WO2017150188A1 - トランスミッションケース - Google Patents

トランスミッションケース Download PDF

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Publication number
WO2017150188A1
WO2017150188A1 PCT/JP2017/005473 JP2017005473W WO2017150188A1 WO 2017150188 A1 WO2017150188 A1 WO 2017150188A1 JP 2017005473 W JP2017005473 W JP 2017005473W WO 2017150188 A1 WO2017150188 A1 WO 2017150188A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
brake
shaft
oil
continuously variable
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.)
Ceased
Application number
PCT/JP2017/005473
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
光秀 大窪
祐史 山下
雅夫 嶋本
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daihatsu Motor Co Ltd
Original Assignee
Daihatsu Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Daihatsu Motor Co Ltd filed Critical Daihatsu Motor Co Ltd
Priority to MYPI2018702949A priority Critical patent/MY190041A/en
Publication of WO2017150188A1 publication Critical patent/WO2017150188A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • 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
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating

Definitions

  • the present invention relates to a transmission case.
  • power from a drive source is input to an input shaft of a transmission, and power shifted by the transmission is transmitted from an output shaft to a drive wheel via a differential gear.
  • a continuously variable transmission mechanism that continuously changes engine power
  • a gear mechanism that transmits engine power without going through a continuously variable transmission mechanism
  • power from the continuously variable transmission mechanism And a planetary gear mechanism for synthesizing power from the gear mechanism
  • the power from the engine can be divided into a continuously variable transmission mechanism and a gear mechanism, and the divided powers can be combined by the planetary gear mechanism and transmitted to the wheels.
  • the applicant has also proposed a transmission capable of transmitting the power of the drive source by dividing it into two systems as a power split type continuously variable transmission.
  • the power split type continuously variable transmission includes a continuously variable transmission mechanism, a parallel shaft gear mechanism, and a planetary gear mechanism.
  • the continuously variable transmission mechanism has the same configuration as a known belt-type continuously variable transmission (CVT: Continuously Variable Transmission).
  • Engine power input to the input shaft is transmitted to the primary shaft of the continuously variable transmission mechanism.
  • the secondary shaft of the continuously variable transmission mechanism is connected to the sun gear of the planetary gear mechanism.
  • the parallel shaft gear mechanism includes a split drive gear that transmits / cuts off the power of the input shaft, and a split driven gear that forms a gear train with the split drive gear and rotates integrally with the carrier of the planetary gear mechanism.
  • An output shaft is connected to the ring gear of the planetary gear mechanism. The rotation of the output shaft is transmitted to the differential gear, and is transmitted from the differential gear to the left and right drive wheels.
  • a belt mode and a split mode are provided as power transmission modes during forward traveling.
  • the sun gear and ring gear of the planetary gear mechanism are directly connected by the engagement of the clutch. Further, the transmission of power from the input shaft to the split drive gear is interrupted, so that the split drive gear is in a free rotation state (free), and the carrier of the planetary gear mechanism is in a free rotation state. Therefore, the sun gear and the ring gear rotate integrally with the power output from the continuously variable transmission mechanism, and the output shaft rotates integrally with the ring gear. Therefore, in the belt mode, the gear ratio (unit gear ratio) of the power split continuously variable transmission matches the gear ratio (belt gear ratio) of the continuously variable transmission mechanism.
  • the split mode In the split mode, the direct connection between the sun gear and the ring gear of the planetary gear mechanism is released by releasing the clutch. Therefore, the sun gear is rotated by the power output from the continuously variable transmission mechanism. On the other hand, power is transmitted from the input shaft to the split drive gear, and the power is shifted from the split drive gear via the split driven gear at a constant split gear ratio and input to the carrier of the planetary gear mechanism. Therefore, in the split mode, the larger the belt speed ratio, the smaller the unit speed ratio, and a speed ratio that is less than or equal to the split speed ratio can be realized.
  • the brake engaged in reverse mode is released in split mode. Therefore, in the split mode, the differential rotation between the brake plate fixed to the case (transmission case) of the power split type continuously variable transmission and the brake disc provided on the carrier is large, and drag loss in the brake is reduced. large.
  • oil lubricating oil
  • the shear resistance that the brake disk receives from the oil increases, and drag loss further increases. The drag loss is a factor that deteriorates the running fuel consumption of the vehicle.
  • An object of the present invention is to provide a transmission case that can reduce drag loss in a brake.
  • a transmission case according to the present invention shifts power between an input shaft and an output shaft and is provided on the output shaft or the output shaft.
  • a transmission case used in a transmission having a brake for braking / permitting rotation of the motor and in this transmission case, a circumferential surface surrounding the periphery of the output shaft is formed, and the circumferential surface is included in the brake
  • a plurality of spline grooves are formed in the circumferential direction to fit the brake plate to be splined, and one of the spline grooves is located at a position facing the oil pan attached to the transmission case in the vertical direction from above.
  • a drain hole is formed to drain the oil toward the oil pan.
  • the transmission case is formed with a circumferential surface surrounding the periphery of the output shaft, and the spline for fitting the brake plate to the spline is formed on the circumferential surface where the brake is provided. Grooves are formed side by side in the circumferential direction. A drain hole is formed in one of the spline grooves, and oil (lubricating oil) supplied to the brake portion passes through the drain hole to an oil pan that is opposed to the drain hole in the vertical direction from below. It is discharged towards. Therefore, it is possible to suppress oil from being accumulated in the portion where the brake is provided. As a result, the shear resistance that the brake disc receives from the oil can be reduced, and drag loss in the brake can be reduced.
  • the drag loss in the brake can be reduced, so that the torque transmission efficiency of the transmission can be improved, and as a result, the fuel efficiency improvement effect of the vehicle on which the transmission is mounted can be exhibited.
  • FIG. 5 is a collinear diagram showing a relationship among rotation speeds (rotational speeds) of a sun gear, a carrier, and a ring gear of a planetary gear mechanism included in a power split continuously variable transmission.
  • It is a perspective view of the 2nd case of a transmission case. It is a side view of the 2nd case. It is a bottom view of the 2nd case.
  • FIG. 1 is a cross-sectional view showing a configuration of a vehicle drive system 1.
  • the hatching indicating the cross section is omitted.
  • the drive system 1 is mounted on a vehicle using an engine as a drive source, for example.
  • the engine output is input to a power split type continuously variable transmission (CVT) 4 via a torque converter 3.
  • CVT continuously variable transmission
  • the torque converter 3 includes a pump impeller 31, a turbine runner 32, and a lockup clutch 33.
  • An engine output shaft 21 is connected to the pump impeller 31, and the pump impeller 31 is provided so as to be integrally rotatable about the same rotation axis as the output shaft 21.
  • the turbine runner 32 is provided to be rotatable about the same rotation axis as the pump impeller 31.
  • the lockup clutch 33 is provided to directly connect / separate the pump impeller 31 and the turbine runner 32. When the lockup clutch 33 is engaged, the pump impeller 31 and the turbine runner 32 are directly connected, and when the lockup clutch 33 is released, the pump impeller 31 and the turbine runner 32 are separated.
  • the power split type continuously variable transmission 4 transmits the power input from the torque converter 3 to the differential gear 6.
  • the power split type continuously variable transmission 4 includes an input shaft 41, an output shaft 42, a continuously variable transmission mechanism 43, a reverse gear mechanism 44, a planetary gear mechanism 45, a split drive gear 46 and a split driven gear 47.
  • the input shaft 41 is connected to the turbine runner 32 of the torque converter 3 and is provided so as to be integrally rotatable about the same rotation axis as the turbine runner 32.
  • the output shaft 42 is provided in parallel with the input shaft 41.
  • An output gear 48 is formed integrally with the output shaft 42.
  • the output gear 48 meshes with the differential gear 6 (the input gear of the differential gear 6).
  • the continuously variable transmission mechanism 43 has the same configuration as a known belt-type continuously variable transmission (CVT: Continuously Variable Transmission). Specifically, the continuously variable transmission mechanism 43 includes a primary shaft 51, a secondary shaft 52 provided in parallel with the primary shaft 51, a primary pulley 53 supported by the primary shaft 51 so as not to be relatively rotatable, and a secondary shaft 52. And a secondary pulley 54 supported so as not to rotate relative thereto, and a primary pulley 53 and a belt 55 wound around the secondary pulley 54.
  • CVT Continuously Variable Transmission
  • the primary pulley 53 is disposed so as to face the fixed sheave 61 fixed to the primary shaft 51 with the belt 55 sandwiched between the fixed sheave 61 and is supported by the primary shaft 51 so as to be movable in the axial direction but not to be relatively rotatable.
  • (Primary sheave) 62 The primary pulley 53 is disposed so as to face the fixed sheave 61 fixed to the primary shaft 51 with the belt 55 sandwiched between the fixed sheave 61 and is supported by the primary shaft 51 so as to be movable in the axial direction but not to be relatively rotatable.
  • (Primary sheave) 62 A cylinder 63 fixed to the primary shaft 51 is provided on the opposite side of the movable sheave 62 from the fixed sheave 61, and a piston chamber (oil chamber) 64 is formed between the movable sheave 62 and the cylinder 63. Yes.
  • the secondary pulley 54 is arranged so as to be opposed to the fixed sheave 65 fixed to the secondary shaft 52 with the belt 55 sandwiched between the fixed sheave 65 and supported on the secondary shaft 52 so as to be movable in the axial direction but not to be relatively rotatable.
  • (Secondary sheave) 66 A cylinder 67 fixed to the secondary shaft 52 is provided on the opposite side of the movable sheave 66 from the fixed sheave 65, and a piston chamber (oil chamber) 68 is formed between the movable sheave 66 and the cylinder 67. Yes.
  • the hydraulic pressure supplied to the piston chambers 64 and 68 of the primary pulley 53 and the secondary pulley 54 is controlled, and the groove widths of the primary pulley 53 and the secondary pulley 54 are changed, so that the primary The pulley ratio between the pulley 53 and the secondary pulley 54 is continuously changed steplessly.
  • the thrust of the primary pulley 53 and the secondary pulley 54 needs to be large enough to prevent slippage between the primary pulley 53 and the secondary pulley 54 and the belt 55. Therefore, the hydraulic pressure supplied to the piston chamber 68 of the secondary pulley 54 is controlled so that a thrust according to the magnitude of the torque input to the input shaft 41 is obtained.
  • the reverse gear mechanism 44 is configured to transmit the power input to the input shaft 41 to the primary shaft 51 by reversely rotating and decelerating.
  • the reverse gear mechanism 44 includes an input shaft gear 71 formed integrally with the input shaft 41, a larger diameter and a larger number of teeth than the input shaft gear 71, and a rotation axis line by spline fitting to the primary shaft 51.
  • a primary shaft gear 72 that is supported so as to be movable in the direction and not to be relatively rotatable, and meshes with the input shaft gear 71.
  • the planetary gear mechanism 45 includes a sun gear 81, a carrier 82, and a ring gear 83.
  • the sun gear 81 is supported by the secondary shaft 52 so as to be movable in the rotational axis direction and not relatively rotatable by spline fitting.
  • the carrier 82 is fitted on the output shaft 42 so as to be relatively rotatable.
  • the carrier 82 rotatably supports a plurality of pinion gears 84.
  • the plurality of pinion gears 84 are arranged on the circumference and mesh with the sun gear 81.
  • the ring gear 83 has an annular shape that collectively surrounds the plurality of pinion gears 84, and meshes with the pinion gears 84 from the outside in the rotational radial direction of the secondary shaft 52.
  • the ring gear 83 is fixed to the output shaft 42, and the ring gear 83 is provided so as to be integrally rotatable about the same rotational axis as the output shaft 42.
  • the split drive gear 46 is fitted on the input shaft 41 so as to be relatively rotatable.
  • the split driven gear 47 is provided so as to be integrally rotatable about the same rotation axis as the carrier 82 of the planetary gear mechanism 45.
  • the split driven gear 47 is formed with a smaller diameter than the split drive gear 46 and has fewer teeth than the split drive gear 46.
  • the power split type continuously variable transmission 4 includes clutches C1 and C2 and a brake B1.
  • the clutch C1 is switched between an engaged state in which the input shaft 41 and the split drive gear 46 are directly coupled (coupled so as to be integrally rotatable) and a released state in which the direct coupling is released.
  • the clutch C2 is switched between an engagement state in which the sun gear 81 and the ring gear 83 of the planetary gear mechanism 45 are directly coupled (coupled so as to be integrally rotatable) and a released state in which the direct coupling is released.
  • the brake B1 is switched between an engaged state in which the carrier 82 of the planetary gear mechanism 45 is braked and a released state in which the carrier 82 is allowed to rotate.
  • FIG. 2 is a diagram illustrating states of the clutches C1 and C2 and the brake B1 when the vehicle is moving forward and backward.
  • “ ⁇ ” indicates that the clutches C1 and C2 and the brake B1 are engaged.
  • “X” indicates that the clutches C1 and C2 and the brake B1 are in the released state.
  • FIG. 3 is a collinear diagram showing the relationship between the rotational speeds (rotational speeds) of the sun gear 81, the carrier 82, and the ring gear 83 of the planetary gear mechanism 45.
  • the power split type continuously variable transmission 4 has a belt mode and a split mode as shift modes in the forward range.
  • the power input to the input shaft 41 is reversed and decelerated by the reverse gear mechanism 44 and transmitted to the primary shaft 51 of the continuously variable transmission mechanism 43 to rotate the primary shaft 51 and the primary pulley 53.
  • the rotation of the primary pulley 53 is transmitted to the secondary pulley 54 via the belt 55 to rotate the secondary pulley 54 and the secondary shaft 52. Since the sun gear 81 and the ring gear 83 of the planetary gear mechanism 45 are directly connected, the sun gear 81, the ring gear 83, and the output shaft 42 rotate together with the secondary shaft 52. Therefore, in the belt mode, as shown in FIG. 3, the gear ratio (unit gear ratio) of the power split type continuously variable transmission 4 matches the pulley ratio.
  • the power input to the input shaft 41 is reversed and decelerated by the reverse gear mechanism 44 and transmitted to the primary shaft 51 of the continuously variable transmission mechanism 43, and is transmitted from the primary shaft 51 via the primary pulley 53, the belt 55 and the secondary pulley 54. Is transmitted to the secondary shaft 52 and transmitted to the sun gear 81 of the planetary gear mechanism 45. On the other hand, the power input to the input shaft 41 is accelerated and transmitted from the split drive gear 46 to the carrier 82 of the planetary gear mechanism 45 through the split driven gear 47.
  • the reverse mode is set, and the clutches C1 and C2 are engaged and the brake B1 is released as shown in FIG.
  • the split drive gear 46 is disconnected from the input shaft 41, the sun gear 81 and the ring gear 83 of the planetary gear mechanism 45 are disconnected, and the carrier 82 of the planetary gear mechanism 45 is braked.
  • the power input to the input shaft 41 is reversed and decelerated by the reverse gear mechanism 44 and transmitted to the primary shaft 51 of the continuously variable transmission mechanism 43, and is transmitted from the primary shaft 51 via the primary pulley 53, the belt 55 and the secondary pulley 54.
  • the sun gear 81 of the planetary gear mechanism 45 is rotated integrally with the secondary shaft 52. Since the carrier 82 of the planetary gear mechanism 45 is braked, when the sun gear 81 rotates, the ring gear 83 of the planetary gear mechanism 45 rotates in the opposite direction to the sun gear 81.
  • the rotation direction of the ring gear 83 is opposite to the rotation direction of the ring gear 83 during forward movement (belt mode and split mode).
  • the output shaft 42 rotates integrally with the ring gear 83.
  • the rotation of the output shaft 42 is transmitted to the differential gear 6 via the output gear 48. Thereby, the drive shafts 7 and 8 of the vehicle rotate in the reverse direction.
  • Transmission case> The torque converter 3, the power split type continuously variable transmission 4, and the differential gear 6 are accommodated in a transmission case (transaxle case) 101 as shown in FIG.
  • the transmission case 101 is divided into a first case 102, a second case 103, and a third case 104.
  • the first case 102, the second case 103, and the third case 104 are arranged in this order from the engine side of the vehicle.
  • FIG. 4 is a perspective view of the second case 103.
  • FIG. 5 is a side view of the second case 103 (viewed from the engine side).
  • FIG. 6 is a bottom view of the second case 103.
  • the second case 103 has an outer wall portion 111 forming an outer shell, and a partition wall portion 112 formed so as to divide the space inside the outer wall portion 111 into two in the rotation axis direction.
  • the first arrangement portion 113 in which the split drive gear 46 and the clutch C ⁇ b> 1 are arranged, the output shaft 42, the planetary gear mechanism 45, and the split driven gear 47.
  • a second placement portion 114 where the clutch C2 and the brake B1 are placed and a third placement portion 115 where the differential gear 6 is placed are provided.
  • a continuously variable transmission mechanism 43 is disposed in a space surrounded by the outer wall 111 on the side opposite to the engine side with respect to the partition wall 112.
  • a first insertion hole 116 through which the input shaft 41 is inserted is formed at a position facing the first arrangement portion 113. Further, the partition wall portion 112 is formed with a second insertion hole 117 through which the secondary shaft 52 is inserted at a position facing the second arrangement portion 114. Further, the partition wall portion 112 is formed with a third insertion hole 118 through which the drive shaft 7 is inserted at a position facing the third arrangement portion 115.
  • the second case 103 has a circumferential surface 121 surrounding the output shaft 42 in the second arrangement portion 114.
  • a plurality of spline grooves 122 are formed in the circumferential surface 121 side by side in the circumferential direction.
  • the spline groove 122 is a groove for fitting the brake plate 123 (see FIG. 1) of the brake B1 with a spline.
  • the brake B1 has the same configuration as a known wet multi-plate clutch, and has a configuration in which a plurality of brake plates 123 and a plurality of brake disks 124 are alternately arranged in the rotation axis direction as shown in FIG. is doing.
  • one of the plurality of spline grooves 122 is located downstream of the lowermost spline groove 122 in the rotational direction of the brake disk 124 (counterclockwise in FIG. 5).
  • the adjacent spline groove 122A is formed longer in the circumferential direction than the other spline grooves 122.
  • An oil discharge hole 125 is formed on the bottom surface of the spline groove 122A.
  • the oil discharge hole 125 extends in the vertical direction, and is opened in the vertical direction as shown in FIG. As shown in FIG. 5, the lower end opening of the oil discharge hole 125 faces the oil pan 126 connected to the bottom surface of the transmission case 101 in the vertical direction from above.
  • the oil discharge hole 125 is below the center of the line segment connecting the rotation axis of the input shaft 41 and the rotation axis of the secondary shaft 52 in the side view shown in FIG. It is formed at a position facing the arrangement portion 113 in the rotation axis direction.
  • the transmission case 101 (second case 103) is formed with a circumferential surface 121 that surrounds the output shaft 42, and a portion of the circumferential surface 121 where the brake B1 is provided includes Spline grooves 122 for spline fitting the brake plate 123 are formed side by side in the circumferential direction.
  • An oil discharge hole 125 is formed in the spline groove 122A, which is one of the spline grooves 122, and oil (lubricating oil) supplied to the brake B1 portion passes through the oil discharge hole 125 and passes through the oil discharge hole 125. The oil is discharged from below toward the oil pan 126 facing in the vertical direction.
  • a portion 127 that is a mountain with respect to the spline groove 122A is formed on both sides of the spline groove 122A. Therefore, the oil flowing along with the rotation of the brake disk 124 is blocked by a crest portion 127 located on the downstream side in the rotation direction with respect to the oil discharge hole 125, and the spline groove 122A in which the oil discharge hole 125 is formed. You can collect the oil. Therefore, the effect which suppresses that oil accumulates in the part in which brake B1 is provided can be heightened.
  • the transmission to which the transmission case according to the present invention can be applied is not limited to the power split type continuously variable transmission 4, but a known continuously variable transmission.
  • CVT Continuously Variable Variable Transmission
  • AT Automatic Transmission

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Braking Arrangements (AREA)
  • Transmission Devices (AREA)
PCT/JP2017/005473 2016-02-29 2017-02-15 トランスミッションケース Ceased WO2017150188A1 (ja)

Priority Applications (1)

Application Number Priority Date Filing Date Title
MYPI2018702949A MY190041A (en) 2016-02-29 2017-02-15 Transmission case

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016037828A JP6366624B2 (ja) 2016-02-29 2016-02-29 トランスミッションケース
JP2016-037828 2016-02-29

Publications (1)

Publication Number Publication Date
WO2017150188A1 true WO2017150188A1 (ja) 2017-09-08

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2017/005473 Ceased WO2017150188A1 (ja) 2016-02-29 2017-02-15 トランスミッションケース

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Country Link
JP (1) JP6366624B2 (https=)
MY (1) MY190041A (https=)
WO (1) WO2017150188A1 (https=)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6713499B2 (ja) 2018-03-13 2020-06-24 本田技研工業株式会社 摩擦係合装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS52135757U (https=) * 1976-04-09 1977-10-15
JPS5715149A (en) * 1980-07-02 1982-01-26 Aisin Warner Ltd Automatic transmission for vehicle
JPH08277863A (ja) * 1995-04-06 1996-10-22 Toyota Autom Loom Works Ltd クラッチ駆動装置
JP2012202473A (ja) * 2011-03-25 2012-10-22 Jatco Ltd 自動変速機

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3715215B2 (ja) * 2001-05-15 2005-11-09 本田技研工業株式会社 湿式フリクションプレート
JP3952973B2 (ja) * 2003-03-12 2007-08-01 トヨタ自動車株式会社 タンデム型摩擦係合装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS52135757U (https=) * 1976-04-09 1977-10-15
JPS5715149A (en) * 1980-07-02 1982-01-26 Aisin Warner Ltd Automatic transmission for vehicle
JPH08277863A (ja) * 1995-04-06 1996-10-22 Toyota Autom Loom Works Ltd クラッチ駆動装置
JP2012202473A (ja) * 2011-03-25 2012-10-22 Jatco Ltd 自動変速機

Also Published As

Publication number Publication date
JP2017155789A (ja) 2017-09-07
MY190041A (en) 2022-03-23
JP6366624B2 (ja) 2018-08-01

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