Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Aisin-warner Kabushiki Kaisha

Toyoda Jidosha Kabushiki Kaisha

Yoshio Shindo

Kunihiro Iwatsuki

Yutaka Taga

Hiroshi Ito

Koji Sumiya

Yoshikazu Sakaguchi

Takuji Taniguchi

Kiyohito Murata

Yuji Kashihara

Hisanori Nomoto

Fumiaki Izumi

Toshiharu Furukawa

Seitoku Kubo

Kagenori Fukumura

Hideki Yasue

Hiroji Taniguchi

Hajime Arai

Yasunori Nakawaki

Yasunari Nakamura

Kazuhiko Hayashi

Kojiro Kuramochi

Yasuhiko Higashiyama

Yukio Hamano

Yasushi Ando

Hiroshi Sasaoka

Keita Sakurai

A fluid coupling with a lock-up clutch which is capable of an improved torque transmission is provided. The fluid coupling with a lock-up clutch according to the present invention comprises, a front cover connected to an input shaft, an impeller shell connected to the front cover, a hub connected to an output shaft, a turbine shell connected to the hub at radially inner end, a driven plate assembly disposed near the outer surface of the turbine shell, a drive disc assembly disposed between the front cover and the driven plate assembly. The driven plate assembly has a driven plate which is rotatable in company with the hub, an annular friction surface disposed on the surface of front cover side of the driven plate. The drive disc assembly has a spring locator connected to the front cover, damper springs located in the spring locator, a front drive disc disposed on the front cover side of the spring locator, and a rear drive disc disposed on the driven plate assembly side of the spring locator. On the rear drive disc, a friction surface is disposed toward and selectively engageable with the annular friction surface disposed on the driven plate. The front drive disc and the rear drive disc are connected to each other at least at two different radial position and support the damper springs by co-operating with each other. Preferably, the driven plate are connected to the turbine shell at radially inner end portion and radially outer end portion so that the driven plate covers the whole outer surface of the turbine shell.

Fluid coupling with a lock-up clutch

A clutch device, having a cam mechanism between a piston member and clutch discs, which has a high torque transmitting capacity, small dimensions and no engagement shock is provided. The clutch device comprises a pair of members which are spaced on a common axis and relatively rotate around a common axis, a variable length coupling member which is disposed on the common axis between the relatively rotating members and is composed of a pair of cam members, and a piston member which selectively pushes the variable length coupling member toward one of the relatively rotating members to cause a frictional engagement between one end of the variable length coupling member and one of the relatively rotating members. The variable length coupling member is elongated through the agency of a reaction between the cam members after a frictional engagement between one end of the variable length coupling member and one of the relatively rotating members caused by the piston member so that the relatively rotating members are engaged to each other by a force proportional to a transmitting torque input from one of the relatively rotating members.

Clutch device for an automatic transmission

A clutch device which can perform the plural functions required in an automatic transmission is provided. As a result, it is possible to reduce the number of clutch devices required to obtain the desired gear ratios and shift operations. The clutch device, according to the present invention, comprises a pair of members spaced on a common axis and relatively rotating around the common axis, a variable length coupling member disposed on the common axis between the relatively rotating members and having a pair of cam members, and a piston member selectively pushing the variable length coupling member toward one of the relatively rotating members. The piston member causes frictional engagement between one end of the variable length coupling member and one of the relatively rotating members so that the cam members relatively rotate and cooperatingly generate a cam force, in an axial direction, which elongates the variable length coupling member and couples the relatively rotating members. The piston member pushes the variable length coupling member even when the direction of the relative rotation of the relatively rotating members is reversed.

A control system for a shift-by-wire automatic transmission, comprises: a first range changing valve for having an input port switched to communicate with a first output port and a second output port; a second range changing valve for causing the first input port connected with the first output port to communicate with two range ports selectively and for causing a second input port connected with the second output port to communicate with at least another of the range ports selectively; and a drive mechanism for switching and operating the first and second range changing valves. Further comprised are: a fail detector for detecting a failure that either of the first range changing valve and the second range changing valve fails to be switched; and a fail controller for outputting an instruction signal to the drive mechanism to change the range by actuating the switchable one of the range changing valves if the fail detector detects the failure.

Control system with failsafe range passages in a changeover valve for

Control system with failsafe for shift-by-wire automatic transmission

A fluid coupling power transmission is constructed such that a pump impel let and a turbine runner are arranged to face each other in a housing, to which torque is inputted, and such that a lockup clutch is disposed in the housing for transmitting the torque from the housing to the turbine runner. The fluid coupling power transmission comprises: a damper mass made rotatable relative to the housing and arranged at the side facing the pump impeller across the turbine runner; an elastic member adapted to be compressed by the revolution of the, damper mass relative to the housing; a lockup piston interposed between the damper mass and the turbine runner and pushed by oil pressure toward the damper mass into selective engagement with the damper mass; a first oil pressure chamber adapted to be fed with the oil pressure for pushing the lockup piston toward the damper mass; a second oil pressure chamber formed between the lockup piston and the damper mass, when the lockup piston engages with the damper mass, and adapted to be fed with oil pressure for separating the lockup piston from the damper mass; and a reaction mechanism for applying a reaction to the damper mass In a direction to separate the damper mass from the housing against the force for the lockup piston to push the damper mass.

Fluid coupling power transmission with lockup clutch

An apparatus for controlling the engine brake of a motor vehicle, adapted to control the intake air quantity of the engine so as to maintain the actual vehicle speed at a desired speed. The apparatus includes a device for avoiding acceleration of the vehicle during running on a downhill with the accelerator pedal released, and a device to permit deceleration of the vehicle during the subsequent running on an uphill road. The apparatus may include a device for increasing the engine brake force when the brake pedal is depressed, by fully closing the throttle valve and/or shifting down the transmission, to assure sufficient engine braking effect upon depression of the brake pedal on a downhill. The apparatus may include a device for updating the desired vehicle speed when the actual speed is lowered by depression of the brake pedal, to prevent acceleration of the vehicle after the brake pedal is released at the end of a downhill. The desired vehicle speed may be updated when the difference between the initially determined desired speed and the actual speed exceeds a given limit, or when the brake pedal is released.

Apparatus for controlling engine brake force during vehicle running on

In a system for integrally controlling an automatic transmission and an engine comprising: a member for controlling the engine; a member formed separately of the engine control member, for controlling the automatic transmission; and various communication lines for connecting the engine control member and the automatic transmission control member to each other; judgments are made quickly and without fail as to whether trouble exists, such as disconnections or short-circuits of the various communication lines. When a trouble is detected, the proper control is maintained as much as possible in accordance with the types of trouble.

Double-detecting, trouble-judging and failsafe devices in system for

In a system for integrally controlling an automatic transmission and an engine, an apparatus for controlling the automatic transmission and an apparatus for controlling the engine are formed separately from each other to reduce size and cost, and to facilitate the mounting of control means onto a vehicle. Further, if trouble occurs in this communication system between the engine control apparatus and the automatic transmission control apparatus countermeasures are properly performed, and a trouble is reduced as much as possible.

System for integrally controlling automatic transmission and engine

A device integrally controls an engine having a supercharger and an automatic transmission. More specifically, boost pressure to the engine can be selectively introduced continuously or gradually, and oil pressure in a hydraulic control device of the automatic transmission is increased or decreased in accordance with the selected value of the boost pressure and an intake air temperature value. As a result, shift shock is low irrespective of output fluctuations of the engine due to a change in the boost pressure to and intake air temperature of the engine, and moreover, durability of the frictionally engaging devices is achieved.

Device for integrally controlling a supercharged engine and automatic

In an automatic transmission including a torque converter, an overdrive gear mechanism, an underdrive gear mechanism, a planetary gear mechanism, a first input shaft for the overdrive mechanism connected with the torque converter, and a second input shaft for the underdrive mechanism, a support structure is provided which is formed with a radially outwardly extending wall axially located adjacent a spline which connects a ring gear of the planetary gear mechanism with the second input shaft, with the support structure also including an axially extending boss located at the radially inner end of the radially extending wall, the boss having the second input shaft rotatably supported therein with the piston of the servo mechanism for operating an overdrive brake of the overdrive mechanism being attached to the radially extending wall.

Automatic transmission with overdrive

A system for integrally controlling an automatic transmission and an engine, wherein gear stages are automatically switched in accordance with a preset shift map, and an engine torque is changed by a predetermined change value during shifting to thereby maintain the satisfactory shift characteristics. The system includes a device for determining whether or not an engine torque change can be actually carried out without a problem; and means for regulating said engine torque change when said engine torque change cannot be actually carried out, to thereby prevent the problem from occurring.

A device for controlling engine torque in a vehicle which includes an engine and an automatic transmission, and for changing the engine torque during shifting of the automatic transmission by an engine torque change value determined in association with at least engine load. The device includes a detecting device for detecting at least one of intake air pressure, cooling water temperature of an engine, oil temperture of an engine, and oil temperature in a hydraulic control device of the automatic transmission; a determining device for determining the engine torque change value in further association with at least one of the intake air pressure, the cooling water temperature of the engine, the oil temperature of the engine, and the oil temperature in the hydraulic control device of the automatic transmission; and a changing device for changing engine torque during-shifting of the automatic transmission by the determined engine torque change value. With the engine torque controlling device, satisfactory shift characteristics can be constantly obtained irrespective of the influence of enviromental factors on either engine output or the behavior of a hydraulic control device of the automatic transmission, so that shift shock can be decreased and the durability of the frictionally engaging devices can be improved.

Device for controlling engine torque in vehicle

A system for controlling an engine torque is provided, wherein the engine torque is changed by predetermined values when an automatic transmission is shifting to satisfactorily maintain the shift characteristics of an automatic transmission. An operating area for controlling the engine torque change and/or the predetermined values are corrected in accordance with temperature in an exhaust system of engine, or the frequency of the engine torque change. As a result, rise in temperature in the exhaust system, worsened fuel consumption rate and deteriorated contents of exhaust gas, which are caused due to the frequent torque changes can be avoided.

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Toyota, Japan

Yoshio Shindo