Nissan Motor Company Limited

Haruyoshi Kumura

Sigeaki Yamamuro

Hiroyuki Hirano

Keiju Abo

Yoshikazu Tanaka

Yoshiro Morimoto

Masaki Nakano

Toshikazu Oshidari

Haruhito Mori

Kazuhisa Sasahara

Takashi Kato

Jun Watanabe

Katsunori Oshiage

Hirofumi Shimizu

Jun Sugihara

Yuji Gotou

A rotor body according to the present invention comprises an annular laminated core of electromagnetic steel sheets defining therein a plurality of apertures in which permanent magnets are to be fixed, respectively, and a cylindrical core support to support the core, wherein the laminated core and the core support are joined to each other by brazing.

Rotor body and production method thereof

In a toroidal type continuously variable transmission, a pair of power rollers are operatively interposed between input and output discs. Each power roller includes a power inner roller frictionally engaged with the input and output discs, a power outer roller receiving an axial load applied to the power inner roller from the input and output discs, a ball bearing operatively interposed between the power inner and outer rollers and a shaft receiving a radial load applied to the power inner roller from the input and output discs. The shaft is a one-body member comprising a first shaft portion on which the power outer roller is coaxially and tightly disposed and a second shaft portion on which the power inner roller is coaxially and rotatably disposed. The power outer roller and the shaft are produced separately. Upon assembly, these two parts are coupled together to constitute an integrated unit.

Toroidal type continuously variable transimission

A pair of friction wheels gripped between an input disk and output disk facing each other on a rotation shaft of a friction wheel continuously variable transmission, are supported by a pair of supporting members each comprising a supporting shaft. An end of the supporting shaft of one supporting member and an end of the supporting shaft of another supporting member are joined by a link. The center of the link is supported free to pivot by a pin. The link supports the supporting member against an outward force exerted by the input disk and output disk on the friction wheels in a direction away from the rotation shaft. The link and supporting shaft are joined by inserting a joint into an engaging hole of the link. The shapes of the outer circumferential surface of the joint and inner circumferential surface of the engaging hole are set so that the force exerted by the joint on the link due to the action of the outward force does not generate a moment assisting inclination when the link inclines.

Link connecting structure of friction wheel continuously variable transmission

A power roller (,C,,D,,C,,D) of a toroidal continuously variable transmission is supported by a pedestal (,) such that it is free to rotate. A first roller bearing (,A) supporting the pedestal (,) in the trunnion (,) against a horizontal load which makes a right angle with an input shaft (,) of the transmission, and a second roller bearing (,B,,C) supporting the pedestal (,) in the trunnion (,) against a vertical load which makes a right angle with the input shaft (,) of the transmission, are provided between the trunnion (,) and the pedestal (,). These roller bearings (,A), (,B), (,C) permit the pedestal (,) to easily displace parallel to the input shaft (,).

Toroidal continuously variable transmission

A control for a continuously variable transmission provides an improved transient performance by restraining proportional and integral terms when an error exceeds a predetermined value range. This is effective in suppressing an overshoot in driver pulley revolution speed in approaching to its target speed. This control is provided with a safeguard against break down of a vehicle speed sensor such that the above mentioned restrain is removed when the vehicle speed indicative signal should drop to zero during running of the vehicle.

Control for continuously variable transmission

A ratio control system for a continuously variable transmission employs proportional and integral control. When an error is greater than a predetermined value, a variation in a component of a shift command signal which is based on an integral control factor is restrained. A shift actuator is operable on the shift command signal to effect shifting in the continuously variable transmission.

Ratio control for continuously variable transmission

Normally a first target value is given and a reduction ratio of the continuously variable transmission is adjusted in such a direction as to bring the actual value into agreement with the first target value. However, when a predetermined heavy load condition on an engine is detected, a second target value is immediately given and the reduction ratio of the continuously variable transmission is adjusted in such a direction as to bring the actual value into agreement with the second target value. Subsequently, when a deviation of the actual value from the second target value becomes less than a predetermined value, a third target value is given and the reduction ratio of the continuously variable transmission is adjusted in such a direction as to bring the actual value into agreement with the third target value.

A reduction ratio control for a continuously variable transmission is provided. In this control, a target value is changed to a new target value in response to deceleration after the motor vehicle has started decelerating, and the reduction ratio change is carried out in such a manner as to decrease a difference between an actual value and the new target value toward zero.

Reduction ratio control for continuously variable transmission

A control system for a continuously variable transmission for a vehicle, includes a hydraulically operable driver pulley, a follower pulley, a transmission V-belt tensioned between the driver and follower pulleys, and means, including a shift actuator and a shift control valve, for hydraulically controlling a reduction ratio between the driver and follower pulleys. In order to provide inproved shift response of the transmission upon depressing an accelerator pedal after a quick brake state of a vehicle where the vehicle wheels are locked, a position of a movable conical disk of the driver pulley which it would assume after initiation of the quick brake state is determined by arithmetic operation, and a shift actuator is driven toward a position thereof corresponding to the position assumed by the driver pulley so that the V-belt is tensioned between the driver and follower pulleys and conditioned to be ready for torque transmission.

Control system for continuously variable transmission

A control system for a continuously variable transmission for an automotive vehicle, including a hydraulically operable driver pulley and follower pulley, a V-belt tensioned between the driver and follower pulleys, and means, including a shift actuator and a shift control valve, for hydraulically controlling a reduction ratio between the driver and follower pulleys by controlling a ratio of hydraulic fluid pressure applied to the driver pulley to hydraulic fluid pressure applied to the follower pulley. According to this control system, the continuously variable transmission is prohibited against effecting downshifting after predetermined conditions have been satisfied after application of the vehicle brake as detected by a brake sensor.

Ratio control for continuously variable transmission for automotive

According to a hydraulic pressure control system for a continuously variable transmission embodying the present invention, a hydraulic fluid pressure supplied to pulleys is increased temporarily during a transient period where the transmission upshifts from a reduction ratio to a smaller reduction ratio as a result of a predetermined movement of a manual selector valve. The level of the hydraulic fluid pressure is allowed to return to the previous low level after the transient period.

Pulley actuating hydraulic pressure control for continuously variable

A transmission is shiftable in a power shift pattern by a control which provides the best acceleration performance when engine load is greater than a predetermined level and with a brake pedal depressed to activate a brake.

Start up control for transmission

After the throttle opening degree has exceeded a predetermined value, a target value in engine speed that varies in correspondance with the throttle opening degree is modified to vary in a second pattern whereby the continuously variable transmission is shifted to a predetermined reduction ratio and then kept operating at the predetermined reduction ratio so as to allow the engine speed to increase with the variation in vehicle speed, thus providing an increased acceleration feel.

Method of controlling continuously variable transmission

The invention provides an apparatus wherein a parameter indicative of the actual position of a shift actuator is reset periodically when the transmission shift to the largest reduction ratio by such operation is prevented when the vehicle speed is greater than a predetermined vehicle speed value, such as 10 km/h.

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Yokohama, Japan

Haruyoshi Kumura