Jatco Corporation

Mazda Motor Corporation

Nissan Motor Company Limited

Kazuo Oguri

Kenichi Watanabe

Kazuaki Aota

Yukiyoshi Inuta

Takayuki Okuda

Takayoshi Urushibata

Shoji Sugaya

Takeo Hiramatsu

Rico Resch

Mirko Leesch

Joerg Mueller

Naoki Kobayashi

Akihiro Yamamoto

Toshio Yamaguchi

Katsunori Yamashita

Ikuo Okamoto

Kazuhiko Yokoyama

Masao Arimatsu

Toshiaki Segawa

Tsuyoshi Sugihara

Morio Kiuchi

Yoshiaki Hatano

Toru Takeuchi

Jun Shinozaki

Takuya Yamazaki

Takashi Fujioka

Hideo Kawamatsu

Toshiyuki Okamoto

Atsushi Yamada

An automatic transmission for an electric vehicle includes: a belt type continuously variable transmission mechanism; a constantly meshed parallel shaft type gear transmission mechanism which is connected to an output portion of the belt type continuously variable transmission mechanism, and which has a plurality of shift stages; an input gear which is disposed to the input shaft to be rotated relative to the input shaft, and which is drivingly connected to one of a plurality of shift gears fixed to an output side shaft of the constantly meshed parallel shaft type gear transmission mechanism; and an engaging clutch mechanism which is disposed to the input shaft, and which selectively connects one of the input portion of the belt type continuously variable transmission mechanism and the input gear to the main electric motor.

Automatic transmission for electric vehicle

An automatic transmission for a vehicle includes: the input shaft being constantly connected to the second element, arranged to be connected to the second sun gear by an engagement of the first clutch, and arranged to be engaged with the third sun gear by an engagement of the second clutch, the output member being constantly connected to the second ring gear, the first element being arranged to be fixed to the stationary portion by an engagement of the first brake, the third element being constantly connected to the second pinion carrier, and arranged to fixed to the stationary portion by an engagement of the second brake, and the third sun gear being arrange to be fixed to the stationary portion by an engagement of the third brake.

Automatic transmission for vehicles

The first planetary gear set is configured to integrally rotate by a first clutch. The first element is coupled with the fifth element. The second element is configured to be locked through a first brake to a stationary section and configured to be coupled through a second clutch with the ninth element. The third element is coupled with the input shaft. The fourth element is configured to be coupled through a third clutch with the ninth element. The sixth element is locked to the stationary section. The seventh element is configured to be locked through a second brake to the stationary section. The eighth element is coupled with an output shaft. The ninth element is coupled with the twelfth element. The tenth element is configured to be coupled through a fourth clutch with the output shaft. The eleventh element is coupled with the input shaft.

Automatic transmission for vehicle

An automatic transmission includes a continuously variable transmission mechanism, a planetary gear mechanism, a clutch causing an input shaft and a first rotation element to be engaged, a coupling member which transmits rotation of the input shaft to the first rotation element, and a brake which locks rotation of a third rotation element. The input shaft is coupled to an input unit. An output shaft is coupled to a second rotation element An output unit is coupled to a fourth rotation element. The constant speed ratio of the coupling member is so set that a rotation direction of the output shaft relative to the fourth rotation element changes from a forward direction to a reverse direction according to a change in a speed ratio of the continuously variable transmission mechanism when the clutch is engaged and the brake is released.

Automatic transmission

An automatic transmission includes: a Ravigneaux planetary gear set; first to fifth friction engagement elements; the first friction engagement element, the second friction engagement element, and the fifth friction engagement element being disposed on a front side which is nearer to the driving source than the output member, the third friction engagement element and the fourth friction engagement element being disposed on a rear side which is farther from the driving source than the output member, and a first drum member that includes an inner circumference on which the second friction engagement element is disposed, and an outer circumference on which the fifth friction engagement element is disposed, and that is connected with a front carrier plate located at a front end portion of the common carrier.

To disable engine braking so as to act at a given shift stage in a D range selected manually, and to enable engine braking so as to act at the given shift stage in an L range, an automatic transmission includes first and second meshing mechanisms. The transmission further includes a one-way clutch, a first linkage for meshing the first meshing mechanism in synchronism with N-to-D movement, and a second linkage for meshing the second meshing mechanism in synchronism with D-to-L movement. A rotating part permits a driving force to be transmitted from an input member via the one-way clutch with the first meshing mechanism meshed in the D range and permits a driving force to be transmitted from the input member, without transmitting via the one-way clutch, with the first and second meshing mechanisms each meshed in the L range.

An automatic transmission including a Ravigneaux planetary gear unit, an input member, an output member disposed on one side of the Ravigneaux planetary gear unit, five friction elements disposed on the other side of the Ravigneaux planetary gear unit, and a partition member cooperating with an automatic transmission case to define a transmission chamber in which the output member, the Ravigneaux planetary gear unit, and the respective friction elements are accommodated. The output member is supported on a cylindrical portion extending from the partition member toward the Ravigneaux planetary gear unit in an axial direction of the input member.

An automatic transmission includes: a first planetary gearset including a first sun gear, a first ring gear, and a first pinion carrier; a second planetary gearset including a second sun gear, a second ring gear, and a second pinion carrier; an input shaft constantly coupled to the first sun gear; an output shaft constantly coupled to the second pinion carrier; a first rotary member constantly connecting the first ring gear and the second sun gear; a first friction element selectively connecting the first sun gear and the second ring gear; a second friction element selectively connecting the first pinion carrier and the second ring gear; a third friction element selectively interrupting a rotation of the first pinion carrier; and a fourth friction element selectively interrupting a rotation of the first rotary member, the automatic transmission attaining first to fourth forward speeds and one reverse speed.

An automatic transmission includes a first planetary gear set including first to third rotating elements; a second planetary gear set including fourth to sixth rotating elements; a third planetary gear set including seventh to sixth to ninth rotating elements; an input shaft constantly connected with the first rotating element; an output shaft constantly connected with the second rotating element; and at least five friction elements including a first friction element capable of locking a rotation of the eighth rotating element, a second friction element configured to selectively connect the second rotating element with the fifth rotating element, a third friction element configured to selectively connect the second rotating element with a second rotating member defined by the sixth and seventh rotating elements, a fourth friction element configured to selectively connect the fifth rotating element with the eighth rotating element, and a fifth friction element configured to selectively connect the first rotating element with the fifth rotating element. The automatic transmission achieves each of at least seven forward speed-ratios and one reverse speed-ratio, by a concurrent engagement of two friction elements which are selected from the five friction elements.

An automatic transmission includes a planetary gear train of first, second, third and fourth planetary gears; an input rotation member connected with a ring gear of the second planetary gear; and a first connection member connecting a carrier of the second planetary gear and a ring gear of the fourth planetary gear. A first rotation sensor senses the rotation speed of the first connection member. A second rotation sensor senses the rotation speed of one rotating element of the first and second planetary gears. A processing section calculates an input speed of the automatic transmission from the rotation speeds sensed by the first and second rotation sensors.

A power transmission mechanism for an automatic transmission, configured to establish seven or more forward speeds and one reverse speed. The power transmission mechanism includes four simple planetary gears, three connection members interconnecting two of the rotating members of the planetary gears, three clutches selectively connectable between two of the rotating members, and four brakes each operable to hold selectively against rotation one of the rotating members.

Power transmission mechanism

A first planetary gear unit is arranged to convert an input rotation from an input shaft to an output rotation whose speed is lower than that of the input rotation. A first unit including second and third planetary gear units is arranged between the first planetary gear unit and the output shaft. The first unit manages the first planetary gear unit's output rotation and provides the output shaft with seven types of rotation which correspond to 6-forward speed and one reverse positions. A second unit is arranged between the first planetary gear unit and the first unit to manage a power transmission therebetween. One of the second and third planetary gear units is of a double ring type, each being meshed with the sun gear and inside and outside ring gears, and a pinion carrier carrying the pinions. The pinion carrier is connected to the output shaft to rotate therewith.

Speed change mechanism of automatic transmission

A vehicle power transmission device comprises a torque converter having an input member adapted to be connected with an engine output shaft and an output member, a multiple stage gear transmission mechanism, and a drive shaft having one end connected with the output member of the torque converter and passing through the gear mechanism. The gear mechanism includes a composite type planetary gear unit. A first clutch is provided and has a clutch drum connected with the drive shaft for connecting one gear unit element with the drive shaft through a one-way clutch, which permits power transmission from the drive shaft to the first sun gear. A second clutch is provided adjacent to the first clutch for connecting the drive shaft with the one element. A first brake is disposed with a brake drum around the second clutch and a brake band for frictional engagement with the brake drum. The first and second clutches can be arranged in the brake drum to provide a compact structure.

Control of a vehicle power transmission

A hydraulic control for an automatic transmission which comprises first and second friction coupling members, a first fluid passage for supplying an operating fluid for coupling the first friction coupling member, a second fluid passage for supplying an operating fluid for coupling the second friction coupling member, and an accumulator having a working chamber fluid-connected with the first fluid passage and comprising a piston and a spring for urging the piston in one direction. The piston is displaced against the spring, when the operating fluid is supplied into the working chamber, to regulate the pressure of the operating fluid for minimizing a shock resulting from the coupling of the first friction coupling members and also to open the second fluid pssage whereby the timing at which the second friction coupling member is coupled is delayed relative to the timing at which the first friction coupling member is coupled.

Growing community of inventors

Hiroshima, Japan

Kazuo Oguri