JPS63318348A - Automobile transmission - Google Patents
Automobile transmissionInfo
- Publication number
- JPS63318348A JPS63318348A JP62128464A JP12846487A JPS63318348A JP S63318348 A JPS63318348 A JP S63318348A JP 62128464 A JP62128464 A JP 62128464A JP 12846487 A JP12846487 A JP 12846487A JP S63318348 A JPS63318348 A JP S63318348A
- Authority
- JP
- Japan
- Prior art keywords
- gear train
- shaft
- intermediate shaft
- torque converter
- change gear
- 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 description 41
- 238000010586 diagram Methods 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野Ｊ
本発明は、自動車用の自動変速機における変速ギヤ列の
改良に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application J) The present invention relates to an improvement of a transmission gear train in an automatic transmission for an automobile.
（従来の技術夛
従来の装置は、例えば特開昭５８−９９５４３に見られ
るように、トルクコンバータの後位に、トルクコンバ−
タ直結の入力軸とこれによシ用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段の変速ギヤ列を設け
るのが一般であつ九。また、クラッチをもつ手動変速装
置においても、各軸及びギヤ列は同様に配置されてい虎
。(Conventional technology) Conventional devices have a torque converter installed after the torque converter, as seen in Japanese Patent Application Laid-Open No. 58-99543, for example.
Generally, an input shaft that is directly connected to the input shaft and an output shaft that is driven by the input shaft are arranged in parallel, and a three- or four-speed gear train is provided between the two shafts. In addition, even in manual transmissions with clutches, each shaft and gear train are arranged in the same way.
（発明が解決しようとする問題点］
この従来装置において、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
とが困漏になる。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次位置
になり、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。(Problems to be Solved by the Invention) In this conventional device, when attempting to increase the number of gears, there is a problem that the shaft length becomes long and easily bends, resulting in high gear mesh noise, and the length of the transmission increases. Because of the length, it becomes difficult to accommodate the engine-directly connected transmission in the engine room.Especially in the case of transverse engine type transmissions, if the transmission is long, the outer end of the output shaft will cross over the center of the vehicle body and be in the next position. A problem arises in that the differential device that drives the front wheels cannot be placed on the center line of the vehicle body, and the lengths of the left and right axles cannot be made the same.
（問題点を解決するための手段］
本発明は、変速機の変速段全主副のギヤ列に分け、主変
速ギヤ列をトルクコンバータの側方に配置し穴ことによ
り前記の問題点全解決したもので、その手段はトルクコ
ンバータ夕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中間軸と第２中間軸を設け、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
速ギヤ列を設け、この主変速ギヤ列の一部をトルクコン
バータ又はクラッチよりエンジン側に突出させて配置し
たことを特徴とする。(Means for Solving the Problems) The present invention solves all of the above problems by dividing the gears of the transmission into main and sub gear trains, and arranging the main transmission gear train on the side of the torque converter. This means that the input shaft is connected to the rear of the torque converter or the clutch, and the output shaft that drives the differential gear is arranged in parallel, and a transmission gear train is provided between the two shafts. A first intermediate shaft and a second intermediate shaft are provided between the shaft and the output shaft, a sub-transmission gear train is provided between the input shaft and the first intermediate shaft, and the first intermediate shaft and the second intermediate shaft are connected by a gear that constantly meshes. , a main transmission gear train is provided on the second intermediate shaft and the output shaft, and a part of the main transmission gear train is arranged so as to protrude from the torque converter or the clutch toward the engine side.
（作 用Ｊ
前記の手段により、動力は副変速ギヤ列及び主変速ギヤ
列を経て伝達され、車体の略中心に設は穴差動装置を駆
動する。(Function J) By the means described above, power is transmitted through the auxiliary transmission gear train and the main transmission gear train, and drives the hole differential located approximately at the center of the vehicle body.
（実施例〕 以下本発明の実施例を図面によって説明する。(Example〕 Embodiments of the present invention will be described below with reference to the drawings.
第１図においてけ）はトルクコンバータを用いた本発明
の変速装置、（２）は差動装置である。変速装置（１）
は、トルクコンノ々−タ（３）とギヤ変速も、’！！（
４）からなり、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、トルクコンノ々−
タ（３）に連結ぜれた入力軸（５）と平行に第１中間軸
（６）、第２中間軸（７）、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。In FIG. 1, numeral 1) is a transmission of the present invention using a torque converter, and 2) is a differential gear. Gearbox (1)
The torque converter (3) and gear shift are also '! ! (
4), and the torque converter (3) is directly connected to the engine E. The gear transmission (4) is a torque converter.
There are four shafts, a first intermediate shaft (6), a second intermediate shaft (7), and an output shaft (8), which are parallel to the input shaft (5) connected to the motor (3), and each shaft is independent. It is supported by the illustrated mission case.
入力軸（５）と第１中間軸（６）には副変速ギヤ列＋１
０）が設けられる。このギヤ列（１■は、入力軸（５）
に固定の低速ギヤ（１υと第１中間軸（６）に設けた低
迷クラッチ＋１２のギヤαＪとからなる低速段と、入力
軸（５）に設けた高速クラッチ（圓に設けたギヤ（１つ
と第１中間軸（６）に固定の高速ギヤ（Ｉ６１とからな
る高速段を備え、出力ギヤ０７）により第２中間軸（力
の入力ギヤ（１１に２段変速１駆動する。The input shaft (5) and the first intermediate shaft (6) have an auxiliary transmission gear train +1
0) is provided. This gear train (1) is the input shaft (5)
The low speed gear (1υ) fixed to The first intermediate shaft (6) is equipped with a high speed stage consisting of a fixed high speed gear (I61), and the output gear 07 drives the second intermediate shaft (power input gear (11) with a two-speed gear shift 1).
主変速ギヤ列Ｉ２■は、第２中間軸（力の１速クラツチ
Ｃυのギヤのと出力軸（８）に固定した１速ギヤ＠によ
る１速ギヤ列と、軸（７）に２速クラツチ（２４）を介
して設けたギヤ器と軸（８）に固定し念２速ギヤ（至）
による２速ギヤ列と、前記入力ギヤｑａと３速クラツチ
（潤に設けｆｃ３速ギヤ１層による３速ギヤ列とからな
る。The main transmission gear train I2■ consists of a 1st speed gear train with a 1st speed gear @ fixed to the output shaft (8) and a gear of the 1st speed clutch Cυ of power, and a 2nd speed clutch connected to the shaft (7). (24) and fix it to the gear and shaft (8) to ensure the 2nd speed gear (up to).
It consists of a 2nd speed gear train with the input gear qa and a 3rd speed clutch (fc), and a 3rd speed gear train with one layer of 3rd speed fc gears.
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ビニオン（ハ）を介して
差動＠置（２）全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 be fully driven differentially (2) via the binion (c).
また、後進ギヤ列側は、第２中間軸（力の後進駆動ギヤ
（３１）、中間ギヤＣ３２、出力軸（８）上のクラッチ
鰻に設は几後進ギヤ（，３４）からなり、前記副変速ギ
ヤ列００）により２段の後進速度を得る。In addition, the reverse gear train side includes a second intermediate shaft (power reverse drive gear (31), intermediate gear C32, and a reverse gear (, 34) installed in the clutch on the output shaft (8), Two reverse speeds are obtained by the variable speed gear train 00).
この装置において、主変速ギヤ列■は、トルクコンノ々
−タ（３）の側方に配置され、その一端はトルクコンノ
々−タ（３）の端面から若干の距離ｔだけエンジンＩＩ
Ｉ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 of the main transmission gear train (2) is connected to the engine II by a distance t from the end face of the torque converter (3).
It stands out in I.
このように構成することにより、第１中間軸（６）の出
力ギヤ０７）と第２中間軸（力の入力ギヤ口ａとにより
、第２中間軸（７）と出力軸（８）全入力軸（５）から
半径方向に離れ次位置に配置することができると共に、
これらの軸（力（８）は入力軸（５）に比べてほぼトル
クコンノ々−タ（３）の長さだけ長いので多数の要素を
もつ主変速ギヤ列、後進ギヤ列を設置することができる
。そして、主変速ギヤ列（イ）をトルクコンバータ（３
）に沿わせ一部をエンジン側に出るようにしたので、第
２中間軸（力及び出力軸（８）全入力軸（５）の後端位
置から突出させることなく配置でき、変速機を短く構成
することができる。With this configuration, the output gear 07) of the first intermediate shaft (6) and the second intermediate shaft (force input gear port a) allow the second intermediate shaft (7) and the output shaft (8) to receive full input. radially away from the axis (5), and
Since these shafts (force (8)) are longer than the input shaft (5) by approximately the length of the torque converter (3), it is possible to install a main transmission gear train and a reverse gear train with multiple elements. Then, the main transmission gear train (A) is connected to the torque converter (3).
), so that a part of it comes out on the engine side, so it can be placed without protruding from the rear end position of the second intermediate shaft (force and output shaft (8), all input shafts (5), and the transmission can be shortened. Can be configured.
次に本発明の別の実施例を第２図により説明する。この
変速装置＋４０は、クラッチ（４１）と手動操作変速機
（４りからなり、該変速機（４２は、前記実施例と同じ
く入力軸（４３、第１中間軸ｆ４４）、第２中間軸（昏
、出力軸（僧ヲ備え、入力軸（４Ｊ１第１中間軸（４（
イ）に副変速ギヤ列（４ηが設けられ、第２中間軸（４
９と出力軸＋４１に主変速ギヤ列にと後進ギヤ列（４９
）が設けられる。Next, another embodiment of the present invention will be described with reference to FIG. This transmission +40 consists of a clutch (41) and a manually operated transmission (42), an input shaft (43, first intermediate shaft f44), a second intermediate shaft ( output shaft, input shaft (4J1 first intermediate shaft (4)
A sub-transmission gear train (4η) is provided in the second intermediate shaft (4η).
9 and the output shaft +41 to the main transmission gear train and the reverse gear train (49
) is provided.
副変速ギヤ列（４７）は、シンクロクラッチ（４７１に
より二つのギヤ利金断続することができ、主変速ギヤ列
（４８１は二組のシンクロクラッチ（４８ａ Ｊ。The auxiliary transmission gear train (47) can connect and connect two gears by means of a synchro clutch (471), and the main transmission gear train (481 has two sets of synchro clutches (48a J).
（４８ｂ ）によりそれぞれ二つのギヤ列を断続するこ
とができるから、８段の前進速度を得ることができ、後
進ギヤ列（４９とシンクロクラッチ（４７ａｌにより２
段の後進速度を得ることができる。(48b) can connect and disengage two gear trains, so eight forward speeds can be obtained, and the reverse gear train (49 and synchro clutch (47al) can provide two gear trains).
The reverse speed of the stage can be obtained.
この変速装置（４１においても、主変速ギヤ列（４鵠を
クラッチＣＤに沿わせて一部をエンジンＥ側に出るよう
にしてあり、第２中間軸Ｇ１９、出力軸（掴を入力軸（
５）の後端から突出させることなく配置されておシ、変
速装置（４０の長さが短く構成されている。In this transmission (41 as well, the main transmission gear train (4) is aligned with the clutch CD and a part of it exits on the engine E side, the second intermediate shaft G19, the output shaft (grip) and the input shaft (
5) The transmission device (40) is arranged so as not to protrude from the rear end and has a short length.
（発明の効果］
本発明は、以上のように２軸式の変速機に比べて軸長が
短いので、曲げ剛性が向上してイヤ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を可能となつ九。(Effects of the Invention) As described above, the shaft length of the present invention is shorter than that of a two-shaft transmission, so bending rigidity is improved, ear engagement 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 becomes possible to place the differential in the center of the vehicle body and use equal-length front axles.
第１図は本発明の１実施例を示す配置図、第２図は別の
実施例の配置図である。
（５）・・・入力ＭＮ 、（６）・・・第１中間軸、（
力・・・第２中間軸、００）・・・副変速ギヤ列、■・
・・主変速ギヤ列、
（７）・・・後進ギヤ列。
外２名
第１図
手続補正書FIG. 1 is a layout diagram showing one embodiment of the present invention, and FIG. 2 is a layout diagram of another embodiment. (5)...Input MN, (6)...First intermediate shaft, (
Power...Second intermediate shaft, 00)...Sub-transmission gear train,■・
...Main transmission gear train, (7)...Reverse gear train. Figure 1 procedural amendment written by two other persons
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中間軸と第２中間軸を設け、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
に主変速ギヤ列を設け、この主変速ギヤ列の一部をトル
クコンバータ又はクラッチよりエンジン側に突出させて
配置したことを特徴とする自動車用変速装置。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, an auxiliary 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 the second intermediate shaft and A transmission for an automobile, characterized in that a main transmission gear train is provided on an output shaft, and a part of the main transmission gear train is arranged so as to protrude toward the engine side from a torque converter or a clutch.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62128464A JPS63318348A (en) | 1987-05-27 | 1987-05-27 | Automobile transmission |
| CA000567811A CA1317127C (en) | 1987-05-27 | 1988-05-26 | Automotive transmission apparatus |
| EP88304866A EP0293248B1 (en) | 1987-05-27 | 1988-05-27 | Automotive transmission |
| DE8888304866T DE3880197T2 (en) | 1987-05-27 | 1988-05-27 | VEHICLE 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 |
|---|---|---|---|
| JP62128464A JPS63318348A (en) | 1987-05-27 | 1987-05-27 | Automobile transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63318348A true JPS63318348A (en) | 1988-12-27 |
| JPH0570740B2 JPH0570740B2 (en) | 1993-10-05 |
Family
ID=14985365
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62128464A Granted JPS63318348A (en) | 1987-05-27 | 1987-05-27 | Automobile transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS63318348A (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4912628U (en) * | 1972-05-09 | 1974-02-02 | ||
| JPS5967658U (en) * | 1982-10-28 | 1984-05-08 | マツダ株式会社 | Front engine front drive car gear transmission |
-
1987
- 1987-05-27 JP JP62128464A patent/JPS63318348A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4912628U (en) * | 1972-05-09 | 1974-02-02 | ||
| JPS5967658U (en) * | 1982-10-28 | 1984-05-08 | マツダ株式会社 | Front engine front drive car gear transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0570740B2 (en) | 1993-10-05 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |