shaft has a first and second portions with the second portion being positioned on the right side of the first portion and having a larger diameter than the first portion. The right crank has a sprocket mounting part, a right crank arm part, and an engagement bore formed in the center of the sprocket mounting part. The right crank is crimp-fastened to the crank shaft by installing the second portion of the crank shaft into the engagement bore and pressing the periphery of the engagement bore toward the outside in the axial direction of the crank shaft such that the pressed portion bulges radially inward and an annular space is formed between the crank shaft and the engagement bore.

Abstract: A vehicle control device includes: real drag torque calculating means a1 which calculates the drag torque of a power transfer mechanism; lubricating oil flow rate calculating means a3 which determines the flow rate of lubricating oil according to an real drag torque; reference drag torque calculating means a2 which calculates a reference drag torque as a reference; reference lubricating oil flow rate calculating means a4 which calculates a reference lubricating oil flow rate according to the reference drag torque; correction rate calculating means a5 which calculates a correction value corresponding to the rate of correction of the lubricating oil flow rate according to the lubricating oil flow rate and reference lubricating oil flow rate; and flow rate correction means a7 which outputs a drive signal to an actuator which controls the lubricating oil flow rate according to the correction rate.

Abstract: A clutch mechanism includes: an input rotary member for receiving an input torque; a hub for receiving the torque from the input rotary member; first friction discs held by the hub; second friction discs arranged to be pressed against the first friction discs to achieve a torque-transmitting engagement therebetween; a drum supporting the second friction discs and stopped by the drum support bearing against movement in one axial direction; and an output rotary member for receiving the torque from the drum. Transmission of the torque from the drum to the output rotary member is achieved by a spline coupling therebetween. Axial movement of the drum in one direction is stopped by an end surface of a drum support bearing mounted in a housing. The hub is splined to the input rotary member for axial movement relative to the rotary input member.

Abstract: A transmission control unit predicts a next gear position when a predetermined gear position is achieved. In accordance with a result of the prediction, the transmission control unit operates a predetermined synchromesh to execute a standby control (pre-shift control). In the standby control, a transmission input shaft connected to a friction transfer mechanism not used for achieving a current gear position and a transmission output shaft are connected to each other via a predetermined gear train, and made standby. The transmission control unit makes different from each other an engagement load of the synchromesh when a connection of the synchromesh is done in accordance with the prediction result and an engagement load of the synchromesh when a connection of the synchromesh is done in accordance with the other condition different from the prediction result.

Abstract: The object of the present invention is to provide a compact and inexpensive single-crystal growth apparatus. The single-crystal growth apparatus of the present invention which comprises spheroid mirrors 11, 12, heat sources 13, 14 located at the one foci F1, F2 of the spheroid mirrors 11, 12, a quartz tube 16 enclosing a heating zone 15 of the common focus F0 on the other side, and, in the quartz tube 16, a feed rod 18 supported by an upper crystal drive shaft 17 and a seed crystal rod 20 supported by a lower crystal drive shaft 19. The interfocal distance between the foci F1, F2 and the foci F0 is made 41.4-67.0 mm and the minor axis/major axis ratio of the spheroid mirrors is set to 0.90-0.95.

Abstract: In a torque assisted automated MT, an assist clutch is controlled to ensure that the transmission torque increase rate is reduced when disengaging a dog clutch while engaging the assist clutch. In a twin clutch type automated MT, in stepped speed change, one of the two clutches as the twin clutch is controlled in such a way that the transmission torque increase rate resulting from engagement is reduced with the passage of time, when disengaging the dog clutch prior to speed change while engaging the clutch corresponding to the input shaft in charge of offsetting the torque interruption.