Jatco Corporation

Jatco Transtechnology Ltd.

Yasuo Sumi

Wataru Ishimaru

Kenji Nakashima

Masato Fujikawa

A gear-operated speed change apparatus for an automatic transmission, which can make the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train, while achieving a strength advantage of the gear train, an improvement in the fuel economy, coaxial positioning of the input port and output portions and size reduction of the automatic transmission altogether. The apparatus can achieve at least seven forward speeds and one reverse speed by engaging/releasing four clutches and two brakes. One of the three planetary gear sets can reduce the speed of an input rotation always or increase the input rotation always. One of the remaining two planetary gear sets is a double sun gear type planetary gear set including a third carrier having a center member positioned between two sun gears for inputting or outputting a rotation.

Gear-operated speed change apparatus for automatic transmission

A gear shift control apparatus has a higher degree of freedom for selecting a gear ratio than that of a Ravigneaux type composite planetary gear train, while achieving a strength advantage of the gear train, an improvement in the fuel economy, a coaxial positioning of an input portion and an output position, and a size reduction of an automatic transmission. The apparatus achieves six forward speeds and one reverse speed by properly engaging/releasing three clutches and two brakes. One of three planetary gearsets is a speed-reducing or speed-increasing device for reducing/increasing the speed of an input rotation. One of the remaining two planetary gearsets is a double sun gear type planetary gearset, a carrier of which has a center member for inputting or outputting a rotation from between two sun gears.

Gear shifter for automatic transmission

The second platenary gear mechanismis a so-called double pinion type planetary gear comprising a sun gear, paired pinions, a carrierwhich supports the pinions, and a ring gear. The pinionsof eeach pair meshes with each other in a state where one of the paired pinionsmeshes with the sun gearwhile the other one of the paired pinionsmeshes with the ring gear. The carrieris coupled to the countershaftand the sun gearis connected to a shaftwhich is coupled to a gearof a third gear unit

Continuously variable power-split transmission

A gear speed-changing apparatus can be obtained having made the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train, while achieving a strength advantage (e.g., the gear strength or gear lifetime) of the gear train, an improvement in fuel economy, the coaxial layout of the input portion and the output portion and the size reduction of the automatic transmission altogether. The apparatus achieves six forward speeds and one reverse speed by engaging/disengaging three clutches C , C and C and two brakes B and B properly. One G of three planetary gearsets G , G and G is a speed-reducing device for reducing input speed always. One G of the remaining two planetary gearsets G and G is a double sun gear type planetary gearset, the carrier PC of which has a center member CM for inputting or outputting a rotation from between two sun gears S and S . An intermediate wall for defining the inside of a transmission case into one side and the other side, is provided with cylinder chambers of brakes B and B , and a supporting portion for supporting a member serving as a clutch drum of the third clutch C

Gear speed-changing apparatus for automatic transmissions

In an infinitely variable transmission with a continuously variable transmission (CVT), a planetary gearset, a power recirculation mode clutch, and a direct mode clutch, a torque split mode reduction gear and clutch device is connected to a unit input shaft and located parallel to a power recirculation mode reduction gear and clutch device. The power recirculation mode clutch is provided for inputting a torque greater than a torque through the unit input shaft into the CVT with the power recirculation mode clutch engaged. The torque split mode clutch is provided for inputting a torque smaller than the torque through the unit input shaft into the CVT with the torque split mode clutch engaged. The power recirculation mode clutch, the direct mode clutch, and the torque split mode clutch are selectively engaged and disengaged for establishing either of a power recirculation mode, a direct mode, and a torque split mode.

Torque split infinitely variable transmission

An electric torque converter mounted on a parallel hybrid vehicle employing a parallel hybrid system, using both an internal combustion engine and an electric motor for propulsion, includes an electric motor generator having a motor generator rotor and a motor generator stator coil, and a composition-and-distribution mechanism located between the engine and a transmission for combining torque produced by the engine and torque produced by the motor generator with each other and for mechanically distributing the torque produced by the engine into the motor generator and a transmission input shaft. A converter case includes a third casing member formed with a boss portion supporting a rotating member of the composition-and-distribution mechanism by a bearing, and partitioning the motor generator from the composition-and-distribution mechanism. Also provided is a rotor support including a substantially cylindrical outer support portion supporting thereon the motor generator rotor, a substantially cylindrical inner support portion whose inner periphery is fixedly connected to the rotating member, and a connection portion interconnecting the inner and outer support portions. A locknut is located on the outer periphery of the rotating member and mates with a first one of axial ends of the substantially cylindrical inner support portion, for pre-loading the bearing via the rotor support. A position sensor includes a resolver rotor located on the inner periphery of the substantially cylindrical outer support portion, and a resolver stator located on the outer periphery of the boss portion.

Electric torque converter mounted on parallel hybrid vehicle

An electric torque converter mounted on a parallel hybrid vehicle employing a parallel hybrid system, using both an internal combustion engine and an electric motor for propulsion, includes an electric motor generator, and a composition-and-distribution mechanism located between the engine and a transmission for mechanically combining torque produced by the engine and torque produced by the motor generator with each other and for mechanically distributing the torque produced by the engine into the motor generator and a transmission input shaft. A converter case of the electric torque converter has a first casing member partitioning the transmission from the electric torque converter, a second casing member located between the engine and the transmission for partitioning the electric torque converter from the exterior, and a third casing member partitioning the motor generator from the composition-and-distribution mechanism. The third casing member has a large-diameter portion fixed to the first casing member, a medium-diameter portion housing therein the composition-and-distribution mechanism and placing therearound a motor generator rotor so that part of the motor generator rotor overlaps with the composition-and-distribution mechanism in a radial direction, and a small-diameter portion whose inner periphery rotatably supports a motor generator rotor support arranged coaxially with the transmission input shaft.

A parallel hybrid electric vehicle includes an engine and a motor/generator as a rotary driving source. A differential device has a first shaft connected to the engine, a second shaft connected to the motor/generator, and a third shaft connected to a transmission device. The first and the second shafts can be coupled by a direct clutch. At the time of start of the vehicle with the engine in an idling condition, the motor/generator is controlled to enter a reverse rotation power generating condition, and the engine speed is maintained near an idling speed. After the start of the vehicle, when the motor/generator is in a forward rotation condition, the motor/generator is controlled to operate as a motor to maintain the engine speed at a target speed, and when the engine speed and the motor/generator speed coincide with each other, the direct clutch is made to enter a coupled condition thereby to prevent the occurrence of coupling shock, and also to reduce a driving time of the motor/generator.

Control apparatus of parallel hybrid electric vehicle

A speed change gear mechanism of an automatic transmission comprising first, second and third planetary gear units each including a sun gear, a ring gear, a single pinion meshed with both the sun gear and the ring gear and a pinion carrier for carrying the pinion. The pinion carrier of the first unit is united with the ring gear of the third unit. The ring gear of the second unit is united with the pinion carrier of the third unit. A first clutch is arranged between the ring gear of the first unit and the ring gear of the second unit. A second clutch or direct connecting member is arranged between the sun gear of the second unit and the sun gear of the third unit. A third clutch is arranged between the sun gear of the third unit and the pinion carrier of the third unit. A first brake is used for stopping rotation of the ring gear of the second unit and the pinion carrier of the third unit which are united. A second brake is used for stopping rotation of the sun gear of the first unit. A third brake is used for stopping the sun gear of the second unit. An input shaft is connected to the ring gear of the first unit to rotate therewith. An output shaft is connected to the pinion carrier of the second unit to rotate therewith.

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Kanagawa, Japan

Yasuo Sumi