Mazda Motor Corporation

Exedy Corporation

Mazda Motor Company

Madza Motor Corporation

Shinya Kamada

Tatsuhiko Iwasaki

Tatsutoshi Mizobe

Yasuhiro Ogauchi

Kenji Sawa

Takamichi Teraoka

Koshiro Saji

Norio Iwashita

Masaru Nakagishi

Junichi Doi

Shotaro Nagai

Shigeru Nagayama

Koichi Yamamoto

Toshihisa Marusue

Tomoo Sawazaki

Yasunori Kanda

Akinobu Aoki

Hiroshi Shinozuka

Takeyoshi Kawa

Naotaka Hirami

Masakazu Hombo

Kazushi Kurokawa

Shin Nakano

Takuji Fujiwara

Tokimori Saka

Naohiro Sakaue

Takayuki Sumimoto

Kazuhiko Ueda

Minoru Kuriyama

Tomohiro Kubo

Hiroaki Yokota

Kazunori Enokido

Kaori Sako

Motomi Kobayashi

Tadashi Saito

Yasunari Nakayama

Tomotaka Ishizaka

Fumiaki Baba

Manabu Sasahara

Hideo Toyota

Hidehiko Mishima

Yutaro Fukuda

Masahito Kitada

Seiji Esaki

Yoshihiko Fujita

Yasuo Shigenaka

Koichiro Takeuchi

Satoshi Komori

Mitsukazu Tasaka

Kyosuke Mori

Akihiro Uchida

Tatsuya Uesugi

Mitsutoshi Abe

Kazuhiro Tanaka

Narihito Hongawara

Tomokazu Kinoshita

Akihiro Mitani

Kyosei Nakashima

Masanori Sasaki

Kensuke Ueda

Kazuhito Maeda

Keiichiro Sueshige

Masamichi Fujikawa

Hiroyuki Okayama

Mitsuo Yasuno

Hiroyuki Matsumoto

Daisaku Moriki

Shinya Yamamoto

Keiji Bouda

Yuji Nakahara

Yosuke Takaie

Hajime Yamane

Masahiro Kaji

Hiroo Akagi

Esaki Seiji

A power transmission system for a hybrid vehicle includes planetary gear mechanisms that couple an internal combustion engine, an electric motor, and a transmission, and has a brake that engages and disengages the internal combustion engine with and from a housing. The planetary gear mechanisms have a first rotary element, a second rotary element, a third rotary element, and a fourth rotary element. Any one of the internal combustion engine, the electric motor, and the transmission is connected to a respective one of the first rotary element, the second rotary element, and the third rotary element. The fourth rotary element is configured as an inertial member for suppressing transmission of a torque fluctuation of the internal combustion engine to the transmission side.

Power transmission system for hybrid vehicle

To provide a drive system for a hybrid vehicle capable of suppressing energy loss by slip control at a start of an internal combustion engine during electric vehicle (EV) travel, a power transmission system for the hybrid vehicle is configured to couple an internal combustion engine, an electric motor, and a transmission by planetary gear mechanisms, has a brake that engages and disengages the internal combustion engine with and from a case, engages the brake during EV travel in which only the electric motor is used as a drive source, and is configured to start the internal combustion engine by disengaging the brake at the time of switching from the EV travel to hybrid vehicle (HEV) travel in which the internal combustion engine and the electric motor are used as drive sources.

A frictional engagement element includes: a first piston, a second piston, a first urging member for urging the first piston in a direction of releasing a friction plate, and a second urging member for urging the second piston in the direction of releasing the friction plate with an urging force larger than the urging force of the first urging member. One of the first and second pistons has a communicating hole for connecting an engaging hydraulic chamber with an opposite hydraulic chamber and the other of the first and second pistons has a valve part for closing the communicating hole. The difference in travel distance between the first and second pistons in motion due to the different urging forces of the first and second urging members causes the valve part to open the communicating hole.

Automatic transmission and frictional engagement element

An automatic transmission includes a piston movable in an axial direction, a plurality of friction plates disposed on a side of a first surface of the piston, a fastening hydraulic chamber applying a hydraulic pressure to a second surface of the piston to move the piston to a fastening position where the friction plates are pressed to be fastened to each other, a release hydraulic chamber applying a hydraulic pressure to the first surface of the piston to move the piston to a release position where the friction plates are released, and a hydraulic pressure control valve that supplies and discharges the hydraulic pressure to and from each of the fastening hydraulic chamber and the release hydraulic chamber. An area of the second surface of the piston for receiving the hydraulic pressure is set to be larger than an area of the first surface for receiving the hydraulic pressure.

Automatic transmission

A power transmission apparatus with a centrifugal pendulum damper is realized, which can effectively suppress torque fluctuation and vibration noise of a vehicle while avoiding size increase of a centrifugal pendulum damper and deterioration of reliability of the centrifugal pendulum damper by high-speed rotation. A power transmission apparatus with a centrifugal pendulum damper includes: a centrifugal pendulum damper coupled to an input shaft through a speed-increasing mechanism configured to increase speed of rotation of the input shaft; and an engagement/disengagement mechanism capable of realizing and cutting off power transmission from the input shaft to the centrifugal pendulum damper.

Power transmission apparatus with centrifugal pendulum damper

A transmission brake device includes: a friction plate set configured such that a plurality of rotation-side friction plates; an engaging piston disposed on an axial side of the friction plate set; a clearance adjustment piston disposed on a side of the engaging piston opposite to the friction plate set; a clearance adjustment hydraulic chamber configured to move the clearance adjustment piston; and an engaging hydraulic chamber configured to move the engaging piston; a biasing member disposed between each adjacent pair of the fixed-side friction plates, the biasing member being configured to bias each adjacent pair of the fixed-side friction plates in directions away from each other. The biasing member distributes the clutch clearance in a gap between each adjacent pair of the fixed-side friction plates when a hydraulic pressure is supplied only to the clearance adjustment hydraulic chamber.

Transmission brake device

A transmission is provided including a transmission case accommodating a transmission mechanism, a hydraulic controller having a valve body and a valve for controlling the transmission mechanism, the valve body formed with a valve insertion hole into which the valve is inserted, and an oil path communicating with the valve insertion hole, and an oil storage for storing oil. At least one of the valve body and the oil storage is integrally formed with the transmission case.

Automatic transmission and method of manufacturing the same

A brake device of a transmission according to the present invention includes: a rotary-side holding member including an inner peripheral surface having a cylindrical surface shape about an axis extending in a forward/rearward direction and configured to hold a rotary-side friction plate on the inner peripheral surface; a fixed-side holding member including an outer peripheral surface having a cylindrical surface shape about the axis extending in the forward/rearward direction and configured to hold a fixed-side friction plate on the outer peripheral surface; and a lubricating oil supply portion supplying lubricating oil to the fixed-side friction plate and the rotary-side friction plate. The fixed-side holding member is provided in a transmission casing so as not to rotate. The rotary-side holding member is provided in the transmission casing at a radially outer side of the fixed-side holding member and is rotatable about a central axis of the inner peripheral surface.

Brake device of transmission

An object of the present invention is, even if an abnormality occurs in an oil pressure circuit of an automatic transmission, to avoid traveling performance deterioration by the abnormality when gear change is performed. The present invention provides a control device of an automatic transmission and a method of controlling the automatic transmission, each of which switches from a normal state to an abnormality diagnosis state at a predetermined change gear ratio to diagnose whether there is an abnormality in an automatic transmission, the normal state being a state where an oil pressure supply portion supplies oil pressure to a predetermined friction engaging element, the abnormality diagnosis state being a state where an abnormality diagnosis oil pressure supply portion including an oil pressure supply passage different from an oil pressure supply passage of the oil pressure supply portion supplies the oil pressure to the predetermined friction engaging element.

Control device of automatic transmission and method of controlling automatic transmission

A hydraulic control unit for an automatic transmission has a mechanically-operated oil pump (), an electrically-operated oil pump () actuated while an engine () is automatically shut down, and a hydraulic pressure circuit () which controls supply of hydraulic pressure to a frictional engagement element () to be engaged, in the automatic transmission, at a vehicle's start. In the hydraulic pressure circuit, discharge oil from the electrically-operated oil pump is drained from a predetermined drain portion () when a selector valve () is in the first state (in which the mechanically-operated oil pump is a source of the supply of the hydraulic pressure to the frictional engagement element), whereas less discharge oil is drained from the drain portion, compared to the first state, when the selector valve () is in the second state (in which the electrically-operated oil pump is the source of the supply of the hydraulic pressure).

Hydraulic control unit for automatic transmission

An automatic transmission includes a first planetary gear set, a second planetary gear set, and a first brake. A first sun gear includes a first split sun gear on a drive source side, and a second split sun gear on a side opposite to the drive source. The first spilt sun gear is coupled to the first brake, and is fixed to a transmission case during engagement of the first brake. The second split sun gear is constantly coupled to a second sun gear. An input shaft is constantly coupled to a first carrier while passing through the first split sun gear, and between the first and second split sun gears. An output shaft is constantly coupled to a second carrier.

An automatic transmission includes a first frictional engagement element (a low clutch), a second frictional engagement element (an L/R brake), two hydraulic chambers (a gap adjustment chamberand a pressure chamber) provided in the second frictional engagement element, a first hydraulic pressure generator(an electric pump) generating a hydraulic pressure during an automatic stop of the engine, and a control unit (a control unit) controlling the hydraulic pressure in the first and second frictional engagement elements. The control unit supplies the hydraulic pressure generated by the first hydraulic pressure generator to the first frictional engagement element and one of the two hydraulic chambers of the second frictional engagement element when the automatic transmission is in the non-traveling range and the engine has been automatically stopped.

Disclosed is an automatic transmission () in which, of four planetary gear sets (PG, PG, PG, and PG), two planetary gear sets (PG, PG) are arranged such that one of the two planetary gear sets (PG, PG) is disposed radially inward from the other to form a two-stage planetary gear set (PGt). One planetary gear set (PG) of the other two planetary gear sets functions as a specified planetary gear set disposed adjacent to the two-stage planetary gear set in a transmission axial direction. A carrier (C) of the radially outer planetary gear set (PG) of the two-stage planetary gear set, a carrier (C) of the specified planetary gear set, and an output section (an output gear ()) are always engaged together.

An automatic transmission () includes first, second, and third planetary gear sets () and a lubricant feed passage (L). The first and second planetary gear sets () form a two-stage planetary gear set (). The third planetary gear set () is adjacent to the two-stage planetary gear set on one axial side of the automatic transmission. The lubricant feed passage (L) feeds a lubricant to a bearing () of the second planetary gear set located on an outer periphery of the two-stage planetary gear set (). The lubricant feed passage feeds the lubricant from a first inlet () to the bearing via a first oil passage () and oil passages () in a pinion shaft. The first inlet () is formed on a side of a carrier body () opposite to the two-stage planetary gear set and on an inner periphery of the automatic transmission.

A brake device of a transmission is provided. The brake device includes a friction plate set including fixed friction plates and rotatable friction plates alternately disposed with each other, an engaging piston, and a clearance adjusting piston. A clearance adjusting hydraulic chamber is formed on a side of the clearance adjusting piston opposite to the friction plate set, and a concave portion is formed in a surface of the clearance adjusting piston on a friction plate set side. A base part of the engaging piston on a side opposite to the friction plate set is slidably fitted into the concave portion of the clearance adjusting piston and an engaging hydraulic chamber is formed by the base part and the concave part.

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Kure, Japan

Shinya Kamada