Abstract: An oil passage structure of a chain-driven oil pump includes three lines of oil passages for supplying oil from the center support to the torque converter, a first oil passage for supplying oil to the torque converter through the inside of an input shaft of the torque converter, a second oil passage for supplying oil to the torque converter through a space defined by the outer periphery surface of the input shaft and the inner periphery surface of a stator shaft, and a third oil passage for supplying oil to the torque converter by bypassing the drive sprocket. The third oil passage is provided on the outer periphery side of the drive sprocket and in a position where it does not interfere with the operation of a chain. Accordingly, it is possible to utilize the flex lock-up to a maximum extent, and to reduce the diameter of the sprocket.

Abstract: An oil pump includes a first spill passage formed on a side surface (60) of a pump chamber (58) to communicate a hydraulic pressure chamber (54) with a first high pressure discharge passage (68) when the entire hydraulic pressure chamber (54) is positioned between the first high pressure discharge passage (68) and a first low pressure discharge passage (70). Therefore, when the hydraulic pressure chamber (54) passes between the first high pressure discharge passage (68) and the first low pressure discharge passage (70), the hydraulic pressure inside the predetermined hydraulic pressure chamber (54) escapes to the first high pressure discharge passage (68) through a first spill passage (76), so a hydraulic pressure value inside the hydraulic pressure chamber (54) is maintained at the pressure value inside the first high pressure discharge passage (68).

Abstract: A hydraulic device includes a switch-over valve 1140 provided at a section of a sub-passage 1105 located downstream of a location where a first bypass passage 1117 is connected and located upstream of a primary regulator 1110. The switch-over valve 1140 is switched between a blocked state, where supply of hydraulic oil to a section of the sub-passage 1105 located downstream of the switch-over valve 1140 is blocked, and a communication state, where supply of hydraulic oil to the section of the sub-passage 1105 located downstream of the switch-over valve 1140 is permitted. In the hydraulic device, when the switch-over valve 1140 is switched to the communication state, as a discharge performance of a main pump 1102 increases, a first check valve 1118 closes. Supply paths for hydraulic oil discharged from the sub-pump 1103 are automatically switched in accordance with the discharge performance of the main pump 1102.

Abstract: An automatic transmission device for an automobile includes a torque converter accommodated in a torque converter housing, a stator shaft supporting a stator of the torque converter, a torque converter housing, a stator shaft supporting a stator of the torque converter, a torque converter sleeve provided concentrically with the stator shaft and coupled with an inner periphery side of an impeller shell of the torque converter, a first bearing provided between an inner peripheral surface of the torque converter sleeve and an outer peripheral surface of the stator shaft, and a second bearing provided between an outer peripheral surface of the torque converter sleeve and an inner surface of the torque converter housing.

Abstract: A vehicular power transmitting system including an oil pump constructed to sufficiently reduce a required drive torque. A high-pressure-port discharge amount of first and second high-pressure passages of the oil pump is determined such that an amount of consumption of working oil of relatively high pressure can be afforded only by the high-pressure-port discharge amount, during steady-state running of a vehicle in which engine speed is not lower than a predetermined threshold value corresponding to a predetermined lowest target input shaft speed of a continuously variable transmission for its shifting control. The pressure of the working oil discharged from first and second low-pressure discharge passages is kept at a predetermined low level, and the required drive torque of the oil pump is sufficiently reduced.

Abstract: A conveyance seat is provided that includes: a folding mechanism that performs a folding operation for folding the headrest forward; a first receiving portion that receives a first operation when folding only the headrest forward; a second receiving portion that receives a second operation when storing the conveyance seat; a first driving portion that drives only the folding mechanism by the first operation received by the first receiving portion to permit the folding mechanism to perform the folding operation; and a second driving portion that drives the folding mechanism along with the movement of at least one of the seat cushion and the seatback to the storing position permitting the folding mechanism to perform the folding operation when the second receiving portion receives the second operation, wherein the folding mechanism, the first driving portion, and the second driving portion are all attached to the seatback frame provided inside the seatback.

Abstract: Disclosed is a vehicle seat device configured so that the seat cushion can be suitably held at a raised position and that side links are compact. A vehicle seat device is provided with a movement mechanism (41) capable of moving the seat cushion (24) between a seating position and a stowed position. The movement mechanism is provided with: a cross member (52) provided to the seat cushion; left and right, front support brackets (53, 54) provided to the vehicle body floor (12); left and right, side links (55, 56) rotatably connected to the left and right, front support brackets and rotatably connected to the cross member; and a guide link (57) which has first guide support shafts (71a, b) rotatably provided in front of the rotation support shafts (67, 75) of the side links and which also has a second guide support shaft (71e) rotatably provided to the cross member.

Abstract: An exhaust gas purifying catalyst device, which can have high durability against vibration and high temperatures, can be configured to suppress the peeling of the catalyst layer from the catalyst carrier member during use. Additionally, the metallic catalyst can be easily recovered after use. According to the present disclosure, an exhaust gas purifying catalyst device can comprise a catalyst carrier member on which metallic catalyst for exhaust gas purification can be carried characterized in that the catalyst carrier member can be formed of a sheet-like catalyst carrier made by a wet paper-making method, and that the metallic catalyst can be carried as a catalyst layer on surfaces of the sheet-like catalyst carrier after the sheet-like catalyst carrier has been baked.

Abstract: A catalyst can be manufactured using a method which can include preparing a first aqueous solution including zirconium, filling the pores of the porous alumina with the aqueous solution by a pore-filling method using the capillary phenomenon, forming a zirconia layer in the pores of the porous alumina, preparing a second aqueous solution including noble metals, filling the pores of the porous alumina with the second aqueous solution by a pore-filling method using the capillary phenomenon, and drying and baking the porous alumina to carry the noble metals in the pores of the porous alumina formed with a zirconia layer.

Abstract: In a vehicular belt-driven continuously variable transmission, belt squeezing force is inhibited from becoming excessive and a safety factor, with respect to belt slip, of belt squeezing force applied to a transmission belt (48) is reduced to a value that is less than or equal to 1.5 by reducing a pressure receiving area (SOUT) of an output side hydraulic cylinder (46c). As a result, a centrifugal hydraulic pressure canceller chamber on a secondary pulley side (46) can be eliminated thus simplifying the structure of the vehicular belt-driven continuously variable transmission, while belt squeezing force can be appropriately controlled.

Abstract: A vehicular power transmitting system including an oil pump constructed to sufficiently reduce a required drive torque. A high-pressure-port discharge amount of first and second high-pressure passages of the oil pump is determined such that an amount of consumption of working oil of relatively high pressure can be afforded only by the high-pressure-port discharge amount, during steady-state running of a vehicle in which engine speed is not lower than a predetermined threshold value corresponding to a predetermined lowest target input shaft speed of a continuously variable transmission for its shifting control. The pressure of the working oil discharged from first and second low-pressure discharge passages is kept at a predetermined low level, and the required drive torque of the oil pump is sufficiently reduced.

Abstract: An oil pump includes a first spill passage formed on a side surface (60) of a pump chamber (58) to communicate a hydraulic pressure chamber (54) with a first high pressure discharge passage (68) when the entire hydraulic pressure chamber (54) is positioned between the first high pressure discharge passage (68) and a first low pressure discharge passage (70). Therefore, when the hydraulic pressure chamber (54) passes between the first high pressure discharge passage (68) and the first low pressure discharge passage (70), the hydraulic pressure inside the predetermined hydraulic pressure chamber (54) escapes to the first high pressure discharge passage (68) through a first spill passage (76), so a hydraulic pressure value inside the hydraulic pressure chamber (54) is maintained at the pressure value inside the first high pressure discharge passage (68).

Abstract: In a hydraulic control system for a transmission, line pressure Pl is adjusted in accordance with a second solenoid pressure Psls if the ratio of a first sheave pressure Pin with respect to a second solenoid pressure Psls is equal to or less than the gain ?. If not so, the line pressure Pl is adjusted in accordance with the first sheave pressure Pin. Consequently, the gain ? of the first sheave pressure Pin with respect to a first solenoid pressure Pslp at a first sheave pressure adjustment valve 16 and the gain ? of a second sheave pressure Pout with respect to the second solenoid pressure Psls at a second sheave pressure adjustment valve 17 can be individually set while the line pressure Pl can be suppressed to the substantially requisite minimum in the entire control region.

Abstract: An oil pressure control device includes a plurality of solenoid valves, and a foreign matter discharge unit which carries out foreign matter discharge treatment for a treatment period composed of a first period T1 in which a current smaller than a predetermined value is supplied to one of the solenoid valves and a second period T2 in which a current equal to or larger than the predetermined value is supplied to the one of the solenoid valves, and makes timings for varying the current values different from one another so as to start supplying a current equal to or larger than the predetermined current value to another one of the solenoid valves at the beginning of the first period T1, and to start supplying a current smaller than the predetermined value to the another one of the solenoid valves at the beginning of the second period T2.

Abstract: A hydraulic control system of continuously variable transmission includes: a first sheave pressure regulating valve (17) that regulates a line pressure (Pl), which is used for hydraulic control as a source pressure, to obtain a first sheave pressure (Pin); a fail-safe valve (19) that selects and outputs any one of the first sheave pressure (Pin) or a fail-safe hydraulic pressure (second sheave pressure Pout) that is applied to a drive pulley (21) at the time of a failure due to an excessive first sheave pressure (Pin) to the drive pulley (21); and an orifice (25) that is provided in an oil passage (24) between the fail-safe valve (19) and the drive pulley (21). Then, a hydraulic pressure in the oil passage (24) on the drive pulley (21) side of the orifice (25) is supplied to the first sheave pressure regulating valve (17) as a feedback pressure.

Abstract: A catalyst support can be produced by undergoing solution-preparation step S1, solution-filling step S2, drying step S3, calcination step S4, and firing step S5. The catalyst support or catalyst can include magnesium aluminate (MgAl2O4) having a specific surface area of 80 to 150 m2/g and a pore volume of 0.45 to 0.65 ml/g, the magnesium aluminate capable of having a precious metal supported thereon.

Abstract: A hydraulic control system of continuously variable transmission includes: a first sheave pressure regulating valve (17) that regulates a line pressure (Pl), which is used for hydraulic control as a source pressure, to obtain a first sheave pressure (Pin); a fail-safe valve (19) that selects and outputs any one of the first sheave pressure (Pin) or a fail-safe hydraulic pressure (second sheave pressure Pout) that is applied to a drive pulley (21) at the time of a failure due to an excessive first sheave pressure (Pin) to the drive pulley (21); and a first regulator valve (12) and a second regulator valve (13) that regulate the line pressure (Pl). An output pressure (Psf) of the fail-safe valve (19) is supplied to the first and second regulator valves (12 and 13) in a feedback manner as a drive pulley (21) side hydraulic pressure to thereby regulate the line pressure (Pl).

Abstract: A hydraulic pressure control apparatus includes a primary regulator valve that regulates a pressure discharged from an oil pump to form a line pressure that is used as an original pressure for a hydraulic pressure that is supplied to each element, and a secondary regulator valve that regulates a hydraulic pressure downstream of the primary regulator valve to form a secondary pressure. Two pilot pressures (first modulator hydraulic pressure, control hydraulic pressure from a duty solenoid) are supplied to the secondary regulator valve. The secondary regulator valve is configured in such a manner that when one of the pilot pressures changes, a change in the one of the pilot pressures is absorbed by the other pilot pressure.

Abstract: A hydraulic device includes a switch-over valve 1140 provided at a section of a sub-passage 1105 located downstream of a location where a first bypass passage 1117 is connected and located upstream of a primary regulator 1110. The switch-over valve 1140 is switched between a blocked state, where supply of hydraulic oil to a section of the sub-passage 1105 located downstream of the switch-over valve 1140 is blocked, and a communication state, where supply of hydraulic oil to the section of the sub-passage 1105 located downstream of the switch-over valve 1140 is permitted. In the hydraulic device, when the switch-over valve 1140 is switched to the communication state, as a discharge performance of a main pump 1102 increases, a first check valve 1118 closes. Supply paths for hydraulic oil discharged from the sub-pump 1103 are automatically switched in accordance with the discharge performance of the main pump 1102.

Abstract: A hydraulic control system of a vehicle power train having a belt-type continuously variable transmission, and a hydraulic lock-up clutch, includes: a line pressure control valve; first and second control valves; first, second and third electromagnetic valves; and a fail-safe valve. The fail-safe valve is switched to a fail position in which a line pressure is supplied to one of a drive pulley and a driven pulley when a rapid deceleration state is likely to occur in the belt-type continuously variable transmission, the fail-safe valve is switched to a normal position in which a hydraulic pressure output from the first control valve is supplied to the one of the drive pulley and the driven pulley during times other than the above, and the fail-safe valve is switched by a combination of a hydraulic pressure controlled by the second electromagnetic valve and a hydraulic pressure controlled by the third electromagnetic valve.