JPH0544796A - Automatic transmission - Google Patents
Automatic transmissionInfo
- Publication number
- JPH0544796A JPH0544796A JP3288204A JP28820491A JPH0544796A JP H0544796 A JPH0544796 A JP H0544796A JP 3288204 A JP3288204 A JP 3288204A JP 28820491 A JP28820491 A JP 28820491A JP H0544796 A JPH0544796 A JP H0544796A
- Authority
- JP
- Japan
- Prior art keywords
- gear
- shaft
- clutch
- gears
- main shaft
- 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.)
- Pending
Links
Landscapes
- Structure Of Transmissions (AREA)
Abstract
Description
【0001】この発明は、エンジン縦置四輪駆動車、後
2輪駆動車及前2輪駆動車用の6速の自動変速機の改良
に関する。The present invention relates to an improvement of a 6-speed automatic transmission for four-wheel drive vehicles with vertically arranged engines, two-wheel drive vehicles for rear wheels and two-wheel drive vehicles for front wheels.
【0002】エンジン縦置前2輪駆動車に、3軸型自動
変速機を応用する場合、出願番号特願平3−13071
5号の明細書及図面に記載された実施例のように、主軸
上のギヤ及クラッチスペースをとり、車室内に突出し、
居住性を阻害する問題点があつた。When a three-axis automatic transmission is applied to a two-wheel drive vehicle with a vertically mounted engine, application number Japanese Patent Application No. 3-13071.
As in the embodiment described in the specification and drawings of No. 5, the gear space and the clutch space on the main shaft are taken, and it projects into the vehicle interior,
There was a problem that hindered habitability.
【0003】この発明は、主軸上に配置するギヤ及クラ
ッチを各々2個丈として、車室内のフットスペースを確
保し、駆動軸上の各ギヤを小径化した事により全体を一
層小型軽量化する事を目的としている。しかも四輪駆動
車用に適した構成とした。According to the present invention, the gears and clutches disposed on the main shaft are each two in length, a foot space in the vehicle compartment is secured, and the diameters of the gears on the drive shaft are reduced, whereby the overall size and weight are further reduced. The purpose is to do things. Moreover, the configuration is suitable for four-wheel drive vehicles.
【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第1実施例を示す要部
側断面図であり、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)は左側で主軸(5)を直結駆動
し、Aクラッチ(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27)に連動する。Bクラッチ(11)を介して
作動するCギヤ(12)(歯数18)は駆動軸(13)
上に環状軸(14)を介して設けられ、Bギヤ(10)
に連動する。中軸(9)上に同体に設けられた、Dギヤ
(15)(歯数17)は駆動軸(13)にて遊転可能に
環状軸(16)を介して設けられたEギヤ(17)(歯
数42)に連動する。Cクラッチ(18)を介して作動
する主軸(5)上に遊転可能に環状軸(19)を介して
設けられたFギヤ(20)(歯数25)は中軸(9)と
同体に設けられた、Gギヤ(21)(歯数28)に連動
する。中軸(9)と同体に設けられた、Hギヤ(22)
(歯数20)は、駆動軸(13)上にて遊転可能に環状
軸(23)を介して設けられDクラッチ(24)により
作動する、Jギヤ(25)(歯数27)に連動する。常
時四輪駆動車用のセンター差動装置(26)は、切替装
置(27)を介して作動する、逆転装置(28)を経由
する場合、又は不経由により、即ち経由時はサンギヤ
(29)、ケース(30)に常時固定されたピン(3
1)上のピニオン(32)及リングギヤ(33)を介
し、同体のデフリングギヤ(34)、ダブルピニオン
(35)(36)を介して、キヤリヤ(37)より前取
出軸(38)を介して、前車輪(図示せず)又はサンギ
ヤ(39)、後取出軸(40)を介して、後車輪(図示
せず)は共に公知方法により逆転(経由時)又は正転
(不経由時)の連動をする。互いに平行に設けられた、
中軸(9)及駆動軸(13)間距離は、主軸(5)及中
軸(9)間距離と殆んど同一であり、従つて中軸(9)
及駆動軸(13)上の各ギヤは一層小径化して軽量化さ
れる利点がある。The present invention will be described below with reference to the drawings.
FIG. 1 is a side sectional view of an essential part showing a first embodiment of an automatic transmission according to the present invention, and FIG. 2 is a shift control circuit diagram thereof. The turbine (4) of the torque converter (3) directly connected to the output shaft (2) of the engine (1) directly drives the main shaft (5) on the left side and drives the A gear (7) via the A clutch (6).
(Gear number 17) is provided on the annular shaft (8) so as to be freely rotatable, and the B gear (10) is provided integrally on the center shaft (9).
(27 teeth). The C gear (12) (the number of teeth is 18) that operates via the B clutch (11) is the drive shaft (13).
B gear (10) provided on the upper side through an annular shaft (14)
Interlock with. The D gear (15) (the number of teeth is 17) provided integrally on the center shaft (9) is provided on the drive shaft (13) so as to be freely rotatable through the annular shaft (16) and the E gear (17). Interlocks with (42 teeth). The F gear (20) (the number of teeth is 25) rotatably provided via the annular shaft (19) on the main shaft (5) that operates via the C clutch (18) is provided in the same body as the center shaft (9). The G gear (21) (the number of teeth is 28). H gear (22) provided integrally with the center shaft (9)
The (number of teeth 20) is interlocked with the J gear (25) (number of teeth 27) which is provided on the drive shaft (13) via the annular shaft (23) so as to be freely rotatable and is operated by the D clutch (24). To do. The center differential device (26) for a four-wheel drive vehicle always operates through a switching device (27), when it goes through a reversing device (28), or when it is not, that is, when it is a sun gear (29). , The pin (3) that is always fixed to the case (30)
1) Via the upper pinion (32) and the ring gear (33), through the differential ring gear (34) and the double pinion (35) (36) of the same body, through the front extraction shaft (38) from the carrier (37) , The front wheel (not shown) or the sun gear (39), and the rear take-out shaft (40), the rear wheel (not shown) are both reverse rotation (when passing) or forward rotation (when not passing) by a known method. Interlock. Installed parallel to each other,
The distance between the center shaft (9) and the drive shaft (13) is almost the same as the distance between the main shaft (5) and the center shaft (9), and accordingly, the center shaft (9).
Further, each gear on the drive shaft (13) has an advantage of being further reduced in diameter and weight.
【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クラッチ(6)のみが作動して、主軸
(5)の回転は、Aギヤ(7)、Bギヤ(10)、Dギ
ヤ(15)及Eギヤ(17)を経由して、ワンウエイク
ラッチ(41)の作動により、駆動軸(13)を回転
し、減速比3,922を得る。第2速はCクラッチ(1
8)のみの作動により、Fギヤ(20)、Gギヤ(2
1)、Dギヤ(15)及Eギヤ(17)を経由して駆動
軸(13)を連動し、減速比は2,766となる。第3
速は、Aクラッチ(6)のみの作動により、Aギヤ
(7)、Bギヤ(10)、Hギヤ(22)及Jギヤ(2
5)を経由して、駆動軸(13)上にて減速比2,14
4を得られる。第4速は同様に、Cクラッチ(18)の
みの作動により、Fギヤ(20)、Gギヤ(21)、H
ギヤ(22)及Jギヤ(25)を経由して、駆動軸(1
3)に減速比1,512を得る。第5速はAクラッチ
(6)のみの作動により、Aギヤ(7)、Bギヤ(1
0)及Cギヤ(12)を経由して、Bクラッチ(11)
を作動させて、駆動軸(13)上にて、減速比は1,0
58となる。第6速は、再びCクラッチ(18)のみを
作動し、Fギヤ(20)、Gギヤ(21)、Bギヤ(1
0)及Cギヤ(12)を経由して、Bクラッチ(11)
の作動により、駆動軸(13)は0,746の減速比で
回転する。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速というふうに4段変速として作動するのが至当
であり、より変速ショッ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ューター等によるコントロ
ール(図2参照)により、自動的に可能なものである。
A、B、C、Dの4個のクラッチ(6)(11)(1
8)(24)の作動は、ポンプ(42)の加圧が図2に
示された公知の制御回路により制御され、各油路(4
3)(44)(45)(46)を経由して、これらの各
クラッチに所定の作用をさせるものであり、各クラッチ
には各々シリンター(47)、ピストン(48)、スプ
リング(49)及多板クラッチ(50)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ッチが緩
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クラッチ(6)よりの第1速では、其作動前
に予めAクラッチ(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、Cクラッチ(18)が開
待し、第3速では、Aクラッチ(6)が開待し、第4速
では再びCクラッチ(18)が開待し、第5速ではAク
ラッチ(6)の外Bクラッチ(11)も開待し、第6速
では又Cクラッチ(18)が開待する。これらは各クラ
ッチの作動中に他のクラッチは休止し、従つてスプリン
グ(49)により緩まり開き、次の速度段用に待機する
事によるものである。エンジンブレーキに際しては、第
3〜6速のすべてが有効に作動するので、実用性能上充
分なものである。The output of the engine (1) performs a known predetermined operation in the torque converter (3) to rotate the main shaft (5). In the first speed, only the A clutch (6) operates, and the rotation of the main shaft (5) goes through the A gear (7), B gear (10), D gear (15) and E gear (17). The drive shaft (13) is rotated by the operation of the one-way clutch (41) to obtain the reduction ratio 3,922. Second speed is C clutch (1
By operating only 8), F gear (20), G gear (2
1), the drive shaft (13) is interlocked via the D gear (15) and the E gear (17), and the reduction ratio becomes 2,766. Third
By operating only the A clutch (6), the speed is A gear (7), B gear (10), H gear (22) and J gear (2).
5) via the drive shaft (13) via the reduction ratio 2,14
You get 4. Similarly, in the fourth speed, by operating only the C clutch (18), the F gear (20), the G gear (21), and the H gear
Via the gear (22) and the J gear (25), the drive shaft (1
A reduction ratio of 1,512 is obtained in 3). In the fifth speed, only the A clutch (6) is actuated so that the A gear (7) and the B gear (1
0) and C gear (12), B clutch (11)
On the drive shaft (13) to reduce the reduction ratio to 1,0
58. In the sixth speed, only the C clutch (18) is activated again, and the F gear (20), the G gear (21) and the B gear (1
0) and C gear (12), B clutch (11)
The drive shaft (13) rotates at a reduction ratio of 0,746. It is well known that the vehicle can start in the 2nd, 3rd and 4th speeds when traveling in economy. Normally, in the case of the 1st speed start, the 2nd speed is omitted and the 1st, 3rd, 4th, 5th and 6th speeds are omitted. If 5th gear is changed and the second speed is started, the third speed is omitted and the second, fourth,
It is appropriate to operate as a 4-speed shift such as 5th and 6th speed, and smooth acceleration with less shift shock can be obtained. These can be automatically performed under the control of a known computer (see FIG. 2).
Four clutches A, B, C and D (6) (11) (1
8) The operation of (24) is controlled by pressurization of the pump (42) by a known control circuit shown in FIG.
3) (44), (45) and (46) are used to cause each of these clutches to perform a predetermined action. Each clutch has a cylinder (47), a piston (48), a spring (49) and a clutch (48). A multi-disc clutch (50) is installed as is known. Next, the first feature of the automatic transmission of the present invention is as follows.
The operation in the ~ 6th speed is such that each clutch is always loosened before the next operation, so that the responsiveness at the next speed stage is good. That is, in the first speed from the A-clutch (6), the A-clutch (6) is opened and waiting in advance before the operation, and in the second speed (hereinafter abbreviated as waiting), the C-clutch (18) is In the third speed, the A clutch (6) is opened, in the fourth speed, the C clutch (18) is opened again, and in the fifth speed, the outside B clutch (11) of the A clutch (6). Also, the C clutch (18) is opened again at the sixth speed. These are due to the fact that during the operation of each clutch, the other clutch is deactivated, and accordingly, the spring (49) loosens and opens it and waits for the next speed stage. During engine braking, all of the third to sixth speeds operate effectively, which is sufficient for practical performance.
【0006】図3に示された後2輪駆動車用の第2実施
例は、基本的には第1実施例と同様なものであり、A、
B、Cの各ギヤ(7)(10)(12)とFギヤ(2
0)、Gギヤ(21)が前後にて入替り、Dギヤ(1
5)とEギヤ(17)も後方へ配置された点が異なる
が、其各歯数は同一であり、作用も亦全く同じものであ
る。但し四輪駆動車用のセンター差動装置(26)は省
略されており、逆転装置(28)から切替装置(27)
へと接続している。これは主軸(5)、中軸(9)及駆
動軸(13)が第1実施例のように、殆んど同一平面上
でなく、図4に示されたように主軸(5)と駆動軸(1
3)が互いに最も接近した形で、ケース(30)内に収
容する為、Cクラッチ(51)は後方に、Dクラッチ
(52)は中軸(9)上後方に配置する必要からであ
る。この場合、駆動軸(13)は低位置になり、車室内
のハンプ(出張り)は低下し、レッグルームの拡大とな
り、其居住性は向上する。図5に示された第3実施例で
は、第1実施例と異り、逆転装置(28)は使用せず、
中軸(9)上のRギヤ(53)(歯数17)、中間のM
ギヤ(54)及駆動軸(13)上のSギヤ(55)(歯
数38)が切替装置(56)を介して、後退時作動させ
て、駆動軸(13)にて其減速比3,549を得る。こ
の場合Aギヤ(7)、Bギヤ(10)、Rギヤ(5
3)、Mギヤ(54)及Sギヤ(55)を経由するもの
で、其構造は第1実施例と全く同様のものであり、、
(図5中上部省略)前取出軸(57)を介して、公知の
ピニオン(58)、ハイポイドギヤ(59)、差動装
置、(以下図示せず)左右プロペラシヤフト、ボールジ
ョイント等を経由して左右前車輪を駆動するものであ
る。以上の3実施例の外、各ギヤの歯数、ギヤ及クラッ
チの配列を替えて、各種用途と其走行条件により其最適
な性能を得られる設計で種々応用実施出来る。The second embodiment for a rear two-wheel drive vehicle shown in FIG. 3 is basically the same as the first embodiment.
B and C gears (7) (10) (12) and F gear (2
0) and G gear (21) are replaced before and after, and D gear (1
5) and the E gear (17) are also arranged rearward, but the number of teeth is the same and the operation is exactly the same. However, the center differential device (26) for a four-wheel drive vehicle is omitted, and the reversing device (28) to the switching device (27) are omitted.
Connected to. This is because the main shaft (5), the center shaft (9) and the drive shaft (13) are not on almost the same plane as in the first embodiment, and as shown in FIG. (1
This is because it is necessary to arrange the C clutch (51) rearward and the D clutch (52) rearward on the center shaft (9) in order to accommodate the 3) closest to each other in the case (30). In this case, the drive shaft (13) is in the low position, the hump (protrusion) in the vehicle compartment is reduced, the leg room is expanded, and the habitability is improved. In the third embodiment shown in FIG. 5, unlike the first embodiment, the reversing device (28) is not used,
R gear (53) (17 teeth) on middle shaft (9), middle M
The gear (54) and the S gear (55) (the number of teeth 38) on the drive shaft (13) are operated at the time of retreat via the switching device (56), and the reduction ratio of the drive shaft (13) is set to 3 ,. To obtain 549. In this case, A gear (7), B gear (10), R gear (5
3), through the M gear (54) and the S gear (55), the structure is exactly the same as in the first embodiment,
(The upper part in FIG. 5 is omitted.) Via a front extraction shaft (57), a known pinion (58), a hypoid gear (59), a differential device, left and right propeller shafts (not shown below), ball joints, etc. The left and right front wheels are driven. In addition to the above three embodiments, the number of teeth of each gear and the arrangement of gears and clutches can be changed, and various applications can be implemented with a design that can obtain optimum performance depending on various applications and running conditions.
【0007】この発明は以上のように、各実施例共Aギ
ヤ(6)及Fギヤ(20)が各3速分の作動をし、他の
各ギヤはすべて各々2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、駆動軸(13)及中軸(9)間の距離が中軸(9)
及主軸(5)間の距離と殆んど同一である為、中軸
(9)及駆動軸(13)軸上に配置されるギヤは不必要
に大径化せず、全体を一層小型軽量化する効果がある。
四輪駆動車用の実施(第1実施例)では在来自動変速機
の外にトランスフアー機構(チエーン駆動を含む)を別
に必要としたが、この発明はそれらは全く不要となり、
其分コスト削減と、大幅な重容量減少と高伝導効率を同
時に得られる効果は著しく大きい。後2輪及前2輪駆動
車用の第2、3実施例では、主軸上のギヤ及クラッチ数
は各々2個に削減された為、共にレッグルームを拡大
し、其居住性を向上し、且其低重心化にも役立つ。四輪
駆動車に在来副変速機の併用を常としていたが、本発明
の6速自動変速機では、低速段の増加より、特殊車以外
では充分必要トルクをカバー出来るので、其副変速機を
不要化し、其コスト及運転労力の軽減になり、これは大
きな改善となる。As described above, according to the present invention, the A gear (6) and the F gear (20) operate in the respective third speeds, and all the other gears also operate in the second speed. Therefore, with a small total number of gears, a total of 9 gears, it is possible to obtain a forward 6-speed shifting action, and the distance between the drive shaft (13) and the center shaft (9) is the center shaft (9).
Since the distance between the main shaft (5) and the distance between the main shaft (5) is almost the same, the gears arranged on the center shaft (9) and the drive shaft (13) do not unnecessarily increase in diameter, and the overall size and weight are further reduced. Has the effect of
In the implementation for a four-wheel drive vehicle (first embodiment), a transfer mechanism (including a chain drive) was separately required in addition to the conventional automatic transmission, but the present invention eliminates the need for them.
The cost reduction, significant reduction in heavy capacity, and high conduction efficiency can be achieved at the same time. In the second and third embodiments for the rear two-wheel and front two-wheel drive vehicles, the number of gears and clutches on the main shaft has been reduced to two, respectively, so that both legrooms are expanded and comfortability is improved. And it also helps lower the center of gravity. Conventionally, a sub-transmission has always been used in combination with a four-wheel drive vehicle. However, the 6-speed automatic transmission of the present invention can sufficiently cover the required torque for a vehicle other than a special vehicle due to an increase in the number of low-speed gears. Is made unnecessary, and the cost and operating labor are reduced, which is a great improvement.
【図1】本発明の自動変速機の第1実施例を示す、其要
部側断面図である。FIG. 1 is a side sectional view of an essential part showing a first embodiment of an automatic transmission according to 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 a shift control circuit thereof.
【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 an essential part showing the second embodiment.
【図4】其正断面概略図である。FIG. 4 is a schematic cross-sectional view of the same.
【図5】其第3実施例を示す、要部側断面図である。FIG. 5 is a side sectional view of a main part, showing the third embodiment.
60 ロックアップ 61 切替用スリーブ 62 ラジアルベアリング 63 パーキングギヤ 60 Lockup 61 Switching sleeve 62 Radial bearing 63 Parking gear
Claims (4)
軸により構成され、Aギヤ及Fギヤを主軸上に、Bギ
ヤ、Dギヤ、Gギヤ及Hギヤを中軸上に及Cギヤ、Eギ
ヤ及Jギヤを駆動軸上に夫々配置し、且主軸上でAクラ
ッチ及Cクラッチ、駆動軸上で、ワンウエイクラッチ、
Cクラッチ及Dクラッ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。1. A main shaft, a center shaft and a drive shaft, which are set in parallel with each other, wherein an A gear and an F gear are on the main shaft, and a B gear, a D gear, a G gear and an H gear are on the center shaft and a C gear. , E gear and J gear are respectively arranged on the drive shaft, and the A clutch and C clutch are on the main shaft, the one-way clutch is on the drive shaft,
An automatic transmission characterized in that the C-clutch and the D-clutch are operated individually and are linked to the respective gears described above, so that a 6-speed shift can be obtained.
ギヤとセンター差動装置のデフリングギヤを一体化した
事を特徴とする逆転装置と差動装置を併用した事を特徴
とする常時四輪駆動車用の請求項第1項記載の自動変速
機。2. A continuous four-wheel drive characterized in that a ring gear of a reversing device operated via a switching device and a differential ring gear of a center differential device are integrated, and the reversing device and the differential device are used together. An automatic transmission according to claim 1 for a vehicle.
オン、サンギヤ及リングギヤを切替装置を介して作動さ
せた事を特徴とする後2輪駆動車用の請求項第1項記載
の自動変速機。3. A rear two-wheel drive vehicle according to claim 1, wherein a pinion, a sun gear and a ring gear on a planetary gear type fixed pin are operated by a reversing device through a switching device. transmission.
ギヤ及駆動軸上のSギヤ及切替装置を介して、後退用減
速を得られる事を特徴とする前2輪駆動車用の請求項第
1項記載の自動変速機。4. An R gear, M on the center shaft without using a reversing device.
2. The automatic transmission according to claim 1, wherein a reverse deceleration can be obtained through an S gear and a switching device on the gear and the drive shaft.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP3288204A JPH0544796A (en) | 1991-08-14 | 1991-08-14 | Automatic transmission |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP3288204A JPH0544796A (en) | 1991-08-14 | 1991-08-14 | Automatic transmission |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH0544796A true JPH0544796A (en) | 1993-02-23 |
Family
ID=17727170
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP3288204A Pending JPH0544796A (en) | 1991-08-14 | 1991-08-14 | Automatic transmission |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH0544796A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN109154364A (en) * | 2016-03-24 | 2019-01-04 | 秦内蒂克有限公司 | Speed changer |
-
1991
- 1991-08-14 JP JP3288204A patent/JPH0544796A/en active Pending
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN109154364A (en) * | 2016-03-24 | 2019-01-04 | 秦内蒂克有限公司 | Speed changer |
JP2019512652A (en) * | 2016-03-24 | 2019-05-16 | キネテイツク・リミテツド | transmission |
US11022204B2 (en) | 2016-03-24 | 2021-06-01 | Qinetiq Limited | Multiple gear range transmission |
CN109154364B (en) * | 2016-03-24 | 2023-03-14 | 秦内蒂克有限公司 | Speed variator |
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