JPS63293358A - Automobile transmission - Google Patents
Automobile transmissionInfo
- Publication number
- JPS63293358A JPS63293358A JP12846587A JP12846587A JPS63293358A JP S63293358 A JPS63293358 A JP S63293358A JP 12846587 A JP12846587 A JP 12846587A JP 12846587 A JP12846587 A JP 12846587A JP S63293358 A JPS63293358 A JP S63293358A
- Authority
- JP
- Japan
- Prior art keywords
- gear train
- shaft
- transmission
- case
- casing
- 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.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 55
- 238000005452 bending Methods 0.000 abstract description 2
- 230000002708 enhancing effect Effects 0.000 abstract 1
- 238000005266 casting Methods 0.000 description 3
- 208000032370 Secondary transmission Diseases 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
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
- 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
- F16H3/093—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 with two or more countershafts
-
- 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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
- F16H37/043—Combinations of toothed gearings only change gear transmissions in group arrangement without gears having orbital motion
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transmission Devices (AREA)
- General Details Of Gearings (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、自動車用の変速機における変速ギヤ列及び変
速機のケースの改良に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to improvements in a transmission gear train and a transmission case in a transmission for an automobile.
従来の変速装置は、例えば特開昭５８−９９５４３号に
見られるように、トルクコンバータカラ入力軸を後方に
延長し、該入力軸とこれにより駆動される出力軸を平行
に配置し、この２軸間に３段又は４段の変速イヤ列を設
けておシ、このような配置であるから、ミッションケー
スモトルクコンバータケース又はクラッチケースの後方
に直列に結合されていた。また、クラッチをもつ手動操
作変速装置においても、各軸及びギヤ列は同様に配置さ
れていた。In conventional transmission devices, for example, as seen in Japanese Patent Application Laid-Open No. 58-99543, a torque converter collar input shaft is extended rearward, and the input shaft and the output shaft driven by the input shaft are arranged in parallel. A three- or four-stage gear train is provided between the shafts, and because of this arrangement, the transmission case is connected in series to the rear of the Motorque converter case or the clutch case. Further, in a manually operated transmission having a clutch, each shaft and gear train are arranged in the same manner.
このような従来装置において、変速段数を多くしようと
すると、軸長が長くなって撓み易くギヤのかみ合い騒音
が高くなるという問題があり、また変速機の長さが長く
なるため、エンジン直結変速機をエンジンルームに収容
することが困難になる。特にエンジン横置型のものにお
いては、変速機が長いと出力軸の外端が車体中心を越え
た位置になシ、前輪を駆動する差動装置を車体中心線上
に置くことができず、左右の車軸の長さを同一にできな
いという問題が生じる。In such conventional devices, if you try to increase the number of gears, there is a problem that the shaft length becomes long and easily bends, which increases gear meshing noise.Also, the length of the transmission becomes long, so it is difficult to use an engine-directly connected transmission. It becomes difficult to accommodate the engine compartment. Particularly with horizontally mounted engines, if the transmission is long, the outer end of the output shaft will be located beyond the center of the vehicle body, making it impossible to place the differential device that drives the front wheels on the center line of the vehicle body. A problem arises in that the lengths of the axles cannot be made the same.
これを解決するため、軸数を多くして主副の変速段によ
り変速するようにすると変速機を短くすることはできる
が、変速機の軸のすべてをトルクコンバータ夕又はクラ
ッチの後方に置くと、多くのギヤ列を設ける出力側の軸
が後方に突出するため、変速機の短縮量は少ない。To solve this problem, it is possible to shorten the transmission by increasing the number of shafts and changing gears using the main and sub gear stages, but if all the shafts of the transmission are placed behind the torque converter or clutch, then the transmission can be shortened. , the output side shaft on which many gear trains are provided protrudes rearward, so the amount of shortening of the transmission is small.
そこで、すべての軸の後方位置をほぼ揃えて出力側の軸
をトルクコンバータ又はクラッチの側方に配置すれば、
変速機の長さの問題は解決するが、変速機の軸を支持す
るミッションケースは、トルクコンバータ又はクラッチ
の後方から側方ＫかけてＬ字形になシ、この側方の部分
は、片持ち状に突出することになシ剛性が不足し易く、
シかも大きな側圧を発生する出力軸を支持しているので
、この突出した部分の撓み量が大きいという問題を生じ
る。Therefore, if the rear positions of all the shafts are almost aligned and the output shaft is placed to the side of the torque converter or clutch,
This solves the problem of the length of the transmission, but the transmission case that supports the shaft of the transmission is L-shaped from the back of the torque converter or clutch to the side K, and this side part is cantilevered. Due to the protrusion, the rigidity tends to be insufficient,
Since the shaft also supports an output shaft that generates a large lateral pressure, a problem arises in that the amount of deflection of this protruding portion is large.
本発明は、前記の変速機の長さ及び剛性の問題を解決し
たもので、その手段は、トルクコンバータ又はクラッチ
の後位に連結した入力軸と差動装置を駆動する出力軸を
平行に配置し、両軸間に変速ギヤ列を設けた変速装置に
おいて、入力軸と出力軸の間に第１中間軸及び第２中間
軸を設けると共に第２中間軸と出力軸をトルクコンバー
タ又はクラッチ及び入力軸に沿う長さとし、入力軸と第
１中間軸に副変速ギヤ列を設け、第１中間軸と第２中間
軸を常時かみ合うギヤによって連結し、第２中間軸と出
力軸に主変速ギヤ列と後進ギヤ列を設け、トルクコンバ
ータケース又はクラッチケースの外側部に副ミッション
ケースを一体鋳造により連投して前部ケースを構成し、
副ミッションケースに第２中間軸及び出力軸のギヤ列の
一部を収容し、このギヤ列の残部及び副変速ギヤ列を主
ミッションケースに収容して軸支すると共に、前部ケー
スに主ミッションケースをゼルト結合したことを特徴と
する。The present invention solves the problem of the length and rigidity of the transmission described above, and the means thereof is to arrange the input shaft connected downstream of the torque converter or clutch and the output shaft that drives the differential in parallel. In a transmission device in which a transmission gear train is provided between both shafts, a first intermediate shaft and a second intermediate shaft are provided between the input shaft and the output shaft, and the second intermediate shaft and the output shaft are connected to a torque converter or a clutch and an input shaft. A sub-transmission gear train is provided on the input shaft and the first intermediate shaft, the first intermediate shaft and the second intermediate shaft are connected by a gear that constantly meshes, and a main transmission gear train is provided on the second intermediate shaft and the output shaft. and a reverse gear train, and a front case is constructed by integrally casting an auxiliary transmission case on the outside of the torque converter case or clutch case.
A part of the gear train of the second intermediate shaft and the output shaft is housed in the auxiliary transmission case, and the rest of the gear train and the auxiliary transmission gear train are housed and pivotally supported in the main mission case, and the main transmission is housed in the front case. It is characterized by the case being bonded together.
前記の手段により、動力は副変速ギヤ列及び主副速ギヤ
列を経て伝達され、車体の略中心に設けた差動装置を駆
動する。主変速イヤ列の一部を収容するミッションケー
スの出力側部分は、トルクコンバータケース又はギヤケ
ースト一体鋳造された前部ケースの一部であるから、剛
性が高く出力軸を安定的に支承する。By the means described above, power is transmitted through the auxiliary transmission gear train and the main and auxiliary transmission gear train, and drives a differential device provided approximately at the center of the vehicle body. The output side portion of the mission case that accommodates a portion of the main transmission ear train is part of the torque converter case or the front case integrally cast with the gear case, so it has high rigidity and stably supports the output shaft.
以下本発明の実施例を図面によって説明する。 Embodiments of the present invention will be described below with reference to the drawings.
第１図、第２図はトルクコンバータを備えた変速装置に
実施した例を示し、（１）は本発明の変速装置、（２）
は差動装置である。変速装置［１１は、トルクコンバー
タ（３）とギヤ変速機（４）からなシ、トルクコンバー
タ（３）はエンジンＥに直結している。ギヤ変速機（４
）は、トルクコンバータ（３）に連結された入力軸（５
）と平行に第１中間軸（６）、第２中間軸（力、出力軸
（８）の４本の軸を備え、各軸は不図示のミッションケ
ースに支承される。1 and 2 show examples implemented in a transmission equipped with a torque converter, (1) is the transmission of the present invention, (2)
is a differential device. The transmission [11] includes a torque converter (3) and a gear transmission (4), and the torque converter (3) is directly connected to the engine E. Gear transmission (4
) is an input shaft (5) connected to a torque converter (3).
), and each shaft is supported by a mission case (not shown).
入力軸（５）と第１中間軸（６）Ｋは副変速ギヤ列α〔
が設けられる。このギヤ列α１は、入力軸（５）に固定
の低速ギヤαυと第１中間軸（６）Ｋ設けた低速クラッ
チ（りのギヤＱ３とからなる低速段と、入力軸（５）に
設けた高速クラッチα６に設けたギヤαりと第１中間軸
（６）Ｋ固定の高速ギヤａｌとからなる高速段を備え、
出力ギヤ側により第２中間軸（７）の入力ギャα樽を２
段変速枢動する。The input shaft (5) and the first intermediate shaft (6) K are connected to the sub-transmission gear train α [
will be provided. This gear train α1 consists of a low speed gear αυ fixed on the input shaft (5) and a low speed clutch (gear Q3) provided on the first intermediate shaft (6), and a low speed gear Q3 provided on the input shaft (5). Equipped with a high-speed stage consisting of a gear α provided on the high-speed clutch α6 and a high-speed gear al fixed to the first intermediate shaft (6) K,
The input gear α barrel of the second intermediate shaft (7) is set to 2 by the output gear side.
Pivot gear change.
主変速ギヤ列■は、第２中間軸（７）の１速クラツチＱ
υのギヤ器と出力軸（８）に固定した１速ギヤ（ハ）に
よる１速ギヤ列と、軸（７）に２速クラツチＣ’４）を
介して設けたギヤ（ハ）と軸（８）に固定した２速ギヤ
（至）による２速ギヤ列と、前記入力ギヤ（ｌと３速ク
ラツチ翰に設けた３速ギヤ（至）による３速ギヤ列とか
らなる。The main transmission gear train ■ is the first speed clutch Q of the second intermediate shaft (7).
A 1st gear train consists of a gear unit υ and a 1st gear (c) fixed to the output shaft (8), and a gear (c) and shaft (c) provided to the shaft (7) via a 2nd speed clutch C'4). It consists of a 2nd speed gear train with a 2nd speed gear (up) fixed to the input gear (1) and a 3rd speed gear train with a 3rd speed gear (up) provided on the input gear (1) and the 3rd speed clutch.
したがって、出力軸（８）は、主副の変速ギヤ列によっ
て６種類の前進変速段が得られピニオン（至）を介して
差動装置（２）を駆動することができる。Therefore, the output shaft (8) can obtain six types of forward gears through the main and sub-speed change gear trains, and can drive the differential device (2) via the pinion (to).
また、後進ギヤ列（至）は、第２中間軸（７）の後進駆
動ギヤＧ１）、中間ギヤｃ３の、出力軸（８）上のクラ
ッチ（至）Ｋ設けた後進ギヤ（ロ）からなり、前記副変
速ギヤ列α〔により２段の後進速度を得る。In addition, the reverse gear train (to) consists of a reverse drive gear G1) of the second intermediate shaft (7), and a reverse gear (b) provided with a clutch (to) K on the output shaft (8) of the intermediate gear c3. , two reverse speeds are obtained by the sub-transmission gear train α.
この装置において、主変速ギヤ列■は、トルクコンバー
タ（３）の側方に配置され、その一端はトルクコンバー
タ（３１の端面から若干の距離ｔだけエンジン側に突出
している。In this device, the main transmission gear train (2) is arranged on the side of the torque converter (3), and one end thereof protrudes toward the engine by a distance t from the end surface of the torque converter (31).
このように構成するととくよシ、各軸の長さを２軸式の
ものに比べて短縮することができ、かつ第１中間軸（６
）の出力ギヤαＤと第２中間軸（力の入力ギヤ０秒とに
より、第２中間軸（７）と出力軸（８）を入力軸（５）
から半径方向に離れた位置に配置することができる。そ
してこれらの軸（７１，（８）は、入力軸（５）に比べ
てほぼトルクコンバータ（３）の長さだけ長いので、多
数のクラッチ及びギヤをもつ主変速ギヤ列及び後進ギヤ
列を設置することができる。With this configuration, the length of each shaft can be particularly shortened compared to a two-shaft type, and the length of the first intermediate shaft (6
) output gear αD and the second intermediate shaft (force input gear 0 seconds), the second intermediate shaft (7) and the output shaft (8) are connected to the input shaft (5)
can be located radially away from the Since these shafts (71, (8)) are longer than the input shaft (5) by approximately the length of the torque converter (3), a main transmission gear train and a reverse gear train with multiple clutches and gears are installed. can do.
これらの軸及びギヤ列は、第２図に示すケース内に設置
される。同化おいてＧＩＧは前部ケースで、該ケース（
４Ｇは、トルクコンバータ（３）を保護するトルクコン
バータケース（４０ｍ）と副ミッションケース（４０ｂ
）とからなり、両ケース（４０ａ）、（４０ｂ）は一体
に鋳造されたものであり、共通の隔壁（４１）で連結さ
れている。この副ミッションケース（４ｏｂ）は第２中
間軸（７）及び出力軸（８）を軸受０り、 （４３）に
よって支承し主変速ギヤ列翰を収容する７
主ミッションケース（４４）は、入力ｓ （５） 、第
１中間軸（６）、第２中間軸（７八出力軸（８）を軸受
（４５１，（４６１゜（４７）、（４８１とトルクコン
バータケース（４０ａ）の軸受（４’Ｊとによって支承
すると共に、副変速ギヤ列ＯＱ及び後進ギヤ列（至）を
収容する。These shafts and gear trains are installed in the case shown in FIG. In assimilation, GIG is the front case, and the case (
4G consists of a torque converter case (40m) that protects the torque converter (3) and an auxiliary transmission case (40b).
), and both cases (40a) and (40b) are integrally cast and connected by a common partition wall (41). This sub-mission case (4ob) supports the second intermediate shaft (7) and the output shaft (8) by bearings (43), and houses the main transmission gear train. s (5), the first intermediate shaft (6), the second intermediate shaft (7), the output shaft (8), and the bearings (451, (461° (47), (481) and the bearing (4) of the torque converter case (40a) 'J, and accommodates the auxiliary transmission gear train OQ and the reverse gear train (to).
この主ミッションケース（財）は、外周に多数段は九取
付穴−と、前部ケース（４１に設けたねじ穴■を通る昶
ル） （５２）によって結合され、更に各ケースの端部
の開口は蓋（５３）、 （５４）、 （５５）によって
閉鎖される。This main mission case (goods) is connected by nine mounting holes on the outer periphery and the front case (hole passing through the screw hole 41 in 41) (52). The openings are closed by lids (53), (54), (55).
この副ミッションケース（４０ｂ）を、トルクコンバー
タケース（４０ａ）と別体に形成して主ミッションケー
ス（４４）ｋＣ結合ｆるト、ミッションケースはＬ字形
になシ、副ミッションケース（４０ｂ）は主ミッション
ケース（４滲から突出して片持ち状になり低剛性となシ
、この低剛性の部分に高トルクの出力軸（８）を支承さ
せると、出力軸の側圧により極めて撓み烏くなる。This sub-mission case (40b) is formed separately from the torque converter case (40a) and connected to the main mission case (44).The mission case is L-shaped, and the sub-mission case (40b) is The main transmission case (4) protrudes from the bulge in a cantilever shape and has low rigidity.If a high torque output shaft (8) is supported on this low rigidity part, it will become extremely bent due to the side pressure of the output shaft.
しかるに、本発明においては、この副ミッションケース
（４０ｂ） ｔ−）ルクコンパータケース（４０ａ）と
一体に鋳造して前部ケース（４１を形成したので、該ケ
ースｆ４０は大きな断面積をもつと共に隔壁■で補強さ
れた構造となる丸め、全体の剛性が向上し、副ミッショ
ンケース（４０ｂ）における撓み量を低く抑えることが
できる。However, in the present invention, since the front case (41) is formed by integrally casting the sub-transmission case (40b) and the torque converter case (40a), the case f40 has a large cross-sectional area and The structure is rounded and reinforced by the partition wall (2), and the overall rigidity is improved, and the amount of deflection in the sub-transmission case (40b) can be suppressed to a low level.
以上、本発明をトルクコンバータを用いた自動変速装置
に実施したものについて説明したが、トルクコンバータ
夕を使用しない手動操作変速装置においても実施するこ
とができる。Although the present invention has been described above in an automatic transmission using a torque converter, it can also be implemented in a manually operated transmission that does not use a torque converter.
この場合は、前記実施例におけるトルクコンバータ（３
）に代えてクラッチを配置し、トルクコンバータケース
（４０ｍ＋）に代えてクラッチケースを設け、各ギヤ列
を操作するために変速レバー、シンクロ機構等の通常の
変速手段を設けて実施する。？：、の実施例においても
、前部ケースにおける副ミッションケースは一体鋳造の
クラッチケースによって補強されて大きな剛性を保有す
る。In this case, the torque converter (3
), a clutch case is provided in place of the torque converter case (40m+), and normal speed change means such as a speed change lever and synchronization mechanism are provided to operate each gear train. ? Also in the embodiment shown in , the sub-transmission case in the front case is reinforced by the integrally cast clutch case and has great rigidity.
本発明は、以上のように２軸式の変速機に比べ軸長が短
いので、曲げ剛性が向上してギヤのかみ合い騒音を減少
させることができ、かつ変速段数を多くすることができ
る。更に、トルクコンバータ又はクラッチを含む変速機
全体が極めて短縮されるので、差動装置を車体中心に置
き等長の前輪軸を用いることが可能となった。As described above, the shaft length of the present invention is shorter than that of a two-shaft transmission, so bending rigidity is improved, gear meshing noise can be reduced, and the number of gears can be increased. Furthermore, since the entire transmission including the torque converter or clutch is extremely shortened, it has become possible to place the differential in the center of the vehicle body and use equal length front wheel axles.
マタ副ミッションケースヲトルクコンパータク−ス又は
クラッチケースの外側部に一体鋳造したことにより、副
ミッションケースの剛性を高め各軸を安定して支承する
ことができる。By integrally casting the secondary transmission case on the outside of the torque converter case or clutch case, the rigidity of the secondary transmission case can be increased and each shaft can be stably supported.
第１図は本発明の詳細な説明図、第２図は実施例の縦断
面図である。
（５）・・・入力軸 （６）−・第１中間軸（
７）・・・第２中間軸 （８）・−出力軸αＱ・・
・副変速ギヤ列 ＣＩＪ・・・主変速ギヤ列Ｃ３０１
−・・後進ギヤ列 ｔ４ｔｌ−・・前部ケース（４
０ａ） ＝ トルクコンノ々−タケース（４０ｂ）−・
副ミッションケース
（４〜・・・主ミッションケース。
第１図
昭和 年 月 日FIG. 1 is a detailed explanatory diagram of the present invention, and FIG. 2 is a longitudinal sectional view of an embodiment. (5)...Input shaft (6)--First intermediate shaft (
7)...Second intermediate shaft (8)-Output shaft αQ...
・Sub-transmission gear train CIJ...Main transmission gear train C301
-...Reverse gear train t4tl-...Front case (4
0a) = Torque controller case (40b) -・
Secondary mission case (4~...Main mission case. Figure 1 Showa year, month, day)
Claims (1)
と差動装置を駆動する出力軸を平行に配置し、両軸間に
変速ギヤ列を設けた変速装置において、入力軸と出力軸
の間に第１中間軸及び第２中間軸を設けると共に第２中
間軸と出力軸をトルクコンバータ又はクラッチ及び入力
軸に沿う長さとし、入力軸と第１中間軸に副変速ギヤ列
を設け、第１中間軸と第２中間軸を常時かみ合うギヤに
よつて連結し、第２中間軸と出力軸に主変速ギヤ列と後
進ギヤ列を設け、トルクコンバータケース又はクラッチ
ケースの外側部に副ミッションケースを一体鋳造により
連設して前部ケースを構成し、副ミッションケースに第
２中間軸及び出力軸のギヤ列の一部を収容し、このギヤ
列の残部及び副変速ギヤ列を主ミッションケースに収容
して軸支すると共に、前部ケースに主ミッションケース
をボルト結合したことを特徴とする、自動車用変速機。In a transmission in which the input shaft connected to the rear of the torque converter or clutch and the output shaft that drives the differential are arranged in parallel, and a transmission gear train is provided between the two shafts, there is a gear train between the input shaft and the output shaft. A first intermediate shaft and a second intermediate shaft are provided, and the second intermediate shaft and the output shaft have a length along the torque converter or the clutch and the input shaft, a sub-transmission gear train is provided on the input shaft and the first intermediate shaft, and the first intermediate shaft is provided with a sub-transmission gear train. and a second intermediate shaft are connected by a gear that constantly engages, a main transmission gear train and a reverse gear train are provided on the second intermediate shaft and the output shaft, and an auxiliary transmission case is integrally cast on the outside of the torque converter case or clutch case. are connected in series to form a front case, a part of the gear train of the second intermediate shaft and the output shaft is housed in the auxiliary transmission case, and the remainder of this gear train and the auxiliary transmission gear train are housed in the main mission case. A transmission for an automobile, characterized in that the main transmission case is bolted to the front case.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62128465A JPH0792131B2 (en) | 1987-05-27 | 1987-05-27 | Automotive transmission |
| CA000567811A CA1317127C (en) | 1987-05-27 | 1988-05-26 | Automotive transmission apparatus |
| DE8888304866T DE3880197T2 (en) | 1987-05-27 | 1988-05-27 | VEHICLE TRANSMISSION. |
| EP88304866A EP0293248B1 (en) | 1987-05-27 | 1988-05-27 | Automotive transmission |
| US07/483,957 US5035682A (en) | 1987-05-27 | 1990-02-09 | Automotive transmission apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62128465A JPH0792131B2 (en) | 1987-05-27 | 1987-05-27 | Automotive transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63293358A true JPS63293358A (en) | 1988-11-30 |
| JPH0792131B2 JPH0792131B2 (en) | 1995-10-09 |
Family
ID=14985392
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62128465A Expired - Fee Related JPH0792131B2 (en) | 1987-05-27 | 1987-05-27 | Automotive transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0792131B2 (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6192926A (en) * | 1984-10-09 | 1986-05-10 | Honda Motor Co Ltd | Transmission for vehicle |
| JPS624629A (en) * | 1985-07-01 | 1987-01-10 | ア− ベ− ボルボ | Gear box for automobile |
-
1987
- 1987-05-27 JP JP62128465A patent/JPH0792131B2/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6192926A (en) * | 1984-10-09 | 1986-05-10 | Honda Motor Co Ltd | Transmission for vehicle |
| JPS624629A (en) * | 1985-07-01 | 1987-01-10 | ア− ベ− ボルボ | Gear box for automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0792131B2 (en) | 1995-10-09 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |