WO1996002773A1 - Improved power train for use in automatic transmission - Google Patents
Improved power train for use in automatic transmission Download PDFInfo
- Publication number
- WO1996002773A1 WO1996002773A1 PCT/KR1994/000094 KR9400094W WO9602773A1 WO 1996002773 A1 WO1996002773 A1 WO 1996002773A1 KR 9400094 W KR9400094 W KR 9400094W WO 9602773 A1 WO9602773 A1 WO 9602773A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- gear
- clutch
- gear set
- selectively
- planetary gear
- Prior art date
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 52
- 150000001875 compounds Chemical class 0.000 claims abstract description 31
- 230000000694 effects Effects 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 241000272470 Circus Species 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001360 synchronised effect Effects 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
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
- F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
-
- 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
- F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
Definitions
- the present invention is directed to an automatic transmission for use in an automobile; and, more particularly, to a power train of the type which comprises a compound planetary gear set arranged along a first transmission shaft for providing first to fourth forward drive ratios and one reverse drive ratio and a simple planetary gear set disposed on a second transmission shaft for accomplishing a fifth forward drive ratio, wherein the compound planetary gear set is operatively coupled to the simple planetary gear set through the use of a chain and sprocket coupler.
- the automatic transmission includes a power or gear train having at least two simple or one compound planetary gear set whose rotary movement is under close control of hydraulically operated clutches and brakes.
- the term power train is interchangeable with the gear train.
- the terms planet gear and pinion gear, and the terms annulus gear and ring gear are used synonymously.
- a hydraulic control system is employed to have the clutches and the brakes selectively engaged or released, thereby controlling the rotary movement of the planetary gear set in such a manner as to provide a desired drive ratio. Since the advent of the automatic transmission, a great deal of efforts has been made to provide a compact, reliable, cost-effective gear train which satisfies various operating requirements. Recent trend has been to equip the automatic transmission with a gear train capable of providing five or more forward drive ratios and at least one reverse drive ratio.
- U.S. Patent No. 5,030,187 issued to Asada on July 9, 1991 discloses an automatic transmission having a gear train which comprises first, second and third single-pinion planetary gear sets.
- the ring gear of the first single-pinion planetary gear set is connected integrally or selectively to the carrier of the second single-pinion planetary gear set.
- the carrier of the first single-pinion planetary gear set is connected integrally or selectively to the carrier of the third single-pinion planetary gear set; and the sun gear of the second single-pinion planetary gear set is connected integrally or selectively to the sun gear of the third single-pinion planetary gear set.
- the automatic transmission disclosed in the '187 patent is capable of operating in any one of at least five forward gears and one reverse gear.
- a sun gear of the first planetary gear set is normally or selectively connected to a carrier and a sun gear of the second planetary gear set; a carrier of the first planetary gear set is normally or selectively connected to a carrier of the third planetary gear set; the carrier of the second planetary gear set is normally or selectively connected to a sun gear of the third planetary gear set; a ring gear of the second planetary gear set is normally or selectively connected to a ring gear of the third planetary gear set; the input shaft is selectively connected to either one or both of the sun gear and the ring gear of the first planetary gear set; and the output shaft is connected to the sun gear of the third planetary gear set, whereby at least five forward speeds and one reverse speed are established.
- U.S. Patent No. 5,090,952 issued to Asada on February 25, 1992 teaches a gear train for changing the rotational speed of an input shaft that consists of first and third single pinion type planetary gear sets and a second planetary double pinion type gear set. Ring gears of these three planetary gear sets are normally or selectively interconnected to each other; a carrier of the first planetary gear set is normally or selectively connected to a sun ⁇ jear of the third planetary gear set; a sun gear of the first planetary gear set is normally or selectively connected to a sun gear of the second planetary gear set; and the sun gear of the second planetary gear set is normally or selectively connected to the carrier of the first planetary gear set, whereby at least five forward speeds and one reverse speed become available.
- an automatic transmission for a motor vehicle comprising (a) an input shaft, (b) a compound planetary gear set coaxially mounted about the input shaft for rotation therewith, the compound planetary gear set operable under the control of clutches and brakes to establish first to fourth forward drive ratios, (c) an output shaft lying in parallel with the input shaft, (d) a simple planetary gear set coaxially mounted about the output shaft for rotation therewith, the simple planetary gear set operable to provide fifth forward drive ratio by way of further increasing the pre- established fourth ratio, and (e) a chain and sprocket coupler for delivering rotary power from the compound planetary gear set to the simple planetary gear set.
- the chain and sprocket coupler may be replaced with drive and driven transfer gears which are kept in a mutually meshing relationship.
- Fig. 1 is a schematic representation of an automatic transmission gear train in accordance with a first preferred embodiment of the present invention
- Fig. 2 is a table illustrating the operation sequence of clutches and brakes employed in the gear train shown in Fig. 1; and Fig. 3 is a schematic representation of an automatic transmission gear train in accordance with a second preferred embodiment of the present invention.
- the automatic transmission gear train comprises an input shaft 26, an output shaft 28 extending in a parallel relationship with respect to the input shaft 26, a Ravigneaux type compound planetary gear set 40, a simple planetary gear set 70 and a final reduction gear arrangement 84.
- the compound planetary gear set 40 is rotatably mounted about the input shaft 26 so as to establish, independently of the simple planetary gear set 70, first to fourth forward gear ratios and one reverse gear ratio.
- the simple planetary gear set 70 is rotatably mounted about the output shaft 28 and is drivingly connected to the compound planetary gear set 40 to provide a fifth forward gear ratio. To achieve the fifth forward drive ratio, the simple planetary gear set 70 is made operable to further increase the output speed of the compound planetary gear set which is operating at the fourth drive ratio.
- the compound gear set 40 is often referred to as a "main transmission portion", as distinguished from an "auxiliary transmission portion” designating the simple planetary gear set 70.
- the compound planetary gear set 40 is drivingly coupled to the simple planetary gear set 70 through the use of a pair of drive and driven sprockets 54, 56 and an endless chain 60 wound therearound.
- the input shaft 26 is connected to a known torque converter or fluid coupling 10 which, in turn, is operatively coupled to a crankshaft 12 of an engine(not shown for the sake of simplicity).
- the output shaft 28 is drivingly connected to the simple planetary gear set 70 which supplies its output to vehicle axles 92, 94 via a final reduction gear set 84 and a differential gear 90 to thereby provide a rotary drive force for the vehicle.
- the final reduction gear arrangement 84 is preferably in the form of a simple planetary gear set whose reduction ratio is kept constant, although other reduction devices than the one shown in Fig. 1 may equally be adopted to achieve the final speed reduction.
- the compound planetary gear set 40 coaxially mounted about the input shaft 26 for rotary movement therewith, includes a first sun gear 42 selectively connectable to the input shaft 26 via a first sun gear hub 20, a second sun gear 44 selectively connectable to the input shaft 26 through a second sun gear hub 30, a first annulus or ring gear 48, a plurality of first planet or pinion gears 50 disposed around the first sun gear 42 in a meshing relationship thereto, a plurality of second planet or pinion gears 52 circumferentially distributed along the inner toothed surface of the annulus gear 48, each of the second pinion gears 52 meshing with the second sun gear 44 and the first pinion gears 50, and a first common planetary carrier 46 designed to rotatably support the first and the second pinion gears 50 and 52. Since the first pinion gears 50 are shorter in length than the second pinion gears 52, the first pinion gears 50 are commonly called as "short pinion gears", as opposed to "long pinion gears" indicative of the second pinion
- the input shaft 26 is selectively connected to the first sun gear hub 20 by virtue of either a first multi- disc clutch Cl and a second oneway clutch F2 or a fourth multi-disc clutch C4 which lies in a parallel relationship with respect to the clutches Cl, F2.
- the input shaft 26 is selectively couplable to the second sun gear hub 30 by virtue of a second multi-disc clutch C2.
- the first sun gear hub 20 is adapted to transfer the input of the input shaft 26 to the first sun gear 42
- the second sun gear hub 30 is designed to transfer the input of the input shaft 26 to the second sun gear 44 of the compound planetary gear set 40.
- the second sun gear hub 30 is selectively grounded or anchored to a transmission casing 66 by virtue of a first drum-type brake Bl.
- Use of the first drum-type brake Bl enables the second sun gear 44 of the compound gear set 40 to act as a reaction member in the event that the former is brought into engagement.
- the input shaft 26 may be selectively connected to the first common planetary carrier 46 of the compound gear set 40 by virtue of a third multi-disc clutch C3.
- a second multi-disc brake B2 Disposed in parallel between the transmission casing 66 and the first planetary carrier 46 are a second multi-disc brake B2 which is selectively operable to connect the first planetary carrier 46 to a stationary portion of the transmission casing 66 and a first oneway clutch Fl which normally serves to prevent counterclockwise rotation of the first planetary carrier 46.
- the first annulus gear 48 is permanently connected to the drive sprocket 54 through a rotating drum 53 so as to deliver the output of the compound planetary gear set 40 to the drive sprocket 54.
- the compound planetary gear set 40 is operable to provide first to fourth forward drive ratios and one reverse drive ratio.
- the simple planetary gear set 70 illustrated in the lower part of Fig. 1, it is adapted to be rotatably driven by means of the driven sprocket 56 which receives rotary power from the drive sprocket 54.
- the simple planetary gear set 70 coaxially mounted about the output shaft 28, includes a third sun gear 72 selectively connectable to the driven sprocket 56.
- Coaxially disposed about the third sun gear 72 is a second annulus gear 74 that delivers the output of the simple planetary gear set 70 to the final reduction gear arrangement 84.
- Circu ferentially provided between the third sun gear 72 and the second annulus gear 74 are a plurality of, e.g., three, third pinion gears 78, each rotatably supported by a second planetary carrier 76. At all times, the second planetary carrier 76 remains rigidly coupled to the driven sprocket 56. As shown in the lower part of Fig. 1, a fifth multi- disc clutch C5 is utilized to selectively connect the third sun gear 72 to the driven sprocket 56.
- a third multi-disc brake B3 is disposed between the transmission casing 66 and the third sun gear 72 and further that a third oneway clutch F3 lies between the driven sprocket 56 and the third sun gear 72 in a parallel relationship with respect to the third multi-disc brake B3 and the fifth multi-disc clutch C5.
- the third brake B3 is selectively operable to anchor the third sun gear 72 to the transmission casing 66, whereas the third oneway clutch F3 ensures that the torque be transmitted from the driven sprocket 56 to the third sun gear 72 even though the fifth clutch C5 is in a released condition.
- the final reduction gear arrangement 84 serves to further reduce the rotational speed of the second annulus gear 74 operatively connected thereto, thereby producing an increased torque to be delivered to the known differential gear 90. It suffices to say that the final reduction gear arrangement 84 is intended to simply increase the torque at the final stage of the power transmission and is operable at a constant reduction ratio. Operation of the instant gear train will now be set forth in the following with reference to Figs. 1 and 2. For the sake of convenience and with a view to avoiding redundancies, the following description is focused on the first to fifth forward drive ratios in "D" range and one reverse drive ratio.
- Fig. 2 shows a chart that identifies the engaged clutches and brakes in small circles. As used herein, the term “clockwise” or “counterclockwise” is intended to mean the direction of rotation of the gear train components as seen from the right-hand side of Fig. 1.
- the first forward drive ratio of "D" range is established by way of engaging the first and fifth multi-disc clutches Cl, C5 and causing the first, second and third oneway clutches
- the rotary power of the first annulus gear 48 is transmitted to the drive sprocket 54 through the rotating drum 53 and, then, to the second planetary carrier 76 of the simple planetary gear set 70 via the chain 60 and the driven sprocket 56.
- the second forward drive ratio is accomplished by way of further engaging the first multi-disc brake Bl under the first speed condition and bringing the first oneway clutch Fl into a free-wheeling state.
- the input from the input shaft 26 will cause the first sun gear 42 to rotate clockwise, which, in turn, leads to a counterclockwise rotation of the first pinion gears 50 and then to a clockwise rotation of the second pinion gears 52.
- the first planetary carrier 46 will begin to rotate clockwise, ensuring that the first annulus gear 48 be subjected to a synchronous clockwise rotation at a second, somewhat increased, rotational speed as compared with the first forward drive ratio.
- the rotary power of the first annulus gear 48 is delivered to the drive sprocket 54 through the rotating drum 53 and, then, to the second planetary carrier 76 of the simple planetary gear set 70 via the chain 60 and the driven sprocket 56.
- the third sun gear 72 is rigidly connected to the driven sprocket 56, the second planetary carrier 76 cannot be subjected to any relative movement with respect to the third sun gear 72. This results in a unitary rotation of the simple planetary gear set 70 as a whole, thus providing the second forward drive ratio.
- the third forward drive ratio is attained by way of further engaging the third multi-disc clutch C3 and disengaging the first brake Bl under the second speed condition.
- the input from the input shaft 26 is delivered to the first sun gear 42 as well as to the first planetary carrier 46 via the first and third multi-disc clutches Cl, C3. Due to the concurrent input to the first sun gear 42 and the first planetary carrier 46, they will rotate with the first annulus gear 48 as a unit at the same speed and in the same direction as those of the input shaft 26, which rotation is delivered to the drive sprocket 54 through the rotating drum 53.
- the fourth forward drive ratio is fulfilled by way of further engaging the first brake Bl under the third speed condition, with the second oneway clutch F2 brought into a free-wheeling state.
- the first planetary carrier 46 is made to rotate clockwise, the second sun gear 44 being held stationary by means of the first brake Bl.
- This causes the second pinion gears 52 to rotatably drive the first annulus gear 48 in the same direction as the first planetary carrier 46 but at a speed faster than the rotational speed of the input shaft 26.
- Such a gear ratio is usually referred to as an "overdrive" state.
- the power input from the input shaft 26 toward the first sun gear 42 is automatically disconnected by the free-wheeling action of the second oneway clutch F2.
- the reason for the oneway clutch F2 coming into the free-wheeling condition is that the first pinion gears 50 will endow the first sun gear 42 with a tendency to rotate counterclockwise.
- the rotary power of the first annulus gear 48 is delivered to the drive sprocket 54 via the rotating drum 53.
- the clockwise rotation of the drive sprocket 54 is transmitted to the third planetary gear set 70 with the aid of the chain 60 and the driven sprocket 56. Due to the fact that the third sun gear 72 is fixedly secured to the driven sprocket 56 by means of the fifth multi-disc clutch C5, the rotary power of the driven sprocket 56 will be concurrently fed to the second planetary gear set 76 and the third sun gear 72.
- the simple planetary gear set 70 is brought into a "direct-coupling" state to rotate as a unit.
- the drive ratio established by the compound planetary gear set 40 suffers no variation in the simple planetary gear set 70, thus providing the fourth forward drive ratio.
- an engine brake or hill brake effect is obtainable in the fourth forward drive ratio.
- the engine brake effect per se is widely known in the art and will be explained in detail with regard to the fifth forward ratio.
- the fifth forward drive ratio is provided by way of further engaging the third multi-disc brake B3 and releasing the fifth multi-disc clutch C5 under the fourth speed condition, with all the oneway clutches rendered free-wheeling.
- the compound planetary gear set 40 is adapted to act in the same fashion as set forth above in respect of the fourth speed.
- the simple planetary gear set 70 is, however, operable in a differing way. Namely, as the third sun gear 72 is disconnected from the driven sprocket 56 and remains stationary by means of the third multi-disc brake B3, the third pinion gears 78 are caused to rotate around the third sun gear 72 by the input power of the second planetary carrier 76, with the result that the second annulus gear 74 can be overdriven at an increased speed.
- the fifth forward drive ratio is established to enable the motor vehicle to run at the highest speed.
- the so-called engine brake or hill brake effect is obtainable at the fifth forward drive ratio.
- the input from the vehicle wheels may be reversely delivered to the engine through the planetary gear set 70, the driven sprocket 56, the chain 60, the drive sprocket 54 and the compound planetary gear set 40 in the stated sequence. Accordingly, such input speed of the vehicle wheels tends to be multiplied by virtue of the gear train so that the transmission input shaft is urged to rotate at an even higher speed than the engine crankshaft.
- the counterclockwise rotation of the first annulus gear 48 is transmitted to the drive sprocket 54 via the rotating drum 53 and, subsequently, to the second planetary carrier 76 with the aid of the chain 60 and the driven sprocket 56. Due to the fact that the third sun gear 72 is rigidly connected to the driven sprocket 56 by means of the fifth multi-disc clutch C5, the second planetary carrier 76 cannot be subjected to any relative movement with respect to the third sun gear 72. This results in a unitary counterclockwise rotation of the simple planetary gear set 70 as a whole, thus providing the reverse drive ratio.
- Fig. 3 shows a second embodiment of the present invention wherein the like parts or components are designated by the same reference numerals as used in the first embodiment of Fig. 1, with no further description given thereto for the purpose of convenience.
- the power train of the second embodiment makes use of a compound planetary gear set 40, a simple planetary gear set 70 and a plurality of clutches and brakes, each of which does not differ structurally or functionally from the counterparts of the first embodiment.
- first and the second embodiments a major difference between the first and the second embodiments resides in that drive and driven transfer gears 154, 156 are employed for the power delivery from the compound planetary gear set 40 to the simple planetary gear set 70, in place of the chain and sprocket device.
- Another key difference is that the task of achieving the final speed reduction is carried out by means of first and second mutually meshing reduction gears 186, 188.
- the first reduction gear 186 is of a smaller diameter than the second reduction gear 188 and is rigidly connected to the second annulus gear 78 of the simple planetary gear set 70 for rotation therewith.
- the second reduction gear 188 is coaxially coupled to the differential gear 90 to deliver the rotary power of the first reduction gear 186 thereto.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Transmission Devices (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US08/765,965 US5755637A (en) | 1994-07-19 | 1994-07-19 | Power train for use in automatic transmission |
EP94921861A EP0803034A1 (en) | 1994-07-19 | 1994-07-19 | Improved power train for use in automatic transmission |
PCT/KR1994/000094 WO1996002773A1 (en) | 1994-07-19 | 1994-07-19 | Improved power train for use in automatic transmission |
JP8504900A JPH10513531A (en) | 1994-07-19 | 1994-07-19 | Improved powertrain for automatic transmission |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/KR1994/000094 WO1996002773A1 (en) | 1994-07-19 | 1994-07-19 | Improved power train for use in automatic transmission |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1996002773A1 true WO1996002773A1 (en) | 1996-02-01 |
Family
ID=19375274
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/KR1994/000094 WO1996002773A1 (en) | 1994-07-19 | 1994-07-19 | Improved power train for use in automatic transmission |
Country Status (4)
Country | Link |
---|---|
US (1) | US5755637A (en) |
EP (1) | EP0803034A1 (en) |
JP (1) | JPH10513531A (en) |
WO (1) | WO1996002773A1 (en) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6364804B1 (en) * | 2000-08-28 | 2002-04-02 | General Motors Corporation | Multi-speed power transmission having six forward ratios and one reverse ratio |
US7198586B2 (en) * | 2004-12-10 | 2007-04-03 | Ford Motor Company | Transmission having multiple ratio planetary gear unit in series with an auxiliary gear unit |
KR100793883B1 (en) * | 2006-07-20 | 2008-01-15 | 현대자동차주식회사 | Power train for automatic transmission |
US8113978B2 (en) * | 2007-07-31 | 2012-02-14 | GM Global Technology Operations LLC | Nine speed automatic transmission |
US8113977B2 (en) | 2007-10-12 | 2012-02-14 | GM Global Technology Operations LLC | Eight and nine speed automatic transmissions |
US8226514B2 (en) * | 2009-02-16 | 2012-07-24 | GM Global Technology Operations LLC | Multi-speed transmission with axis transfer |
US8801566B2 (en) | 2012-11-08 | 2014-08-12 | Gm Global Technology Operations, Llc | Quad-clutch multi-speed transmission |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2036897A (en) * | 1978-12-06 | 1980-07-02 | Ford Motor Co | Power transmission mechanism |
US5016174A (en) * | 1987-12-28 | 1991-05-14 | Aisin Aw Kabushiki Kaisha | Device and method of fail-safe control for electronically controlled automatic transmission |
US5091854A (en) * | 1988-05-26 | 1992-02-25 | Mazda Motor Corporation | Control systems for vehicle engines coupled with automatic transmissions |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1555207A1 (en) * | 1967-02-03 | 1971-01-14 | Daimler Benz Ag | Planetary gear change, especially for motor vehicles |
JPS562222B2 (en) * | 1973-08-29 | 1981-01-19 | ||
DE2944884C2 (en) * | 1979-11-07 | 1984-08-30 | Daimler-Benz Ag, 7000 Stuttgart | Planetary gear change transmissions for automobiles |
US4660439A (en) * | 1983-09-08 | 1987-04-28 | Nissan Motor Co., Ltd. | Planetary gear train for automatic transmission |
DE3542416C1 (en) * | 1985-11-30 | 1987-06-11 | Daimler Benz Ag | Drive arrangement for a motor vehicle with all-wheel drive |
US5090952A (en) * | 1989-02-03 | 1992-02-25 | Toyota Jidosha Kabushiki Kaisha | Automatic transmission |
AU608470B2 (en) * | 1989-02-03 | 1991-03-28 | Toyota Jidosha Kabushiki Kaisha | Automatic transmission |
JPH0374665A (en) * | 1989-03-15 | 1991-03-29 | Toyota Motor Corp | Gear shifter for automatic transmission |
FR2656055B1 (en) * | 1989-12-18 | 1994-04-29 | Lepelletier Pierre | MULTI-SPEED AUTOMATIC TRANSMISSION FOR MOTOR VEHICLE. |
US5261861A (en) * | 1992-06-05 | 1993-11-16 | Ford Motor Company | Five-speed transaxle for automotive vehicles |
JP3305755B2 (en) * | 1992-06-12 | 2002-07-24 | マツダ株式会社 | Control device for automatic transmission |
KR100204960B1 (en) * | 1994-04-08 | 1999-06-15 | 정몽규 | Power train of automatic transmission for vehicle |
KR100302789B1 (en) * | 1994-08-18 | 2001-11-22 | 이계안 | Powertrain of automatic transmission for vehicle |
-
1994
- 1994-07-19 JP JP8504900A patent/JPH10513531A/en active Pending
- 1994-07-19 WO PCT/KR1994/000094 patent/WO1996002773A1/en not_active Application Discontinuation
- 1994-07-19 EP EP94921861A patent/EP0803034A1/en not_active Withdrawn
- 1994-07-19 US US08/765,965 patent/US5755637A/en not_active Expired - Fee Related
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2036897A (en) * | 1978-12-06 | 1980-07-02 | Ford Motor Co | Power transmission mechanism |
US5016174A (en) * | 1987-12-28 | 1991-05-14 | Aisin Aw Kabushiki Kaisha | Device and method of fail-safe control for electronically controlled automatic transmission |
US5091854A (en) * | 1988-05-26 | 1992-02-25 | Mazda Motor Corporation | Control systems for vehicle engines coupled with automatic transmissions |
Also Published As
Publication number | Publication date |
---|---|
EP0803034A1 (en) | 1997-10-29 |
US5755637A (en) | 1998-05-26 |
JPH10513531A (en) | 1998-12-22 |
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