91results about How to "Suppression of abnormal noise" patented technology

A retractable seat device includes a seat body having first and second ends rotatably connected to rear and front legs, respectively, first and second arms, and a link. When the first arm is rotated in a second direction, the rear leg and the front leg connected to the rear leg with the link are unfolded, a rear lock mechanism provided on the rear leg becomes engaged with a first striker provided on the vehicle floor, and then a front lock mechanism provided on the front leg becomes engaged with a second striker provided on the vehicle floor, so that the seat body is supported on the vehicle floor by the rear leg and the front leg. The rear lock mechanism has an interlock structure including a ratchet and a pawl, and the front lock mechanism has a hook lock structure including a hook.

A motor control apparatus has a start control section. When the motor control apparatus receives a motor start command from a host control unit when a motor is in a stop state or a low-speed rotating state where a sensorless control cannot be applied, the control section starts the motor that rotates a vehicle fan by a forced commutation which supplies a pseudo sinusoidal drive signal caused by a complementary PWM control. Thereafter, the motor control apparatus switches over to a sensorless control using a rectangular wave drive signal at an energization angle of lower than 180°.

A damper is provided to suppress the abnormal noise or air noise at the small opening of the damper. The damper includes a wall surface which forms an air flow passage, a stationary portion which extends from the wall surface to the center of a flow passage, and a rotating portion rotatably disposed in the flow passage, having one end in contact with a portion of the stationary portion at a downstream side of an air flow through the flow passage. A curved wall portion as a convex curved surface protruding to the center of the flow passage is formed on a position of the wall surface on which the air flow passing between the one end and the stationary portion impinges.

In order to improve the support rigidity of steering column device parts, a position adjustment device for an electric steering wheel according to this invention is configured such that a steering shaft (2b) and a steering column (5b) are non-extendable, and the members thereof are capable of displacement in a forward and backward direction. Retaining holes (22a) are formed in at least two separate sites at the front and the rear of the upper side of a column holder (31) that holds the steering column (5b), and a slide plate (35), an elastic member (37), and a lid body (38) are provided in each retaining hole (22a). The elastic member (37) causes the slide plate (35) to press the outer circumferential surface of the steering column (5b).

A differential unit which can be arranged in compact as a whole, while a differential limit and a differential lock are appropriately executed. The differential unit is provided with a differential mechanism transmitting from a differential case (45) to a pair of axle shafts a rotational force while allowing a differential rotation, and is provided with a differential limiting mechanism (57) which can limit the differential rotation, and a differential lock mechanism (59) which can lock up the differential rotation. The differential limiting mechanism (57) is provided with a limiting actuator (63) for operation, the differential lock mechanism (59) is provided with a lock actuator (67) for operation, and the limiting actuator (63) and the lock actuator (67) are independently arranged in both sides of the differential case (45).

A two-stage decompression ejector includes a variable throttle mechanism having a first throttle passage for decompressing a fluid and a valve body for changing a throttle passage area of the first throttle passage, a nozzle having therein a second throttle passage for further decompressing the fluid decompressed by the variable throttle mechanism, and a suction portion for drawing a fluid by a suction effect of a high-velocity jet fluid from the nozzle. The formula of 0.07≦Vo×S / vn≦0.7 is satisfied, in which Vo is an intermediate-pressure space volume (mm3) from an outlet of the variable throttle mechanism to an inlet of the second throttle passage, S is a throttle passage sectional area (mm2) of a minimum passage sectional area portion of the second throttle passage, and vn is a flow velocity (mm / s) of the fluid passing through the minimum passage sectional area portion.

A hypocycloid decelerator (70), whereby the revolutions of a flat motor (60) are decelerated and output to a drum, is provided between a drum and the flat motor (60), a rotor shaft part (65) that revolves at the same rotational velocity as that of the flat motor (60) is provided on the same shaft as the drum and on the flat motor (60) side, and a revolution output body (74) that outputs the revolutions of the decelerated flat motor (60) is provided on the same shaft as the drum at the drum side. By providing the rotor shaft part (65) and the revolution output body (74) on the same shaft as the drum, rotational force can be conveyed in both directions, from the rotor shaft part (65) to the revolution output body (74) and from the revolution output body (74) to the rotor shaft part (65). As a result, it is possible to eliminate a magnetic clutch and achieve a drive device that is smaller and more lightweight, and because the wiring and control logic for the magnetic clutch are not needed, the cost of the drive device is also reduced.

A parallel shaft gear mechanism (19a) for a steering assist of the present electric power steering apparatus (1) includes an idle gear (26) rotatably supported via a rolling bearing (39), on an outer peripheral surface (37d) of an intermediate shaft (37) supported by a rack housing (15). The idle gear (26) is arranged in an annular synthetic resin member (43) fixed on the outer peripheral surface (44a) of an outer ring (44) of the bearing (39). On the outer peripheral surface (44a) of the outer ring (44), a regulating portion (53, 53A, 53B, 53C, 53D, 53E, 53F, 53G, 54, 54A, 54B, 54C, 54D, 54E, 54F, 55, 56, 56A, 56B, 59, 59A, and 59B) for regulating relative rotation between the outer ring (44) and the synthetic resin member (43) is arranged. The synthetic resin member (43) is formed in a manner to cover the regulating portion on the outer peripheral surface (44a) of the outer ring (44), as a result of a molding process using a mold.

An energization timing determination circuit corrects a shift contained in a position signal outputted from a position detecting means and supplies energization timing appropriate to drive a motor. A correction amount computation unit computes detection intervals obtained based on position signals outputted from filters, comparators, and a position detection unit during one cycle of electrical angle. The correction amount computation unit thereby determines the duty shift length α and phase shift length β of the position signals. A control circuit corrects energization timing based on the position signals according to the detected shift lengths.

A brake disk mounting surface is ground by bringing it into contact with an annular grinding wheel, while an inner ring having the brake disk mounting surface is rotated around its center axis, in a state where a part of the annular grinding wheel overlaps with a recess over an entire region of the annular grinding wheel in a radial direction, and in a state where a grinding surface of the annular grinding wheel is inclined with respect to the brake disk mounting surface so that a distance between the brake disk mounting surface and the annular grinding wheel grows larger in a direction toward an outer edge of the brake disk mounting surface.

A rotary connector includes a stator housing in which an outer tubular body is erected at an outer edge of a bottom plate having a center hole, an upper rotor having a top plate facing the bottom plate and an inner tubular body facing the outer tubular body, and rotatably mounted on the stator housing, a lower rotor having a tubular portion inserted through the center hole towards the top plate from the bottom plate and fixed to the inner tubular body, and an annular flange protruding radially outward from the tubular portion and faces the bottom plate, and a flexible cable housed within an annular housing space formed between the stator housing and the upper rotor so as to be able to be wound and rewound, and having one end attached to the stator housing and the other end attached to the rotor. An inner edge of the bottom plate is provided with an erected portion erected in an axial direction, and the erected portion is made to face the tubular portion such that an inner peripheral surface of the erected portion becomes a sliding surface of the tubular portion, and the erected portion is arranged between a bottom of the inner tubular body and the annular flange such that axial movement of the upper rotor and the lower rotor is suppressed by the erected portion.

The object of the present invention is to suppress the generation of abnormal noise from a transmission system that occurs when a vehicle is turning. A front wheel output shaft is directly linked with the transmission system, and a rear wheel output shaft is linked to the transmission system via a transfer clutch. When the front wheel output shaft rpm Nf and the rear wheel output shaft rpm Nr separate from each other beyond a specified value (α2) while turning a corner, and then the accelerator pedal is released and the engine rpm Ne and turbine rpm Nt approach each other beyond a specified value (β2), and then if vibration at a specified vibration frequency appears in the front wheel output shaft rpm Nf (γ2), the duty ratio Rd of the clutch pressure control valve 52 is decreased (δ2). Next, as the duty ratio Rd decreases, when it is determined that vibration in the front wheel output shaft rpm Nf has been eliminated (ε2), normal slip control is restored, and control is performed so that the duty ratio Rd is increased again (ζ2). By doing this, it is possible to suppress vibration of the front wheel output shaft, and thus suppress the generation of abnormal noise from the transmission system.