Toyota Jidosha Kabushiki Kaisha

Jtekt Corporation

Aisin Aw Co., Ltd.

Toyo Kogyo Co., Ltd.

Yusuke Ogata

Yoshinobu Soga

Yoshihiro Mizuno

Ryoji Habuchi

Toshihiro Aoyama

Masashi Hattori

Koichi Tanaka

Masahiro Ito

Masahiko Suzuki

Hirofumi Nakada

Kenichi Mori

Naoki Okoshi

Hidenobu Yamaguchi

Fumitake Suzuki

Haruhiko Shibata

Hideki Yasue

Kenji Matsuo

Toshiaki Hayashi

Nobuaki Takahashi

Junichi Tokunaga

Naofumi Nishida

Ryuji Chida

Yasuyuki Watanabe

In a hydraulic control device of a belt-type continuously variable transmission that includes: a first hydraulic actuator that is provided in a primary pulley and reduces a width of a belt groove when hydraulic pressure is applied thereto; and a first control valve that regulates predetermined source pressure to be gear-change hydraulic pressure for setting or changing a gear change ratio and outputs the gear-change hydraulic pressure to the first hydraulic actuator, gear change equipment is included that regulates the source pressure to be the gear-change hydraulic pressure so as to regulate the hydraulic pressure of the first hydraulic actuator when the hydraulic pressure of the first hydraulic actuator is rapidly changed to change the width of the belt groove.

Hydraulic control device of belt-type continuously variable transmission

A hydraulic control system for vehicles is provided. A switching valve () that is adapted to provide a communication between an electric oil pump () and a drain passage while inhibiting a delivery of the oil from the electric oil pump () to the control object (, C) when an output pressure of the mechanical oil pump () is higher than a predetermined level, and to provide a communication between the electric oil pump () and the control object (, C) through a predetermined oil passage when an output pressure of the mechanical oil pump () is lower than the predetermined level. The electric oil pump () discharges oil before establishing the communication between the electric oil pump () and the control object (, C) as a result of reduction in the output pressure of the mechanical oil pump () to be lower than the predetermined level.

Hydraulic control system for vehicles

An automatic transmission device for an automobile includes a torque converter accommodated in a torque converter housing, a stator shaft supporting a stator of the torque converter, a torque converter housing, a stator shaft supporting a stator of the torque converter, a torque converter sleeve provided concentrically with the stator shaft and coupled with an inner periphery side of an impeller shell of the torque converter, a first bearing provided between an inner peripheral surface of the torque converter sleeve and an outer peripheral surface of the stator shaft, and a second bearing provided between an outer peripheral surface of the torque converter sleeve and an inner surface of the torque converter housing.

Automatic transmission device for automobile

An oil passage structure of a chain-driven oil pump includes three lines of oil passages for supplying oil from the center support to the torque converter, a first oil passage for supplying oil to the torque converter through the inside of an input shaft of the torque converter, a second oil passage for supplying oil to the torque converter through a space defined by the outer periphery surface of the input shaft and the inner periphery surface of a stator shaft, and a third oil passage for supplying oil to the torque converter by bypassing the drive sprocket. The third oil passage is provided on the outer periphery side of the drive sprocket and in a position where it does not interfere with the operation of a chain. Accordingly, it is possible to utilize the flex lock-up to a maximum extent, and to reduce the diameter of the sprocket.

Oil passage structure of chain-drive oil pump

An oil pump includes a first spill passage formed on a side surface () of a pump chamber () to communicate a hydraulic pressure chamber () with a first high pressure discharge passage () when the entire hydraulic pressure chamber () is positioned between the first high pressure discharge passage () and a first low pressure discharge passage (). Therefore, when the hydraulic pressure chamber () passes between the first high pressure discharge passage () and the first low pressure discharge passage (), the hydraulic pressure inside the predetermined hydraulic pressure chamber () escapes to the first high pressure discharge passage () through a first spill passage (), so a hydraulic pressure value inside the hydraulic pressure chamber () is maintained at the pressure value inside the first high pressure discharge passage (). As a result, fluid is inhibited from flowing into the hydraulic pressure chamber () from the first high pressure discharge passage () through a space between inner peripheral teeth () and outer peripheral teeth ().

Vehicular internal gear type oil pump

A hydraulic device includes a switch-over valveprovided at a section of a sub-passagelocated downstream of a location where a first bypass passageis connected and located upstream of a primary regulator. The switch-over valveis switched between a blocked state, where supply of hydraulic oil to a section of the sub-passagelocated downstream of the switch-over valveis blocked, and a communication state, where supply of hydraulic oil to the section of the sub-passagelocated downstream of the switch-over valveis permitted. In the hydraulic device, when the switch-over valveis switched to the communication state, as a discharge performance of a main pumpincreases, a first check valvecloses. Supply paths for hydraulic oil discharged from the sub-pumpare automatically switched in accordance with the discharge performance of the main pump. When the switch-over valveis switched to the blocked state, the first check valveopens and hydraulic oil discharged from the sub-pumpis introduced into a main passage

Hydraulic device for stepless transmission

A vehicular power transmitting system including an oil pump constructed to sufficiently reduce a required drive torque. A high-pressure-port discharge amount of first and second high-pressure passages of the oil pump is determined such that an amount of consumption of working oil of relatively high pressure can be afforded only by the high-pressure-port discharge amount, during steady-state running of a vehicle in which engine speed is not lower than a predetermined threshold value corresponding to a predetermined lowest target input shaft speed of a continuously variable transmission for its shifting control. The pressure of the working oil discharged from first and second low-pressure discharge passages is kept at a predetermined low level, and the required drive torque of the oil pump is sufficiently reduced.

Vehicular power transmitting system

In a vehicular belt-driven continuously variable transmission, belt squeezing force is inhibited from becoming excessive and a safety factor, with respect to belt slip, of belt squeezing force applied to a transmission belt () is reduced to a value that is less than or equal to 1.5 by reducing a pressure receiving area (S) of an output side hydraulic cylinder (). As a result, a centrifugal hydraulic pressure canceller chamber on a secondary pulley side () can be eliminated thus simplifying the structure of the vehicular belt-driven continuously variable transmission, while belt squeezing force can be appropriately controlled.

Vehicular belt-driven continuously variable transmission and control method thereof

In a hydraulic control system for a transmission, line pressure Pl is adjusted in accordance with a second solenoid pressure Psls if the ratio of a first sheave pressure Pin with respect to a second solenoid pressure Psls is equal to or less than the gain &#x3b1;. If not so, the line pressure Pl is adjusted in accordance with the first sheave pressure Pin. Consequently, the gain &#x3b7; of the first sheave pressure Pin with respect to a first solenoid pressure Pslp at a first sheave pressure adjustment valveand the gain &#x3b1; of a second sheave pressure Pout with respect to the second solenoid pressure Psls at a second sheave pressure adjustment valvecan be individually set while the line pressure Pl can be suppressed to the substantially requisite minimum in the entire control region.

Hydraulic control system for transmission

An oil pressure control device includes a plurality of solenoid valves, and a foreign matter discharge unit which carries out foreign matter discharge treatment for a treatment period composed of a first period Tin which a current smaller than a predetermined value is supplied to one of the solenoid valves and a second period Tin which a current equal to or larger than the predetermined value is supplied to the one of the solenoid valves, and makes timings for varying the current values different from one another so as to start supplying a current equal to or larger than the predetermined current value to another one of the solenoid valves at the beginning of the first period T, and to start supplying a current smaller than the predetermined value to the another one of the solenoid valves at the beginning of the second period T

Oil pressure control device

A hydraulic control system of continuously variable transmission includes: a first sheave pressure regulating valve () that regulates a line pressure (Pl), which is used for hydraulic control as a source pressure, to obtain a first sheave pressure (Pin); a fail-safe valve () that selects and outputs any one of the first sheave pressure (Pin) or a fail-safe hydraulic pressure (second sheave pressure Pout) that is applied to a drive pulley () at the time of a failure due to an excessive first sheave pressure (Pin) to the drive pulley (); and an orifice () that is provided in an oil passage () between the fail-safe valve () and the drive pulley (). Then, a hydraulic pressure in the oil passage () on the drive pulley () side of the orifice () is supplied to the first sheave pressure regulating valve () as a feedback pressure.

Hydraulic control system of continuously variable transmission

A hydraulic control system of continuously variable transmission includes: a first sheave pressure regulating valve () that regulates a line pressure (Pl), which is used for hydraulic control as a source pressure, to obtain a first sheave pressure (Pin); a fail-safe valve () that selects and outputs any one of the first sheave pressure (Pin) or a fail-safe hydraulic pressure (second sheave pressure Pout) that is applied to a drive pulley () at the time of a failure due to an excessive first sheave pressure (Pin) to the drive pulley (); and a first regulator valve () and a second regulator valve () that regulate the line pressure (Pl). An output pressure (Psf) of the fail-safe valve () is supplied to the first and second regulator valves (and) in a feedback manner as a drive pulley () side hydraulic pressure to thereby regulate the line pressure (Pl).

Hydraulic control system and method of continuously variable transmission

A hydraulic pressure control apparatus includes a primary regulator valve that regulates a pressure discharged from an oil pump to form a line pressure that is used as an original pressure for a hydraulic pressure that is supplied to each element, and a secondary regulator valve that regulates a hydraulic pressure downstream of the primary regulator valve to form a secondary pressure. Two pilot pressures (first modulator hydraulic pressure, control hydraulic pressure from a duty solenoid) are supplied to the secondary regulator valve. The secondary regulator valve is configured in such a manner that when one of the pilot pressures changes, a change in the one of the pilot pressures is absorbed by the other pilot pressure.

Hydraulic pressure control apparatus

A hydraulic control system of a vehicle power train having a belt-type continuously variable transmission, and a hydraulic lock-up clutch, includes: a line pressure control valve; first and second control valves; first, second and third electromagnetic valves; and a fail-safe valve. The fail-safe valve is switched to a fail position in which a line pressure is supplied to one of a drive pulley and a driven pulley when a rapid deceleration state is likely to occur in the belt-type continuously variable transmission, the fail-safe valve is switched to a normal position in which a hydraulic pressure output from the first control valve is supplied to the one of the drive pulley and the driven pulley during times other than the above, and the fail-safe valve is switched by a combination of a hydraulic pressure controlled by the second electromagnetic valve and a hydraulic pressure controlled by the third electromagnetic valve.

Hydraulic control system

A hydraulic control system for a vehicular drive system including a hydraulically operated belt-and-pulley type continuously variable transmission and a hydraulically operated frictional coupling device engaged for running of a vehicle, the hydraulic control system including: a first solenoid valve for regulating a belt-tensioning hydraulic pressure for tensioning a belt of the transmission, a second solenoid valve for regulating a transient coupling hydraulic pressure to be applied to the frictional coupling device in the process of an engaging action, a line-pressure regulating valve for regulating a line pressure used for hydraulically operated devices of the mechanism, and a hydraulic-circuit switching device operable to apply a control pressure of the second solenoid-operated valve to the line-pressure regulating valve after the frictional coupling device has been placed in a fully engaged state, and to apply a first control pressure of the first solenoid-operated valve to the line-pressure regulating valve while the frictional coupling device is in the process of the engaging action.

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Toyota, Japan

Yusuke Ogata