JPH0544796A - Automatic transmission - Google Patents

Abstract

PURPOSE:To promote the miniaturization and lightweightness of a device by installing an intermediate shaft in the midway between a main shaft and a driving shaft set up in parallel with each other, setting the number of a gear and a clutch on the main shaft down to two pieces each, and preventing a gear on the driving shaft from enlargement in size. CONSTITUTION:A main shaft 5, an intermediate shaft 9 and a driving shaft 13 set up in parallel with one another are installed in an automatic transmission, while a gear 7 and another gear 20 are set up on this main shaft, and four gears 10, 15, 21, 22 are set up on the intermediate shaft 9. In addition, gears 12, 17, 25 are set up on the driving gear 13. Then, clutches 6, 18 are operated on the main shaft 5 and a one-way clutch 41 and clutches 18, 24 on the driving shaft 13, respectively, and they are interlocked with respective gears, thus six- speed gearshifting can be done in this way. In this connection, gears 7, 12, 15 are made floatable via ring shafts 8, 14, 16, and the gears 20, 22 are also made floatable via ring shafts 19, 23. Thus, the gears 12, 17, 25 on the driving shaft 13 are six-speed gearshifted, and each gear on the intermediated shaft 9 and the driving shaft 13 can be diametrally miniaturized, and besides, made lighter in weight.

Description

【発明の詳細な説明】Detailed Description of the Invention 【産業上の利用分野】[Industrial applications]

【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.

【従来の技術】[Prior Art]

【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.

【発明が解決しようとする課題】[Problems to be Solved by the Invention]

【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.

【課題を解決するための手段】[Means for Solving the Problems]

【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.

【作用】[Action]

【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.

【実施例】【Example】

【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.

【発明の効果】【The invention's effect】

【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.

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

【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.

【符号の説明】[Explanation of symbols]

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)

【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. 【請求項２】切替装置を介し作動する逆転装置のリング
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. 【請求項３】逆転装置に遊星歯車式の固定ピン上のピニ
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. 【請求項４】逆転装置を使用せず、中軸上のＲギヤ、Ｍ
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.