Nissan Motor Company Limited

Jatco Corporation

Niles Parts Company, Ltd.

Aichi Machine Industry, Ltd.

Shigeru Ishii

Tateki Jozaki

Yoshihide Shinso

Shigeki Shimanaka

Masashi Sugiuchi

Tatsuo Wakahara

Takashi Kuwahara

Mitsuru Fujioka

Kazutaka Adachi

Hideharu Yamamoto

Tsuyoshi Yamanaka

Shuji Kurokawa

Hiroyasu Tanaka

Kazuyoshi Iwanaga

Masahiro Yamamoto

Hisao Nobu

Tomoharu Fujii

Kosei Murata

Tatsuya Akimoto

Tatsuaki Eguchi

Akira Watanabe

Tatsuo Ochiai

Hiroshi Yamashita

Takashi Shibayama

Midori Yamaguchi

Hideki Sudo

Hiroshi Asano

Youhei Ishikawa

Kazuhiro Miyachi

Masayuki Kobayashi

Tatsuya Osone

Yuichi Asai

Hiroyuki Yada

Kouichi Hayasaki

Yasunori Ishibashi

Kunihiko Nishimura

Katsumi Nawata

Takeki Jozaki

Makoto Shiomori

Takuhiro Sugimoto

Minoru Sakairi

Yuki Shibata

Masakazu Akahane

Hideaki Inokuchi

Masashi Suguichi

Tomoharu Fuji

A motor wiring structure of the present invention relates to motor wiring for supplying electric power to coils which are respectively wound around split cores provided in a stator. The motor wiring structure includes a power supply-side terminal disposed on a power supply side, multiple coil connection-side terminals configured to be connected respectively to winding wire terminals of the coils, and multiple conductor wires each independently connecting the power supply-side terminal and one of the multiple coil connection-side terminals to each other. Moreover, the motor wiring structure includes a positioning and heat-dissipating protrusion which is provided to the coil connection-side terminal, and which is configured to position the coil connection-side terminal with respect to the stator and dissipate heat during thermal crimping with the coil.

Motor wiring structure

A vehicle clutch hydraulic system for a vehicle is provided with a mechanical oil pump, an electric oil pump, a forward clutch and a control valve unit. In the vehicle clutch hydraulic system, a main pump oil passage fluidly connects the mechanical oil pump to the control valve unit. A sub-pump oil passage fluidly connects the electric oil pump to a forward clutch oil passage into which an oil passage outlet opens at an inside location closer to a clutch rotational axis than a clutch oil chamber of the forward clutch.

Clutch hydraulic system for vehicle

A drive power transmission device is provided that either disengages a first friction engagement element or a second friction engagement element when the other is engaged. The drive power transmission device detects the temperature of lubricating oil flowing in each friction engagement element using a temperature sensor. The drive power transmission device selectively disengages either a forward clutch or a reverse brake disengages when the other is engaged. The forward clutch and the reverse brake overlap axially, and are layered radially in an inner/outer arrangement. The temperature sensor is positioned at the periphery of the forward clutch and the reverse brake. A lubricating oil pathway is formed such that lubricating oil for cooling the forward clutch and the reverse brake passes through the forward clutch and the reverse brake in the radial direction from the inside of the forward clutch and the reverse brake to the temperature sensor.

Drive power transmission device

A drive power transmission system includes-a clutch hub, a clutch drum and a dry clutch. The dry clutch includes-first and second clutch plates, a friction facing and a cover member. The first clutch plate is joined to the clutch hub. The second clutch plate is joined to the clutch drum. The cover member has an external air intake hole and an external air discharge hole. These holes of the cover member are positioned such that, due to rotation of at least one of the clutch hub and the clutch drum, an air flow is generated that draws external air is through the external air intake hole and along the clutch hub to a radially inward location of reduced air pressure, then passes radially outward to a radially outward location of increased air pressure, and then passes along the clutch drum and out the external air discharge hole.

Drive power transmission system

A drive force transmission device includes a motor, a transmission, a motor case, and a seal member. The motor is disposed in a dry space within a motor housing. The transmission is disposed in a wet space within a transmission case. The motor case covers an outer periphery of the motor housing and is coupled to the transmission case. The seal member is between the motor case and the motor housing and isolates the wet space and the outer space. The motor housing is divided into a divider wall housing dividing off the wet space and an outer wall housing dividing off the outer space, the divider wall housing being a material lighter than a material of the outer wall housing and integrally coupled thereto. The divider wall housing is divided from the outer wall housing at a position nearer to the dry space than the seal member.

Drive force transmission device

Provided are devices and methods to minimize drag caused by abrasion powder between clutch plates and to prevent a faulty engagement or release of a dry clutch. A hybrid driving force transmission device is provided, wherein a multi-plate dry clutch is arranged in a sealed space and used for connecting/disconnecting transmission of a driving force is provided with drive plates, driven plates, friction facings, and a housing cover. The drive plates are splined to a clutch hub, and have, in the sections thereof that are splined to the clutch hub, vent holes for channeling the air flowing in the axial direction. The driven plates are splined to a clutch drum. The housing cover has an external air intake hole for drawing external air into the sealed space, and an external air discharge hole for discharging the airflow from the sealed space to the outside.

Driving force transmission device

In a drive force transmission device, a dry multi-plate clutch is disposed in a closed space for connecting and disconnecting a transmission of drive force. The dry multi-plate clutch includes a drive plate, a driven plate, a frictional face, a front cover and a splash guard. The drive plate is splined to a clutch hub. The driven plate is splined to a clutch drum. The front cover has an air intake port for taking external air into the closed space, and an air venting port for ejecting an air stream from within the closed space to the external air. The splash guard covers the air intake port and the air venting port of the front cover. The splash guard has an opening for drawing in external air through the air intake port and venting an air stream through the air venting port.

A hybrid driving force transmission device includes a motor generator (), a multi-plate dry clutch (), a housing cover (), a dust seal member (), and a dust collection structure (). The multi-plate dry clutch () is disposed at a position inner than the motor generator (). The housing cover () is provided to cover the motor generator () and the multi-plate dry clutch (), and divides the internal space into a clutch chamber () and a motor chamber (). The dust seal member () is disposed at a position radially outside of a clutch chamber open surface () and seals between a rotor () and an inner wall () of the housing cover (). The dust collection structure () forms a dust collection space () in a region radially between the seal surface () formed by the dust seal member () and the clutch chamber open surface ().

In a dry clutch, the space between dry-clutch plates and a bearing, which bearing is interposed between a first piston and a second piston, is blocked off. Also provided is a structure for supplying the bearing with lubricating oil, and thus it is possible to provide the dry clutch, without causing upsizing the bearing.

Dry clutch

A belt continuously-variable transmission control apparatus includes: a belt continuously-variable transmission including; a primary pulley arranged to receive a torque from a driving source; a secondary pulley arranged to output the torque to driving wheels; a belt wound around the primary pulley and the secondary pulley; a hydraulic pressure control section configured to control a hydraulic pressure of one of the primary pulley and the secondary pulley which is a capacity side, and thereby to bring the belt, the primary pulley and the secondary pulley to a slip state; and a torque control section configured to control the torque of the driving source, and thereby to bring the slip state to a predetermined slip state.

Control apparatus for belt-type continuously-variable transmission

There are provided with a determination means for determining whether or not the correlation between the pressure value detected by the primary pressure sensor and the pressure value detected by the secondary pressure sensor is an actually impossible relation (Step), and a switchover means for switching over to an open control while prohibiting a feedback control when the correlation is determined to have become a relation actually impossible by the determination means (Step). Presence or absence of a fault to the primary pressure sensor or the secondary pressure sensor (particularly, fault of fixed output voltage) is judged based on the correlation between the output voltage of the primary pressure sensor and the output voltage of the secondary pressure sensor to prohibit the control of a primary pressure and a secondary pressure using the hydraulic pressure sensors when it is judged that there is a fault.

Transmission controller of V-belt type continuously variable automatic transmission

In a system for controlling an automatic transmission, at the time of ultra-low temperature start with the oil temperature of &#x2212;20&#xb0; C. or less, control is carried out such that when the state that the actual line pressure is equal to or greater than an ultra-low set value continues for a period longer than a line-pressure low-pressure control command set time, it is determined that the line pressure is under regulation, maximizing an indicated value of the line pressure.

System and method of controlling automatic transmission

A speed change ratio control unit for a continuously variable transmission that uses a step motor as a driving actuator of a speed change control valve that compares a variable ASTP representing a step position of the step motor and a step position BSTP of the step motor that is necessary for realizing a desired speed change ratio at every predetermined operation cycle, and if ASTP&#x2260;BSTP is satisfied determines that a step-out has occurred on the step motor.

Speed change ratio control unit for continuously variable transmission

In corrective control system and method for a liquid pressure control apparatus for a control valve unit, fundamental maps are preset on the basis of a hysteresis characteristic, the hysterisis characteristic being exhibited in such a manner that an output liquid pressure actually measured value which takes along a first hysterisis loop when the current value is increased toward a larger value is different from that which takes along a second hysterisis loop when the current value is, in turn, decreased toward a smaller value from the larger value and the fundamental maps uses a relationship on a derived first-order function at a lower output pressure side than a linear region of the hysterisis characteristic.

Corrective control system and method for liquid pressure control apparatus in automatic transmission

In corrective control system and method for a liquid pressure control apparatus for a control valve unit, fundamental maps are preset on the basis of a hysterisis characteristic, the hysterisis characteristic being exhibited in such a manner that an output liquid pressure actually measured value which takes along a first hysterisis loop when the current value is increased toward a larger value is different from that which takes along a second hysterisis loop when the current value is, in turn, decreased toward a smaller value from the larger value and each fundamental map is a map representing a relationship between the output liquid pressure actually measured value and a current average value, the current average value being an average between the current value in the first hysterisis loop and that in the second hysterisis loop with respect to each of the same output pressure actually measured values.

Growing community of inventors

Atsugi, Japan

Shigeru Ishii