JPH0337061B2 - - Google Patents

Description

Detailed Description of the Invention [Industrial Application Field] The present invention relates to an automatic transformer that is installed in a drive structure having a prime mover and a driven shaft and adjusts the torque from the prime mover to the torque required by the driven shaft. Regarding the mission.

[Prior Art and Problems Therewith] In the field of automobiles, it has been conventional to provide automatic transmissions within the power transmission mechanism from the prime mover to the drive wheels. However, many conventional automatic transmissions are complex in construction, large in size, and therefore heavy. Automatic transmissions designed to be simple, compact, and lightweight have been proposed in the past, but these have had problems in terms of torque transmission performance.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide an automatic transmission that is simple in construction, relatively lightweight and compact, and has sufficient torque transmission capacity.

[Means for Solving the Problems] The automatic transmission provided by the first invention of the present application has a transmission section that controls a gear ratio between an input shaft and an output shaft, and the transmission a drum, a drum shaft, at least one radial shaft carried by the drum shaft, and a first set fixedly mounted on the radial shaft and driven by the input shaft. a plurality of gears having different pitch circles; a second set of gears each meshing with the first set of gears and rotatably arranged around the axis of the drum shaft; a hub portion rotatably disposed and having a first gear; and a torque response selectively drivingly coupling said second set of gears to said hub portion in response to the torque required on said output shaft. Clutch, and furthermore,
a second gear fixed to the drum shaft and spaced apart from the first gear in the axial direction; and a drive direction conversion mechanism, the drive direction conversion mechanism being together with the output shaft. a sliding member that rotates on the output shaft and is slidable on the output shaft in the axial direction thereof and includes a third gear; the sliding member rotates on the output shaft to rotate the the third gear,
selectively meshing with the first gear and the second gear, and when the third gear meshes with the first gear, the drum is fixed and the hub is rotatable; When the third gear meshes with the second gear, the drum becomes rotatable and the hub portion becomes unrotatable in at least one direction, so that the direction of rotation of the output shaft with respect to the input shaft is It is characterized by selective conversion.

Furthermore, in addition to the constituent features of the first invention, the automatic transmission provided by the second invention of the present application further comprises: a turbine that rotates together with the input shaft; and a turbine rotatably mounted on the input shaft. The engine is characterized in that it includes: a pump that is arranged and driven by a prime mover to drive the turbine; and a speed-responsive clutch that is disposed between the pump and the drum.

[Effects] Due to the above features, the automatic transmission of the present invention has as many switching stages as the number of meshing gear pairs, has a relatively short and compact structure, and has a relatively short and compact structure. The cross-sectional dimensions are kept within the dimensions of conventional gearboxes, which results in an automatic shifting transmission whose overall weight is also relatively light.

Due to its weight and dimensional characteristics, as well as its torque transmission possibilities, the automatic transmission of the present invention can be integrated without problems into essentially any vehicle equipped with a conventional manually operated gearbox. be able to.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A detailed description of embodiments of the automatic transmission of the present invention will now be continued with reference to the accompanying drawings.

In the illustrated embodiment, some details have been omitted that are essential for good operation but are not necessary for the explanation of the invention. This includes mounting and locking devices for various parts. Also,
Although some parts are actually assembled from multiple parts, they are shown as one whole. Furthermore, the suspension of the transmission box is entirely omitted from the description, as well as the power transmission mechanism that couples, for example, the automatic transmission of the invention to the prime mover.

An automatic transmission according to one embodiment of the present invention, as shown in FIG. 1, includes a housing 101 with an input shaft 102 extending through the center of the housing. A main drive member 103 is rotatably fitted to this input shaft 102 . The main drive member 103 includes a sleeve 104, a gear 105, and a pump 106. The gear 105 is arranged outside the housing 101 and is driven by a motor, for example a flywheel, which is not shown. The pump 106 has a turbine 1 fixed to the input shaft 102.
Can drive 07. A coupling ring 108 is fixed to the pump 106. This joint ring 108
As will be described later, the thrust ring 109 engages and disengages with the thrust ring 109 by the action of the roller 110.

For example, six rollers 110 are provided at equal intervals in the circumferential direction of the thrust ring 109. The thrust ring 109 is attached to the cylindrical portion 11 of the joint member 112 that forms part of the drum 113 that forms part of the transmission section.
1 is supported. thrust ring 10
9 is slidably supported in the axial direction relative to the joint member 112 by a ball 114 disposed in an axial guide groove formed on the outer peripheral surface of the cylindrical portion 111. It is locked in the direction of rotation. The joint member 112 further includes the guide portion 11
5. This guide portion is inclined with respect to a plane perpendicular to the axis of input shaft 102 so that when rollers 110 move radially outward due to centrifugal force, they simultaneously move axially;
This causes thrust ring 109 to engage coupling ring 108 in a power transmission relationship. Thus, coupling ring 108 and thrust ring 109
, the roller 110 , and the cylindrical portion 1 of the joint member 112
11, the ball 114, and the guide portion 115 constitute a speed-sensitive clutch.

A slit is formed in the outer peripheral wall of the guide portion 115, and a pin 116 is provided within this slit.
The inner end of this pin is in contact with the roller 110, and the outer end is in sliding contact with the inclined surface of the sliding shoe 117. A control ring 118 is mounted on the coupling ring 108 so as to be slidable in the axial direction.
18 is a sliding shoe 117 by a connecting pin 119.
is combined with Control ring 118 is connected to spring 12
0 towards the thrust bearing 121.

The drum 113 is rotatably mounted on the input shaft 102. The end of the input shaft 102 located inside the drum 113 is provided with a gear 122, and
It is rotatably supported within a drum shaft 124 via a trunnion 123. Gear 122 meshes with gear 125 which is fixed to a radial shaft 126 so as not to rotate relative thereto. Radial axis 1
26 is rotatably supported by the drum shaft 124 at its inner end and by the drum 113 at its outer end. On the radial axis 126, there are also four other gears 127, 128, with different pitch circles.
129 and 130 are non-rotatably attached to the shaft 126. Gear 130 meshes with gear 131 which is rotatable about the central axis of drum 113. This gear 131 is mounted on a support member 133 via a freewheel clutch 132 that allows rotation in only one direction, and this support member 133 is connected to the gear 135 via a torque responsive clutch 134, which will be described later.
The gear 135 meshes with the gear 129. The support member 133 is mounted on a support member 137 via a freewheel clutch 136, which support member 137 is connected to a gear 139 via a torque-responsive clutch 138, which will be described below, and which gear 139 is connected to the gear 128. mesh with. The support member 137 supports the freewheel clutch 14
0 on a support member 142 which is part of the hub portion 141, and which supports the gear 14 via a torque-responsive clutch 143, which will be described below.
4, and this gear 144 is connected to gear 1
It meshes with 27. Control shafts 145, 146 and 147 are provided at the rear of each support member 133, 137 and 142.
are provided for each.

The pitch circles of the gears 127, 128, 129 and 130 fixedly mounted on the radial shaft 126 are the largest for the gear 127 closest to the drum shaft 124;
Below, the pitch circle becomes smaller as the distance from the drum shaft 124 increases, and the pitch circle of the gear 130 furthest away is the smallest. On the other hand, gears 144, 139, 135 and 1 mesh with these gears 127-130, respectively.
31 is a ring gear rotatable around the axis of the drum shaft 124, and the pitch circle of these ring gears is the largest in the gear 131 that meshes with the gear 130;
Thereafter, the gears become smaller in order as they become radially inward, and the innermost gear 1 meshes with the gear 127.
A pitch circle of 44 is the minimum. With this configuration,
Four different transmission ratios are available.

A control shaft 145 is slidably fitted within a drum hub 148 and a compression spring 149 is attached to the control shaft 145.
is pushed toward the support member 133. The control shaft 145 includes cams 150 and 151 at both ends. cam 150
is provided eccentrically at the inner end of the control shaft 145,
Then, it engages with the rear part of the support member 133. cam 1
51 is also eccentrically provided at the outer end of the control shaft 145 and engages with a threaded groove in a control member 152 attached to the housing 101. Control axis 145
provides speed responsive engagement of the torque responsive clutch 134, which will be described later with reference to FIG. The structure and function of control shafts 146 and 147 are the same as control shaft 145, and therefore a description of these shafts and their guiding devices will be omitted to avoid complexity.

In addition to the support member 142, the hub portion 141 includes a sleeve 153 surrounding the drum shaft 124 and a gear 154. The drum 113 is rotatably supported by a sleeve 153 and rotatably housed within the housing 101.
The housing 101 includes a hub portion 155 that supports a freewheel clutch 156 that includes a ring gear 157 that includes a sliding member 160 that constitutes a drive direction changing mechanism. a ring gear 158 integral with a sleeve 159 forming part of the
mesh with. The sleeve 159 further includes the internal gear 16
1, and this internal gear 161 meshes with the gear 154 of the hub portion 141. The hub portion 155 includes an internal gear 162 made of the same diameter as the gear 157 of the freewheel clutch 156. drum 113
is gear 1 made to have the same diameter as the teeth of gear 154
63. Gears 162 and 163 have the same diameter as gears 157 and 154, respectively, so gears 158 and 161 on sleeve 159 are similar to gear 162 on housing 101 and gear 1 on drum 113.
63 can be engaged with each other. Sleeve 159 is mounted by ball 164 so that it can rotate relative to ring 165 but is locked against axial movement. This ring 165 is also a sliding member 16
Forms part of 0. The ring 165 is the cylindrical part 16
6, a gear 167 is formed on the inner surface of the inner end of this cylindrical part, and this gear 167 is
It meshes with a gear 168 fixed to the drum shaft 124. Gear 167 has the same diameter as gear 161 on sleeve 159, so gear 167 has the same diameter as gear 161 on sleeve 159.
Can mesh with 4. The ring 165 is mounted by a ball 169 so that it can move axially relative to the output shaft 170 but is locked from rotation. The stud 1 at the outer end of the drum shaft 124 is inserted into this output shaft 170.
71 is rotatably supported.

FIG. 2 shows an enlarged view of the torque responsive clutch 134 of FIG. This torque responsive clutch 134
is a pair of rollers 172 and a thrust ring 17
3, a disc spring 174, a locking ring 175, and a ball 176. The roller 172 is the support member 133
and the gear 135
can be engaged within a radially extending groove 178 provided in the radially extending groove 178 . The roller 172 is a disc spring 1
74 through the thrust ring 173. A locking ring 175 that engages the outer end of the disc spring 174 can be controlled by a cam 150 on the control shaft 145. The support member 133 includes a channel-shaped recess 179 that can receive the ball 176 in the hole 180 of the thrust ring 173.

The configuration and operation of torque responsive clutch 134 described above is similar to that of other torque responsive clutches 138 and 143.
The structure and operation are the same.

The drum 113 has gears 125 and 12, respectively.
Three shafts 126 could be provided, carrying 7, 128, 129 and 130. In this case, their axes 126 are equidistant in the circumferential direction, i.e.
They will be placed at 120° intervals. Such a configuration is suitable for evenly distributing the load applied to the drum shaft 124. In Figure 1, to avoid complication of the drawing,
Only one axis 126 is shown.

The operation of this automatic transmission is as follows.

When the main drive member 103 is rotated, the pump 10
6 drives a turbine 107, which rotates an input shaft 102, and the input shaft 102 drives a gear 122.
The gears 125, 127, 128, 129 and 130 are rotated through the . Gears 127-130 attempt to rotate gears 144, 139, 135 and 131. However, gear 144 is
1 and a sleeve 159, the freewheel clutch 156 is mounted so that it cannot rotate in that direction.
4 is idling. In addition, gears 131, 135 and 1
39 are freewheel clutches 13 that are mounted so that they cannot rotate in the respective directions.
2, 136 and 140 to hub portion 141, gear 131 is non-rotatable and torque responsive clutches 134 and 138 of gears 135 and 139 are connected to torque responsive clutch 14.
It comes off in the same way as 3. As a result, gears 127, 12
8, 129 and 130 are gears 144 and 1, respectively.
39, 135, and 131, and the gear 130 begins to roll on the gear 131.
This rolling causes the drum 113 and drum shaft 124 to
is rotated via a radial axis 126. Therefore, gears 168, 167, cylindrical portion 166, ring 16
5, and the output shaft 170 is rotated via the ball 169. This will be explained in more detail below.

A certain torque is required on the output shaft 170, thereby setting the rotation. This means that it is often necessary to increase the torque provided by the prime mover by decelerating the transmission.

First, torque is transmitted at the highest speed ratio, that is, by the combination of gears 127 and 144, and the torque transmitted by this combination is smaller than the torque required for the output shaft 170. Assume a case. At this time, if the torque-responsive clutch 143 is in the engaged position, that is, if the roller 172 is engaged in the groove 178 and the ball 176 is in the recess 179,
The roller 172 is pushed out of the groove 178 against the action of the disc spring 174, so that the gear 144 is pushed out of the groove 178.
It starts idling when it is engaged with 27. It will be appreciated that in torque responsive clutch 143, displacement of roller 172 moves thrust ring 173, which in turn forces ball 176 out of recess 179. During this action, locking ring 175 is also displaced to the right in FIG. 2, so that
The control shaft 147 is rotated. The torque responsive clutch 143 is then disengaged as shown in FIG.

In the manner described above, torque-responsive clutches 138 and 134 are also disengaged one after another, so that gear 139
and 135 will also be able to rotate freely. gear 1
Gear 131 having maximum torque transmission ratio with 30
does not have a torque-responsive clutch and therefore cannot disengage these gears. Therefore, the output shaft 170 starts rotating at this torque transmission ratio.

The centrifugal force generated by the rotation of the drum is controlled by the control shaft 1.
45, 146 and 147 outward. At a certain predetermined rotational speed, the centrifugal force is such that it pushes the control shaft 145 outward against the spring 149. The movement of the control shaft 145 causes the cam 151 to
engages the threaded groove of the control member 152 so that the control shaft 145 is rotated so that the locking ring 175 of the torque-responsive clutch 134 disengages from the disc spring 174.
is displaced to the left in FIG. 2 against the action of. This displacement is caused by the thrust ring 173 and roller 1.
72 to the left in FIG. 2, so that roller 172 engages groove 178. In this way, a first automatic conversion of the torque transmission ratio has taken place, with gear 129 now cooperating with gear 135 to transfer the drive of the drum to gear 130.
and taken over from 131. As a result, the drum 11
3 will be rotated at a higher speed. drum 1
Gear 130 cannot keep up with this increased rotational speed of drum 13, and as a result gear 131 becomes increasingly dragged in the same rotational direction as drum 113. This direction of rotation is determined by the freewheel clutch 13.
Not prevented by 2.

Higher rotational speeds are achieved by gears 128 and 139, and then by gears 127 and 144.
It will be given to drum 113. If this last torque transmission ratio is achieved and the speed is still further increased, the coupling member 112 causes the main drive member 1
3 and the output shaft 170.

This direct coupling occurs because the rollers 110 are moved radially outward by centrifugal force and, with this movement, pushed axially by the guide member 115. This allows the roller 110 to rotate with the drum 113 as well as the thrust ring 10.
9 is engaged with a coupling ring 108 which is connected to the pump 106 of the main drive member 103. The resulting direct coupling causes main drive member 103 and output shaft 170 to rotate at the same speed. drum 113
The drum shaft 124 also connects to the input shaft 10 via the shaft 126.
2 and the output shaft 170, the pairs of gears 122-125, 127- mesh with each other.
144, 128-139, 129-139, and 130-131 do not rotate. So drum 11
3 rotates with all its contents at the same speed as the prime mover.

If rapid acceleration of a vehicle equipped with this transmission is required, this can be achieved by breaking the direct connection between the main drive member 103 and the output shaft 170 by means of a so-called "kick-down" structure. Can be done. This kick-down structure is
Pin 116, sliding shoe 117, control ring 11
8, a connecting pin 119, a spring 120, and a thrust bearing 121. When the thrust bearing 121 is moved towards the control ring 118 and this control ring is displaced against the spring 120, the sliding shoe 11
The inclined surface of 7 is pressed against the pin 116, thereby causing this pin 116 to be moved radially inward. The rollers 110 are therefore moved radially inward. This displacement of roller 110 causes thrust ring 109 to break contact with coupling ring 108, and thus the direct connection between main drive member 103, drum 113, and output shaft 170 is severed. The turbine 107 is now driven by the pump 106 again. That is, the prime mover rotates the pump 106 at maximum speed, and this speed
7, and this turbine is connected to the input shaft 10.
2 to drive the gears. In this way, the vehicle can achieve rapid acceleration with a larger torque transmission ratio.

In order to rotate the output shaft 170 in the opposite direction to the input shaft 102, the sliding member 160 is moved on the output shaft 170 by an operation lever (not shown), and the gears 158, 161, and 167 are rotated. 162, 163 and 154. By this switching, the drum 113 is connected to the housing 10.
1 and the rotation is locked.

Even in this case, gear 105 of main drive member 103 rotates gears 127-130 via pump 106, turbine 107, gear 122, and gear 125. However, now the connection between hub portion 141 and freewheel clutch 156 is broken, so gears 127-130 are replaced by gears 144, 130.
9, 135 and 131 can be turned. Torque-responsive clutches 143, 138 and 134 are disengaged in the manner described above, so that torque transmission is through gears 130 and 131, and gear 131 is connected to freewheel clutch 132, support member 133, and freewheel clutch 136. , a support member 137, and a hub portion 14 having a gear 154.
1. The output shaft 170 is rotated in the opposite direction to the input shaft 102 via the ring 165 having the cylindrical portion 166 and the gear 167 and the ball 169.

Since drum 113 is stationary in this case, control shafts 145, 146 and 147 do not engage torque responsive clutches 134, 138 and 143.

It goes without saying that many variations are possible without departing from the scope of the invention. For example, a torque-responsive clutch may be of an electro-mechanical type, and in this case its engagement is such that when the output shaft is rotated in the opposite direction to the input shaft. can do.

[Brief explanation of the drawing]

FIG. 1 is a schematic longitudinal sectional view of an automatic transmission according to the invention, and FIG. 2 is an enlarged detailed view of the torque-responsive clutch of the embodiment of FIG. 101...Housing, 102...Input shaft, 103
...Main drive member, 106...Pump, 107...Turbine, 108...Joint ring, 109...Thrust ring, 110...Roller, 112...Joint member, 11
3...Drum, 118...Control ring, 122, 12
5,127,128,129,130,131,
135, 139, 144... Gear, 124... Drum shaft, 126... Radial axis, 132, 136, 14
0,156...Freewheel clutch, 133,
137, 142...Supporting member, 134, 138, 1
43...Torque response clutch, 141...Hub part,
145, 146, 147... Control shaft, 152... Control member, 159... Sleeve, 160... Sliding member, 1
65...ring, 170...output shaft, 172...roller, 176...ball, 178...groove.

Claims (1)

[Claims] 1. It has a transmission section that controls the gear ratio between the input shaft 102 and the output shaft 170, and the transmission section includes a drum 113 and a drum shaft 12.
4, at least one radial shaft 126 carried by the drum shaft 124, and the radial shaft 126.
a first set of gears 127-130 with different pitch circles fixedly attached thereto and driven by the input shaft 102; and a first set of gears 127-130 having different pitch circles;
27-130, respectively, and the drum shaft 1
A second set of gears 144, 139, 135, 131 rotatably disposed around the axis of the drum shaft 124, and a first gear 154 rotatably disposed around the axis of the drum shaft 124. Hub part 14
1, and the second set of gears 144, 139, 13 depending on the torque required for the output shaft 170.
a torque-responsive clutch 134, 138, 1 for selectively drivingly coupling 5, 131 to said hub portion 141;
43, further comprising: a second gear 168 fixed to the drum shaft 124 and spaced apart from the first gear 154 in the axial direction; and a drive direction conversion mechanism. The drive direction conversion mechanism includes a sliding member 160 that rotates together with the output shaft 170 but is slidable on the output shaft 170 in the axial direction thereof and is provided with a third gear 167. 160 selectively meshes the third gear 167 with the first gear 154 and the second gear 168 by sliding on the output shaft 170, so that the third gear 167 When the first gear 154 is engaged, the drum 113 is fixed and the hub portion 141 is rotatable, and when the third gear 167 is engaged with the second gear 168, the drum 113 is fixed and the hub portion 141 is rotatable. 113 is rotatable and the hub portion 141 is not rotatable in at least one direction, thereby selectively changing the direction of rotation of the output shaft 170 with respect to the input shaft 102. automatic transmission. 2 has a transmission section that controls the gear ratio between the input shaft 102 and the output shaft 170, and the transmission section includes the drum 113 and the drum shaft 12.
4; at least one radial shaft 126 carried by the drum shaft 124; and the radial shaft 126.
a first set of gears 127-130 with different pitch circles fixedly attached thereto and driven by the input shaft 102; and a first set of gears 127-130 having different pitch circles;
27-130, respectively, and the drum shaft 1
A second set of gears 144, 139, 135, 131 rotatably disposed around the axis of the drum shaft 124, and a first gear 154 rotatably disposed around the axis of the drum shaft 124. Hub part 14
1, and the second set of gears 144, 139, 13 depending on the torque required for the output shaft 170.
a torque-responsive clutch 134, 138, 1 for selectively drivingly coupling 5, 131 to said hub portion 141;
43, further comprising: a second gear 168 fixed to the drum shaft 124 and spaced apart from the first gear 154 in the axial direction; and a drive direction conversion mechanism. The drive direction converting mechanism includes a sliding member 160 that rotates together with the output shaft 170 but is slidable on the output shaft 170 in the axial direction thereof and is provided with a third gear 167, and the sliding member 160 includes a third gear 167. 160 selectively engages the third gear 167 with the first gear 154 and the second gear 168 by sliding on the output shaft 170, so that the third gear 167 When the first gear 154 is engaged, the drum 113 is fixed and the hub portion 141 is rotatable, and when the third gear 167 is engaged with the second gear 168, the drum 113 is fixed and the hub portion 141 is rotatable. 113 becomes rotatable and the hub portion 141 becomes non-rotatable in at least one direction, thereby selectively changing the direction of rotation of the output shaft 170 with respect to the input shaft 102; a turbine 107 that rotates together with the input shaft 102; a pump 106 rotatably disposed on the input shaft 102 and driven by a prime mover to drive the turbine 107; and disposed between the pump 106 and the drum 113. speed-responsive clutches 108, 109, 11
0,112,114. An automatic transmission having: 0,112,114.