JPH08270750A - Transmission gear device for vehicle - Google Patents

Transmission gear device for vehicle

Info

Publication number
JPH08270750A
JPH08270750A JP9587195A JP9587195A JPH08270750A JP H08270750 A JPH08270750 A JP H08270750A JP 9587195 A JP9587195 A JP 9587195A JP 9587195 A JP9587195 A JP 9587195A JP H08270750 A JPH08270750 A JP H08270750A
Authority
JP
Japan
Prior art keywords
oil
pump
gear
vehicle
engine
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
Application number
JP9587195A
Other languages
Japanese (ja)
Inventor
Kazumasa Tsukamoto
一雅 塚本
Koji Maeda
浩司 前田
Nobutada Sugiura
伸忠 杉浦
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin AW Co Ltd
Original Assignee
Aisin AW Co Ltd
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 by Aisin AW Co Ltd filed Critical Aisin AW Co Ltd
Priority to JP9587195A priority Critical patent/JPH08270750A/en
Priority to FR9603928A priority patent/FR2732428A1/en
Publication of JPH08270750A publication Critical patent/JPH08270750A/en
Pending legal-status Critical Current

Links

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
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • 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
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H2045/002—Combinations of fluid gearings for conveying rotary motion with couplings or clutches comprising a clutch between prime mover and fluid gearing
    • 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
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Structure Of Transmissions (AREA)

Abstract

PURPOSE: To lock a fluid transmission gear device in parking time, and to provide a parking brake action based on gearing of gears in a transmission gear device in which a manual transmission and a fluid transmission gear device are combined with each other. CONSTITUTION: A transmission gear device T is constructed of an oil pump 50 generating an oil pressure by means of an action of an engine E, a power shut-off clutch 10, a fluid transmission gear device 20, and a gear transmission mechanism 30. The fluid transmission gear device 20 is provided with an oil chamber 25, to which an oil pressure is fed from the oil pump 50, and a connecting mechanism 26, on which the oil pressure fed to the oil chamber 25 works, and following supply of the oil pressure to the oil chamber 25, communication between a pump 21 and a turbine 22 is released by means of the connecting mechanism 26.

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【産業上の利用分野】本発明は、車両用伝動装置に関
し、特に、動力遮断クラッチ付の歯車変速機構と流体伝
動装置とを組合わせて発進操作を一部自動化した車両用
伝動装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission for a vehicle, and more particularly to a transmission for a vehicle in which a start operation is partially automated by combining a gear transmission having a power cutoff clutch and a fluid transmission.

【０００２】車両用伝動装置において、エンジンと動力
遮断クラッチとの間に、流体継手を介挿して、動力遮断
クラッチ接続時のトルク衝撃を流体継手で吸収させなが
らエンジンの動力を歯車変速機構に伝達するようにした
技術がある（特開昭５９−１４７１５６号公報参照）。
こうした伝動装置では、流体継手による急激なトルク変
動の吸収が期待できるため、微妙なクラッチの接続操作
を要せずに、あるいはクラッチ操作なしで発進及びオフ
スロットル変速が可能となり、熟練を要せずに手動変速
操作による運転を楽しむことができる。反面、このよう
に流体を介して動力を伝達すると、動力伝達ロスが大き
くなるため、常時こうした状態で走行すると著しい燃費
の悪化を招く。そこで上記従来の技術では、流体継手と
並列に直結クラッチ（ロックアップクラッチ）を配設
し、これをオイルポンプが発生させる油圧により制御し
て、伝達トルクの変動が少ないクルージング時等に、流
体継手のポンプとタービンを直結させて伝達効率を向上
させている。In a transmission for a vehicle, a fluid coupling is inserted between an engine and a power cut-off clutch to transmit torque of the engine when the power cut-off clutch is connected to the fluid coupling so as to transmit engine power to a gear transmission mechanism. There is a technique for doing so (see Japanese Patent Laid-Open No. 59-147156).
In such a transmission, it is possible to expect abrupt torque fluctuations to be absorbed by the fluid coupling, so it is possible to perform start-up and off-throttle shifting without subtle clutch connection operation or without clutch operation, and no skill is required. You can enjoy driving by manual gear shifting operation. On the other hand, when the power is transmitted through the fluid in this way, the power transmission loss becomes large, and therefore, if the vehicle always travels in such a state, the fuel consumption is significantly deteriorated. Therefore, in the above-mentioned conventional technique, a direct coupling clutch (lock-up clutch) is arranged in parallel with the fluid coupling, and this is controlled by the hydraulic pressure generated by the oil pump, so that the fluid coupling can be used at the time of cruising with little fluctuation in the transmission torque. The pump and the turbine are directly connected to improve the transmission efficiency.

【０００３】[0003]

【発明が解決しようとする課題】ところで、通常の歯車
変速機構と動力遮断クラッチを組み合わせた手動変速機
を搭載した車両では、その駐車時に歯車変速機構の任意
の変速段のギヤを噛み合わせた状態にすることによっ
て、車両のエンジンと駆動系を動力遮断クラッチ及び歯
車変速機構を介して直結し、エンジンを制動負荷とする
補助的な駐車ブレーキ機能を発揮させることができる。
ところが、上記特開昭５９−１４７１５６号公報に開示
の技術のような手動変速機と流体継手の組合せでは、駐
車時に、エンジンと変速機は流体継手を介して連結され
ているので、流体継手のポンプとタービンとの間で流体
のスリップが生じ、ブレーキとしての作用が得られな
い。By the way, in a vehicle equipped with a manual transmission in which an ordinary gear transmission mechanism and a power cut-off clutch are combined, a state in which gears at arbitrary shift stages of the gear transmission mechanism are engaged during parking. By so doing, the engine of the vehicle can be directly connected to the drive system via the power cut-off clutch and the gear speed change mechanism, and an auxiliary parking brake function using the engine as a braking load can be exerted.
However, in the combination of the manual transmission and the fluid coupling, such as the technique disclosed in Japanese Patent Laid-Open No. 59-147156, the engine and the transmission are connected via the fluid coupling during parking, so A fluid slip occurs between the pump and the turbine, and the action as a brake cannot be obtained.

【０００４】そこで、本発明は、エンジンの動力を前記
動力遮断クラッチ、流体伝動装置及び歯車変速機構を介
して車両の駆動系に伝達する車両用伝動装置において、
車両の駐車時に、歯車変速機構の任意の変速段の歯車を
噛み合わせることによって、補助的なブレーキの作用が
得られ、しかも、こうした作用がエンジンの始動によっ
て自動的に解除される流体伝動装置を備えた車両用伝動
装置を提供することを第１の目的とする。Therefore, the present invention relates to a vehicle power transmission device for transmitting power of an engine to a drive system of a vehicle through the power cutoff clutch, a fluid transmission device and a gear transmission mechanism,
When the vehicle is parked, by engaging the gears of any gear of the gear shift mechanism, a supplementary brake action is obtained, and further, such action is automatically released by the engine start. A first object of the present invention is to provide a vehicle transmission including the same.

【０００５】次に、本発明は、上記補助的なブレーキの
作用が流体伝動装置の作動中に必要とされる作動油の循
環を妨げることなく得られる流体伝動装置を備えた車両
用伝動装置を提供することを第２の目的とする。Next, the present invention provides a vehicular transmission device provided with a fluid transmission device in which the action of the above-mentioned auxiliary brake is obtained without obstructing the circulation of hydraulic oil required during the operation of the fluid transmission device. The second purpose is to provide.

【０００６】さらに本発明は、駐車時の補助的なブレー
キの作用が、通常の手動変速機の操作と同様の操作で、
格別新たな操作を要することなく得られる車両用伝動装
置を提供することを第３の目的とする。Further, according to the present invention, the operation of the auxiliary brake during parking is the same as the operation of a normal manual transmission,
A third object is to provide a transmission device for a vehicle that can be obtained without requiring a particularly new operation.

【０００７】[0007]

【課題を解決するための手段】上記第１の目的を達成す
るため、本発明は、エンジンの作動により油圧を発生さ
せるオイルポンプと、動力遮断クラッチと、ポンプとタ
ービンとを有する流体伝動装置と、複数の前進段と後進
段を達成する複数の歯車列を有する歯車変速機構とから
なり、エンジンの動力を前記動力遮断クラッチ、流体伝
動装置及び歯車変速機構を介して車両の駆動系に伝達す
る車両用伝動装置において、前記流体伝動装置は、前記
オイルポンプから油圧が供給される油室と、該油室へ供
給される油圧が作用する前記ポンプと前記タービンとの
連結機構とを有し、該連結機構は、前記油室への油圧供
給により前記ポンプと前記タービンとの連結を解放する
ことを特徴とする。In order to achieve the first object, the present invention provides an oil pump for generating hydraulic pressure by operating an engine, a power cutoff clutch, and a fluid transmission device having a pump and a turbine. , A gear transmission having a plurality of gear trains for achieving a plurality of forward gears and a reverse gear, and transmits the power of the engine to the drive system of the vehicle through the power cutoff clutch, the fluid transmission device and the gear transmission mechanism. In the vehicle transmission device, the fluid transmission device includes an oil chamber to which hydraulic pressure is supplied from the oil pump, and a connection mechanism between the pump and the turbine on which hydraulic pressure supplied to the oil chamber acts. The connection mechanism is characterized by releasing the connection between the pump and the turbine by supplying hydraulic pressure to the oil chamber.

【０００８】また、上記第２の目的を達成するため、前
記流体伝動装置は、前記オイルポンプから前記油室へ油
圧を供給する供給油路と、前記油室から油圧を排出する
排出油路とを有し、前記排出油路は、前記供給油路より
流量容量を小さく設定されたものとされる。In order to achieve the second object, the fluid transmission device includes a supply oil passage for supplying oil pressure from the oil pump to the oil chamber, and an exhaust oil passage for discharging oil pressure from the oil chamber. And the discharge oil passage is set to have a smaller flow capacity than the supply oil passage.

【０００９】さらに、上記第３の目的を達成するため、
前記流体伝動装置は、前記連結機構を連結方向に付勢す
る付勢手段を有する構成とされる。Further, in order to achieve the above third object,
The fluid transmission device is configured to have a biasing unit that biases the coupling mechanism in the coupling direction.

【００１０】[0010]

【発明の作用及び効果】上記請求項１記載の構成では、
エンジン停止時には、オイルポンプも停止しており、流
体伝動装置の油室へ油圧が供給されず、連結機構がポン
プとタービンとを連結状態に保つ。したがって、エンジ
ンを停止させた車両の駐車時に、歯車変速機構の任意の
変速段の歯車を噛み合わせることによって、駆動系とエ
ンジンとを直結させることで、補助的な駐車ブレーキ作
用を得ることができる。また、エンジン作動時には、オ
イルポンプが発生させる油圧が流体伝動装置の油室へ供
給され、供給される油圧によって、連結機構はポンプと
タービンとの連結を解放する。これにより、エンジンか
らの出力トルクは、流体伝動装置を介して変速機構に伝
達されるようになるので、困難なクラッチ操作を容易に
行うことができる。According to the constitution of the above-mentioned claim 1,
When the engine is stopped, the oil pump is also stopped, hydraulic pressure is not supplied to the oil chamber of the fluid transmission, and the connecting mechanism keeps the pump and the turbine connected. Therefore, when the vehicle with the engine stopped is parked, the drive system and the engine are directly connected to each other by meshing the gears of any gears of the gear shift mechanism, so that an auxiliary parking brake action can be obtained. . Further, when the engine is operating, the hydraulic pressure generated by the oil pump is supplied to the oil chamber of the fluid transmission device, and the supplied hydraulic pressure causes the coupling mechanism to release the coupling between the pump and the turbine. As a result, the output torque from the engine is transmitted to the speed change mechanism via the fluid transmission device, so that a difficult clutch operation can be easily performed.

【００１１】また、請求項２記載の構成では、エンジン
停止時には、オイルポンプからの油圧は、流体伝動装置
の油室に供給されず、油室の油圧は排出油路から排出さ
れ、連結機構に油圧が作用しないので、連結機構はポン
プとタービンとを連結することで流体伝動装置をロック
状態に保つ。そして、エンジン作動時には、オイルポン
プから供給油路を通り油室へ供給される油圧が連結機構
に作用するとともに、排出油路からは、油室の油圧を保
ちながら油の排出がなされ、油の循環による流体伝動装
置内の油温の上昇を防ぎながら、連結機構の解放状態を
維持させることができる。Further, according to the second aspect of the present invention, when the engine is stopped, the oil pressure from the oil pump is not supplied to the oil chamber of the fluid transmission, and the oil pressure of the oil chamber is discharged from the discharge oil passage to the connecting mechanism. Since hydraulic pressure does not act, the connecting mechanism keeps the hydraulic transmission in a locked state by connecting the pump and the turbine. When the engine is operating, the hydraulic pressure supplied from the oil pump to the oil chamber acts on the coupling mechanism, and the discharge oil passage discharges oil while maintaining the oil pressure in the oil chamber. It is possible to maintain the release state of the coupling mechanism while preventing the oil temperature in the fluid transmission device from rising due to circulation.

【００１２】さらに、請求項３記載の構成では、エンジ
ン停止時には、オイルポンプが発生させる油圧がなくな
るため、付勢手段による付勢作用により、連結機構は、
機械的かつ自動的にポンプとタービンとを連結状態に維
持することができる。Further, according to the third aspect of the present invention, since the oil pressure generated by the oil pump is lost when the engine is stopped, the connecting mechanism is urged by the urging action of the urging means.
The pump and the turbine can be mechanically and automatically maintained in the connected state.

【００１３】[0013]

【実施例】以下、図面に沿い、本発明の実施例を説明す
る。まず、図１は本発明の実施例をスケルトンで示すも
ので、この車両用伝動装置Ｔは、エンジンＥの作動によ
り油圧を発生させるオイルポンプ５０と、動力遮断クラ
ッチ（以下、実施例の説明においてクラッチという）１
０と、ポンプインペラ（同じく、ポンプという）２１と
タ−ビンランナ（同じく、タービンという）２２とを有
する流体伝動装置（本例において、流体継手）２０と、
複数の前進段と後進段を達成する複数の歯車列を有する
歯車変速機構（本例において、前進５速、後進１速の歯
車変速機構。以下、実施例の説明において変速機構とい
う）３０とから構成され、エンジンＥの動力をクラッチ
１０、流体継手２０及び変速機構３０を介して車両の駆
動系４０に伝達する。Embodiments of the present invention will be described below with reference to the drawings. First, FIG. 1 shows an embodiment of the present invention in a skeleton. This vehicle transmission T includes an oil pump 50 for generating hydraulic pressure by the operation of an engine E, and a power cutoff clutch (hereinafter, in the description of the embodiments). Clutch) 1
0, a fluid transmission (a fluid coupling in this example) 20 having a pump impeller (also referred to as a pump) 21 and a turbine runner (also referred to as a turbine) 22.
From a gear transmission mechanism having a plurality of gear trains that achieve a plurality of forward gears and a reverse gear (in this example, a gear shift mechanism of 5 forward gears and 1 reverse gear. Hereinafter, referred to as a gear shift mechanism in the description of the embodiments) 30 The power of the engine E is transmitted to the drive system 40 of the vehicle via the clutch 10, the fluid coupling 20 and the speed change mechanism 30.

【００１４】エンジンＥの作動により油圧を発生させる
オイルポンプ５０は、この例では、その駆動連結関係を
示すべく、図上ではクラッチより駆動側に配置するもの
として軸上に示されているが、具体的には、エンジンＥ
内に配設して、クランクシャフトにより機構的に駆動さ
れるようにしてもよいし、あるいは、エンジンＥに外付
けして、機械的に駆動されるようにしてもよい。In this example, the oil pump 50, which generates hydraulic pressure by the operation of the engine E, is shown on the shaft as being arranged on the drive side of the clutch in order to show the drive connection relationship thereof. Specifically, engine E
It may be disposed inside and mechanically driven by the crankshaft, or may be externally attached to the engine E and mechanically driven.

【００１５】図２に詳細を示すように、クラッチ１０
は、ケースを兼ねるクラッチホイール１１と、クラッチ
ディスク１２と、プレッシャプレート１３と、ダイヤフ
ラムスプリング１４の負荷に抗してプレッシャプレート
１３を引離すリリース機構１５とを備えた通常の手動変
速機用の乾式単板クラッチ機構と同様に構成されている
が、この例において、従来のものと異なるのは、クラッ
チディスク１２とリリース機構１５との間に流体継手２
０が配設されている点である。As shown in detail in FIG. 2, the clutch 10
Is a dry type for a normal manual transmission including a clutch wheel 11 also serving as a case, a clutch disc 12, a pressure plate 13, and a release mechanism 15 that separates the pressure plate 13 against the load of a diaphragm spring 14. The structure is similar to that of the single-plate clutch mechanism, but in this example, the difference from the conventional one is that the fluid coupling 2 is provided between the clutch disc 12 and the release mechanism 15.
0 is provided.

【００１６】流体継手２０は、そのポンプ２１を図１に
示す変速機構３０側に向け、タ−ビン２２をエンジンＥ
側に向けて配設され、ポンプ２１は、継手ケース２３及
び連結軸２４を介してクラッチディスク１２に接続され
て、それによりクラッチホイール１１を介してエンジン
Ｅに連結可能とされるとともに、第２の入力軸３２にス
プライン係合で連結されている。他方、流体継手２０の
タービン２２は、そのハブ部２８で第１の入力軸３１に
スプライン係合で連結されている。The fluid coupling 20 has its pump 21 directed toward the transmission mechanism 30 shown in FIG.
The pump 21 is connected to the clutch disc 12 via the joint case 23 and the connecting shaft 24, whereby the pump 21 can be connected to the engine E via the clutch wheel 11, and Is connected to the input shaft 32 by spline engagement. On the other hand, the turbine 22 of the fluid coupling 20 is connected to the first input shaft 31 by spline engagement at the hub portion 28 thereof.

【００１７】この流体継手２０は、さらにオイルポンプ
５０から油圧が供給される油室２５と、油室２５へ供給
される油圧が作用するポンプ２１とタービン２２との連
結機構を有する。本例において、油室２５は、ポンプ２
１とタービン２２との間で、それらの径方向内方に形成
されており、具体的には、タービン２２のハブ部２８と
ポンプ２１に一体化された継手ケース２３の内径側との
間に形成されている。継手ケース２３をクラッチディス
ク１２に連結する連結軸２４の大径部外周面と、タービ
ンのハブ部２８の段差部外周面には、図３に拡大して示
すように、互いに軸方向に整合する外周スプライン２４
１，２８１が形成されている。連結機構は、油室２５へ
の油圧供給によりポンプ２１とタービン２２との連結を
解放する受圧ピストン部２６１を備えたスリーブ２６と
されており、その内周面に上記両スプライン２４１，２
８１に同時に噛み合うことができるスプライン２６２が
形成されている。The fluid coupling 20 further includes an oil chamber 25 to which oil pressure is supplied from the oil pump 50, and a connecting mechanism for connecting the pump 21 and the turbine 22 to which the oil pressure supplied to the oil chamber 25 acts. In this example, the oil chamber 25 is the pump 2
1 and the turbine 22 are formed inward in the radial direction thereof, specifically, between the hub portion 28 of the turbine 22 and the inner diameter side of the joint case 23 integrated with the pump 21. Has been formed. The large-diameter outer peripheral surface of the connecting shaft 24 connecting the joint case 23 to the clutch disc 12 and the outer peripheral surface of the stepped portion of the hub portion 28 of the turbine are axially aligned with each other, as shown in an enlarged view in FIG. Perimeter spline 24
1, 281 are formed. The connecting mechanism is a sleeve 26 having a pressure receiving piston portion 261 that releases the connection between the pump 21 and the turbine 22 by supplying hydraulic pressure to the oil chamber 25, and the inner peripheral surface of the sleeve 26 has both the splines 241 and 2.
A spline 262 is formed so that it can mesh with 81 at the same time.

【００１８】さらに、流体継手２０は、オイルポンプ５
０から油室２５へ油圧を供給する供給油路としての、継
手ケース２３とタービン２２との間に形成されたスペー
ス５１と、油室２５から油圧を排出する排出油路として
の、スリーブ２６の受圧ピストン部２６１に形成された
オリフィス５２とを有しており、したがって、オリフィ
ス５２は、上記スペース５１の流量容量より小さく設定
されて、オイルポンプ５０からの油圧供給中は、スリー
ブ２６のピストン受圧面に作用する油圧により連結解除
方向に変位するよう構成されている。受圧ピストン部２
６１の背後には、圧縮コイルスプリング２７からなる付
勢手段が、その両端をそれぞれ継手ケース２３壁と受圧
ピストン部２６１に当接させて、圧縮状態に配設され
て、スリーブ２６を連結方向、すなわち、内周スプライ
ン２６２を外周スプライン２４１に係合させたまま軸方
向に摺動して、ハブ部２８の外周スプライン２８１に係
合する方向に付勢している。Further, the fluid coupling 20 is the oil pump 5
Space 51 formed between the joint case 23 and the turbine 22 as a supply oil passage for supplying oil pressure from 0 to the oil chamber 25, and a sleeve 26 as an exhaust oil passage for discharging oil pressure from the oil chamber 25. The pressure receiving piston portion 261 has an orifice 52. Therefore, the orifice 52 is set to be smaller than the flow capacity of the space 51, and the piston pressure of the sleeve 26 is received while the hydraulic pressure is being supplied from the oil pump 50. It is configured to be displaced in the disconnecting direction by the hydraulic pressure acting on the surface. Pressure receiving piston part 2
Behind 61, urging means composed of a compression coil spring 27 is arranged in a compressed state by contacting both ends of the urging means with the wall of the joint case 23 and the pressure receiving piston portion 261, respectively. That is, the inner peripheral spline 262 is axially slid while being engaged with the outer peripheral spline 241, and is urged in the direction of engaging the outer peripheral spline 281 of the hub portion 28.

【００１９】図１に戻って、変速機構３０は、前進第１
速のギヤ段を達成する歯車列３１１，３３１及び後進段
を達成する歯車列３１Ｒ，３４Ｒ，３３Ｒに連なる第１
の入力軸３１と、第２速以上のギヤ段（本例において、
第２〜５速を達成する歯車列３２２，３３２，３２３，
３３３，３２４，３３４，３２５，３３５に連なる第２
の入力軸３２を有し、第１の入力軸３１は、流体継手２
０のタービン２２に連結され、第２の入力軸３２は、流
体継手２０のポンプ２１に連結されている。Returning to FIG. 1, the speed change mechanism 30 has the first forward movement.
The first gear train connected to the gear trains 311 and 331 that achieve the high speed gear stage and the gear trains 31R, 34R, and 33R that achieve the reverse speed stage
Input shaft 31 and a gear stage of the second speed or higher (in this example,
Gear trains 322, 332, 323 that achieve second to fifth speeds
Second connected to 333, 324, 334, 325, 335
Of the fluid coupling 2
No. 0 turbine 22 and the second input shaft 32 is connected to the pump 21 of the fluid coupling 20.

【００２０】変速機構３０は、この例では第１の入力軸
３１、第２の入力軸３２及び出力軸３３上にそれぞれ各
変速段の入力歯車と出力歯車を配設した２軸式とされて
おり、第２の入力軸３２は中空軸とされ、第１の入力軸
３１は第２の入力軸３２内を貫通する軸とされており、
第２速〜第５速のギヤ段を達成する歯車列は、第２の入
力軸３２上の第２速固定入力歯車３２２、第３速遊転入
力歯車３２３、第４速遊転入力歯車３２４、第５速遊転
入力歯車３２５と、出力軸３３上に配設されて、上記各
歯車に噛合う第２速遊転出力歯車３３２、第３速固定出
力歯車３３３、第４速固定出力歯車３３４、第５速固定
出力歯車３３５で構成されている。これらは流体継手２
０と前進第１速のギヤ段を達成する歯車列及び後進段を
達成する歯車列の間に配設されている。前進第１速のギ
ヤ段を達成する歯車列は、第１の入力軸３１に固定の入
力歯車３１１と、出力軸３３に遊転支持されて入力歯車
３１１に噛合う出力歯車３３１で構成され、後進段を達
成する歯車列は、第１の入力軸３１に固定の入力歯車３
１Ｒと、出力軸３３に遊転支持された出力歯車３３Ｒ
と、これら両歯車に噛合うリバース歯車３４Ｒで構成さ
れている。そして、第２の入力軸３２上の歯車３２３と
歯車３２４との間には第３−４速切換用のシンクロメッ
シュ機構３２６が配設され、歯車３２５の流体継手側に
は、第５速用のシンクロメッシュ機構３２７が設けられ
ている。また、出力軸３３上の歯車３３１と歯車３３２
との間には、歯車３３Ｒと一体化された第１−２速切換
用のシンクロメッシュ機構３３６が設けられている。出
力軸３３は出力歯車３３０を介してディファレンシャル
機構に連なる駆動系４０に連結されている。In this example, the speed change mechanism 30 is of a two-shaft type in which an input gear and an output gear of each speed are arranged on the first input shaft 31, the second input shaft 32 and the output shaft 33, respectively. The second input shaft 32 is a hollow shaft, and the first input shaft 31 is a shaft penetrating the inside of the second input shaft 32.
The gear train that achieves the second speed to the fifth speed is a second speed fixed input gear 322, a third speed idle input gear 323, and a fourth speed idle input gear 324 on the second input shaft 32. , A fifth speed idler input gear 325 and a second speed idler output gear 332, a third speed fixed output gear 333, and a fourth speed fixed output gear, which are arranged on the output shaft 33 and mesh with the respective gears. 334 and a fifth speed fixed output gear 335. These are fluid couplings 2
It is arranged between a gear train that achieves 0 and the first forward speed and a gear train that achieves a reverse speed. The gear train that achieves the forward first speed is configured by an input gear 311 fixed to the first input shaft 31 and an output gear 331 that is idlely supported by the output shaft 33 and meshes with the input gear 311. The gear train that achieves the reverse gear is the input gear 3 fixed to the first input shaft 31.
1R and an output gear 33R that is idly supported by the output shaft 33
And a reverse gear 34R that meshes with these gears. Then, a synchromesh mechanism 326 for switching the 3rd-4th speed is arranged between the gear 323 and the gear 324 on the second input shaft 32, and a fluid coupling side of the gear 325 is used for the fifth speed. A synchromesh mechanism 327 is provided. Further, the gear 331 and the gear 332 on the output shaft 33
A synchromesh mechanism 336 for 1st-2nd speed switching, which is integrated with the gear 33R, is provided between and. The output shaft 33 is connected via an output gear 330 to a drive system 40 connected to the differential mechanism.

【００２１】かく構成された伝動装置Ｔにおいて、エン
ジン停止時は、それにより駆動されるオイルポンプ５０
も停止しているので、油圧は発生せず、したがって、図
３に示す油室２５の油圧は、オリフィス５２下流の油圧
（通常、大気圧）と等しくなる。この状態では、スリー
ブ２６はスプリング２７の付勢力により押し出されて、
両外周スプライン２４１，２８１を内周スプライン２６
２を介して相互に連結する。この動作により流体継手２
０は機械的な直結状態となる。したがって、この状態
で、図１に示す任意の変速段のギヤを噛み合わせる操作
を行うと、エンジンＥと駆動系４０は、クラッチ１０、
流体継手２０及び変速機構３０を介して機械的な連結状
態となり、エンジンＥを制動負荷として駆動系４０を拘
束する駐車ブレーキ機能を果たす。In the transmission apparatus T thus constructed, the oil pump 50 driven by the engine is stopped when the engine is stopped.
Since no oil pressure is generated, the oil pressure in the oil chamber 25 shown in FIG. 3 is equal to the oil pressure downstream of the orifice 52 (usually atmospheric pressure). In this state, the sleeve 26 is pushed out by the urging force of the spring 27,
Both outer peripheral splines 241 and 281 are replaced with inner peripheral splines 26.
Connect to each other via 2. By this operation, the fluid coupling 2
0 is a mechanical direct connection state. Therefore, in this state, when the operation of engaging the gears of the arbitrary shift stages shown in FIG. 1 is performed, the engine E and the drive system 40 are locked by the clutch 10,
A mechanical coupling state is established via the fluid coupling 20 and the speed change mechanism 30, and a parking brake function for restraining the drive system 40 with the engine E as a braking load is fulfilled.

【００２２】次に、クラッチ１０を解放操作し、あるい
は上記変速機構３０の先の操作による変速段のギヤを噛
み合いを解除して、エンジンＥが始動されると、それに
伴い、オイルポンプ５０も稼動状態となり、油圧が発生
し、この油圧が、変速機ケース内の油路、軸間油路等、
適宜の油路を経て、流体継手２０のポンプ２１とタービ
ン２２との対向部に、図２に矢印で示すように供給さ
れ、こうして流体継手２０に供給された油圧は、供給油
路５１を経て油室２５にも供給され、スリーブ２６をス
プリング２７の付勢力に抗して押し戻し、図３に示す内
周スプライン２６２と外周スプライン２８１の係合が解
除される。やがて流体継手２０によるトルク伝達が開始
される。油室２５に供給された油圧は、流量容量の小さ
なオリフィス５２を通る際に圧力降下し、排圧として、
ドレーン油路５３、軸内油路等を経て油溜等に回収さ
れ、繰り返しオイルポンプ５０の吸い込み側へ戻され
る。こうしたオイル循環は、エンジン稼働中を通じて継
続させられる。なお、スリーブ２６による連結状態の解
放タイミングは、スプリング２７の付勢力とオイルポン
プ吐出圧との関係で適宜設定することができ、例えば、
エンジンＥのアイドリング状態で解放が維持されるよう
にすることができる。Next, when the engine E is started by releasing the clutch 10 or releasing the meshing of the gears of the shift stage by the previous operation of the speed change mechanism 30, the oil pump 50 is also activated. Then, the oil pressure is generated, and this oil pressure is applied to the oil passage in the transmission case, the oil passage between the shafts, etc.
The hydraulic pressure supplied to the facing portion between the pump 21 and the turbine 22 of the fluid coupling 20 through an appropriate oil passage as indicated by the arrow in FIG. 2, and thus supplied to the fluid coupling 20 passes through the supply oil passage 51. The oil is also supplied to the oil chamber 25, the sleeve 26 is pushed back against the biasing force of the spring 27, and the engagement between the inner peripheral spline 262 and the outer peripheral spline 281 shown in FIG. 3 is released. Eventually, torque transmission by the fluid coupling 20 is started. The hydraulic pressure supplied to the oil chamber 25 drops when passing through the orifice 52 having a small flow capacity, and is discharged as an exhaust pressure.
The oil is collected in an oil reservoir or the like through the drain oil passage 53, the in-shaft oil passage, and the like, and is repeatedly returned to the suction side of the oil pump 50. Such oil circulation is maintained throughout the engine operation. The release timing of the connected state by the sleeve 26 can be appropriately set according to the relationship between the urging force of the spring 27 and the oil pump discharge pressure.
The release can be maintained when the engine E is idling.

【００２３】一方、エンジンＥのトルクは、クラッチホ
イール１１、クラッチディスク１２及びポンプ２１を経
て第２の入力軸３２に伝達されると共に、流体継手２０
内の流体を介し、タービン２２を経て第１の入力軸３１
に伝達されるが、変速機構３０の各段の歯車のニュート
ラル状態では、出力軸３３に対して遮断されている。そ
こで、前進第１速の選択（Ｎ→１シフト）時には、従来
の手動変速操作と同様に、クラッチ１０を切り、出力軸
３３上のシンクロメッシュ機構３３６のシフト操作によ
り第１速の出力歯車３３１を出力軸３３に接続する。そ
の後、通常の変速時と同様の感覚でクラッチ１０を接続
すれば、流体継手２０内での流体の滑りによりトルク衝
撃を緩衝して徐々に動力伝達がなされ、やがて定常の動
力伝達状態に達する。同様に後進の選択（Ｎ→Ｒシフ
ト）時には、クラッチ１０を切り、リバース歯車３４Ｒ
の後進入力歯車３１Ｒと後進出力歯車３３Ｒへの噛合
で、３つの歯車３１Ｒ，３４Ｒ，３３Ｒを介した動力伝
達を確立させ、同様にクラッチ１０を接続すればよい。On the other hand, the torque of the engine E is transmitted to the second input shaft 32 via the clutch wheel 11, the clutch disc 12 and the pump 21, and the fluid coupling 20 is also provided.
The first input shaft 31 through the turbine 22 via the fluid inside
However, in the neutral state of the gears of each stage of the speed change mechanism 30, the output shaft 33 is blocked. Therefore, when the forward first speed is selected (N → 1 shift), the clutch 10 is disengaged and the synchromesh mechanism 336 on the output shaft 33 is shifted to operate the output gear 331 of the first speed, similarly to the conventional manual shift operation. Is connected to the output shaft 33. After that, if the clutch 10 is connected in the same manner as in the case of a normal gear shift, the slip of the fluid in the fluid coupling 20 buffers the torque shock to gradually transmit the power, and eventually the steady power transmission state is reached. Similarly, when selecting reverse (N → R shift), the clutch 10 is disengaged and the reverse gear 34R
The power transmission via the three gears 31R, 34R, 33R may be established by meshing with the reverse input gear 31R and the reverse output gear 33R, and the clutch 10 may be similarly connected.

【００２４】これに対して、前進第２速の選択（１→２
シフト）時には、クラッチ１０を切り、出力軸３３上の
シンクロメッシュ機構３３６のシフト操作により第２速
出力歯車３３２を出力軸３３に接続する。この際のクラ
ッチ接続は、従来の手動変速操作の場合と全く同じであ
り、より高速段の選択（２→３、３→４、４→５の各シ
フト）時に比べて若干ゆるやかなクラッチ接続操作を行
う程度で大きな変速ショックの発生は避けられ、この操
作に格別困難を伴うものではない。第３速以上の選択
は、第２の入力軸３２上のシンクロメッシュ機構３２
６，３２７のシフト操作により上記と同様になされる。On the other hand, selection of the second forward speed (1 → 2
During the shift), the clutch 10 is disengaged, and the second speed output gear 332 is connected to the output shaft 33 by the shift operation of the synchromesh mechanism 336 on the output shaft 33. The clutch connection at this time is exactly the same as that of the conventional manual shift operation, and the clutch connection operation is slightly gentler than when selecting a higher gear (2 → 3, 3 → 4, 4 → 5 shifts). The occurrence of a large gear shift shock can be avoided by carrying out the operation, and this operation is not particularly difficult. The third speed or higher is selected by selecting the synchromesh mechanism 32 on the second input shaft 32.
The same operation as above is performed by the shift operation of 6,327.

【００２５】上記要するに、上記実施例では、エンジン
作動時には、オイルポンプ５０から油室２５へ油圧が供
給され、油圧によって、スリーブ２６はポンプ２１とタ
ービン２２との連結を解放する。これにより、エンジン
Ｅからの出力トルクは流体継手２０を介して変速機構３
０に伝達されるので、困難なクラッチ操作を容易化する
ことができる。また、エンジン停止時にはオイルポンプ
５０が停止し、油室２５に油圧が供給されず、ピストン
作動のスリーブ２６がポンプ２１とタービン２２とを連
結する。したがって、エンジン停止時に、変速機構３０
の任意の変速段の歯車を噛み合わせることによって、駆
動系４０とエンジンＥとを直結させることで、補助的な
駐車ブレーキ作用を得ることができる。また、エンジン
作動時にはオイルポンプ５０から供給油路５１を通り油
室２５に供給される油圧がピストン部２６１に作用する
とともに、排出油路５２から油室２５の油圧が排出、循
環されるので、油温の急激な上昇を防ぐことができる。
また、エンジン停止時にはオイルポンプ５０からの油圧
は供給されず、油室２５の油圧はオリフィス５２から排
出され、ピストン部２６１に油圧が作用しなくなるの
で、スリーブ２６はポンプ２１とタービン２２とを連結
することができる。さらに、エンジン停止時には、オイ
ルポンプ５０の発生する油圧がなくなるため、スプリン
グ２７による付勢作用により、スリーブ２６はポンプ２
１とタービン２２とを連結状態に維持することができ
る。In short, in the above-described embodiment, when the engine is operating, the oil pressure is supplied from the oil pump 50 to the oil chamber 25, and the sleeve 26 releases the connection between the pump 21 and the turbine 22 by the oil pressure. As a result, the output torque from the engine E is transmitted through the fluid coupling 20 to the speed change mechanism 3
Since it is transmitted to 0, a difficult clutch operation can be facilitated. Further, when the engine is stopped, the oil pump 50 is stopped, the oil pressure is not supplied to the oil chamber 25, and the piston-actuated sleeve 26 connects the pump 21 and the turbine 22. Therefore, when the engine is stopped, the transmission mechanism 30
The drive system 40 and the engine E are directly connected to each other by meshing the gears of any of the gear positions described above, whereby an auxiliary parking brake action can be obtained. Further, when the engine is operating, the hydraulic pressure supplied from the oil pump 50 to the oil chamber 25 through the supply oil passage 51 acts on the piston portion 261, and the hydraulic pressure of the oil chamber 25 is discharged and circulated from the discharge oil passage 52. It is possible to prevent a rapid rise in oil temperature.
Further, when the engine is stopped, the oil pressure from the oil pump 50 is not supplied, the oil pressure in the oil chamber 25 is discharged from the orifice 52, and the oil pressure does not act on the piston portion 261, so that the sleeve 26 connects the pump 21 and the turbine 22. can do. Further, when the engine is stopped, the oil pressure generated by the oil pump 50 disappears, so that the sleeve 26 is urged by the spring 27 to move the sleeve 26 to the pump 2
1 and the turbine 22 can be maintained in a connected state.

【００２６】なお、上記実施例の伝動装置では、冒頭に
述べた従来の伝動装置と異なり、変速機構の入力軸を内
外二重軸構成とし、第２〜５速用の入力歯車を配設した
第２の入力軸３２をポンプ２１に連結した構成としてい
るので、エンジン停止時に、変速機構３０の第２〜５速
の変速段の歯車を噛み合わせることによっても、駆動系
４０とエンジンＥとの直結が可能で、補助的な駐車ブレ
ーキ作用を得ることができるが、第１速及び後進段用の
入力歯車を配設した第１の入力軸３１は、タービン２２
に連結した構成としているので、本発明の主題に係る連
結機構の作動によらなければ駐車作用を得ることはでき
ない。In the transmission of the above-mentioned embodiment, unlike the conventional transmission described at the beginning, the input shaft of the speed change mechanism has an inner / outer dual shaft structure, and the input gears for the second to fifth speeds are arranged. Since the second input shaft 32 is connected to the pump 21, when the engine is stopped, the gears of the second to fifth speeds of the speed change mechanism 30 are also meshed with each other so that the drive system 40 and the engine E can be connected. Although it can be directly connected and an auxiliary parking brake action can be obtained, the first input shaft 31 provided with the input gears for the first speed and the reverse gear is the turbine 22
Since the vehicle is connected to the vehicle, the parking action cannot be obtained without the operation of the connecting mechanism according to the subject matter of the present invention.

【００２７】以上、本発明を１つの実施例に基づき詳説
したが、本発明は、特許請求の範囲に記載の事項の範囲
内で種々に細部の具体的な構成を変更して実施すること
ができる。例えば、オイルポンプの配設箇所について
は、上記実施例に示すようにクラッチより駆動側に配設
するばかりでなく、流体伝動装置より被動側、具体的に
は変速機構内に、図１に符号５０’で示すように配設し
て、変速機構の入力軸により駆動されるようにしてもよ
い。また、排出油路は、連結機構以外の部材に設けても
よく、その場合、継手ケース２３又はタービンハブ部２
８に設けるのが合理的である。Although the present invention has been described in detail based on one embodiment, the present invention can be carried out by changing various concrete configurations of details within the scope of the matters described in the claims. it can. For example, as for the location of the oil pump, not only is it disposed on the drive side of the clutch as shown in the above embodiment, but also on the driven side of the hydraulic power transmission device, specifically in the speed change mechanism, the reference numeral in FIG. It may be arranged as indicated by 50 'and driven by the input shaft of the transmission mechanism. Further, the discharge oil passage may be provided in a member other than the coupling mechanism, and in that case, the joint case 23 or the turbine hub portion 2
It is rational to set it in 8.

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

【図１】本発明の一実施例に係る車両用伝動装置の全体
構成を示すスケルトン図である。FIG. 1 is a skeleton diagram showing an overall configuration of a vehicle transmission device according to an embodiment of the present invention.

【図２】上記車両用伝動装置の流体伝動装置関連の部分
を示す部分断面図である。FIG. 2 is a partial cross-sectional view showing a portion related to the fluid transmission device of the vehicle transmission device.

【図３】図２の連結機構をさらに拡大して示す部分拡大
断面図である。FIG. 3 is a partially enlarged cross-sectional view showing the connecting mechanism of FIG. 2 in a further enlarged manner.

【符号の説明】[Explanation of symbols]

Ｅ エンジン Ｔ 車両用伝動装置 １０ クラッチ（動力遮断クラッチ） ２０ 流体継手（流体伝動装置） ２１ ポンプインペラ（ポンプ） ２２ タービンランナ（タ−ビン） ２５ 油室 ２６ スリーブ（連結機構） ２７ スプリング（付勢手段） ３０ 変速機構（歯車変速機構） ４０ 駆動系 ５０ オイルポンプ ５１ スペース（供給油路） ５２ オリフィス（排出油路） E Engine T Vehicle transmission device 10 Clutch (power cut-off clutch) 20 Fluid coupling (fluid transmission device) 21 Pump impeller (pump) 22 Turbine runner (tabin) 25 Oil chamber 26 Sleeve (coupling mechanism) 27 Spring (biasing force) Means) 30 speed change mechanism (gear speed change mechanism) 40 drive system 50 oil pump 51 space (supply oil passage) 52 orifice (discharge oil passage)

Claims (3)

【特許請求の範囲】[Claims] 【請求項１】 エンジンの作動により油圧を発生させる
オイルポンプと、動力遮断クラッチと、ポンプとタービ
ンとを有する流体伝動装置と、複数の前進段と後進段を
達成する複数の歯車列を有する歯車変速機構とからな
り、エンジンの動力を前記動力遮断クラッチ、流体伝動
装置及び歯車変速機構を介して車両の駆動系に伝達する
車両用伝動装置において、 前記流体伝動装置は、前記オイルポンプから油圧が供給
される油室と、該油室へ供給される油圧が作用する前記
ポンプと前記タービンとの連結機構とを有し、該連結機
構は、前記油室への油圧供給により前記ポンプと前記タ
ービンとの連結を解放することを特徴とする車両用伝動
装置。1. A gear having an oil pump for generating hydraulic pressure by operating an engine, a power cutoff clutch, a fluid transmission having a pump and a turbine, and a plurality of gear trains for achieving a plurality of forward and reverse stages. A transmission device for a vehicle, which comprises a speed change mechanism and transmits the power of the engine to the drive system of the vehicle through the power cutoff clutch, the fluid transmission device, and the gear speed change mechanism, wherein the fluid transmission device receives a hydraulic pressure from the oil pump. An oil chamber to be supplied, and a connection mechanism for connecting the pump and the turbine, on which the oil pressure supplied to the oil chamber acts, the connection mechanism including the pump and the turbine by the oil pressure supplied to the oil chamber. A transmission for a vehicle, characterized in that the connection with the vehicle is released. 【請求項２】 前記流体伝動装置は、前記オイルポンプ
から前記油室へ油圧を供給する供給油路と、前記油室か
ら油圧を排出する排出油路とを有し、 前記排出油路は、前記供給油路より流量容量を小さく設
定された請求項１記載の車両用伝動装置。2. The fluid transmission device includes a supply oil passage for supplying hydraulic pressure from the oil pump to the oil chamber, and a discharge oil passage for discharging hydraulic pressure from the oil chamber, wherein the discharge oil passage comprises: The vehicle transmission according to claim 1, wherein the flow rate capacity is set smaller than that of the supply oil passage. 【請求項３】 前記流体伝動装置は、前記連結機構を連
結方向に付勢する付勢手段を有する請求項１又は２記載
の車両用伝動装置。3. The transmission device for a vehicle according to claim 1, wherein the fluid transmission device includes a biasing unit that biases the coupling mechanism in the coupling direction.
JP9587195A 1995-03-30 1995-03-30 Transmission gear device for vehicle Pending JPH08270750A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP9587195A JPH08270750A (en) 1995-03-30 1995-03-30 Transmission gear device for vehicle
FR9603928A FR2732428A1 (en) 1995-03-30 1996-03-29 Vehicle transmission of clutch, fluid flywheel, and gearbox

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP9587195A JPH08270750A (en) 1995-03-30 1995-03-30 Transmission gear device for vehicle

Publications (1)

Publication Number Publication Date
JPH08270750A true JPH08270750A (en) 1996-10-15

Family

ID=14149423

Family Applications (1)

Application Number Title Priority Date Filing Date
JP9587195A Pending JPH08270750A (en) 1995-03-30 1995-03-30 Transmission gear device for vehicle

Country Status (2)

Country Link
JP (1) JPH08270750A (en)
FR (1) FR2732428A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104074933A (en) * 2013-03-25 2014-10-01 三菱自动车工业株式会社 Speed-changing unit

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2772103A1 (en) * 1997-12-08 1999-06-11 Valeo Fluid flywheel with lock-up clutch for motor vehicle drives
DE19747963A1 (en) * 1997-10-30 1999-05-12 Bayerische Motoren Werke Ag Torque converter connection with vibration damper
CA2289439C (en) * 1998-11-13 2003-09-16 Yutaka Giken Co., Ltd. Transmitting system for small-sized vehicle
EP1001190B1 (en) * 1998-11-13 2003-08-13 Yutaka Giken Co., Ltd. Transmission system for small-size vehicle

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2648414A (en) * 1947-12-18 1953-08-11 Chrysler Corp Drive control mechanism
DE1145453B (en) * 1956-07-12 1963-03-14 Daimler Benz Ag Hydrodynamic-mechanical shaft connection
DE3237319A1 (en) * 1982-02-11 1983-08-25 Kaspar Dipl.-Ing. Franz (FH), 8500 Nürnberg Torque converter with automatically short-circuiting converter coupling
JPS59147156A (en) * 1983-02-14 1984-08-23 Honda Motor Co Ltd Speed change gear for vehicle
DE3345205A1 (en) * 1983-12-14 1985-06-27 Xaver Fendt & Co, 8952 Marktoberdorf Hydrodynamic torque converter with a bridging clutch

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104074933A (en) * 2013-03-25 2014-10-01 三菱自动车工业株式会社 Speed-changing unit

Also Published As

Publication number Publication date
FR2732428A1 (en) 1996-10-04

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