JPH0539236Y2 - - Google Patents

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Publication number
JPH0539236Y2
JPH0539236Y2 JP1985012130U JP1213085U JPH0539236Y2 JP H0539236 Y2 JPH0539236 Y2 JP H0539236Y2 JP 1985012130 U JP1985012130 U JP 1985012130U JP 1213085 U JP1213085 U JP 1213085U JP H0539236 Y2 JPH0539236 Y2 JP H0539236Y2
Authority
JP
Japan
Prior art keywords
shaft
gear
planetary gear
brake
sun gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
JP1985012130U
Other languages
Japanese (ja)
Other versions
JPS61129950U (en
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed filed Critical
Priority to JP1985012130U priority Critical patent/JPH0539236Y2/ja
Publication of JPS61129950U publication Critical patent/JPS61129950U/ja
Application granted granted Critical
Publication of JPH0539236Y2 publication Critical patent/JPH0539236Y2/ja
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0008—Transmissions for multiple ratios specially adapted for front-wheel-driven vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2051—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with eight engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2071—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using three freewheel mechanism

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)

Description

【考案の詳細な説明】 産業上の利用分野 本考案は変速段の個数を増大された自動変速機
に関する。[Detailed Description of the Invention] Industrial Application Field The present invention relates to an automatic transmission having an increased number of gears.

従来の技術 例えば特願昭53−58824号の自動変速機は、２
つの遊星歯車装置を有する主変速機と、１つの遊
星歯車装置を有し主変速機に直列に接続されてい
る副変速機とをもち、合計３つの遊星歯車装置に
より前進４段を達成している。自動変速機の変速
範囲の拡大および多段化は動力性能および燃料消
費率の向上に関して有利であるが、遊星歯車装置
の追加により変速範囲の拡大、多段化を図ること
は、重量および製造コストの増大につながり、好
ましくない。Conventional technology For example, the automatic transmission disclosed in Japanese Patent Application No. 53-58824 is
The main transmission has two planetary gears, and the sub-transmission has one planetary gear and is connected in series to the main transmission, achieving four forward speeds with a total of three planetary gears. There is. Expanding the shifting range and increasing the number of stages in an automatic transmission is advantageous in terms of improving power performance and fuel consumption, but expanding the shifting range and increasing the number of stages by adding a planetary gear device increases weight and manufacturing costs. This is undesirable because it leads to

考案が解決しようとする問題点 本考案の目的は、遊星歯車装置を新たに追加す
ることなく、変速段数を増大させることができる
自動変速機を提供することである。Problems to be Solved by the Invention The purpose of the invention is to provide an automatic transmission that can increase the number of gears without adding a new planetary gear device.

問題点を解決するための手段 このため本考案によれば、自動変速機が、入力
軸およびこの入力軸に対して同軸的に設けられる
中心軸上に前後して同心的に支持される第１およ
び第２の遊星歯車装置をもつ主変速機と、中心軸
に対して平行なカウンタ軸をもちかつ主変速機の
出力ギヤにより駆動されかつ少なくとも２つの変
速段をもつ副変速機とを含み、中心軸上に同心的
にかつ相対回転可能に支持される中空の中間軸
が、第１の遊星歯車装置のキヤリヤと第２の遊星
歯車装置のリングギヤと主変速機の出力ギヤとを
固定的に保持し、中間軸上に同心的にかつ相対回
転可能に支持される中空のサンギヤ軸が、第１お
よび第２の遊星歯車装置のサンギヤを固定的に保
持し、入力軸が、第１のクラツチにより中心軸に
連結可能であり、入力軸が、第２のクラツチによ
りサンギヤ軸に連結可能であり、中心軸が第１の
ブレーキにより自動変速機のケースに対して固定
可能であり、サンギヤ軸が第２のブレーキにより
ケースに対して固定可能であり、第２の遊星歯車
装置のキヤリヤが第３のブレーキによりケースに
対して固定可能である。Means for Solving the Problems Therefore, according to the present invention, an automatic transmission includes an input shaft and a first motor which is concentrically supported in front and back on a central shaft provided coaxially with the input shaft. and a main transmission having a second planetary gearing, and a sub-transmission having a counter shaft parallel to the central axis, driven by the output gear of the main transmission, and having at least two gears, A hollow intermediate shaft supported concentrically and relatively rotatably on the central axis fixedly connects the carrier of the first planetary gear set, the ring gear of the second planetary gear set, and the output gear of the main transmission. a hollow sun gear shaft held concentrically and relatively rotatably supported on the intermediate shaft fixedly holds the sun gears of the first and second planetary gear sets; The input shaft is connectable to the central shaft by a second clutch, the central shaft is connectable to the automatic transmission case by a first brake, and the sun gear shaft is connectable to the automatic transmission case by a first brake. A second brake can be used to fix the gear to the case, and a carrier of the second planetary gear set can be fixed to the case by a third brake.

考案の効果 こうして本考案によれば、第２のクラツチと第
１のブレーキとを組合わせて動作させることによ
り複数の低速段が得られ、また第１のクラツチと
第３のブレーキまたは第２のブレーキまたは第２
のクラツチとを組合わせて動作させることによ
り、複数の高速段が得られ、したがつて従来より
きめ細かい変速を行なつて走行性能を向上すると
共に、燃費を向上することができる。また２つの
遊星歯車装置をもつ従来の主変速機に、軸と共に
ブレーキを付加するだけで、少ない費用で速段数
を増加することができる。さらにブレーキなしで
従来の自動変速機に使用できるので、２種の自動
変速機を製造する際、部品の共通化を図ることが
可能となる。最後に付加的なブレーキは主変速機
の反入力軸側端部すなわち後端に設けられるの
で、ブレーキの付加のために変速機自体があまり
大きくなることはなく、またその取付けも比較的
容易となる。Effects of the invention Thus, according to the invention, a plurality of low gears can be obtained by operating the second clutch and the first brake in combination, and the first clutch and the third brake or the second brake can be operated in combination. brake or second
By operating the clutches in combination, a plurality of high speed gears can be obtained, and therefore, it is possible to perform finer gear changes than in the past, improving driving performance and improving fuel efficiency. Furthermore, by simply adding a brake along with a shaft to a conventional main transmission having two planetary gears, the number of gears can be increased at low cost. Furthermore, since it can be used in conventional automatic transmissions without a brake, it is possible to use common parts when manufacturing two types of automatic transmissions. Finally, since the additional brake is installed at the end of the main transmission opposite to the input shaft, that is, at the rear end, the addition of the brake does not make the transmission itself too large, and its installation is relatively easy. Become.

実施例 本考案を図示の実施例について説明する。Example The present invention will be described with reference to the illustrated embodiment.

第１図において、流体トルクコンバータ１０
は、エンジンのクランク軸１２に対して同軸的に
設けられ、クランク軸１２に結合しているポンプ
インペラ１４、一方向クラツチ１６を介してハウ
ジングに固定されているステータ１８、およびタ
ービンランナ２０を有している。ロツクアツプク
ラツチ２２は流体トルクコンバータ１０に対して
並列に接続されている。主変速機２４は、流体ト
ルクコンバータ１０に対して同軸的に設けられ、
タービンランナ２０に結合している入力軸２６、
および２つの遊星歯車装置２８，３０を有してい
る。以下、入力側の遊星歯車装置２８をフロント
遊星歯車装置、出力側の遊星歯車装置３０をリヤ
遊星歯車装置と称する。クラツチＣ１は、入力軸
２６とフロント遊星歯車装置２８のリングギヤと
の固定を制御し、クラツチＣ２は入力軸２６とサ
ンギヤ軸３２との接続を制御する。サンギヤ軸３
２の両端部にはフロントおよびリヤ遊星歯車装置
２８，３０のサンギヤが形成されている。ブレー
キバンドＢ１はサンギヤ軸３２の固定を制御し、
一方向クラツチＦ１とブレーキＢ２とは直列に接
続されてサンギヤ軸３２の固定を制御する。一方
向クラツチＦ２およびブレーキＢ３は互いに並列
に接続されてリヤ遊星歯車装置３０のキヤリヤの
固定を制御する。中間軸３４は、サンギヤ軸３２
の半径方向内側にサンギヤ軸３２に対して同心的
に配置され、両端においてそれぞれフロント遊星
歯車装置２８のキヤリヤと出力ギヤ３６とに結合
している。中心軸３８は、中間軸３４の半径方向
内側に配置され、中間軸３４を貫通して延びてい
る。第１のフランジ４０は、フロント遊星歯車装
置２８のリングギヤに一体回転可能に結合し、中
心軸３８の端部外周にスプライン結合している。
サンギヤ軸３２、中間軸３４、および中心軸３８
はニードルベアリング４２により互いに相対回転
可能に支持され、中心軸３８は後端においてロー
ラベアリング４４を介してハウジング４６に回転
可能に支持されている。第２のフランジ４８は主
変速機２４の後端において中心軸３８と一体回転
可能に配置され、ブレーキＢ０はフランジ４８の
固定、したがつてフロント遊星歯車装置２８のリ
ングギヤの固定を制御する。 In FIG. 1, a fluid torque converter 10
The pump impeller 14 is disposed coaxially with respect to the crankshaft 12 of the engine and has a pump impeller 14 coupled to the crankshaft 12, a stator 18 fixed to the housing via a one-way clutch 16, and a turbine runner 20. are doing. Lockup clutch 22 is connected in parallel to hydraulic torque converter 10. The main transmission 24 is provided coaxially with the fluid torque converter 10,
an input shaft 26 coupled to the turbine runner 20;
and two planetary gear devices 28, 30. Hereinafter, the planetary gear device 28 on the input side will be referred to as a front planetary gear device, and the planetary gear device 30 on the output side will be referred to as a rear planetary gear device. The clutch C1 controls the fixation of the input shaft 26 to the ring gear of the front planetary gear set 28, and the clutch C2 controls the connection between the input shaft 26 and the sun gear shaft 32. sun gear shaft 3
Sun gears of front and rear planetary gear units 28 and 30 are formed at both ends of the gear. Brake band B1 controls fixing of sun gear shaft 32,
One-way clutch F1 and brake B2 are connected in series to control fixing of sun gear shaft 32. One-way clutch F2 and brake B3 are connected in parallel with each other to control the fixation of the carrier of rear planetary gear set 30. The intermediate shaft 34 is the sun gear shaft 32
It is arranged concentrically with respect to the sun gear shaft 32 on the radially inner side thereof, and is connected at both ends to the carrier of the front planetary gear set 28 and the output gear 36, respectively. The central shaft 38 is disposed radially inside the intermediate shaft 34 and extends through the intermediate shaft 34. The first flange 40 is integrally rotatably coupled to the ring gear of the front planetary gear set 28 and is spline coupled to the outer periphery of the end of the central shaft 38 .
Sun gear shaft 32, intermediate shaft 34, and central shaft 38
are rotatably supported relative to each other by a needle bearing 42, and the central shaft 38 is rotatably supported by a housing 46 via a roller bearing 44 at its rear end. The second flange 48 is arranged at the rear end of the main transmission 24 so as to be rotatable together with the central shaft 38, and the brake B0 controls the fixation of the flange 48 and, therefore, the fixation of the ring gear of the front planetary gear set 28.

副変速機５４は、主変速機２４に対して平行に
配置され、中心軸３８に対して平行なカウンタ軸
５６、および遊星歯車装置５８を有している。カ
ウンタ軸５６は、両端部においてローラベアリン
グ６０を介して回転可能に支持され、出力ギヤ３
６にかみ合う被駆動ギヤ６２を介してエンジン動
力を伝達される。ブレーキＢ４および一方向クラ
ツチＦ３は、互いに並列に接続され、遊星歯車装
置５８のサンギヤの固定を制御する。駆動ギヤ６
４はカウンタ軸５６の外周に相対回転可能に支持
され、遊星歯車装置５８のリングギヤはカウンタ
軸５６に結合している。クラツチＣ３は遊星歯車
装置５８のサンギヤと駆動ギヤ６４との接続を制
御する。 The sub-transmission 54 is arranged parallel to the main transmission 24 and has a counter shaft 56 parallel to the central axis 38 and a planetary gear set 58 . The counter shaft 56 is rotatably supported via roller bearings 60 at both ends, and is connected to the output gear 3.
Engine power is transmitted through a driven gear 62 that meshes with the engine. Brake B4 and one-way clutch F3 are connected in parallel with each other and control the locking of the sun gear of planetary gear set 58. Drive gear 6
4 is supported on the outer periphery of a counter shaft 56 so as to be relatively rotatable, and a ring gear of a planetary gear device 58 is coupled to the counter shaft 56. Clutch C3 controls the connection between the sun gear of planetary gear set 58 and drive gear 64.

終減速機６６は、差動装置６８を含み、駆動ギ
ヤ６４により駆動されるリングギヤ７０の動力
を、カウンタ軸５６に対して平行に差動装置６８
から左右へ延びるアクスル軸７２へ伝達する。 The final reduction gear 66 includes a differential device 68, and transfers the power of the ring gear 70 driven by the drive gear 64 to the differential device 68 in parallel to the counter shaft 56.
The signal is transmitted to an axle shaft 72 extending from side to side.

第２図は変速段と摩擦係合装置との関係を示し
ている。Ｎはニユートラルレンジ、Ｒはリバース
レンジをそれぞれ示し、○は係合状態、◎はエン
ジンブレーキを必要とするときに係合状態、△は
エンジンドライブ時にのみ係合状態にあることを
それぞれ表わしている。第１速および第２速では
クラツチＣ２およびブレーキＢ０が係合状態とな
り、エンジン動力はフロント遊星歯車装置２８の
サンギヤからプラネタリピニオンおよびキヤリヤ
を経て出力ギヤ３６へ伝達される。第３速以上で
は、クラツチＣ１が係合状態となり、ブレーキＢ
０は解放状態となるので、入力軸２６のエンジン
動力はフロント遊星歯車装置２８のリングギヤへ
入力される。 FIG. 2 shows the relationship between the gears and the frictional engagement device. N indicates the neutral range, R indicates the reverse range, ○ indicates the engaged state, ◎ indicates the engaged state when engine braking is required, and △ indicates the engaged state only when the engine is driving. There is. In the first and second speeds, the clutch C2 and the brake B0 are engaged, and engine power is transmitted from the sun gear of the front planetary gear set 28 to the output gear 36 via the planetary pinion and carrier. At 3rd gear or higher, clutch C1 is engaged and brake B
Since 0 is a released state, the engine power of the input shaft 26 is input to the ring gear of the front planetary gear unit 28.

第３図は共線図である。Sa１，Ca１，Ra１は
フロント遊星歯車装置２８のサンギヤ、キヤリ
ヤ、リングギヤ、Sa２，Ca２，Ra２はリヤ遊星
歯車装置３０のサンギヤ、キヤリヤ、リングギ
ヤ、Sa３，Ca３，Ra３は遊星歯車装置５８のサ
ンギヤ、キヤリヤ、リングギヤをそれぞれ示し、
１〜８は第１速ないし第８速、Ｒはリバースレン
ジをそれぞれ表わしている。共線図表では各遊星
歯車装置においてサンギヤおよびキヤリヤの縦線
間の距離とキヤリヤおよびリングギヤの縦線間の
距離との比はサンギヤとリングギヤとの歯数比の
逆数になつている。第１速、第２速、およびリバ
ースレンジはSa１へ入力軸２６の動力が入力さ
れ、第３速ないし第８速ではRa１へ入力軸２６
の動力が入力され、主変速機２４の出力はCa１
およびRa２から取り出される。副変速機５４で
はRa３が入力回転要素、Ca３が出力回転要素と
なる。 FIG. 3 is a collinear diagram. Sa1, Ca1, Ra1 are the sun gear, carrier, and ring gear of the front planetary gear set 28, Sa2, Ca2, and Ra2 are the sun gear, carrier, and ring gear of the rear planetary gear set 30, and Sa3, Ca3, and Ra3 are the sun gear, carrier of the planetary gear set 58. , respectively indicate the ring gear,
1 to 8 represent the first to eighth speeds, and R represents the reverse range, respectively. In the collinear chart, the ratio of the distance between the vertical lines of the sun gear and carrier to the distance between the vertical lines of the carrier and ring gear in each planetary gear set is the reciprocal of the ratio of the number of teeth between the sun gear and the ring gear. In the 1st speed, 2nd speed, and reverse range, the power of the input shaft 26 is input to Sa1, and in 3rd to 8th speeds, the power of the input shaft 26 is input to Ra1.
power is input, and the output of the main transmission 24 is Ca1
and Ra2. In the sub-transmission 54, Ra3 serves as an input rotating element, and Ca3 serves as an output rotating element.

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

第１図は本考案にかかわる実施例の構成図、第
２図は第１図の自動変速機に関してシフト位置と
摩擦係合装置の作動状態との関係を示す図表、第
３図は第１図の自動変速機に関する共線図であ
る。 ２４……主変速機、２６……入力軸、２８，３
０，５８……遊星歯車装置、３２……サンギヤ
軸、３４……中間軸、３６……サンギヤ軸、３８
……中心軸、５４……副変速機、５６……カウン
タ軸、Ｂ０……ブレーキ、Ｃ１，Ｃ２……クラツ
チ。 Fig. 1 is a block diagram of an embodiment of the present invention, Fig. 2 is a chart showing the relationship between the shift position and the operating state of the frictional engagement device for the automatic transmission shown in Fig. 1, and Fig. 3 is the same as Fig. 1. FIG. 24...Main transmission, 26...Input shaft, 28,3
0,58... Planetary gear device, 32... Sun gear shaft, 34... Intermediate shaft, 36... Sun gear shaft, 38
... Central shaft, 54 ... Sub-transmission, 56 ... Counter shaft, B0 ... Brake, C1, C2 ... Clutch.

Claims (1)

【実用新案登録請求の範囲】 自動変速機が、入力軸２６およびこの入力軸に
対して同軸的に設けられる中心軸３８上に前後し
て同心的に支持される第１および第２の遊星歯車
装置２８および３０をもつ主変速機２４と、前記
中心軸３８に対して平行なカウンタ軸５６をもち
かつ前記主変速機２４の出力ギヤ３６により駆動
されかつ少なくとも２つの変速段をもつ副変速機
５４とを含み、 前記中心軸３８上に同心的にかつ相対回転可能
に支持される中空の中間軸３４が、前記第１の遊
星歯車装置２８のキヤリヤと前記第２の遊星歯車
装置３０のリングギヤと前記主変速機２４の出力
ギヤ３６とを固定的に保持し、 前記中間軸３４上に同心的にかつ相対回転可能
に支持される中空のサンギヤ軸３２が、前記第１
および第２の遊星歯車装置２８，３０のサンギヤ
を固定的に保持し、 前記入力軸２６が、第１のクラツチＣ１により
前記中心軸３８に連結可能であり、 前記入力軸２６が、第２のクラツチＣ２により
前記サンギヤ軸３２に連結可能であり、 前記中心軸３８が第１のブレーキＢ０により自
動変速機のケースに対して固定可能であり、 前記サンギヤ軸３２が第２のブレーキＢ２によ
り前記ケースに対して固定可能であり、前記第２
の遊星歯車装置３０のキヤリヤが第３のブレーキ
Ｂ３により前記ケースに対して固定可能である ことを特徴とする自動変速機。[Claims for Utility Model Registration] An automatic transmission includes first and second planetary gears that are supported concentrically in front and back on an input shaft 26 and a center shaft 38 that is provided coaxially with the input shaft. a main transmission 24 having devices 28 and 30 and a sub-transmission having a countershaft 56 parallel to the central axis 38 and driven by the output gear 36 of the main transmission 24 and having at least two gears; 54, and a hollow intermediate shaft 34 supported concentrically and relatively rotatably on the central shaft 38 connects a carrier of the first planetary gear set 28 and a ring gear of the second planetary gear set 30. and an output gear 36 of the main transmission 24, and a hollow sun gear shaft 32 that is supported concentrically and relatively rotatably on the intermediate shaft 34;
and a sun gear of a second planetary gear set 28, 30 are fixedly held, the input shaft 26 is connectable to the central shaft 38 by a first clutch C1, and the input shaft 26 is connected to a second planetary gear set 28, 30. The center shaft 38 is connectable to the sun gear shaft 32 by a clutch C2, the central shaft 38 is fixable to the case of the automatic transmission by a first brake B0, and the sun gear shaft 32 is connected to the case by a second brake B2. the second
An automatic transmission characterized in that the carrier of the planetary gear device 30 can be fixed to the case by a third brake B3.
JP1985012130U 1985-02-01 1985-02-01 Expired - Lifetime JPH0539236Y2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1985012130U JPH0539236Y2 (en) 1985-02-01 1985-02-01

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1985012130U JPH0539236Y2 (en) 1985-02-01 1985-02-01

Publications (2)

Publication Number Publication Date
JPS61129950U JPS61129950U (en) 1986-08-14
JPH0539236Y2 true JPH0539236Y2 (en) 1993-10-05

Family

ID=30494900

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1985012130U Expired - Lifetime JPH0539236Y2 (en) 1985-02-01 1985-02-01

Country Status (1)

Country Link
JP (1) JPH0539236Y2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5916153B2 (en) * 2014-02-19 2016-05-11 ヤンマー株式会社 Work vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5457070A (en) * 1977-10-17 1979-05-08 Aisin Warner Speed change gears of automatic transmission
JPS54111050A (en) * 1978-02-21 1979-08-31 Toyota Motor Corp Automatic speed changer
JPS57173639A (en) * 1981-04-17 1982-10-26 Toyota Motor Corp Driving gear for motorcars
JPS58131451A (en) * 1982-01-30 1983-08-05 Aisin Warner Ltd Automatic transmission for vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5457070A (en) * 1977-10-17 1979-05-08 Aisin Warner Speed change gears of automatic transmission
JPS54111050A (en) * 1978-02-21 1979-08-31 Toyota Motor Corp Automatic speed changer
JPS57173639A (en) * 1981-04-17 1982-10-26 Toyota Motor Corp Driving gear for motorcars
JPS58131451A (en) * 1982-01-30 1983-08-05 Aisin Warner Ltd Automatic transmission for vehicle

Also Published As

Publication number Publication date
JPS61129950U (en) 1986-08-14

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