Aisin Seiki Kabushiki Kaisha

Jtekt Corporation

Yoshiyuki Onimaru

Kiyoharu Takagi

Toshiaki Ishiguro

Akiyuki Suzuki

Masato Shimei

Kokichi Kato

Takahiro Misu

Motoshi Kawamura

Takahiro Sakai

Suguru Futamura

Junji Kagiyama

Kuniaki Kuwahara

Yasuo Shirai

Toshinori Murahashi

Toshiyuki Morio

Kozo Nakagawa

Atuo Okumura

Takanao Suzuki

Torao Kawaguchi

Masayuki Tomita

Takashi Sugimoto

Hiroyuki Nagasaka

A drive apparatus for a hybrid vehicle includes: an engine applying a drive force to drive wheels via a drive shaft; a motor applying a drive force to the drive wheels via a rotation shaft; a planetary gear mechanism having first, second, and third elements lining up sequentially with a gap interposed therebetween corresponding to a gear ratio; and an automatic transmission having input and output shafts rotatably connected to the drive wheels, and changing a gear ratio obtained by the division of the rotation speed of the input shaft by the rotation speed of the output shaft, wherein the input and drive shafts are connected to the second element, the output shaft and one end of the rotation shaft are connected to the first element, and the output shaft and the other end of the rotation shaft are connected to the third element.

Drive apparatus for hybrid vehicle

A vehicle automatic transmission includes an input shaft connected to an output shaft of an engine, an output shaft, and a torque converter for transmitting driving torque from the engine to the automatic transmission. A planetary gear system of the automatic transmission is provided with first, second, third and fourth planetary gear sets. The first gear set has a first sun gear, a first ring gear, a pair of first pinion gears, and a first planetary carrier. The second, third and fourth gear sets respectively have second, third and fourth sun gears, second, third and fourth ring gears, second, third and fourth single pinion gears, and second, third and fourth planetary carriers. The planetary gear system is further provided with four rotational elements, two clutches, and three brakes.

Automatic transmission

A vehicle deceleration controller which is able to relatively reliably satisfy the intended deceleration of the driver irrespective of changes in the vehicle speed, the gradient of the driving road surface and the total weight of the vehicle includes a deceleration determining device that determines a required deceleration in accordance with the vehicle speed and the gradient of the driving road surface with reference to stored characteristic information, and an operation mode determining device that determines the required operation mode in accordance with the required deceleration determined by the deceleration determining device and the vehicle speed and the total vehicle weight with reference to stored characteristic information. An outputting device operates a braking force generating device with the required operation mode when it is determined that the accelerator has been released.

Vehicle deceleration controller

An automatic transmission is capable of obtaining appropriate gear ratios for six forward shifts and one reverse shift. The automatic transmission includes a first planetary gear, a second planetary gear, a planetary gear unit including a third planetary gear, and a fourth planetary gear. Also provided are first, second, third and fourth shaft elements, first and second first clutch elements, first, second, and third brake elements, the first clutch element is capable of selectively interconnecting the input shaft and the fourth shaft element. The second clutch element is capable of selectively interconnecting the input shaft and the carrier of the single planetary gear. The first brake element is capable of selectively fixing the first shaft element. The second brake element is capable of selectively fixing the second shaft element. The third brake element is capable of selectively fixing either the sun gear or the carrier of the double pinion planetary gear.

Automatic transmission for vehicles

A shift control unit which improves the shift feeling of an automatic transmission includes an operation control device for placing a frictional engaging element in a slow drain state during a timing time decided by a timing time deciding device and in a quick drain state when the timing time has elapsed. The shift control unit is provided further with a computing device for computing the power-off engine speed necessary for outputting a small range upper limit value of a turbine torque from a number of revolutions of the turbine of the torque converter and from the performance characteristic of the torque converter, and an auxiliary operation control device for comparing the power-off engine speed and actual engine speed and for running the operation control device when the actual engine speed is equal to or greater than the power-off engine speed to place the frictional engaging element into the quick drain state immediately without running the operation control device when the actual engine speed is below the power-off engine speed.

Shift control unit of automatic transmission

A power take off device for an automatic transmission for taking off auxiliary power has a power take off switch which turns on the power take off device. The automatic transmission includes a torque converter and a lock-up clutch. The torque converter is connected to the power take off device when the power take off switch is turned on. The automatic transmission includes a lock-up control valve operating the lock-up clutch and a 1-2 shift valve for changing gear speed from a first stage to a second stage. The 1-2 shift valve supplies line pressure to the lock-up control valve when the shift lever is in the neutral position or the parking position and cuts off line pressure supplied to the lock-up control valve when the 1-2 shift valve is in the first stage.

Power take off device for an automatic transmission

A control device of an automatic transmission comprises a controller which detects accel off caused by the release of accelerating owing to the accel stamping in which lock-up clutch is released, and which proceeds command which releases the operation thereof or releases temporally the operation thereof to an exhaust brake device when it is decided that the exhaust brake is in operation. When accel off is suddenly conducted at the time of accelerating in which the lock-up clutch is not engaged the phenomenon in which the speed ratio at the torque converter is prevented from occurring by releasing the exhaust brake by the controller. Accordingly, the engaging operation of the lock-up clutch is conducted easily and it is possible to let the engine brake work. When the down shift of the automatic transmission or accel off is conducted a the time of using the exhaust brake, it is possible to conduct the engagement, of the lock-up clutch easily and let the engine brake work effectively.

Control device for releasing an exhaust brake and engaging a lockup

Growing community of inventors

Nagoya, Japan

Yoshiyuki Onimaru