Mazda Motor Corporation

Matsushita Electric Industrial Co., Ltd.

Osamu Sado

Kazuhiko Ueda

Shunji Masuda

Noriyuki Iwata

Tatsuya Uesugi

Seiji Esaki

Kazuhiko Hashimoto

Seiji Terauchi

Hidetoshi Nobumoto

Masanori Sahara

Masaaki Kashimoto

Takumi Nishida

A power transmission system for a vehicle has a first power transmission path having a forward-reverse shift mechanism and a reduction gear, a second power transmission path having an infinitely variable gear, and a path switching mechanism which switches the power transmission path between the first and second power transmission paths according to the running condition of the vehicle. The infinitely variable gear is a toroidal speed change mechanism having an output disk fixed to the output shaft of the power transmission system, an input disk which can be displaced in the axial direction of the output shaft and a roller which is in contact with both the input and output disks to rotate about an axis in response to rotation of the input disk and transmit rotation of the input disk to the output disk, the transmission ratio of the toroidal speed change mechanism being changed by changing the inclination of the axis about which the roller rotates.

Power transmission system for vehicle

A cam shaft support device for an engine includes a cam carrier. A plurality of bearings are integrally formed with the cam carrier so as to rotatively support two cam shafts installed on a cylinder head. Each of the bearings are provided with a slit on a lower portion thereof so as to reduce the sliding resistance between the bearings and the cam shafts.

Cam shaft support apparatus for an engine

A power transmission device for a vehicle comprises a first power transmitting path for transmitting engine output to a wheel side via a reduction gear, a second power transmitting path for transmitting engine output to the wheel side via a stepless speed change gear mechanism, a path switching clutch for switching between the paths to transmit by one of the paths, a switch-over control part for controlling switch-over operation of the clutch according to a driving condition of the vehicle, and a rotational condition abrupt change restraining part for restraining an abrupt change of a rotational condition of an engine output shaft at switch-over between the paths. The restraining part adjusts to conform rotating speeds of the input and output sides of the clutch to each other at switch-over of the clutch, or conform output torque to the wheel side between before and after switch-over of the clutch. Thus, an abrupt change of rotation of the engine output shaft is restrained to prevent a shock owing to switch-over, and the durability of a friction element is enhanced.

Power transmission device for vehicle

A hydraulically operated stepless transmission has a first power flow path established so as to include a torque converter and a reverse and reduction gear and a second power flow path established so as to include a stepless transmission gear. The first and second flow paths are selectively available. A hydraulic control circuit, including at least one oil pump, causes a decrease in quantity of a lubrication oil delivered to the stepless transmission gear while the first power flow path is established, and causes a decrease in quantity of a working oil delivered to the torque converter while the second power flow path is established.

Stepless transmission for vehicles

A cylinder head for a double overhead camshaft engine, with a plurality of intake valves and a plurality of exhaust valves for each cylinder, is covered by a cylinder head cover to support, for rotation, intake and exhaust camshafts. A hermetically sealed chamber, formed between the cylinder head and head cover as an oil jacket, is divided into two chambers, enclosing major parts of the intake and exhaust camshafts, respectively, which are in communication with each other near first ends of the chambers. An outlet hole is formed in the cylinder head cover so as to permit blow-by gas to flow out of the chamber. A cover, covering a gear train for operationally coupling the intake and exhaust camshafts, is bolted to one end of the head cover at several points around the gear train and to the cylinder head.

Dual overhead camshaft engine cylinder head structure

A valve driving device of an engine under the present invention is provided with a cam shaft for exclusive use of intake for driving intake valves and a cam shaft for exclusive use of exhaust for driving exhaust valves. At least either the intake valve or the exhaust valve is pluralized and a transmitting member is trained between the cam shaft with more valves to drive and an engine output shaft. Gears to mesh with each other are provided on said two cam shafts. Under the above composition, only one pulley on the driven side or only one sprocket is required and therefore compactness of the engine can be realized. Also, rotation of the cam shaft having more valves to drive and large torque fluctuation can be stabilized and reliability of gears can be improved, without reinforcing the gears.

Valve driving system for internal combustion engine

A V-type engine equipped with a supercharging device, which comprises an engine body having first and second cylinder banks formed in the V-shape and a crank shaft disposed therein, a pair of camshafts disposed in the first and second cylinder banks, respectively, an endless belt engaged with each of one end portions of the camshafts and one end portion of the crank shaft in such a manner that the first cylinder bank is disposed on the tension side of the endless belt, and an engine-driven supercharger mounted on the engine body to jut out widthwise from the first cylinder bank and driven to rotate by the crank shaft through an additional endless belt engaged with the engine-driven supercharger and the one end portion of the crank shaft.

V-type engine equipped with a supercharging device

A multi-valve engine of the type having a line of cylinders, intake and exhaust camshafts, and rocker arms for operatively connecting valves to the camshafts includes a first valve group of three valves consisting of either intake valves or exhaust valves and a second valve group consisting of the other of either intake valves or exhaust valves. Each of the valves of the first valve group is oriented such that a valve stem thereof is inclined outwardly to one side of the line of cylinders, while each of the valve of the second valve group is oriented such that a valve stem thereof inclines outwardly to an opposite side of the line of cylinders. First hydraulic lash adjuster means for a centrally-located valve out of three valves of the first valve group is positioned closer to a bore center of the cylinder than the centrally-located valve, or on a delay side in the rotational direction of the camshaft. Second and third hydraulic lash adjuster means for side-located valves of the three valves of the first valve group are positioned farther from the bore center than the side-located valves, or on a leading side in the rotational direction of the camshaft.

Multi-valve engine

A diesel engine intake system including a timing valve which is positioned in the intake system in engine starting and warming-up periods under a cold engine condition. The timing valve is opened in the final period of the intake stroke so that a strong suction pressure is produced in the combustion chamber before the timing valve is opened. When the timing valve is opened, the intake air as rushes into the combustion chamber at a high speed, whereby the intake air is compressed under the inertia of the high speed flow to thereby increase the temperature of the intake air. The engine is also provided with a blow-by passage and an exhaust gas recirculation passage, both opening to the intake passage upstream of the timing valve, so that it is possible to prevent the blow-by gas and the recirculated exhaust gas from being drawn under the suction pressure when the timing valve is closed.

Growing community of inventors

Hiroshima, Japan

Osamu Sado