Nissan Motor Company Limited

Motoharu Nishio

Hiromasa Sakai

Takashi Murasugi

Hiroaki Kuramoto

Yasushi Narita

Toshikazu Oshidari

Tatsuya Nagato

Kazuhiro Yamada

Koichi Tanaka

Masaki Nakano

Hiroyuki Hirano

Taketoshi Kawabe

Shinichiro Joe

Hirofumi Shimizu

Jun Sugihara

Itsuro Muramoto

Tsutomu Yamazaki

Eio Sagara

Masayoshi Kimura

Shin-ichiro Joe

Manzaburou Abe

A power supply system includes a battery, a charger that converts a voltage of power input from an external power supply through a charging port into a voltage required for charge of the battery and an intra-system power supply device that is connected between the charging port and the charger. The power supply device is provided with a voltage converter that converts a voltage of output power of the power supply device into a voltage corresponding to the voltage of the external power supply.

Power supply system

A speed change control valve ( ) houses a spool ( ) of comprising a land ( ) which can face a supply port ( P) supplying an oil pressure, and lands ( ) which can respectively face a pair of drain ports ( D, D) formed on either side of the supply port ( P). Output ports ( L, H) which allow a first and second oil chamber of an hydraulic cylinder to communicate selectively with the supply port ( P) or the drain ports ( D) according to the displacement of a spool ( ), are provided in the speed change control valve ( ). In the neutral position of the spool ( ), the lands ( ) respectively face the drain ports ( D), a width L of the land ( ) is set to be equal to or greater than a width L of the supply port ( P), and a width L of the lands ( ) is set to a width at which the drain port ( D) can open.

Speed change control device for a continuously variable transmission

In an infinitely variable transmission, a continuously variable transmission ( ) outputs the rotation of an input shaft ( ) at an arbitrary speed ratio, and a fixed speed ratio transmission ( ) outputs the rotation of the input shaft ( ) at a fixed speed ratio. A planetary gear set ( ) varies the rotation direction and speed of the output shaft ( ) according to the difference of the output rotation speed of the fixed speed ratio transmission ( ) and the output rotation speed of the continuously variable transmission ( ). A sensor ( ) which detects the rotation speed of the input shaft ( ) and a sensor ( ) which detects the output rotation speed of the continuously variable transmission ( ) are provided, and a microprocessor ( ) precisely calculates the rotation direction and rotation speed of the output shaft ( ) from these rotation speeds.

Control of infinitely variable transmission

An infinite Speed ratio continuously variable transmission comprises a power recirculation mode clutch ( ) and direct mode clutch ( ). At least one of the power recirculation mode clutch ( ) and direct mode clutch ( ) comprises an electromagnetic two-way clutch. The electromagnetic two-way clutch maintains the engaged state during excitation and can transmit drive force from both the drive side and non-drive side. On the other hand, when there is a change-over from the energized state to the non-energized state, a one-way clutch state is obtained wherein drive force is permitted only in the transmission direction of drive force in the instant of the change-over to non-excitation. When a drive force is input in the reverse direction to the drive force transmitted in the one-way clutch state, the one-way clutch state is disengaged, and the disengaged state of the clutch is maintained until subsequent re-excitation. Therefore, change-over of the clutch at the rotation synchronous point RSP where the power recirculation mode and direct mode are changed over, can be performed rapidly.

Infinite speed ratio continuously variable transmission

A toroidal continuously variable transmission ( ) comprises power rollers ( C, D, C, D) which transmit a torque between input disks ( A, A) and output disks ( A, B), and trunnions ( ) which drive the power rollers ( C, D, C, D) in a perpendicular direction to a rotation shaft ( A) according to a differential pressure between a first oil chamber ( ) and a second oil chamber ( ). When the second oil chamber ( ) is at higher pressure than the first oil chamber ( ), the toroidal continuously variable transmission ( ) causes a downshift, and when the first oil chamber ( ) is at higher pressure than the second oil chamber ( ), the toroidal continuously variable transmission ( ) causes an upshift. The first oil chamber ( ) is connected to a first passage ( ) and the second oil chamber ( ) is connected to a second passage ( ). A speed ratio control valve ( A) controls a direction and a flowrate of the first passage ( ) and the second passage ( ). A pressure control valve ( ) limits a maximum differential pressure of the first oil chamber ( ) and the second oil chamber ( ) when the transmission ( ) causes a downshift to be less than a maximum differential pressure of the first oil chamber ( ) and the second oil chamber ( ) when the transmission ( ) causes an upshift. This arrangement prevents a sharp downshift of the toroidal continuously variable transmission ( ) due to a fault or incorrect operation.

Controller of toroidal continuously variable transmission

An infinite speed ratio continuously variable transmission is provided with a continuously variable transmission ( ), fixed speed ratio transmission ( ), planetary gear set ( ), power recirculation clutch ( ) and direct clutch ( ). A target speed ratio of the infinite speed ratio continuously variable transmission is set based on a vehicle speed and an accelerator pedal depression amount. When the target speed ratio varies beyond a rotation synchronous point, a control unit ( ) assigns an order of priority to control of the power recirculation clutch ( ) and direct clutch ( ), and control of the speed ratio of the continuously variable transmission ( ), and thereby causes a real speed ratio of the infinite speed ratio continuously variable transmission to vary in the same direction until it reaches the target speed ratio (S , S , S , S , S , S ).

Speed change controller and control method of infinite speed ratio continuously variable transmission

In an infinite speed ratio transmission comprising a continuously variable transmission (,), reduction gear unit (,) and planetary gear set (,), the speed ratio of the continuously variable transmission (,) is controlled by a step motor (,). A range selected by a selector lever (,) is detected by a sensor (,). When the selected range has changed from a stationary range to one of a forward motion range and a reverse motion range, a microprocessor (,) first drives the step motor (,) to a predetermined position (S,, S,). Subsequently, by driving the step motor (,) to an operating position corresponding to a geared neutral point at which the output rotation speed of the infinite speed ratio transmission is zero (S,, S,, S,, S,, S,, S,), the undesirable effects of hysteresis occurring in a relation between the operating position of the step motor (,) and the speed ratio of the continuously variable transmission (,) according to a torque shift of the continuously variable transmission (,) are avoided.

Controller for infinite speed ratio transmission

A creep torque is controlled in a non-finite speed ratio transmission device, wherein a planetary gear unit (,) varies a rotation direction of a final output shaft (,) according to a relative rotation of a toroidal continuously variable transmission (,) and fixed speed ratio transmission (,). The controller comprises a hydraulic cylinder (,) which varies the speed ratio of the toroidal continuously variable transmission (,) by driving a trunnion (,), a shift control valve (,) which supplies a hydraulic pressure to the hydraulic cylinder (,) according to a displacement position, a step motor (,) which displaces the shift control valve (,) according to a command signal, and a mechanical feedback member (,) which feeds back the speed ratio of the toroidal continuously variable transmission (,) to the shift control valve (,). The controller further comprises a sensor (,) which detects a running state of a vehicle, a sensor (,) which detects the real speed ratio of the continuously variable transmission (,), and a microprocessor (,) which outputs the command signal. When the vehicle running state corresponds to a predetermined state, the microprocessor (,) outputs a new command signal based on a required creep torque and the real speed ratio of the continuously variable transmission (,) to the step motor (,).

Speed ratio controller and control method of non-finite speed ratio transmission device

In a non-finite speed ratio transmission device using a toroidal continuously variable transmission (,), a hydraulic cylinder (,) for driving a power roller (,) via a trunnion (,), a shift control valve (,) for controlling a supply direction of oil to an oil chambers (,A,,B) of the hydraulic cylinder (,), and a precess cam (,) which feeds back a displacement of the power roller (,) to the shift control valve (,) so as to shut-off the flow of oil to and from the oil chambers (,A,,B), are provided. The shift control valve (,) comprises a drain port (,J) which can be connected to the oil chamber (,A) and a drain port (,I) which can be connected to the oil chamber (,B). By providing a positive torque control valve (,) which controls the oil pressure of the drain port (,I), and a negative torque control valve (,) which controls the oil pressure of the drain port (,J), the shift control valve (,) controls a differential pressure &Dgr;P of the oil chambers (,A,,B) from,to a line pressure PL when the speed ratio ic of the toroidal continuously variable transmission (,) is maintained in the vicinity of a geared neutral position GNP.

Non-finite speed ratio continuously variable transmission device

An anti-creep control apparatus has a forward clutch control section that controls the hydraulic pressure of a forward clutch so as to slip the forward clutch when an automatic transmission is set in a drive range and the vehicle is stopped. The anti-creep control apparatus sets a target engagement time that is inversely proportional to the engine rotation speed at the time just before starting anti-creep control. The anti-creep control apparatus controls an oil pressure modulator so that one of a slip amount of the forward clutch and the output shaft rotation speed of the torque converter becomes nearly zero when the target engagement time elapses.

Anti-creep control apparatus for automatic transmission

A rotation clutch device rotates on an axis of an automatic transmission. The rotation clutch device comprises a clutch piston which slides around the axis of the automatic transmission for the engagement of the clutch device. First and second chamber are formed to slide the clutch piston in the direction of the engagement by receiving hydraulic pressure respectively. A cancel chamber is formed opposite to the first and second chambers through the clutch piston to cancel the centrifugal pressure generated in the first and second chambers. A selector valve selectively supplies hydraulic pressure to the first and second chambers according to a selected shift position of the automatic transmission to adapt to a different required engagement capacity in each shift position.

Rotation clutch device for automatic transmission

A shift control apparatus of an automatic transmission executes a transient control of an engagement pressure of a first speed selecting friction element when a first speed is selected after a higher speed is once selected during a change from a neutral range to a forward drive range. A band brake pressure for selecting the second speed is rapidly increased at a first moment. A forward clutch pressure for selecting the first speed is increased at a second moment delaying to the first moment by a predetermined period adjusted to a line pressure lowered period. The forward clutch pressure is pre-charged during a period between the first and second moments, then being hold for a preset time period at a return spring corresponding pressure adjusted by a leaning control, and being increased by a slope adjusted by the leaning control for a predetermined period to establish the second speed by the engagement of the forward clutch. Then, the band brake pressure is rapidly decreased and further decreased by a slope to disengage the band brake in order to establish the first speed.

Shift control apparatus of automatic transmission

The same rotation torque is input to a continuously variable transmission of a vehicle which continuously varies a speed change ratio and a reduction gear unit. A planetary gear mechanism is provided comprising an output shaft which varies a rotation direction according to a relation between the output speed of the continuously variable transmission and the output speed of the reduction gear unit. The continuously variable transmission varies the speed change ratio according to an oil pressure balance between two oil chambers. A direction change-over valve selectively supplies a first oil pressure and a second oil pressure to these oil chambers, and a control valve controls a differential pressure of the first oil pressure and second oil pressure. The control range of the differential pressure controlled by the control valve is narrowed due to reversal of the oil pressure supply direction by the direction change-over valve according to whether the vehicle is moving forward or in reverse, and control precision is thereby improved.

Non-finite speed change ratio transmission device

In apparatus and method for controlling a gear shift of a vehicular automatic transmission, the automatic transmission the automatic transmission having a releasing frictional element, a clutching frictional element, and a source of a releasing working liquid pressure to be applied to the releasing frictional element and a clutching working liquid pressure to be applied to the clutching frictional element, a gear shift in the automatic transmission being carried out by a shift from the releasing frictional element to the clutching frictional element, during a time duration from a time at which a gear shift instruction is outputted to a time at which a torque phase is started, the releasing working liquid pressure is reduced and reached without undershooting to a first predetermined working liquid pressure value under which the releasing frictional element is in a state immediately before an occurrence of a slip and the clutching working liquid pressure is set at least a second predetermined working liquid pressure value under which the clutching element is in a state immediately before a clutching.

Vehicular automatic transmission and apparatus and method for

An anti-creep control apparatus of an automatic transmission has a forward clutch control section which controls the hydraulic pressure of a forward clutch by slipping the forward clutch when the automatic transmission is set in a drive range and the vehicle is stopped while an engine is operating. The anti-creep control apparatus controls an hydraulic pressure of the forward clutch to be held or increased by a predetermined value when a relative rotation of the forward clutch is detected during the anti-creep control. The controlled hydraulic pressure is set as a lower limit value of the forward clutch hydraulic pressure in a present anti-creep control.

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Yokohama, Japan

Motoharu Nishio