Mazda Motor Corporation

Masanori Sasaki

Masamichi Fujikawa

Kensuke Ueda

Tomotaka Ishizaka

Kyosei Nakashima

Takeyuki Tanaka

Yasuo Miura

Hirokazu Kouno

Shinya Kamada

Toshihisa Marusue

Norio Iwashita

Narifumi Domen

Kazuhiro Yamada

Takayuki Ikemoto

Shinya Okumura

Kazuyuki Shiino

Masashi Morihiro

Kotaro Suzuki

Yuya Takemura

Takashi Miyamoto

Ryohei Hanamure

Atsushi Abe

Sayaka Katayama

Siyuan Tao

Kenta Fukuchi

An automatic transmission includes a brake including a fixed-side cylindrical member spline-coupled to a transmission case, a rotation-side cylindrical member coupled to a given rotating member, a plurality of friction plates disposed between the fixed-side cylindrical member and the rotation-side cylindrical member, and including a fixed-side friction plate configured to be spline-engaged with the fixed-side cylindrical member and a rotation-side friction plate configured to be spline-engaged with the rotation-side cylindrical member, and a piston configured to engage the plurality of friction plates. The automatic transmission further includes a shock absorbing member disposed between a spline part of the transmission case and a spline part of the fixed-side cylindrical member and configured to absorb impact when the fixed-side cylindrical member rotates relative to the transmission case.

Automatic transmission

An automatic transmission is provided, which includes a transmission case having a vertical wall part, a clutch disposed on a first side of the vertical wall part in an axial direction, a given component disposed on the second side of the vertical wall part, and a sleeve having a cylindrical body and a flange part coupled to the second side of the vertical wall part and disposed radially inward of the given component. The hydraulic fluid is supplied to the clutch from radially inward of the clutch through the vertical wall part. An oil supply passage is configured to supply the hydraulic fluid to the radially inward of the clutch through a first oil passage extending in the axial direction via a coupling part between the vertical wall part and the flange part, a second oil passage inside the flange part, and a third oil passage inside the cylindrical body.

A power transmission device is provided, which includes a vibration reducing damper provided on a power transmission path, and a clutch mechanism having a plurality of friction plates, a hydraulic pressure chamber, and a centrifugal balance chamber provided opposed to the hydraulic pressure chamber. The clutch mechanism is provided adjacent to an axial side part of the damper, and an oil drain port for hydraulic fluid supplied to the centrifugal balance chamber of the clutch mechanism is provided at a location radially inward of the damper and axially overlapping with the damper.

Power transmission device

A power transmission device in an automatic transmission includes a friction tightening element (a second brake) having a drum member, and a transmission path constituent member (a third ring gear) coupled to the drum member via a coupling part extending circumferentially along the drum member, the drum member having low-rigidity parts (long holes) provided at a plurality of circumferential positions on the drum member in at least one of portions radially outside and inside the coupling part.

Automatic transmission power transmission device

A friction engagement device of an automatic transmission is provided, which includes a rotational member comprised of at least one of a drum member and a hub member including a spline part engaged with a friction plate to be movable in axial directions of the automatic transmission, and a drive force transmitting part for exchanging a drive force with another rotational element. The drive force transmitting part of the rotational member is made of a ferrous metal. A part of the rotational member other than the drive force transmitting part is made of a clad material containing a first material that is easily joined to the ferrous metal and a second material that is less easily joined to the ferrous metal compared to the first material and weighs less than the ferrous metal.

Friction engagement device of automatic transmission

Automatic transmissionincludes second friction platesconnecting a second drumto a second hub, a second engagement hydraulic chamber, a second centrifugal balance chamber, and a second pistonengaging and disengaging the second friction plates. The second centrifugal balance chamberoverlaps the second friction platesin the axial direction in the automatic transmission. The automatic transmissionfurther includes a second oil passagefor discharging hydraulic oil in the second centrifugal balance chamberto a position not overlapping the second friction platesin the axial direction.

A first piston () that presses friction plates () is fitted in a second piston () in such a manner as to be movable together with the second piston and relatively movable with respect to the second piston. An A-chamber () and a B-chamber () each configured to move a respective one of the first piston () and the second piston () by a stroke toward a side close to the friction plates, a return spring () biasing the second piston () on a side away from the friction plates, and a stopper member () configured to prevent a stroke of the second piston () toward the side close to the friction plates from becoming greater than a given value (W) are provided. Engagement responsiveness of a L-R brake () does not deteriorate even when a clearance (V) in the friction plates () increases.

Brake element for transmission and control system therefor

Growing community of inventors

Hiroshima, Japan

Masanori Sasaki