Mazda Motor Corporation

Matsushita Electric Industrial Co., Ltd.

Tatsuya Uesugi

Noriyuki Iwata

Shunji Masuda

Kazuhiko Ueda

Osamu Sado

Naoyuki Yamagata

Toshimitsu Tanaka

Kazuhiko Hashimoto

Shinya Kamada

Hiroyuki Oda

Hidetoshi Nobumoto

Koshiro Saji

Eiji Nakai

Fumihiko Saito

Shotaro Nagai

Noboru Hashimoto

Hisanori Nakane

Toru Shiraishi

Taiji Matsubara

Hidenao Takedomi

Tadatoshi Watanabe

An automatic transmission according to one aspect of the present invention includes: a transmission mechanism including a rotational element; a valve body configured to control the transmission mechanism; an electronic control unit configured to perform electronic control of the valve body; and a transmission casing in which the transmission mechanism, the valve body, and the electronic control unit are arranged. The electronic control unit is formed such that an inner peripheral surface of the electronic control unit extends in a circumferential direction along an outer peripheral surface of the transmission mechanism.

Automatic transmission and method of manufacturing automatic transmission

The present application discloses a case of a vehicle structure in which a mechanical element is stored. The case includes a wall surface portion which forms an outer surface of the case, and a skeleton portion which bulges inward and outward of the case from the wall surface portion, the skeleton portion being integrally formed with the wall surface portion. The skeleton portion includes at least one skeleton member having: a first porous portion in which first holes are formed to extend in a first direction; and a first skin layer without the first holes, the first skin layer surrounding the first porous portion. A cross-sectional area of the first holes increases in a cross-section intersecting the first direction from an outer circumferential surface toward the center of the at least one skeleton member.

Case of structure

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 transmission is provided, which includes a transmission case accommodating a transmission mechanism, and a heat exchanger for exchanging heat between oil supplied to a given location inside the transmission case and a heat medium supplied from the outside of the transmission case, the heat exchanger being provided between an external surface and an internal surface of the transmission case.

Transmission and manufacturing method of the same

In an automatic transmission including a forward clutch and a lockup clutch of a torque converter which are provided on a driving-power transmitting path between an engine and a driving wheel, a vehicle driving condition is classified into a plurality of regions and an associated slip control between the forward clutch and the lockup clutch is executed. Accordingly, both of improvements of gas mileage and drivability can be attained at a high level.

Transmission control device

The object of the present invention is to provide compact toroidal type continuously variable transmission for a front engine front wheel drive vehicle, which employs geared neutral starting system. The toroidal type continuously variable transmission according to the present invention comprises an input shaft,whose one end is coupled with an engine, a primary shaft,into which said input shaft is fittingly inserted with play, a secondary shaft,which is disposed parallel with said shafts and whose engine side end is coupled with a differential gear unit,, toroidal type continuously variable transmission mechanisms,which are disposed on said primary shaft,, a planetary gear mechanism,which is disposed on said secondary shaft,, a low mode gear train,for coupling the input shaft,with a carrier,of the planetary gear mechanism,, and a high mode gear train,for coupling a sun gear,with an output disk,of the continuously variable transmission mechanisms,wherein said low mode gear train,is disposed on an opposite side end, with respect to the engine, of the input shaft

Toroidal continuously variable transmission

A valve operating system for an engine includes a cam shaft and first and second cams, mounted on the cam shaft, which are selectively utilized to provide different valve opening characteristics in accordance with a vehicle operating condition. A first rocker arm follows the first cam and engages a valve stem of a valve to operate the valve, and a second rocker arm follows the second cam at a position not interfering with the valve stem. A connecting device connects the first and second rocker arms so that they move together, and a control device controls the connecting means to connect the first and second rockers in accordance with the vehicle operating condition so that the valve opening characteristic is defined by a cam profile of the second cam which is larger than that of the first cam. When the first and second rocker arms are engaged with each other, the valve opening period is increased to reduce pumping loss in the engine under relatively low engine load.

Valve operating system for engine

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

An apparatus for driving devices which are operated by, or 'supplementary' to, a V-type internal combustion engine, having a crankshaft and overhead camshafts, includes a camshaft drive mechanism for rotatably connecting the camshafts to the crankshaft so that the camshafts are 'timely' driven. A supplementary device drive mechanism rotatably connects supplementary devices independently of the overhead camshafts to the crankshaft. The crankshaft is provided with a transmission gear train for transmitting rotation of the camshafts to the camshaft drive mechanism and the supplementary device drive mechanism.

Apparatus for driving various devices by internal combustion engine

The support structure for cam shafts including an intake cam shaft and an exhaust cam shaft, a pair of intake cams per a cylinder formed side by side on the intake cam shaft, a pair of exhaust cams per a cylinder formed side by side on the exhaust cam shaft and having longer interval therebetween than that of the intake cams, a cam cap forming an upper portion of the support structure for the cam shafts and an upper wall portion of a plug hole for inserting the ignition plug, a cam carrier forming a lower portion of the support structure for the cam shafts and a lower wall portion of the plug hole, and fasteners for fastening the cam cap to an engine block. The fasteners are disposed both at longitudinally opposite sides of the pair of intake cams and between the pair of the exhaust cams.

Support structure for cam shafts

In a V-type engine with two bore-offset banks opposed to one another at a predetermined angle, an accessory mechanism is provided between the two banks. A drive belt for the accessory mechanism is disposed on the side of one of the banks which is recessed inwardly due to the bore offset. In another embodiment, the accessory mechanism is a supercharger driven by a balancing shaft which, in turn, is driven by the crank shaft. In yet another embodiment, the V-type engine has a separate timing belt for each bank, that is, a first timing belt for the bank which is recessed inward because of the bore offset, and a second timing belt for the bank which juts out because of the bore offset. A drive belt is provided for driving the supercharger. The belts are arranged in the following order from the inside outward: the second timing belt, the first timing belt and the accessory belt.

Accessory drive device for an internal combustion engine

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

An intake system, for use with an internal combustion engine having a plurality of intake valves for each cylinder, includes a plurality of intake ports, opening into the combustion chamber side of the internal combustion engine at different distances from a spark plug of the cylinder. The intake valves are controlled to keep an intake port located at the shortest distance from the spark plug opened only slightly in an early intake cycle stage while opening the other intake ports at their desired timings. The intake port located at the shortest distance from the spark plug is subsequently opened at a desired timing, thereby aspirating a substantial quantity of air through the closest intake port at a later time than through the other intake ports.

Engine control system for multi-valve engine

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 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.

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Hiroshima, Japan

Tatsuya Uesugi