JPH04351355A - Automatic transmission - Google Patents

Abstract

PURPOSE:To offer a six-stage gear shifting using a small, light, and cheap configuration by mounting a plurality of gears on a main, intermediate, and drive shaft which are arranged parallelly, and actuating a plurality of one-way clutches on the main shaft and on the drive shaft. CONSTITUTION:A main shaft 5 is driven by the turbine 4 of a torque converter 3 directly coupled with the output shaft 2 of an engine 1. Therein an A-gear 7 driven through an A-clutch 6 is mounted on a ring-shaped shaft 8 and interlocked with B-gear 10 on an intermediate shaft 9. A C-gear 12 operating through a B-clutch 11 is mounted on the main shaft 5 through another ring- shaped shaft 13 and interlocked with D-gear 14 on the intermediate shaft 9. An E-gear 16 interlocking with a C-clutch 15 is mounted on the main shaft 5 through a ring-shaped shaft 17. On the other hand, an F-gear 18 mounted on the intermediate shaft 9 and a G-gear 21 mounted on the drive shaft 19 through a ring-shaped shaft 20 are interlocked with the drive shaft 19 through a one-way clutch 22. A H-gear 23 is mounted on the intermediate shaft 9 and interlocked with a J-gear 26 driven through a D-clutch 25 mounted on a hollow shaft 24.

Description

【発明の詳細な説明】[Detailed description of the invention] 【産業上の利用分野】[Industrial application field]

【０００１】この発明は、前エンジン横置（又は縦置）
前２輪（又は後２輪）駆動車用の６速の自動変速機の改
良に関する。[0001] This invention is based on a front engine horizontally (or vertically) installed.
This invention relates to an improvement of a 6-speed automatic transmission for vehicles with two front wheels (or two rear wheels).

【従来の技術】[Conventional technology]

【０００２】３軸型の６速の自動変速機の応用に於ては
、横置型と縦置型を問わず、エンジンブレーキ用に適合
した最低２速度段をワンウエイクラツチを使用した場合
、得られない問題点があつた。更に中軸と駆動軸との軸
間距離が主軸と中軸との軸間距離の１．５〜１．８倍と
なり駆動軸上の各ギヤは大径化し重量増大を招き、逆に
主軸上の各ギヤは過小となり設計困難な問題点があつた
。[0002] In the application of a 3-shaft type 6-speed automatic transmission, regardless of whether it is a horizontal type or a vertical type, a minimum of two speed stages suitable for engine braking cannot be obtained if a one-way clutch is used. There was a problem. Furthermore, the distance between the center shaft and the drive shaft is 1.5 to 1.8 times the distance between the main shaft and the center shaft, and each gear on the drive shaft becomes larger in diameter, resulting in an increase in weight. The gears were too small, making the design difficult.

【発明が解決しようとする課題】[Problem to be solved by the invention]

【０００３】この発明は、互いに平行に設けられ、ほゞ
等間隔に配置された主軸、中軸及駆動軸の３軸に径の異
なる変速用ギヤを合計９個使用して、６段の前進変速を
得られるにも拘らず、使用ギヤ及クラツチを小型軽量化
し、コスト低下を達成する事を目的としている。[0003] This invention uses a total of nine transmission gears with different diameters on three shafts, a main shaft, a center shaft, and a drive shaft, which are arranged parallel to each other and arranged at approximately equal intervals, to achieve a six-stage forward transmission. The objective is to reduce the size and weight of the gears and clutches used, and to reduce costs.

【課題を解決するための手段】[Means to solve the problem]

【０００４】以下、この発明を図面について説明する。 図１は、この発明の自動変速機のエンジン横置前２輪駆
動車用の第１実施例を示す平断面図であり、図２は其変
速制御回路図である。エンジン（１）の出力軸（２）に
直結したトルクコンバータ（３）のタービン（４）は右
側で主軸（５）を直結駆動し、Ａクラツチ（６）を介し
て駆動するＡギヤ（７）（歯数１７）が、環状軸（８）
上にて遊転可能に設けられ、中軸（９）上に同体に設け
られたＢギヤ（１０）（歯数４２）に連動する。Ｂクラ
ツチ（１１）を介して作動するＣギヤ（１２）（歯数２
０）は主軸（５）上に環状軸（１３）を介して設けられ
、中軸（９）上のＤギヤ（１４）（歯数２７）に連動す
る。Ｃクラツチ（１５）の作動により連動するＥギヤ（
１６）（歯数２５）は主軸（５）上に環状軸（１７）を
介して設けられ、中軸（９）上のＦギヤ（１８）（歯数
１７）及駆動軸（１９）上にて遊転可能に環状軸（２０
）を介して駆けられたＧギヤ（２１）（歯数２７）はワ
ンウエイクラツチ（２２）を介して駆動軸（１９）を連
動する。Ｈギヤ（２３）（歯数２５）は中軸（９）と同
体に設けられ、中空軸（２４）上に設けられＤクラツチ
（２５）の作動により駆動する、Ｊギヤ（２６）（歯数
２８）に連動する。スリーブ（２７）上の切替装置（２
８）により、逆転兼減速装置（２９）が前進時には大サ
ンギヤ（３０）、長ピニオン（３１）、ケース（３２）
に固定されたリングギヤ（３３）を介してキヤリヤ（３
４）より、差動装置（３５）のリングギヤ（３６）を直
結回転する。ラビニヨウ型の短ピニオン（３７）、長ピ
ニオン（３１）、リングギヤ（３３）及キヤリヤ（３４
）は、切替装置（２８）が左側（図中点線示）へ寄せ小
サンギヤ（６１）を介し逆転する構成である。ダブルピ
ニオン（３８）（３９）を介してキヤリヤ（４０）が左
取出軸（４１）を経由して左車輪（図示せず）に連動し
、サンギヤ（４２）が右取出軸（４３）を介して、右車
輪（図示せず）を連動する構成である。荷重の大きいＦ
ギヤ（１８）はＢギヤ（１０）より歯のピツチは大きく
してあり、中軸（９）及主軸（５）間の距離と中軸（９
）及駆動軸（１９）間距離とは大差なく、ほゞ中間に中
軸（９）が配置され、最も小型化するＡギヤ（７）の設
計を容易とし、Ｇギヤ（２１）及Ｊギヤ（２６）は不必
要に大径化しない利点がある。[0004] The present invention will be explained below with reference to the drawings. FIG. 1 is a plan sectional view showing a first embodiment of an automatic transmission of the present invention for a two-wheel drive vehicle with a transversely installed engine, and FIG. 2 is a transmission control circuit diagram thereof. The turbine (4) of the torque converter (3), which is directly connected to the output shaft (2) of the engine (1), directly drives the main shaft (5) on the right side, and the A gear (7) is driven via the A clutch (6). (number of teeth 17) is the annular shaft (8)
It is provided freely rotatably at the top and is interlocked with a B gear (10) (number of teeth: 42) provided integrally on the center shaft (9). C gear (12) (number of teeth 2) operated via B clutch (11)
0) is provided on the main shaft (5) via an annular shaft (13), and is interlocked with the D gear (14) (27 teeth) on the center shaft (9). The E gear (
16) (number of teeth 25) is provided on the main shaft (5) via the annular shaft (17), and the F gear (18) (number of teeth 17) on the center shaft (9) and on the drive shaft (19). An annular shaft (20
), the G gear (21) (27 teeth) interlocks the drive shaft (19) via a one-way clutch (22). The H gear (23) (25 teeth) is provided integrally with the center shaft (9), and the J gear (26) (28 teeth) is provided on the hollow shaft (24) and driven by the operation of the D clutch (25). ). Switching device (2) on sleeve (27)
8), when the reversing/reducing device (29) moves forward, the large sun gear (30), long pinion (31), and case (32)
The carrier (3) is connected via a ring gear (33) fixed to the carrier (3).
4), the ring gear (36) of the differential device (35) is directly connected and rotated. Lavigneau type short pinion (37), long pinion (31), ring gear (33) and carrier (34)
) is configured such that the switching device (28) shifts to the left side (indicated by a dotted line in the figure) and reverses the rotation via the small sun gear (61). The carrier (40) is linked to the left wheel (not shown) via the left take-out shaft (41) via double pinions (38) (39), and the sun gear (42) is linked to the left wheel (not shown) via the right take-out shaft (43). In this configuration, the right wheel (not shown) is linked. F with large load
The gear (18) has a larger tooth pitch than the B gear (10), and the distance between the center shaft (9) and the main shaft (5) and the center shaft (9)
) and the drive shaft (19), the center shaft (9) is placed almost in the middle, making it easy to design the A gear (7), which is the most compact, and the distance between the G gear (21) and the J gear ( 26) has the advantage of not increasing the diameter unnecessarily.

【作用】[Effect]

【０００５】エンジン（１）の出力はトルクコンバータ
（３）にて公知の所定の作動をして主軸（５）を回転す
る。第１速はＡクラツチ（６）のみが作動して、主軸（
５）の回転はＡギヤ（７）、Ｂギヤ（１０）、Ｆギヤ（
１８）及Ｇギヤ（２１）を経由して、ワンウエイクラツ
チ（２２）の作動により、駆動軸（１９）を通し、切替
装置（２８）の右側への作動により、大サンギヤ（３０
）、長ピニオン（３１）及キヤリヤ（３４）を介し差動
装置（３５）のリングギヤ（３６）を連動する。この場
合の駆動軸（１９）上の減速比は３，９２２となる。 第２速は同じくＡギヤ（７）、Ｂギヤ（１０）、Ｈギヤ
（２３）及Ｊギヤ（２６）を経由して、Ｄクラツチ（２
５）を作動させて駆動軸（１９）の減速比２，７６６を
得る。第３速はＢクラツチ（１１）のみを作動して、主
軸（５）の回転はＣギヤ（１２）、Ｄギヤ（１４）、Ｆ
ギヤ（１８）及Ｇギヤ（２１）を経由して、ワンウエイ
クラツチ（２２）が再び作動して、駆動軸（１９）上に
て減速比２，１４４を得られる。第４速は同様にＣギヤ
（１２）、Ｄギヤ（１４）、Ｈギヤ（２３）及Ｊギヤ（
２６）を経由してＤクラツチ（２５）を作動し、駆動軸
（１９）の減速比１，５１２が得られる。第５速はＣク
ラツチ（１５）のみの作動により、Ｅギヤ（１６）、Ｆ
ギヤ（１８）及Ｇギヤ（２１）を経由して、ワンウエイ
クラツチ（２２）の作動により駆動軸（１９）に於ける
減速比は１，０８０となる。第６速は同じくＣクラツチ
（１５）のみの作動によつて、Ｅギヤ（１６）、Ｆギヤ
（１８）、Ｈギヤ（２３）及Ｊギヤ（２６）を経由して
、Ｄクラツチ（２５）を作動させて、駆動軸（１９）上
にて減速比０，７６１を得ることになる。エコノミー走
行時は第２、３、４速にて発進出来る事は公知の通りで
あり、普通第１速発進の場合は第２速を省略して第１、
３、４、５、６速と５段変速を行い、第２速発進の場合
は第３速を省略して第２、４、５、６速という風に４段
変速として行うのが至当であり変速シヨツクの少いスム
ーズな加速を得られる。これらは公知のコンピユーター
等によるコントロール（図２参照）により公知のように
自動的に可能なものである。Ａ、Ｂ、Ｃ、Ｄの４個のク
ラツチ（６）（１１）（１５）（２５）の作動は、ポン
プ（４４）による加圧が図２に示された公知の制御回路
により制御され、各油路（４５）（４６）（４７）（４
８）を経由して、これらのクラツチに個々に所定の作動
をさせるものであり、各クラツチには各々シリンダー（
４９）、ピストン（５０）、スプリング（５１）及多板
クラツチ（５２）が公知の通り設置してある。次に本発
明自動変速機の特徴として、第１〜６速の作動が、常に
次回の作動の前に各クラツチが緩めてあり、従つて次の
速度段での即応性のいい事である。即ちＡクラツチ（６
）よりの第１速では、其作動前に予めＡクラツチ（６）
が開いて待機しており、（以下開待と略称する）第２速
では、Ｄクラツチ（２５）が開待し、第３速では、Ｂク
ラツチ（１１）が開待し、第４速では再びＤクラツチ（
２５）が開待し、第５速ではＣクラツチ（１５）が開待
し、第６速では再びＤクラツチ（２５）が開待する。こ
れらは各クラツチの作動中に他のクラツチは休止し、従
つてスプリング（５１）により緩まり開き、次の速度段
用に待機する事によるものであり、いずれの速度段にせ
よ、スムーズな連続的増減速を可能としたものである。 エンジンブレーキに際しては第２、４及６速が有効であ
り、これらの各速度段ではワンウエイクラツチ（２２）
を作動しない為エンジンブレーキが作用する。The output of the engine (1) is used in a torque converter (3) to perform a known predetermined operation to rotate the main shaft (5). In 1st gear, only the A clutch (6) operates, and the main shaft (
5) rotation is A gear (7), B gear (10), F gear (
18) and G gear (21), the one-way clutch (22) operates, the drive shaft (19) passes, and the switching device (28) operates to the right, causing the large sun gear (30
), which interlocks the ring gear (36) of the differential (35) via the long pinion (31) and carrier (34). The reduction ratio on the drive shaft (19) in this case is 3,922. 2nd gear is also connected to the D clutch (2) via the A gear (7), B gear (10), H gear (23) and J gear (26).
5) to obtain a reduction ratio of 2,766 for the drive shaft (19). In third gear, only the B clutch (11) is operated, and the rotation of the main shaft (5) is controlled by the C gear (12), the D gear (14), and the F gear.
Via the gear (18) and the G gear (21), the one-way clutch (22) is activated again to obtain a reduction ratio of 2,144 on the drive shaft (19). Similarly, 4th gear is C gear (12), D gear (14), H gear (23) and J gear (
26), the D clutch (25) is actuated to obtain a reduction ratio of 1,512 for the drive shaft (19). 5th gear is operated by only the C clutch (15), and the E gear (16) and F
Via the gear (18) and the G gear (21), the reduction ratio at the drive shaft (19) is set to 1,080 by the operation of the one-way clutch (22). Similarly, the 6th gear is operated only by the C clutch (15), and the D clutch (25) is operated via the E gear (16), the F gear (18), the H gear (23), and the J gear (26). is operated to obtain a reduction ratio of 0.761 on the drive shaft (19). It is well known that when driving economy, you can start in 2nd, 3rd, or 4th gear, and if you normally start in 1st gear, you can omit 2nd gear and start in 1st, 3rd, and 4th gears.
It would be appropriate to perform a 5-speed shift in 3rd, 4th, 5th, and 6th gears, and when starting in 2nd gear, omit 3rd gear and perform a 4-speed shift in 2nd, 4th, 5th, and 6th gears. This allows for smooth acceleration with less shifting shock. These operations can be automatically performed under the control of a known computer (see FIG. 2). The operation of the four clutches (6), (11), (15), and (25) A, B, C, and D is controlled by pressurization by the pump (44) by a known control circuit shown in FIG. Each oil passage (45) (46) (47) (4
8), these clutches are individually operated in a predetermined manner, and each clutch is equipped with a cylinder (
49), a piston (50), a spring (51) and a multi-plate clutch (52) are installed in a known manner. Another feature of the automatic transmission of the present invention is that in the operation of the first to sixth gears, each clutch is always released before the next operation, and therefore, the immediate response to the next gear is good. That is, A clutch (6
), the A clutch (6) must be pressed in advance before its operation.
In the second gear (hereinafter referred to as "open"), the D clutch (25) opens, in the third gear, the B clutch (11) opens, and in the fourth gear, the D clutch (25) opens and waits. D clutch again (
25) is opened, the C clutch (15) is opened in fifth gear, and the D clutch (25) is opened again in sixth gear. These are due to the fact that while each clutch is in operation, the other clutches are at rest, so the spring (51) loosens and opens them, waiting for the next gear. This allows for increase/deceleration. 2nd, 4th and 6th gears are effective for engine braking, and a one-way clutch (22) is used at each of these speeds.
engine brake is activated.

【実施例】【Example】

【０００６】エンジン縦置後２輪（又は前２輪）駆動車
用の第２実施例は其側断面（展開）の図３に示されたよ
うに、主軸（５）、中軸（９）及駆動軸（１９）の各軸
上のＡ、Ｂ、Ｃ、Ｄ、Ｅ、Ｆ、Ｇ、Ｈ、Ｊ、（７）（１
０）（１２）（１４）（１６）（１８）（２１）（２３
）（２６）の９個の各ギヤは第１実施例と同じ歯数で、
トルクコンバータ（３）の右側にＡギヤ（７）より配置
されているが、其作用第１実施例と全く同様なものであ
り、第１〜６速を作動するが、逆転兼減速装置（２９）
を使用せずに、主軸（５）の左端にＫギヤ（５３）（歯
数２１）を同体に設け、環状の駆動軸（５４）上の切替
装置（５５）を介して作動するＲギヤ（５６）（歯数３
８）に連動し、切替装置（５５）の外、Ｋギヤ（５３）
及Ｒギヤ（５６）を経由して、駆動軸上にて減速比１，
８０９の逆転を得られるものであり、これは正面概略の
図４に示されたように主軸（５）、中軸（９）及駆動軸
（１９）が、Ｖ字型の平面にて配置され、主軸（５）及
駆動軸（５４）が接近して設けられた〔Ｋギヤ（５３′
）に図示〕為、可能となつたもので、合計１１個の少い
ギヤ数で前進６速及後退を行う事が出来る。駆動軸（５
４）と入力軸（５７）はＤクラツチ（２５）により駆動
する構成であり、図示例では左側より取出し、プロペラ
シヤフト、後差動装置、左右プロペラシヤフト及後車輪
（共に図示せず）を連動する。これを右側より取出して
、延長軸、ピニオン、ハイポイドギヤ、前差動装置、左
右プロペラシヤフト及前車輪（共に図示せず）を連動し
てもよく、其応用範囲は広い。又第１実施例をエンジン
縦置前２輪駆動車用に応用する場合、単に公知の遊星歯
車逆転装置（図示せず）を経由して、延長軸、ピニオン
及ハイポイドギヤ（共に図示せず）等を連動する事も可
能であり、其配置を替えて種々応用実施出来る。更にワ
ンウエイクラツチ（２２）の替りにＥクラツチ（図示せ
ず）を使用し、Ａクラツチ（６）の替りにワンウエイク
ラツチ（図示せず）を使用する他の実施例も容易に応用
可能である。[0006] A second embodiment for a vehicle with a longitudinally installed rear two wheels (or two front wheels) has a main shaft (5), a center shaft (9) and A, B, C, D, E, F, G, H, J, (7) (1) on each axis of the drive shaft (19)
0) (12) (14) (16) (18) (21) (23
) (26) each of the nine gears has the same number of teeth as in the first embodiment,
The A gear (7) is located on the right side of the torque converter (3), and its function is exactly the same as in the first embodiment, operating the 1st to 6th gears, but the reverse rotation and reduction gear (29) )
A K gear (53) (21 teeth) is integrally provided on the left end of the main shaft (5) without using an R gear (55) operated via a switching device (55) on an annular drive shaft (54). 56) (Number of teeth: 3
8), outside the switching device (55), the K gear (53)
and R gear (56), the reduction ratio is 1, on the drive shaft.
This is because the main shaft (5), the center shaft (9) and the drive shaft (19) are arranged in a V-shaped plane as shown in FIG. 4 which is a schematic front view. The main shaft (5) and drive shaft (54) are installed close together [K gear (53'
), it has become possible to perform six forward speeds and reverse with a small number of gears, 11 in total. Drive shaft (5
4) and the input shaft (57) are driven by a D clutch (25), which in the illustrated example is taken out from the left side and interlocks the propeller shaft, rear differential, left and right propeller shafts, and rear wheels (both not shown). do. This can be taken out from the right side and linked to an extension shaft, pinion, hypoid gear, front differential, left and right propeller shafts, and front wheels (both not shown), which has a wide range of applications. In addition, when the first embodiment is applied to a two-wheel drive vehicle with a longitudinally installed engine, the extension shaft, pinion, hypoid gear (both not shown), etc. are simply connected via a known planetary gear reversing device (not shown). It is also possible to link them, and by changing their arrangement, various applications can be implemented. Further, other embodiments in which an E-clutch (not shown) is used in place of the one-way clutch (22) and a one-way clutch (not shown) in place of the A-clutch (6) are readily applicable.

【発明の効果】【Effect of the invention】

【０００７】この発明は以上のように、第１及第２実施
例共Ａギヤ（７）、Ｃギヤ（１２）及Ｅギヤ（１６）が
全て各々２速分の作動をしＧギヤ（２１）及Ｊギヤ（２
６）が３速分の作動を兼用する為、全部で９個という少
い総ギヤ数で前進６速の変速作用を得られ、中軸（９）
を主軸（５）と駆動軸（１９）（５４）の中間に配置し
た為Ｇギヤ（２１）及Ｊギヤ（２６）の大径化を防止し
て、全体を一層小型軽量化する効果がある。エンジンブ
レーキ用に、第１、第２実施例共第２、４及６速を確保
した事により其実用性を一層向上した。As described above, in the first and second embodiments of the present invention, the A gear (7), the C gear (12), and the E gear (16) each operate for two speeds, and the G gear (21) ) and J gear (2
6) also serves as the operation for 3 speeds, so you can obtain the shifting action of 6 forward speeds with a small total number of 9 gears, and the center shaft (9)
is placed between the main shaft (5) and the drive shafts (19) and (54), which prevents the G gear (21) and J gear (26) from increasing in diameter and makes the entire gear smaller and lighter. . Both the first and second embodiments have 2nd, 4th and 6th speeds for engine braking, further improving their practicality.

【図面の簡単な説明】[Brief explanation of drawings]

【図１】本発明の自動変速機の第１実施例を示す平断面
図である。FIG. 1 is a plan cross-sectional view showing a first embodiment of an automatic transmission of the present invention.

【図２】其変速制御回路を示した概略図である。FIG. 2 is a schematic diagram showing the speed change control circuit.

【図３】其第２実施例を示す要部側断面図である。FIG. 3 is a side sectional view of a main part showing the second embodiment.

【図４】第２実施例の主軸、中軸及駆動軸の配置を示す
正断面概略図である。FIG. 4 is a schematic front cross-sectional view showing the arrangement of the main shaft, center shaft, and drive shaft of the second embodiment.

【符号の説明】[Explanation of symbols]

５８　　ロツクアツプクラツチ ５９　　切替用スリーブ ６０　　ラジアルベアリング ５３′　　Ｋギヤの移行位置 58 Lockup clutch 59 Switching sleeve 60 Radial bearing 53' K gear transition position

Claims (2)

【特許請求の範囲】[Claims] 【請求項１】各々平行に設定された、主軸、中軸及駆動
軸により構成され、Ａギヤ、Ｃギヤ及Ｅギヤを主軸上に
、Ｂギヤ、Ｄギヤ、Ｆギヤ及Ｈギヤを中軸上に及Ｇギヤ
とＪギヤを駆動軸上に夫々配置し、且主軸上でＡクラツ
チ、Ｂクラツチ及Ｃクラツチを作動させ、駆動軸上にて
ワンウエイクラツチ及Ｄクラツチを夫々作動せしめ、前
記の各ギヤに連動させて、６段の変速を得られる事を特
徴とする自動変速機。Claim 1: Consisting of a main shaft, a center shaft, and a drive shaft, each set in parallel, with the A gear, C gear, and E gear on the main shaft, and the B gear, D gear, F gear, and H gear on the center shaft. and a G gear and a J gear are respectively arranged on the drive shaft, and an A clutch, a B clutch and a C clutch are operated on the main shaft, and a one-way clutch and a D clutch are respectively operated on the drive shaft, and each of the above-mentioned gears is operated. An automatic transmission characterized by being able to change speeds in 6 steps by interlocking with the . 【請求項２】主軸にＫギヤ、駆動軸に切替装置を介して
作動するＲギヤを設け、Ｄクラツチを通して、入力軸に
連動する構成の逆転機構を使用した事を特徴とする、請
求項１記載の自動変速機。2. Claim 1, characterized in that the main shaft is provided with a K gear, the drive shaft is provided with an R gear operated via a switching device, and a reversing mechanism is used which is configured to interlock with the input shaft through a D clutch. Automatic transmission as described.