公开(公告)号：JPH03103656A

公开(公告)日：1991-04-30

申请号：JP23958889

申请日：1989-09-14

Applicant: TOYOTA MOTOR CORP

Inventor： TATARA TAKEHIRO

IPC: F16H9/18 ,  F16H59/44 ,  F16H61/00 ,  F16H61/02 ,  F16H61/28

Abstract: PURPOSE:To control a nipping pressure with high precision by a method wherein an oil cham ber for compensation to generate a thrust for compensation in an opposite direction by which a transmission nipping pressure is decreased is formed to a hydraulic actuator, and an oil pressure is increased to increase a car speed. CONSTITUTION:In a belt type continuously variable transmission for a vehicle, a transmission belt 40 is nipped with a pressure between fixed and moving discs 54 and 56 by means of a hydraulic cylinder 46 on the output side to perform transmission. The hydraulic cylinder 46 is provided with an oiltight oil chamber 72 for compensation to generate a thrust for compensation in an opposite direction to a nipping force is mounted in the hydraulic cylinder 46, and the nipping force of an oil chamber 70 generated by means of an centrifugal oil pressure is fundamentally compensated by a thrust (centrifugal force) for compensation by the oil chamber 72 for compensation. Further, in order to compensate for deficiency in s thrust for compensation due to d difference in a pressure receiving area between the two oil chambers 70 and 72, an electronic control device 80 feeds an oil pressure in the oil chamber 72 for compensation through a switching valve 86 according to an increase in a car speed to offset an increase in a nipping pressure due to the centrifugal oil pressure. This constitution controls a nipping pressure with high precision.

公开(公告)号：JPH02283961A

公开(公告)日：1990-11-21

申请号：JP10251989

申请日：1989-04-21

Applicant: TOYOTA MOTOR CORP

Inventor： TATARA TAKEHIRO ,  JUFUKU YASUNOBU ,  HAYASHI TAKASHI ,  OKUWAKI SHIGERU

IPC: F16H61/06 ,  F16H47/00 ,  F16H47/06 ,  F16H59/14 ,  F16H59/42 ,  F16H59/70 ,  F16H61/02

Abstract: PURPOSE:To improve power performance by controlling a line pressure, considering a converter range and a coupling range of a torque converter only on the basis of engine load, and speed ratio and input shaft rotational speed of a continuously variable transmission. CONSTITUTION:In a continuously variable transmission(CVT) with a torque converter, in order to control the line pressure of CVT, the line pressure is decided, considering whether the current use range of the torque converter is in the so-called converter range or in a coupling range on the basis of engine load (thetath), speed ratio (e) of CVT and parameter of input shaft rotational speed Nin of CVT, which are detected by the respective detectors. This precise, line pressure control, considering a torque increase of the torque converter can be conducted using only the parameters essential to the speed ratio control of CVT.

公开(公告)号：JPH02221758A

公开(公告)日：1990-09-04

申请号：JP4265189

申请日：1989-02-22

Applicant: TOYOTA MOTOR CORP

Inventor： HAYASHI TAKASHI ,  JUFUKU YASUNOBU ,  TATARA TAKEHIRO ,  OKUWAKI SHIGERU

IPC: F16H9/00 ,  F16H47/00 ,  F16H47/06 ,  F16H59/14 ,  F16H59/36 ,  F16H59/40 ,  F16H61/00 ,  F16H61/02

Abstract: PURPOSE:To aim at the simplification of structure by finding those of engine torque, speed ratio of a hydraulic coupling, capacity coefficient, torque ratio, turbine torque and speed ratio of a continuous variable transmission from load and speed of an engine and output shaft rotational speed of the continuously variable transmission, and thereby determining the extent of line pressure. CONSTITUTION:When a line pressure operational means determines the extent of line pressure in a continuously variable transmission(CVT), it calculates those of engine torque, speed ratio of a hydraulic coupling, capacity coefficient, torque ratio, turbine torque and speed ratio of the transmission(CVT) from only engine load (throttle opening), engine speed and output shaft rotational speed of the continuously variable transmission. Next, the line pressure of the continuously variable transmission is determined from each value calculated, and the line pressure for the transmission is controlled by a line pressure control means. Thus, the optimum line pressure in consideration of even a torque increment action in a torque converter can be determined in a simple structure without installing an input shaft speed sensor of the transmission(CVT).

公开(公告)号：JPS6325141A

公开(公告)日：1988-02-02

申请号：JP16874886

申请日：1986-07-17

Applicant: TOYOTA MOTOR CORP

Inventor： HAYASHI TAKASHI ,  TATARA TAKEHIRO

IPC: B60K20/00 ,  B60K17/348 ,  B60W10/00 ,  B60W10/02 ,  B60W10/04 ,  B60W10/06 ,  B60W10/10 ,  B60W10/101 ,  F16H61/02 ,  F16H63/44 ,  F16H63/46

Abstract: PURPOSE:To secure sufficient durability for a long period of time even for a car with a large capacity engine by using two stepless speed change mechanisms arranged parallelly, and thereby transmitting the engine output separatively. CONSTITUTION:Stepless speed changers 4F, 4R are arranged parallelly on input shafts 8F, 8R and on independent output shafts 10F, 10R. This allows torque transmission from the input shaft 8F to output shaft 10F and from input shaft 8F to output shaft 10R at speed ratios variable steplessly. Here a viscous coupling 3 divides the input shaft 8 into stepless speed changers 4F, 4R for the input shafts 8F, 8R individually. Accordingly when specified values are given to the target revolving speed of engine E/G and the target torque distribution proportion to the front and rear wheels, the stepless speed changer 4F controls so that the engine E/g will get the target revolving speed, and at the same time, the target input shaft revolving speed of the other stepless speed changer 4F is controlled so that the target torque distribution proportion is obtained, wherein the torque transmitted through said viscous coupling 3 is taken into consideration.

公开(公告)号：JPS62220742A

公开(公告)日：1987-09-28

申请号：JP6460086

申请日：1986-03-21

Applicant: TOYOTA MOTOR CORP

Inventor： OKUWAKI SHIGERU ,  OKAWA SUSUMU ,  JIYUFUKU YASUNOBU ,  TATARA TAKEHIRO ,  NAKAWAKI YASUNORI ,  HAYASHI TAKASHI

IPC: F16G5/18

Abstract: PURPOSE:To enable large torque to be transmitted and to improve durability of a V belt and its assembly workability, by forming a smooth hollow curved surface in at least one of the peripheral edge and the internal peripheral edge of each link piece while a smooth protrusive curved surface in the opposed opening part of a V-block and constituting the V belt such that the both hollow and protrusive curved surfaces are engaged. CONSTITUTION:An endless chain 35 is formed by alternately overlapping link pieces 40, 50 and connecting end parts with a joint motion capable by connecting pins 60, and a V belt 30 is assembled by mounting the chain 35 to be fitted to an opening part from both side surfaces of V-blocks 70 so that hollow curved surfaces of the link pieces 40, 50 are fitted to protrusive curved surfaces of the V-blocks 70. Consequently, the belt, which obtains good assembly workability with no limitation of a number of sheets of the link pieces 40, 50, enables the contact area of the V-block 70 with a pulley to be large obtained. Rotating power from the input pulley is transmitted to the V-block 70, brought into friction contact with the inside of a V-groove, generating tensile force in the chain 35 through the hollow curved surface of the link piece engaged with the protrusive curved surface of said V-block. Accordingly, the V belt, which can transmit large torque, enables the improvement of durability and assembly workability to be promoted.

公开(公告)号：JPS6283553A

公开(公告)日：1987-04-17

申请号：JP22341785

申请日：1985-10-07

Applicant: TOYOTA MOTOR CORP

Inventor： TATARA TAKEHIRO ,  OKAWA SUSUMU ,  MATSUI HIDEAKI

IPC: F16H9/12 ,  F16H37/06

Abstract: PURPOSE:To prevent production of a difference in a transmission ratio between continuously variable units and to improve durability of a transmission gear, by providing a common input rotary member, to which a power from an engine is inputted, and a differential gear device located between the input shafts of plural continuously variable transmission units. CONSTITUTION:A coupling shaft 20, coupled to a crank shaft 12 of an engine 10, is coupled to a pair of sleeves 34L and 34R through a differential gear device 36. The sleeve 34L is functioned as the input shaft of a belt type continuously variable transmission gear unit on the left, and a varying pulley 38L on the input side, having a varying engaging size, of a transmission belt 52L is provided. The varying pulley 38L on the input side is formed with a fixed rotary body 40L, secured to the sleeve 34L, and a moving rotary body 42L which forms a V-groove between the fixed rotary body 40L and the moving rotary body, and is mounted to the sleeve 34L so that it is axially movable but unmovable around a shaft. A sleeve 34R is situated in a similar manner described above.

公开(公告)号：JPS6237538A

公开(公告)日：1987-02-18

申请号：JP17504585

申请日：1985-08-09

Applicant: TOYOTA MOTOR CORP

Inventor： TATARA TAKEHIRO ,  OKAWA SUSUMU ,  JIYUFUKU YASUNOBU ,  NAKAWAKI YASUNORI ,  HAYASHI TAKASHI ,  OKUWAKI SHIGERU

IPC: F16G5/18 ,  F16G5/16

Abstract: PURPOSE:To aim at reduction in the number of parts items and the promotion of low-unit cost of production, by forming a recessed part in one side connecting surface in a circumferential section form of each V-block and a projecting part to be engaged with this recessed part in the other side connecting surface, respectively. CONSTITUTION:A recessed part 18 is formed in one side connecting surface in a circumferential section form of each of V-blocks 141, 142...14n and a projecting part 20 to be engaged with this recessed part 18 is formed in the other side connecting surface each, and an engaging form between the recessed part 18 and the projecting part 20 is made up as making these V-blocks 141, 142...14n themselves adjoined with each other relatively rotatable in a plane surface inclusive a belt circumferential direction X as well as making these blocks 141, 142...14n themselves possible to transmit tensile force with one another. In addition, these V-blocks 141, 142...14n are formed into an almost S-shaped form in the circumferential section form, and the rear end side (recessed part) of this S-shaped form is engaged with an S-shaped tip end piece (projecting part) of the next V-block whereby the tensile force among these V-blocks 141, 142...14n themselves is transmitted.

公开(公告)号：JPS61160645A

公开(公告)日：1986-07-21

申请号：JP18845384

申请日：1984-09-07

Applicant: TOYOTA MOTOR CORP

Inventor： TATARA TAKEHIRO

IPC: F16G5/16

Abstract: PURPOSE:To improve durability, by utilizing the character of a hoop, which moves to a lower surface of curved line when small friction force is generated, and performing centering action. CONSTITUTION:A belt forms an endless carrier passing surface 36b of a power transmitting block 34 in a recessed curved surface while a hoop 32a, 32b,... 32n, forming an endless carrier 32, curving its width direction sectional shape to a direction of the recessed curved surface of the endless carrier passing surface 36b. And a radius R1 of the recessed curved surface of the endless carrier passing surface 36b and a radius R2 of the hoop width direction sectional curved shape form a relation where R1>R2, further a laminated surface of the hoop 32a, 32b,... 32n is formed to a sliding surface of low friction coefficient.

公开(公告)号：JPS6117743A

公开(公告)日：1986-01-25

申请号：JP13855584

申请日：1984-07-04

Applicant: Toyota Motor Corp

Inventor： MATSUI HIDEAKI ,  NAKAWAKI YASUNORI ,  TATARA TAKEHIRO

IPC: F16G5/16

CPC classification number: F16G5/16

Abstract: PURPOSE:To improve the durability of an endless carrier by forming a plurality of hoops of thin steel having the longitudinal elastic modulus of outer layer side higher than that of inner one to eliminate excessively high contact surface pressure between the respective layers of the hoops. CONSTITUTION:An endless carrier 11 is formed of a plurality of hoops 11a-11n laminated and formed in the form of annular strip. The quality of the inner layer side hoop of malaging steel forming hoops 11a-11n is different from that of the outer side one and the longitudinal elastic modulus of the outer side is higher than that of the inner one. By this constitution, is equalized tension shared by the hoops 11a-11n, and the contact surface pressure between the repective layers of hoop are approximately ezualized to improve the durability of the endless carrier 11.

Abstract translation: 目的：通过形成具有外层侧的纵向弹性模量高于内层的纵向弹性模量的多个环形环来提高环形载体的耐久性，以消除环的各层之间的过高的接触表面压力。 构成：环状载体11由层叠形成为环状带状的多个环11a-11n形成。 发声钢成形环11a-11n的内层侧环的质量与外侧的质量不同，外侧的纵向弹性模量高于内侧的纵向弹性模量。 通过这种构造，由箍11a-11n共有的均衡的张力，并且环的相应层之间的接触表面压力近似地被设定，以提高无端载体11的耐久性。

公开(公告)号：JPS58184350A

公开(公告)日：1983-10-27

申请号：JP6599582

申请日：1982-04-19

Applicant: Toyota Motor Corp

Inventor： OOKAWA SUSUMU ,  NAKAWAKI YASUNORI ,  MATSUI HIDEAKI ,  TATARA TAKEHIRO

IPC: F16H37/02

CPC classification number: F16H37/02 ,  F16H37/021

Abstract: PURPOSE:To enlarge the speed change ratio of a stepless speed change gear by providing a low gear pair and a high gear pair between the output shaft of a belt drive stepless speed change gear and another output shaft arranged in parallel with said output shaft. CONSTITUTION:The clutch 24 is released at the start and under low speed travelling. Consequently the power is transmitted from the first output shaft 13 through the first gear 17 of a low gear pair 25, third gear 21 and first oneway clutch 20 to the second output shaft 19. The speed is dropped lower than the case where only the stepless speed change gear 3 is employed. Upon increase of the car speed, the clutch 22 is fastened to fix the fourth gear 22 to the second output shaft 19. Consequently the power is transmitted from the first output shaft 13 to the second gear 18 and the fourth gear 22 thus to rotate the second output shaft 19. The second gear 18 and the fourth gear 22 will constitute a high gear pair 26 equipped with a hydraulic clutch thereby the second output shaft 19 will rotate with higher speed than the first output shaft 13.

Abstract translation: 目的：通过在皮带驱动无级变速齿轮的输出轴与与所述输出轴平行布置的另一输出轴之间设置低速齿轮对和高齿轮对来扩大无级变速齿轮的变速比。 构成：离合器24在起动和低速行驶时释放。 因此，动力从第一输出轴13通过低齿轮对25，第三齿轮21和第一单向离合器20的第一齿轮17传递到第二输出轴19.速度比只有无级的情况下降 使用变速齿轮3。 当轿厢速度增加时，离合器22被紧固以将第四齿轮22固定到第二输出轴19.因此，动力从第一输出轴13传递到第二齿轮18和第四齿轮22，从而使 第二输出轴19.第二齿轮18和第四齿轮22将构成配备有液压离合器的高齿轮对26，从而第二输出轴19将以比第一输出轴13高的速度旋转。