Suzuki Patente

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An automatic transmission control device for a hybrid vehicle 1 comprising an engine 2, a motor 4, a transmission 3 that changes a speed of rotation of the engine 2 and transmits the rotation to a drive shaft 11, a clutch 31 that releases or connects power transmission between the engine 2 and the drive shaft 11, and a control unit 8, wherein the control unit 8 changes a releasing speed of the clutch 31 in a clutch releasing process during a speed change of the transmission 3 and causes the motor 4 to output speed-change assist torque at a timing according to an output state of torque of the motor 4 at a start of the speed change of the transmission 3.

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A method and system for shifting between gears in a gearbox of a drivetrain in a vehicle, includes: auto engaging a clutch (31) to provide a torque transfer path from a crankshaft (2A) of an engine (2) to an input shaft (3A) of a gearbox (3) and auto starting an integrated starter generator (ISG) to provide a motor motion to the crankshaft (2A) following determination that a gear shifting block occurs during shifting between gears in the gearbox (3) while the engine (2) is being auto stopped.

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The problem to be solved is to provide a support structure for an electric component that, even when a distance between the electric component installed directly above a transmission case and a transmission is long, can enhance stiffness in support of the electric component with respect to the transmission and can curb vibration of the electric component. The solution proposes a support structure including an inverter (11) installed directly above a transmission case (10), a lower bracket (23) connected to a lower wall (13) of the inverter (11), and a middle bracket (24) connected to the transmission case (10). By connecting the lower bracket (23) and the middle bracket (24), the inverter (11) is connected to the transmission case (10) via the lower bracket (23) and the middle bracket (24).

A vehicle includes a body (2) and a suspension member (10) attached to a lower portion of the body (2) at a vehicle-front side. The suspension member (10) includes: a pair of side rails (11) extending in a front-rear direction of the vehicle; a front cross member (12) that is disposed between the side rails (11) and that extends in a vehicle-width direction; and a pair of connecting members (13) that connects the front cross member (12) and the side rails (11). Each of the connecting members (13) has an upper plate (13U), a lower plate (13L), and a side plate (13S). The upper plate (13U) is joined to an upper face of the side rail (11). The lower plate (13L) is joined to a lower face of the side rail (11). The lower plate (13L) and an upper face of the front cross member (12) are joined together.

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A preliminary braking device 10 includes a following vehicle detection unit 12 configured to detect vehicle speed of a following vehicle 300 following a vehicle 100 and an inter-vehicle distance D to the following vehicle 300, a deceleration area detection unit 14 configured to detect a deceleration area 30 in a traveling lane 31 ahead of the vehicle 100, and a braking activation unit 17 configured to, when the inter-vehicle distance D to the following vehicle 300 is smaller than a predetermined value when the vehicle 100 passes through a position before the deceleration area 30 by a predetermined distance, cause a brake system to activate preliminary braking for generating deceleration smaller than or equal to a predetermined value.

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There is provided an exhaust device that purifies exhaust gas discharged from an engine through an exhaust pipe. The exhaust device includes: a chamber that forms an expansion chamber of the exhaust gas at a downstream side of the exhaust pipe; a partition wall that partitions the expansion chamber into a first expansion chamber and a second expansion chamber; an introduction pipe that enters the second expansion chamber from a downstream end of the exhaust pipe; and a catalyst interposed at an intermediate portion of the introduction pipe in the second expansion chamber. The partition wall is formed with a first opening connecting an outlet of the introduction pipe to the first expansion chamber and a second opening connecting the first expansion chamber to the second expansion chamber, and the second opening overlaps with the catalyst when viewed from a side of the first expansion chamber.

A throttle grip device includes: a throttle grip; an interlocking member including an engaged portion engaged with an engaging portion formed on the throttle grip, and rotating in conjunction with the normal rotation and the reversed rotation of the throttle grip; a first urging unit configured to urge the interlocking member toward the initial position when the throttle grip is subjected to the normal rotation; a second urging unit configured to urge the interlocking member toward the initial position when the throttle grip is subjected to the reversed rotation; a rotation angle detecting unit detecting a rotation angle of the throttle grip by detecting a rotation angle of the interlocking member; and a pressing unit pressing the engaging portion against the engaged portion by an urging force of the second urging unit when the throttle grip is in the initial position.

An oil pan 10 includes an oil pan main body 11 whose bottom wall 14 includes a deep bottom portion 14A and a shallow bottom portion 14B. The shallow bottom portion 14B is arranged adjacent the deep bottom portion 14A in a crankshaft axial direction 4a and located at a higher position than deep bottom portion 14A. The shallow bottom portion 14B connects with the deep bottom portion 14A through a stepped portion 14C. When a specified amount of oil is stored in the oil pan main body 11, the level of the oil lies above the shallow bottom portion 14B. The shallow bottom portion 14B includes a middle bottom section 14D, a front raised bottom section 14E, and a rear raised bottom section 14F. The middle bottom section 14B occupies a central portion of the shallow bottom portion 14B in a direction crossing the crankshaft 4. The front raised bottom section 14E and the rear raised bottom section 14F are arranged on opposite sides of the middle bottom section 14B in the direction crossing the crankshaft 4 and located at a higher position than the middle bottom section. This structure serves to optimize the volume and level of oil stored in the oil pan main body 11 and reduce mechanical vibration of the oil pan main body 11.

[Problem to be Solved] To provide an oil passage structure of an internal combustion engine (1) that can quickly operate an intake-side valve timing adjustment device (15) after starting the internal combustion engine (1), making it possible to reduce exhaust gas and reduce fuel consumption. [Solution] In an oil passage structure of an engine (1), a main oil passage (62) and an exhaust-side head oil passage (64) extend upward toward an exhaust-side cam cap internal oil passage (66) from below the exhaust-side cam cap internal oil passage (66), an intake-side head oil passage (63) includes a first intake-side head oil passage (63A) extending toward an intake-side wall (4B) of a cylinder head (4) from a main oil passage (62) and a second intake-side head oil passage (63B) extending upward from an outer end portion (63a) in a direction in which the first intake-side head oil passage (63A) extends and leading to an intake-side cam cap internal oil passage (65), and the second intake-side head oil passage (63B) is provided with a sensor attachment boss (69) that attaches a hydraulic pressure sensor (70).

[Object] It is to provide a control device of an internal combustion engine capable of efficiently starting the internal combustion engine at a recovery from a fuel cut. [Solution] There are provided: cylinders 5; an intake variable valve mechanism 3A to change valve opening and closing characteristics of intake valves 14 of the cylinders; an exhaust variable valve mechanism 3B to change valve opening and closing characteristics of exhaust valves 24 of the cylinders; and a control unit 51 to perform an exhaust introduction control of respectively closing and opening, while a fuel-supply to the cylinder(s) is stopped, the intake and exhaust valves using the intake and exhaust variable valve mechanisms. If there is an all-cylinders fuel cut request for stopping the fuel-supply to all the cylinders, the control unit introduces a fresh air into all the cylinders and thereafter, performs the exhaust introduction control.

[Object]It is to provide a control device of a vehicle capable of, even in a case where a failure to cause a clutch to be damaged occurs, properly setting a period of time for which the vehicle is allowed to travel with a driver's intention while avoiding a damage of the clutch.[Solution]An ECM sets, when an actuator or TCM malfunctions (YES at step S 1 or step S2), a continuous travel allowable period of time, for which a vehicle is allowed to continuously travel without causing a damage of a clutch, based on a damage risk of the clutch (step S7, step S8). After the set continuous travel allowable period elapses (YES at step S9), the ECM places the vehicle in a predetermined limited-traveling state where an idle torque limitation is performed by which a load to act on the clutch is rendered relatively-small (step S10). In the limited-traveling state, an engine rotation speed is limited to an idling rotation speed or near.

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