JPH0518445A - Automatic transmission - Google Patents

Abstract

PURPOSE:To construct a six-gearing position transmission in a small size by installing three gears on a main shaft, three on an intermediate shaft, and two on a driving shaft, by interposing three clutches in the main shaft and two, one of them being of one-way type, in the driving shaft, and by generating interlocking motions with respective gears. CONSTITUTION:A turbine 4 of a torque converter 3 in direct coupling with an output shaft 2 is left operating as specified to generate transmission from a sprocket 45 on an input shaft 44 to a sprocket 47 on the main shaft 5 via a chain 46, and thus the main shaft 5 is rotated. Three clutches 6, 17, 31 are interposed in the main shaft 5, while two clutches 14, 21 interposed in the driving shaft 12, the latter 21 being of one-way type. Gears 7, 22 with possibility of idling are installed on a ring-form shaft portion 8 of the main shaft 5, while a gear 15 is mounted on a ring-form shaft 16, gears 10, 18, 24 on an intermediate shaft 9, and gears 13, 19 on the driving shaft 12. Through selective operation of these clutches, the gear shifting with six positions forwarding and one position reversing can be obtained using eight gears and four clutches in total, and thereby the whole device can be embodied small.

Description

Detailed Description of the Invention [Industrial applications]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a 6-speed automatic transmission for a front two-wheel (or two rear-wheel) drive vehicle with an engine placed horizontally.

[Prior Art]

When a three-axis automatic transmission is applied to a two-wheel drive vehicle with horizontal engine, application number Japanese Patent Application No. 3-14225.
As in the embodiment described in the specification and drawings of No. 5, the application of the in-line 6-cylinder engine has a problem that it is impossible due to its limited width space.

[Problems to be Solved by the Invention]

According to the present invention, the in-line 6-cylinder engine has a horizontal torque converter arranged in the same manner as the conventional one, and a 6-speed automatic transmission in which propeller shafts for driving the left and right front wheels can be arranged near the center line of the vehicle. The purpose is to get the opportunity.

[Means for Solving the Problems]

The present invention will be described below with reference to the drawings.
FIG. 1 is a front sectional view (a schematic diagram of a 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 leaning to the output shaft (2) of the engine (1), which is disposed rearward of the left and right extraction shafts (55) (56), is located on the right side of the input shaft (44). ) The contiguous input sprocket (45) is routed through the chain (46) to the output sprocket (4) on the spindle (5).
An A gear (7) (the number of teeth is 17), in which (7) drives the main shaft (5) in an interlocking manner and drives through the A clutch (6), is provided so as to be free to rotate on the annular shaft (8), The C gear provided on the drive shaft (12) so as to be freely rotatable via the annular shaft (11) via the B gear (10) (41 teeth) provided integrally on the center shaft (9). (13) In conjunction with (number of teeth 46), B
It operates via the clutch (14). D gear (15)
(17 teeth) is likewise rotatably mounted on the annular shaft (16) and operates via the C clutch (17). The E gear (18) (23 teeth) is provided integrally with the center shaft (9),
The F gear (19) (37 teeth) is on the drive shaft (12)
It is provided rotatably via an annular shaft (20) and operates on a drive shaft (12) via a one-way clutch (21). The G gear (22) (the number of teeth is 30) is rotatably provided on the main shaft (5) via the annular shaft (23), and the center shaft (9).
It works in conjunction with an H gear (24) (having 20 teeth) provided on the same body. The main shaft (5), the center shaft (9) and the drive shaft (12) are all provided in parallel with each other and are compactly housed in the case (30). The distance between the drive shaft (12) and the center shaft (9) is 1.5 times the distance between the center shaft (9) and the main shaft (5) (illustrated example). These three axes are not necessarily the same. It can be miniaturized by arranging it not on a plane, but also improves the degree of freedom in design. The B clutch (14) has a larger diameter than the other clutches, but the clutch on the drive shaft (12) has one length, which helps to reduce the size and weight of the device. Drive shaft (1
A switching device (48) is provided on the left side of 2), and the large sun gear (25) is positively moved by a ring gear (27) fixed to a case (30) of a Ravigneaux type planetary gear device via a long pinion (26). A rolling deceleration action is applied to the annular counter shaft (29) via the carrier (28). Carrier (28)
The upper short pinion (57) moves the switching device (48) to the right through the small sun gear (58), and a reverse deceleration action is obtained through the carrier (28).

[Action]

The output of the engine (1) is subjected to a known predetermined operation in the torque converter (3) to pass through the input shaft (44), the input sprocket (45) and the chain (46) to the main shaft (5). Rotate. In the first speed, only the A clutch (6) operates, and the rotation of the main shaft (5) passes through the A gear (7), B gear (10), E gear (18) and F gear (19), The drive shaft (12) is interlocked by the operation of the one-way clutch (21), and the first speed with the reduction ratio of 3,926 can be obtained. In the second speed, the operation of the A clutch (6) passes through the A gear (7), B gear (10) and C gear (13),
By operating the B clutch (14), a reduction ratio of 2,705 is obtained on the drive shaft (12). Third speed is C clutch (17)
Actuating only D gear (15), E gear (18) and F gear
One-way clutch (21) via gear (19)
Operation causes the reduction ratio of 2,176 on the drive shaft (12).
Interlock with. In the 4th speed, the operation of the C clutch (17) causes the D gear (15), the E gear (18), the B gear (10) and the C gear.
Via the gear (13), the B clutch (14) is actuated to obtain a reduction ratio of 1,515 on the drive shaft (12).
In the fifth speed, the operation of the D clutch (31) causes the G gear (2
2), H gear (24), E gear (18) and F gear (1
The one-way clutch (21) is actuated via 9) and the reduction ratio of the drive shaft (12) becomes 1,070. In the sixth speed, the G gear (2
2), H gear (24), B gear (10) and C gear (1
By way of 3), the reduction ratio on the drive shaft (12) becomes 0,746 due to the operation of the B clutch (14). When retreating,
Reversing the deceleration can be obtained on the counter shaft (29) by moving the switching device (48) to the right. The switching device (48) moves to the left when moving forward and rotates in the forward direction to the auxiliary shaft (29) from the drive shaft (12). The sun gear (53) and the carrier (54) in the ring gear (52) through the double pinion (50) (51) in the differential device (49) respectively front and left via the left and right extraction shafts (55) (56). Wheels (both not shown)
To drive. As is well known, when traveling in economy, the second,
It is possible to start in the 3rd and 4th speeds. Normally, the 2nd speed is omitted in the case of the 1st speed start, the 3rd speed is omitted in the case of the 2nd speed start, and the shift speed is changed by shifting to the next speed stage. ease. These are controls by a known computer (Fig. 2
(See) can be automatically done. A, B, C,
The operation of the four clutches (6) (14) (17) (31) of D is controlled by the well-known control circuit shown in FIG. 2 by pressurization by the pump (32), and each oil passage (33). (34)
(35) and (36) are individually operated, and each clutch has a cylinder (37), a piston (38), a spring (39) and a multi-plate clutch (4).
0) is installed as is known. Next, as a feature of the automatic transmission of the present invention, the operation of the first to sixth speeds is such that each clutch is always loosened before the next operation, and therefore the quick response at the next speed stage is good. The first from A clutch (6)
In the second speed, the A clutch (6) is opened and waiting before the operation (hereinafter abbreviated as waiting) in the second speed, the B clutch (14) is opened, and in the third speed, C clutch (1
7) open, the B clutch (14) opens in the 4th speed, the D clutch (31) opens in the 5th speed, and the B clutch (14) opens again in the 6th speed. To do. When retreating, C clutch (17) can wait. During the operation of each clutch, these rest the other clutches and thus the spring (3
This is because it loosens and opens due to 9) and waits for the next speed stage, which enables smooth continuous shifting regardless of which speed stage. Although engine braking was not possible in the conventional low speed stage, in the automatic transmission according to the present invention, 2nd speed (corresponding to H 1st speed in Japanese Patent Application No. 3-99903), 4th speed and 6th speed. The effective engine braking action can be obtained at the three high speed stages, which improves the practicality.

【Example】

In addition to the illustrated example of the present invention, by changing the number of teeth of each gear and the use position of the one-way clutch, the engine (1) can be moved to the left and right extraction shafts (5) as in the second embodiment shown in FIG.
5) By arranging in front of (56), it is possible to carry out various applications as a front wheel load distribution increasing type (in this case, the engine is slightly rearward leaning type) depending on the application and use conditions.

【The invention's effect】

As described above, the present invention provides the B clutch (1
4) Since the one-way clutch (21) also operates for the third speed, the sixth gear forward and the first gear reverse (in spite of the small total number of gears of eight and the number of clutches of four) The above is obtained, and there is an advantage that the whole device is further miniaturized and an appropriate engine brake is secured at a low speed stage. It is easy to achieve the horizontal arrangement of the in-line 6-cylinder engine, and it is possible to reduce the cost and the weight. The effect of this is large, and the left and right extraction shafts (55)
By leaning forward behind (56) and disposing the engine body, the weight distribution before and after the high-power vehicle is made more appropriate. (See Figure 3)

[Brief description of drawings]

FIG. 1 is a front sectional view showing a first embodiment of an automatic transmission according to the present invention, in which an upper left part is a schematic view thereof.

FIG. 2 is a schematic diagram showing a shift control circuit thereof.

FIG. 3 is a schematic side sectional view thereof.

FIG. 4 is a schematic side sectional view showing a second embodiment.

[Explanation of symbols]

 41 Lockup clutch 42 Radial bearing 43 Parking gear

Claims (1)

Claim: What is claimed is: 1. A main shaft, a center shaft, and a drive shaft, wherein an input shaft concentric with an engine shaft and an output sprocket driven by a chain from an input sprocket, which are set in parallel, are provided in the same body. The A gear, the D gear and the G gear are on the main shaft, the B gear, the E gear and the H gear are on the center shaft, and the C gear and the F gear.
Gears are respectively arranged on the drive shafts, and A-clutch on the main shaft,
An automatic transmission characterized by activating C-clutch and D-clutch and activating B-clutch and one-way clutch on the drive shaft respectively, and interlocking with each of the above-mentioned gears to obtain 6 speeds.