Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Across Co., Ltd.

Honda Giken Kogyo Kaisha

Yorinori Kumagai

Yoichi Kojima

Tsunefumi Niiyama

Takashi Hotta

Yukio Morita

Kimihiko Kikuchi

Hiroshi Nakayama

Tsukasa Takahashi

Yoshihiro Kodama

Kiminobu Terao

Takamichi Shimada

Masahiro Imamura

Haruo Tanaka

Tomoharu Kumagai

Shinichi Sakaguchi

Junya Nagai

Toshiki Takeda

Toshio Oka

Soichi Sugino

Takao Nakagawa

Masayuki Tamura

Kentaro Komori

Satoshi Yoshida

Atsushi Takahashi

Tetsuo Naraki

Junichi Araki

Mihoko Yamashita

Tomokazu Takeda

Kouji Ueda

Chihiro Matsubara

Mayumi Takada

Kenji Amano

A friction member for a frictional engagement device is provided in which weight is reduced, impact resistance is enhanced and sliding resistance is improved; and also provided is a method for producing the same. As a friction member () for a frictional engagement device, a friction member made of a carbon fiber/carbonaceous composite material is provided which is obtained by implementing a heat treatment on a precursor, the precursor comprising a matrix composed of a carbon binder and an additive and carbon fiber dispersed in the matrix, wherein a porosity of the friction member is 20-60%.

Friction member for frictional engagement device and method for producing the same

A starting motorof an internal combustion enginedrives an input/output pulleythrough a belt. Auxiliary machineryandis driven by the enginethough the beltwhile the engine is in operation. The starting motordrives the auxiliary machineryandthrough the beltwhile the engine is in standstill. A speed change mechanismtransmits rotation of the starting motorat a high gear ratio to the engine to start the same, and transmits rotation of an engine output shaftat a lower gear ratio to the motorto make the motorgenerate power while the engine is in operation. The speed change mechanismoverlaps the pulleyat least partially axially of the output shaft. The pulleydefines an oil chamberfor containing lubricate oil.

Automotive internal combustion engine control system

An automotive internal combustion engine control system transmits the output of a starting motor capable of operating as a generator to an internal combustion engine in starting the internal combustion engine, and transmits the output of the internal combustion engine to accessories while the internal combustion engine is in operation. The automotive internal combustion engine control system includes a transmission mechanism that transmits the output of the starting motor to the accessories while the internal combustion engine is stopped for a predetermined condition, transmits the rotation of the drive shaft of the starting motor to the crankshaft of the internal combustion engine at a high first gear ratio in starting the internal combustion engine, and transmits the rotation of the crankshaft of the internal combustion engine to the drive shaft of the starting motor at a low second gear ratio while the internal combustion engine is in operation to operate the starting motor as a generator. The transmission mechanism enables driving the accessories by the starting motor while the internal combustion engine is stopped, smoothly starting the internal combustion engine and efficient energy regeneration while the internal combustion engine is in operation.

An automatic transmission has: a primary transmission mechanism including: an input shaft; a planetary gear set having a sun gear, planetary gears and a ring gear, each being a helical gear, the ring gear and sun gear being respectively connected to the input shaft and to a stationary member via a one-way clutch, and a carrier for the planetary gears is connected to a primary output shaft; and an centrifugal clutch engaged/released the input shaft with/from the primary output shaft in correspondence with a centrifugal force by a weight and a thrust force by the helical gear; and a secondary transmission mechanism connected to the primary output shaft, for controlling a gear-shift into two or more speed-changed conditions. A multiplicity of change-speed gears is obtained by selectively combining the released and engaged states of the centrifugal clutch for each of the speed-changed conditions of the secondary transmission mechanism.

Automotive automatic transmission

A hydraulic seal system includes a seal ring groove and a seal ring mounted in the seal ring groove. The seal ring and seal ring groove are rotatable relative to each other, and have sealing sides, respectively, which are put into pressure contact with each other by a sealing hydraulic pressure. The seal ring is made of a synthetic resin to have a fixed elasticity. The sealing side of the seal ring is formed into a convex curved surface with its radially central portion raised, so that when a hydraulic pressure is applied, the sealing side can be compressedly deformed to define a hydraulic pocket. Thus, the formation and retaining of an oil film at the pressure contact portions of the sealing sides is promoted.

Hydraulic seal system

A continuously variable transmission for vehicles, in which the power from a prime mover is divided by a power dividing mechanism and transmitted to a hydraulic continuously variable transmission (HCVT) apparatus and to a mechanical transmitting means for mechanical transmission of power, and the power from the HCVT apparatus and the mechanical transmitting means is collected and selectively outputted for satisfying both the maximum speed performance and the fuel consumption performance of the vehicle. A lock-up brake in the power dividing mechanism stops the rotation of the hydraulic pump of the HCVT so that the power from the input member may be mechanically transmitted to the mechanical transmitting means only via the power dividing mechanism to achieve a minimum gear ratio. A lock-up clutch directly connects the input member and the mechanical transmitting means so that the power from the input member may be directly and mechanically transmitted to the mechanical transmitting means to achieve a greater gear ratio than the minimum reduction ratio.

Continuously variable transmission for vehicles

In a hydraulic brake for a transmission, an assist piston, a reaction piston and a main piston are accommodated on a cylinder. The assist piston has a first acting portion in abutment against the main piston, and the main piston has a second acting portion facing one end of stacked frictional engaging elements. The assist piston and the main piston are moved rightwardly by a hydraulic pressure supplied to a first oil chamber and a second oil chamber to bring the frictional engaging elements into engagement with one another. The first and second acting portions are superposed as viewed axially, thereby preventing a jarring of the assist piston and the main piston. In one embodiment, each of the pistons is formed from a pressed article, whereby the machining cost can be reduced and, moreover, oil passages connecting the first and second oil chambers can be provided in a simple manner.

Hydraulic brake for transmission

In a sealing device, a crank-shaped oil channel is defined in an abutment of a sealing ring for sealing between a shaft member and a housing which surrounds the shaft member and is rotatable relative the shaft member. The crank-shaped oil channel is comprised of a first oil channel portion and a second oil channel portion which extend axially, and a third oil channel portion which connects the first and second oil channel portions to each other. If the sealing ring is thermally expanded circumferentially due to a change in temperature, the sectional area of the flow path in each of the first and second oil channel portions is varied, but the sectional area of the flow path in the third oil channel portion is not substantially varied. Therefore, it is possible to leak a given amount of an oil from one side of the sealing ring through the crank-shaped oil channel to the other side, thereby preventing the wearing of the shaft member caused by foreign matter, such as an iron powder, contained in the oil.

Hydraulic sealing device

A clutch drum has a drum main body made of a metallic plate which is formed into a cup shape by drawing. Spline teeth for engaging with clutch plates are formed by pressing on a periphery of the drum main body. Pulsing teeth for detecting a rotational speed are formed by pressing on the periphery of the drum main body. An apparatus for manufacturing the clutch drum has a forming die onto which the drum main body is externally set in position. The forming die has formed thereon first tooth spaces corresponding to the spline teeth and second tooth spaces corresponding to the pulsing teeth. First tooth-shaped punches are provided so as to be movable radially back forth to form by pressing the spline teeth by urging the periphery of the drum main body into the first tooth spaces. Second tooth-shaped punches are provided so as to be movable also radially back and forth integrally with the first tooth-shaped punches to form by pressing the pulsing teeth by urging the periphery of the drum main body into the second tooth spaces.

Clutch drum and apparatus for manufacturing same

A planetary gear transmission typically for use on automobiles has first, second, and third planetary gear trains arranged coaxially with each other and each having elements including a sun gear, a carrier, and a ring gear. Two of the elements of each of the first, second, and third planetary gear trains are directly or disengageably coupled to elements of the other planetary gear trains. The transmission also has three clutch means and two brake means for selectively establishing a power transmitting path from an input shaft to an output gear member through the first, second, and third planetary gear trains. At least one of the first, second, and third planetary gear trains comprises a double-pinion planetary gear train, one of the sun gear and the carrier of the double-pinion planetary gear train being coupled to the input shaft and the other being nonrotatably fixed. The elements of the first, second, and third planetary gear trains are corotatably coupled into first, second, third, fourth, and fifth rotational members in a speed diagram, the third and fifth rotatable members being coupled to the input member, the fourth rotational member being coupled to the output member and. The carrier of the double-pinion planetary gear train may be coupled to the input shaft, and the sun gear thereof may be nonrotatably fixed.

Planetary gear transmission

A planetary gear transmission typically for use on automobiles has first, second, and third planetary gear trains arranged coaxially with each other and each having elements including a sun gear, a carrier, and a ring gear. Two of the elements of each of the first, second, and third planetary gear trains are directly or disengageably coupled to elements of the other planetary gear trains between input and output members. The elements of the first, second, and third planetary gear trains are corotatably coupled into first, second, third, fourth, and fifth rotational members the first, second, and fifth rotational members being coupled to the input member, the fourth rotational member being coupled to the output member. The planetary gear transmission also has a separating clutch disposed between the elements of the second rotational member, for disengageably connecting the elements of the second rotational member.

Clutch-separable planetary gear transmission

Juxtaposed motor vehicle engine and transmission power transmitting

A planetary gear transmission typically for use on automobiles has first, second, and third planetary gear trains arranged coaxially with each other and each having elements including a sun gear, a carrier, and a ring gear. Two of the elements of each of the first, second, and third planetary gear trains are directly or disengageably coupled to elements of the other planetary gear trains. The transmission also has two clutch means and three brake means for selectively establishing a power transmitting path from an input shaft to an output gear member through the first, second, and third planetary gear trains. The first planetary gear train comprises a double-pinion planetary gear train, one of the sun gear and the carrier of the double-pinion planetary gear train being coupled to the input shaft and the other being disengageably coupled to a stationary member. The elements of the first, second, and third planetary gear trains are corotatably coupled into first, second, third fourth, and fifth rotational members in a speed diagram, the third and fifth rotatable members being coupled to the input member, the fourth rotational member being coupled to the output member.

A planetary gear transmission for use on automobiles includes an input shaft, an output gear, and three planetary gear trains disposed coaxially with each other and each having a sun gear element, a carrier element, and a ring gear element, two of the elements of each of the planetary gear trains being mechanically coupled to elements of the other planetary gear trains for rotation therewith. The elements which are mechanically coupled to each other provide first through fifth rotating members, the first and fifth rotating members being coupled to the input shaft, one of the second and third rotating members being coupled to the output gear, the fourth rotating member being coupled to the output gear. The planetary gear transmission also has a separating clutch disposed between the elements of the third rotating member, for selectively engaging and disengaging the elements of the third rotating member.

Growing community of inventors

Saitama, Japan

Yorinori Kumagai