JPS601027A - Transmission with transfer - Google Patents
Transmission with transferInfo
- Publication number
- JPS601027A JPS601027A JP10925883A JP10925883A JPS601027A JP S601027 A JPS601027 A JP S601027A JP 10925883 A JP10925883 A JP 10925883A JP 10925883 A JP10925883 A JP 10925883A JP S601027 A JPS601027 A JP S601027A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- transfer
- transmission
- clutch
- oil passage
- 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
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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/44—Signals to the control unit of auxiliary gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
- B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
-
- 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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
- F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
-
- 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
- F16H2306/00—Shifting
- F16H2306/20—Timing of gear shifts
-
- 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
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/44—Removing torque from current gears
-
- 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
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/52—Applying torque to new gears
-
- 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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/68—Inputs being a function of gearing status
- F16H59/70—Inputs being a function of gearing status dependent on the ratio established
-
- 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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/686—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with orbital gears
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement Of Transmissions (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は変速装置に関し、詳細には4輪駆動車両に適し
たトランスファ付自動変速装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission, and more particularly to an automatic transmission with a transfer device suitable for a four-wheel drive vehicle.
従来の4輪駆動車両では2輪駆動と4輪駆動の切換およ
びハイ、ロー、ニュートラルの切換を行うトランスファ
が変速機構の出力軸に連結されている。In conventional four-wheel drive vehicles, a transfer for switching between two-wheel drive and four-wheel drive and switching between high, low, and neutral is connected to the output shaft of a transmission mechanism.
しかしながら、トランスファ伺変速装置、特に機関から
の動力を伝動する伝動装置と、これに連結された変速機
構と、動力伝達経路の切換を南伺部材間の噛合と解放に
より行う動力伝達経路の切換機構を含むトランスファ機
構とを有するものにあっては、伝動装置の引きずり及び
変速機構の連れ回りからトランスファ機構の動力伝達経
路の切換が円滑に行われないという不具合があり、且つ
変速操作が複雑になっていた。However, a transfer transmission device, in particular, a transmission device that transmits power from an engine, a transmission mechanism connected to this, and a power transmission path switching mechanism that switches the power transmission path by engaging and disengaging between members. However, there is a problem in that the power transmission path of the transfer mechanism cannot be smoothly switched due to the dragging of the transmission device and the accompanying rotation of the speed change mechanism, and the speed change operation becomes complicated. was.
従って、本発明の目的は上記欠点を解消し、4輪駆動車
の変速操作性を改善することにあり、本発明に係るトラ
ンスファ付変速装置は、機関からの動力を伝動する伝動
装置と、この伝動装置の出力側に連結された人力部材と
、人力要素、出力要素及び反力要素となる少なくとも三
つの自由度節を加1え、前記人力部材に連結された歯車
機構と、固定部材であるケースと、前記歯車機構に連な
る出力部材と、前記入力部材を前記ケースに固定し得る
ブレーキ装置と、前記歯車機構の自由度節の何れかを適
宜前記人力軸部材に係合し、或いはケースに固定するこ
とにより前記入力i1:bと前記出力軸との間に所定の
動力列を完成するため少なくとも一つの自由度節を前記
入力部材に対して係脱する一つのクラッチ装置と、別の
自由度節を前記入力部材に対して係脱する別のクラッチ
装置と、前記側の自由度節を前記ケースに固定し得る別
のブレーキ装置とを具備する摩擦係合装置を備えた変速
機構と、前記変速機構の出力軸に連結されたトランスフ
ァ入力軸とトランスファ出力軸との間の動力伝達経路の
切換を歯伺部材間の噛合と解放により行う動力伝達経路
の切換機構を含むトランスファ機構とから成ることにあ
る。Therefore, an object of the present invention is to eliminate the above-mentioned drawbacks and improve the shift operability of four-wheel drive vehicles. A human power member connected to the output side of the transmission device, a gear mechanism connected to the human power member, and a fixed member, which includes at least three degree-of-freedom nodes serving as a human power element, an output element, and a reaction force element. A case, an output member connected to the gear mechanism, a brake device capable of fixing the input member to the case, and a degree-of-freedom node of the gear mechanism are appropriately engaged with the human power shaft member or attached to the case. one clutch device that engages and disengages at least one degree-of-freedom node with respect to the input member in order to complete a predetermined power train between the input i1:b and the output shaft by fixing the same; a transmission mechanism equipped with a friction engagement device including another clutch device that engages and disengages the degree of freedom joint with respect to the input member, and another brake device that can fix the degree of freedom joint on the side to the case; and a transfer mechanism including a power transmission path switching mechanism that switches the power transmission path between the transfer input shaft and the transfer output shaft connected to the output shaft of the transmission mechanism by engaging and disengaging gearing members. There is a particular thing.
歯車機構は、例えばプラネタリギア機構から構成できる
。トランスファ機構の動力伝達経路切換時には、上記変
速機構のクラッチ装置およびブレーキ装置を適宜係合、
解放することにより、歯車機構をロックして出力軸にト
ルクを伝達させず、かつ出力軸をフリー状態にすること
が可能である。このためトランスファ機構の動力伝達経
路の切換は円滑にできかつ変速操作が容易となる。The gear mechanism can be composed of, for example, a planetary gear mechanism. When switching the power transmission path of the transfer mechanism, the clutch device and brake device of the transmission mechanism are engaged as appropriate.
By releasing the gear mechanism, it is possible to lock the gear mechanism so that no torque is transmitted to the output shaft, and to set the output shaft in a free state. Therefore, the power transmission path of the transfer mechanism can be smoothly switched and the speed change operation becomes easy.
以下添伺図面に示した実施例を参照して本発明について
説明する。The present invention will be described below with reference to embodiments shown in the accompanying drawings.
第1図において、本発明に係る変速装訪は、プラネタリ
ギアユニットAとトランスファ部Tからなる。In FIG. 1, the transmission according to the present invention consists of a planetary gear unit A and a transfer section T.
プラネタリギアユニットAはトルクコンバータlO、オ
ーバードライブ機構20、前進3段後進1段の遊星U事
変速機構30からなり、第2図に示すような制御装置C
3によって制御されるようになっている。トルクコンバ
ータ10は周知の構造であってエノジン出力軸11に連
結されたポンプ羽根車12とこのポンプ羽根車12に対
抗しオーバードライブ機構20に連結されたタービン羽
根車13および一方向クラッチ14を介してハウジング
16に連結されたステータ17からなり、入出力軸の間
には直結を可能とするロックアンプクラッチ18が設け
られている。The planetary gear unit A consists of a torque converter lO, an overdrive mechanism 20, and a planetary U transmission mechanism 30 with three forward speeds and one reverse speed, and a control device C as shown in FIG.
It is controlled by 3. The torque converter 10 has a well-known structure and includes a pump impeller 12 connected to an enogene output shaft 11, a turbine impeller 13 opposed to the pump impeller 12 and connected to an overdrive mechanism 20, and a one-way clutch 14. The stator 17 is connected to a housing 16, and a lock amplifier clutch 18 is provided between the input and output shafts to enable direct connection.
オーバードライブ機構20は、−組の遊星歯車21を含
み、この遊星歯車21は、軸22を介しトルクコンバー
タ10に連結されたキャリヤ23に回転自在に支1もさ
れたプラネタリピニオン24と、ピニオン24にそれぞ
れ噛合するサンギア25とリングギア26とからなる。The overdrive mechanism 20 includes a set of planetary gears 21, which includes a planetary pinion 24 rotatably supported on a carrier 23 connected to the torque converter 10 via a shaft 22, and a pinion 24. It consists of a sun gear 25 and a ring gear 26 that mesh with each other.
サンギア25とキャリア23との間には多枝クラッチC
Oと一方向りラッチFOが設けられ、更にサンギア25
とオーバードライブ機構20を囲むハウジング又はオー
バードライブケース27との間には多枝ブレーキBOが
設けられている。A multi-branch clutch C is installed between the sun gear 25 and the carrier 23.
O and one-way latch FO are provided, and sun gear 25
A multi-brake brake BO is provided between the housing or overdrive case 27 surrounding the overdrive mechanism 20.
オーバードライブ機構20のリングギア26は前進3#
後進1段の遊星歯車変速機構30の入力軸31に連結さ
れている。入力軸31と中間軸32の間には多枝タラッ
ーチC1が設けられており、又入力軸31とサンギア軸
33との間には多枝クラッチC2が設けられている。サ
ンギア軸33とトランスミッションケース34との間に
は多枝ブレーキB1、多枝ブレーキB2、及び一方向ク
ラッチFlが設けられている。この遊星歯車機構30は
、2列の遊星歯車35.36を含み、第2遊星歯車35
のピニオン36を回転自在に支゛持するキャリア37と
トランスミッションケース34との間には多枝ブレーキ
B3と一方向クラッチF2が設けられている。第2遊星
歯車35のサンギア38と第3遊星歯車36のサンギア
39は軸33を介して一体的に連結、され、第2遊星歯
車35のリングギア40を第3遊星歯車36のキャリア
41は共に出力軸41に連結され、第3遊星歯車36の
リングギアj3は中間軸32に連結されている。The ring gear 26 of the overdrive mechanism 20 is forward 3#
It is connected to an input shaft 31 of a planetary gear transmission mechanism 30 with one reverse gear. A multi-branch clutch C1 is provided between the input shaft 31 and the intermediate shaft 32, and a multi-branch clutch C2 is provided between the input shaft 31 and the sun gear shaft 33. A multi-branch brake B1, a multi-branch brake B2, and a one-way clutch Fl are provided between the sun gear shaft 33 and the transmission case 34. This planetary gear mechanism 30 includes two rows of planetary gears 35, 36, and a second planetary gear 35.
A multibranch brake B3 and a one-way clutch F2 are provided between the carrier 37 that rotatably supports the pinion 36 and the transmission case 34. The sun gear 38 of the second planetary gear 35 and the sun gear 39 of the third planetary gear 36 are integrally connected via the shaft 33, and the ring gear 40 of the second planetary gear 35 and the carrier 41 of the third planetary gear 36 are connected together. The ring gear j3 of the third planetary gear 36 is connected to the output shaft 41, and the ring gear j3 of the third planetary gear 36 is connected to the intermediate shaft 32.
トランスフγ部2は、遊星歯車機構30の出力軸42が
連結された入力ギア50と、この入カギ750と噛合す
る中間ギア51対と、リアプロペラシャフト上に回転自
在に配置された出力ギア対53を含む。The transfer γ section 2 includes an input gear 50 to which the output shaft 42 of the planetary gear mechanism 30 is connected, a pair of intermediate gears 51 that mesh with the input key 750, and a pair of output gears rotatably disposed on the rear propeller shaft. Contains 53.
中間ギア対51と出力ギア対52は歯数が同じ一体重な
大小のギア51a、51b、53a、53b、を有し、
図示するように互いに噛合している。リアプロペラシャ
フト52上には、プロペラシャフト52を出力ギア対5
3の大小ギア53a、53bのいずれかと接続するドッ
グクラッチが設けられている。ドッグクラッチ54によ
ってリヤプロペラシャフト52が少ギア53bと連結す
るときはハイギア段が得られ、大ギア53aと連結する
ときはローギア段が得られ、いずれとも連結しないとき
はニュートラル段が得られる。リアプロペラシャフト5
2に心出しされたフロントプロペラシャフト53は常時
はリアプロペラシャフト52と連結されていないがシャ
フト上ドッククラッチ58によってリアプロペラシャフ
ト52と連結されると4輪駆動を実現する。The intermediate gear pair 51 and the output gear pair 52 have large and small gears 51a, 51b, 53a, and 53b, which are integral and have the same number of teeth,
They mesh with each other as shown. On the rear propeller shaft 52, the propeller shaft 52 is connected to the output gear pair 5.
A dog clutch is provided which connects with either of the three large and small gears 53a, 53b. When the rear propeller shaft 52 is connected to the small gear 53b by the dog clutch 54, a high gear stage is obtained, when the rear propeller shaft 52 is connected to the large gear 53a, a low gear stage is obtained, and when it is not connected to any of them, a neutral stage is obtained. Rear propeller shaft 5
The front propeller shaft 53 centered at 2 is not normally connected to the rear propeller shaft 52, but when connected to the rear propeller shaft 52 by an on-shaft dock clutch 58, four-wheel drive is realized.
L記プラネタリギアユニットAは、以下に詳細に説明さ
れる制御装置C8によりエンジンの出力及び東両の車速
に応じて各クラッチ及びブレーキの坪合または解放が行
なわれ、オーバードライブ(010)を含む前進4段の
変速または手動切換による後進1段の変速を行ない、ト
ランスファ部2の切換は従来のレバー操作で行なってい
る。変速ギア位置とクラッチ及びブレーキの作動状態を
第1表に示す。第1表において○は各クラッチ及びブレ
ーキが係合状態にあり、×はそれらが解放状態にあるこ
とを示す。The L planetary gear unit A engages or releases each clutch and brake according to the engine output and the vehicle speed of the east car by a control device C8, which will be explained in detail below, and includes an overdrive (010). The transmission has four forward gears or one reverse gear by manual switching, and switching of the transfer section 2 is performed by conventional lever operation. Table 1 shows the transmission gear positions and the operating conditions of the clutches and brakes. In Table 1, ○ indicates that each clutch and brake are in an engaged state, and × indicates that they are in a released state.
第 1 表
上記クラッチ及びブレーキC01C1、C2、BOlB
l。Table 1 The above clutches and brakes C01C1, C2, BOIB
l.
B2 、 B3を選択的に作用させ、自動もしくは手動
による変速操作を行う制御装置C8の実施例を第2図に
示す。FIG. 2 shows an embodiment of a control device C8 that selectively acts on B2 and B3 to perform an automatic or manual speed change operation.
第2図に示す制御装置C8は、プラネタリギアユニット
Aの各種クラッチおよびブレーキのサーボ機構を油圧制
御する油圧制御装置HC5と、この油圧制御装置HC9
の各種ソレノイド弁320.330゜340、400.
を制御する電気制御装置EC5からなり、更に電気制御
装置EC9は、車速センサSt、スロットルセンサS2
.シフ]・ポジションセしすS3に応答する変速制御系
EC9IとシフトポジションS3.トランスファ切換ス
イッチS4に応答するトランスファシフト制御系EC3
2とからなる。The control device C8 shown in FIG. 2 includes a hydraulic control device HC5 that hydraulically controls the servo mechanisms of various clutches and brakes of the planetary gear unit A, and this hydraulic control device HC9.
Various solenoid valves 320, 330, 340, 400.
The electric control device EC9 further includes a vehicle speed sensor St, a throttle sensor S2, and an electric control device EC5.
.. Shift]・Shift control system EC9I responsive to position S3 and shift position S3. Transfer shift control system EC3 responsive to transfer changeover switch S4
It consists of 2.
油圧制御部HC8は油溜め100 、油ポンプ+01、
圧力調整弁102、第2圧力調整弁103、カッI・バ
ック弁104、クーラーバイパス弁105、直結クラッ
チ制御4120.スロットル弁200、マニュアル弁2
10、l−2シフト弁220.2−3シフト弁230.
3−4シフト弁240、ブレーキBlへの供給油圧を調
整するインターミイディエイトコーストモジュレータ弁
245、ブレーキB3への供給油圧を調整するローコー
ス′トモシュレータ弁250 、クラッチGlの係合を
円滑になさしめるアキュムレータ260、クラッチC2
の係合を円滑になさしめるアキュムレータ270、ブレ
ーキB2の保合を円滑になさしめるアキュムレータ28
0、クラッチC01CI、02、およびブレーキB1、
B2、B3、へ供給される圧油の流出を制御するチェッ
ク弁301 、302 、303.304.305.3
oe、後記する電気回路の出力で開閉され2−3↓フト
ブtを制御する第1のソレノイド弁320.1−2シフ
ト弁と3−4シフト弁の双方を制御する第2のソレノイ
ドjT330 、および前記直結クラッチ制御弁120
を制御する第3のソレノイド弁340、弁410を制御
する第4のソレノイド弁400、並びに各弁間およびク
ラッチ、ブレーキの油圧シリンダを連餡する油路からな
る。油溜め100より油ポンプ101により汲みあげら
れた作動油は圧力調整弁102で所定の油圧(ライン圧
)に調製されて油路へ供給される。油路lに連絡した油
路IAを経て第2圧力調製弁103に供給された圧油は
スロットル弁200の出力するスロットル圧に応じ所定
のトルクコンバータ圧、潤滑油圧、およびクーラ圧に調
圧される。油路と連絡されたマニュアル弁210は、運
転席に設けられたシフトレバ−と連結されており、手動
操作によりシフトレバ−のレンジに応じてP(パーク)
、R(リバース)、Nにュートラル)、D(ドライブ)
、3(サード)、L(ロー)の各位置に移動する。表2
に各シフトレバ−のシフトレンジにおける油路1と油路
2〜5との連動状態を示す。○は連通してライン圧が供
給されている場合を示し、×は排圧されている状態を表
す。Hydraulic control unit HC8 has oil reservoir 100, oil pump +01,
Pressure adjustment valve 102, second pressure adjustment valve 103, cut I/back valve 104, cooler bypass valve 105, direct clutch control 4120. Throttle valve 200, manual valve 2
10, l-2 shift valve 220.2-3 shift valve 230.
3-4 shift valve 240, intermediate coast modulator valve 245 that adjusts the hydraulic pressure supplied to the brake B1, low course tomosulator valve 250 that adjusts the hydraulic pressure supplied to the brake B3, and smooth engagement of the clutch Gl. Closing accumulator 260, clutch C2
an accumulator 270 that smoothly engages the brake B2, and an accumulator 28 that smoothly engages the brake B2.
0, clutch C01CI, 02, and brake B1,
Check valves 301, 302, 303, 304, 305, 3 that control the outflow of pressure oil supplied to B2, B3,
oe, a first solenoid valve 320 that is opened and closed by the output of an electric circuit to be described later and controls the 2-3↓footbutton t; a second solenoid jT330 that controls both the 1-2 shift valve and the 3-4 shift valve; and The direct coupling clutch control valve 120
It consists of a third solenoid valve 340 that controls the valve 410, a fourth solenoid valve 400 that controls the valve 410, and an oil passage that connects each valve and the hydraulic cylinders of the clutch and brake. Hydraulic oil pumped up from an oil reservoir 100 by an oil pump 101 is adjusted to a predetermined oil pressure (line pressure) by a pressure regulating valve 102 and then supplied to an oil path. The pressure oil supplied to the second pressure regulating valve 103 via the oil passage IA connected to the oil passage 1 is regulated to predetermined torque converter pressure, lubricating oil pressure, and cooler pressure according to the throttle pressure output from the throttle valve 200. Ru. The manual valve 210, which is connected to the oil passage, is connected to a shift lever installed in the driver's seat, and is set to P (park) according to the range of the shift lever by manual operation.
, R (reverse), neutral to N), D (drive)
, 3 (third), and L (low) positions. Table 2
2 shows the interlocking state of oil passage 1 and oil passages 2 to 5 in the shift range of each shift lever. ○ indicates a state where line pressure is supplied through communication, and x indicates a state where the pressure is exhausted.
第 2 表
2−3シフト升230を制御する第1のソレノイド弁3
20は、非通電時には弁口321を閉じてオリフィス3
22を介し油路2Dと連絡した油路2Gにハイレベルの
ソレノイド圧(ライン圧に等しい)を生ぜしめ、通電時
には弁口321を開いて排油口323から油路2Gの圧
油を排出させロウレベルのソレノイド圧を生じる。1−
2シフト弁2.20および3−4シフト弁240を制御
する第2のソレノイド弁330は非通電時には弁口33
1を閉じてオリフィス332を介し油路2と連絡した油
路2Fに/\イレベルのツレ7ノイド圧を生ぜしめ、通
電時には弁口331を開いて排油口333から油路2F
の圧油を排出させロウレベルのソレノイド圧を生じる。2nd Table 2-3 First solenoid valve 3 that controls shift box 230
20 closes the valve port 321 and opens the orifice 3 when not energized.
A high-level solenoid pressure (equal to line pressure) is generated in the oil passage 2G that communicates with the oil passage 2D via the oil passage 22, and when energized, the valve port 321 is opened and the pressure oil in the oil passage 2G is discharged from the oil drain port 323. Produces low level solenoid pressure. 1-
The second solenoid valve 330 that controls the 2-shift valve 2.20 and the 3-4 shift valve 240 is closed to the valve port 33 when not energized.
1 is closed to generate a /\-level pressure in the oil passage 2F that communicates with the oil passage 2 via the orifice 332, and when electricity is applied, the valve port 331 is opened and the oil passage 2F is connected from the oil drain port 333 to the oil passage 2F.
Pressure oil is discharged to generate low level solenoid pressure.
第3表に後記する電子回路により制御されるソレノイド
弁320および330の通電O1非通電Xと自動変速機
のギア状態の関係を示す。Table 3 shows the relationship between the energization O1 and non-energization X of the solenoid valves 320 and 330 controlled by the electronic circuit described later and the gear state of the automatic transmission.
第 3 表
ロックアツプ制御弁120を制御する第3のソレノイド
340は、油路lとオリフィス342を介して通過した
油路lHに連絡するロックアツプ弁120の図示」。端
油室121に設゛けられている。このソレノイド弁34
0は、非通電時は前記油室121にハイレベルのソレノ
イド圧を生ゼしめて前設されたばね123 と共にスプ
ール122を図示右方に押圧し、該スプール122を図
示右方に位置させ通電時には前記油室12+ をロー圧
してロウレベルのソレノイド圧に反転させる。Table 3: A third solenoid 340 that controls the lock-up control valve 120 is an illustration of the lock-up valve 120 that communicates with the oil passage IH passing through the oil passage I and the orifice 342. It is provided in the end oil chamber 121. This solenoid valve 34
0 generates high-level solenoid pressure in the oil chamber 121 when not energized to press the spool 122 to the right in the drawing together with the pre-installed spring 123, and positions the spool 122 to the right in the drawing when energized. The oil chamber 12+ is brought to low pressure and reversed to low level solenoid pressure.
1−2ジット弁220は、図示右方にばね221を前設
したスプール222を備え、ソレノイド弁330が非通
電され油路2Fにハイレベルのソレノイド油圧が生じて
いるときは図示左端の油室224に該ハイレベルのソレ
ノイド圧が入り、該油圧の印加によりスプール222は
右方に設定されて第1速の位置となり、ソレノイド弁3
30が通電され油路2Fか排圧されてロウレベルのソレ
ノ・fド圧となったときはスプール222は左方に設定
されて第2速の位置か得られる。第3.4速においては
マニュアル弁210および2−3シフト弁230を介し
て油路2Cから左端油室223にう・イン圧が入りスプ
ール223はソレノイド圧の如何にかかわらず図示左方
に限定される。The 1-2 jet valve 220 includes a spool 222 with a spring 221 installed in front of it on the right side in the figure, and when the solenoid valve 330 is de-energized and high-level solenoid oil pressure is generated in the oil passage 2F, the oil chamber at the left end in the figure The high level solenoid pressure is applied to 224, and the application of the oil pressure causes the spool 222 to be set to the right and to the first speed position, and the solenoid valve 3
30 is energized and pressure is discharged from the oil passage 2F to reach a low level solenoid pressure, the spool 222 is set to the left and the second speed position is obtained. At 3rd and 4th speeds, pressure enters the left end oil chamber 223 from the oil passage 2C via the manual valve 210 and the 2-3 shift valve 230, and the spool 223 is limited to the left side in the figure regardless of the solenoid pressure. be done.
2−3シフト弁230は、図示右方にばね231を前設
したスプール232を備え、ソレノイド弁320が通電
されており油路2Gがロウレベルのンレノ・rド圧とな
っているときスプール232はばね23+の作用で図示
左方に設定されて第1.2速の位置となり、ソレノイド
弁320が非通電されているときは油路2Gにハイレベ
ルのソレノイド圧が生じて油室234に印加されこのソ
レノイド圧の作用でスプール232は図示右方に設定さ
れて第3.4速の位置となる。油路4にライン圧が供給
されたときは、右端油室233にライン圧が供給されス
プール232は第1速および第2速側である図示左方に
ロングされる。The 2-3 shift valve 230 includes a spool 232 with a spring 231 installed in front of it on the right side of the drawing, and when the solenoid valve 320 is energized and the oil passage 2G is at a low level of pressure. Due to the action of the spring 23+, it is set to the left in the figure and becomes the 1st and 2nd speed positions, and when the solenoid valve 320 is de-energized, high-level solenoid pressure is generated in the oil passage 2G and applied to the oil chamber 234. Due to the action of this solenoid pressure, the spool 232 is set to the right in the figure, and becomes the 3rd and 4th speed positions. When line pressure is supplied to the oil passage 4, the line pressure is supplied to the right end oil chamber 233, and the spool 232 is lengthened to the left in the figure, which is the first speed and second speed sides.
3−4シフI・弁240は、一方にばね24+ を前設
したスプール242を備え、ソレノイド弁330が非通
電されている第1.2速では油路2Fを経て左端油室2
43にハイレベルのソレノイド圧が入りスプール242
は第4速(オーバードライブ)がわである図示右方に固
定され、ソレノイド弁330が通電され油路2Fは排圧
されロウレベルの油圧となっているときは、ばね241
の作用でスプール242は図示右方に設定され、第4速
ではソレノイド弁330が非通電されスプール242は
図示左方に設定される。マニュアル弁21O1油路2.
2−3シフト弁230.油路2Bを介して右端油室24
4にライン圧が供給されているときスプール242は該
ライン圧およびばね241の作用で図示左方(第3速が
わ)にロックされる。The 3-4 shift I/valve 240 has a spool 242 with a spring 24+ installed in front of it on one side, and in the 1.2nd speed when the solenoid valve 330 is de-energized, the left end oil chamber 2 passes through the oil passage 2F.
High level solenoid pressure enters 43 and spool 242
is fixed to the right side in the figure, which is the fourth gear (overdrive), and when the solenoid valve 330 is energized and the oil passage 2F is exhausted and the oil pressure is at a low level, the spring 241
As a result, the spool 242 is set to the right in the figure, and in the fourth speed, the solenoid valve 330 is de-energized and the spool 242 is set to the left in the figure. Manual valve 21O1 oil path 2.
2-3 shift valve 230. Right end oil chamber 24 via oil passage 2B
4, the spool 242 is locked to the left in the figure (toward the third speed) by the line pressure and the action of the spring 241.
スロットル弁200はアクセルペダルの踏み込み量に応
じスロットルプランジャー201がストロークして該プ
ランジャー201とばね204が前設されたスプール2
02との間のばね203を介してスプール202を動か
し、油路1から供給されたライン圧をスロットル開度に
応じたスロットル圧に調圧して油路9に出力する。In the throttle valve 200, a throttle plunger 201 is stroked in accordance with the amount of depression of the accelerator pedal, and the plunger 201 and a spool 2 with a spring 204 provided in front thereof are connected to each other.
The spool 202 is moved via a spring 203 between the oil passage 1 and the oil passage 1, and the line pressure supplied from the oil passage 1 is regulated to a throttle pressure according to the throttle opening degree, and output to the oil passage 9.
マニュアル弁210がNレンジにシフトされているとき
、
第2表に示す如く油路lは油路2〜5のいずれとも連絡
せず第3表に示す如く第1および第2のソレノイド32
0 、330はいずれも非通電されている。このため1
−2シフト弁220.2−3シフト弁230.3−4シ
フト弁240のスプールはいずれもばねの作用で図示左
方に位置されている。マニュアル弁210を介さず油路
1に3−4シフト弁240、油路IJを介して直接連絡
しているクラ・ン、チCOのみが係合している。When the manual valve 210 is shifted to the N range, the oil passage 1 does not communicate with any of oil passages 2 to 5 as shown in Table 2, and the first and second solenoids 32 do not communicate with each other as shown in Table 3.
0 and 330 are both de-energized. For this reason 1
The spools of the -2 shift valves 220, 2-3 shift valves 230, and 3-4 shift valves 240 are all positioned to the left in the figure by the action of springs. Only the crank and chi CO, which are directly connected to the oil passage 1 through the 3-4 shift valve 240 and the oil passage IJ without the manual valve 210, are engaged.
マニュアル弁210をDレンジにシフトした時、第2表
に示す如く油路2に油圧が供給され、これによりチェッ
ク弁302、油路2Eを介してライ/圧が供給されてク
ラッチC1が係合される。第1速の走行は番3表に示す
如くソレノイド弁320が通電、ソレノイド弁330が
非通電され1−2シフト弁220のスプール222は図
示右方にあり、ブレーキB1、B2に連結する油路3E
、2Aは排圧され、ブレーキB3に連絡する油路4Cに
も油圧が供給されていないのでブレーキB1. B2、
B3は開放されている。車速が予め設定した大きさにな
ったとき電気制御装置ECSの出力でソレノイド弁33
0が通電され油室224に印加されたソレノイド圧はロ
ウレベルに反転するので、1−2ソフト弁220のスプ
ール222は図示左方に移動し、油路2.1−2シフト
弁220、油路2A、チェック弁306、油路2Hを経
て油圧が供給されブレーキB2は係合して第2速へのシ
フトが生ずる。第3速へのアップシフトは車速、スロワ
1ル開度等が所定値に達したときコンピューターの出力
でソレノイド弁320が非通電され、2−3シフト弁2
30のスプール232は図示右方に移動し、油路2.2
−3シフト弁230、油路2C、チェック弁303、油
路2C1油路2Dを経て油圧が供給されてクラッチC2
が係合し、同時に1−2シフト弁220のスプール22
2は油路2Cから左端油室223に供給されたライン圧
により図示左方(2速側)に固定されてなされる。第4
速へのアップシフトは上記と同様コンピュータの出力で
ソレノイド弁330が非通電され油路2Fから左端油室
244に供給されソレノイド圧がハイレベルに反転し、
3−4シフト弁のスプール242が図示右方に移動し、
油路IJが排圧されると共に油路ILに油圧が供給され
、クラッチCOが開放されると共にブレーキBOが保合
してなされる。When the manual valve 210 is shifted to the D range, oil pressure is supplied to the oil passage 2 as shown in Table 2, and as a result, lie/pressure is supplied via the check valve 302 and the oil passage 2E, and the clutch C1 is engaged. be done. When running in the 1st speed, as shown in Table 3, the solenoid valve 320 is energized, the solenoid valve 330 is de-energized, and the spool 222 of the 1-2 shift valve 220 is located on the right side of the figure, and the oil path connects to the brakes B1 and B2. 3E
, 2A are exhausted, and oil pressure is not supplied to the oil passage 4C that communicates with the brake B3, so the brake B1. B2,
B3 is open. When the vehicle speed reaches a preset value, the solenoid valve 33 is activated by the output of the electric control device ECS.
0 is energized and the solenoid pressure applied to the oil chamber 224 is reversed to the low level, so the spool 222 of the 1-2 soft valve 220 moves to the left in the figure, and the oil passage 2.1-2 shift valve 220 and oil passage 2A, check valve 306, and oil passage 2H, the brake B2 is engaged and a shift to second speed occurs. To upshift to 3rd gear, when the vehicle speed, throttle opening, etc. reach predetermined values, the solenoid valve 320 is de-energized by computer output, and the 2-3 shift valve 2
The spool 232 of No. 30 moves to the right in the figure, and the oil passage 2.2
-3 Hydraulic pressure is supplied through shift valve 230, oil passage 2C, check valve 303, oil passage 2C1 oil passage 2D, and clutch C2
is engaged, and at the same time the spool 22 of the 1-2 shift valve 220
2 is fixed to the left side (second speed side) in the drawing by line pressure supplied from the oil passage 2C to the left end oil chamber 223. Fourth
For upshifting to high speed, the solenoid valve 330 is de-energized by the computer output as described above, and the oil is supplied from the oil passage 2F to the left end oil chamber 244, and the solenoid pressure is reversed to a high level.
The spool 242 of the 3-4 shift valve moves to the right in the figure,
The pressure in the oil passage IJ is exhausted, and the oil pressure is supplied to the oil passage IL, and the clutch CO is released and the brake BO is engaged.
マニュアル弁210が3レンジにあるとき。When the manual valve 210 is in the 3rd range.
第2表に示す如く油路2に加えて油路3にライン圧が供
給される。第1.2.3、速は上記Dレンジのときと同
様のシフl−、’)Yなされるが、油路3、油路2Bを
経て3−4シフト弁の右端油室243にライン圧が入り
スプール242は図示左方に固定されるので、第4速へ
のシフトは生じない。またマニュアル弁210がD位置
で第4速の走行中5手動でD−3シフトを行った場合前
記の如く右端油路243へのライン圧の導入によりただ
ちに第3速にダウンシフトがなされる。As shown in Table 2, line pressure is supplied to oil passage 3 in addition to oil passage 2. 1.2.3, the speed is shifted l-,')Y in the same manner as in the D range above, but line pressure is applied to the right end oil chamber 243 of the 3-4 shift valve via oil path 3 and oil path 2B. is inserted and the spool 242 is fixed to the left in the figure, so no shift to fourth speed occurs. Further, when the manual valve 210 is in the D position and the vehicle is manually shifted to D-3 while the vehicle is running in the fourth speed, a downshift to the third speed is immediately performed by introducing line pressure to the right end oil passage 243 as described above.
マニュアル弁210がLレンジにあるとき。When the manual valve 210 is in the L range.
油路2、油路3に加えて油路4にもライン圧が供給され
る。第1速はマニュアル弁がDレンジにあるときと同じ
であり、第2速では油路4に油圧が入り油路4.2−3
シフト弁230、油路4A、ローコーストモジュレータ
弁250、油路4B、1−2シフト弁220、油路4C
を経てブレーキB3を係↓
合させエンレンジ1/−キがきくようになれている。ま
た第3速状態で走行中2レンジに手動シフトしたときは
、予定した速度まで減速した時点での出力がソレノイド
圧弁320を通電させ、3−2ダウンシフトを生じさせ
る。In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. 1st speed is the same as when the manual valve is in D range, and in 2nd speed, oil pressure enters oil path 4 and oil path 4.2-3.
Shift valve 230, oil path 4A, low coast modulator valve 250, oil path 4B, 1-2 shift valve 220, oil path 4C
After that, you can engage brake B3 and engage the engine range 1/- key. Further, when the vehicle is manually shifted to the 2nd range while driving in the 3rd speed state, the output at the time when the vehicle has decelerated to the scheduled speed energizes the solenoid pressure valve 320, causing a 3-2 downshift.
マニュアル弁210がD、3、Lの各レンジにシフトさ
れ、油路2にライン圧が生じ、且つ1−2シフト弁22
0が第2速側(図示左方)に設定されている場合は、油
路2Aにライン圧が生じ、ロックアンプ制御弁120の
右端油室124に供給される。このライン圧により第3
のソレノ・fド弁340が通電され右端油室123の油
圧がロウレベルとなっているとき、ロックアツプ制御弁
120のスプール122は図示左方に動かされ油路IA
と油路Bとが連絡し、トルクコンバータ10内に設けら
れたロックアツプクラッチ60は係合し、トルクコンバ
ータlOは直結状態となる。油路2Aにライン圧ガ生じ
ないかまたは油路2Aにライン圧が生じてもソレノイド
弁340は非通電され油室123にハイレベルのソレノ
イド圧が生じているときは、ばね123またばばね12
3とハイレベルのソレノイド圧の作用でスプール122
は図示右方に位置する。スプール122が図示右方に位
置している間は、油路IAは油路lCに連絡しており、
トルクロンパータ直結クラッチ18は解放されている。The manual valve 210 is shifted to the D, 3, and L ranges, line pressure is generated in the oil passage 2, and the 1-2 shift valve 22
0 is set to the second speed side (left side in the drawing), line pressure is generated in the oil passage 2A and is supplied to the right end oil chamber 124 of the lock amplifier control valve 120. This line pressure causes the third
When the solenoid valve 340 is energized and the oil pressure in the right end oil chamber 123 is at a low level, the spool 122 of the lock-up control valve 120 is moved to the left in the figure and the oil passage IA is moved.
and oil passage B, the lock-up clutch 60 provided in the torque converter 10 is engaged, and the torque converter IO is in a directly connected state. If line pressure is not generated in the oil passage 2A, or even if line pressure is generated in the oil passage 2A, the solenoid valve 340 is de-energized and high-level solenoid pressure is generated in the oil chamber 123, the spring 123 or the spring 12
3 and the spool 122 due to the action of high level solenoid pressure.
is located on the right side of the figure. While the spool 122 is located on the right side in the figure, the oil passage IA is in communication with the oil passage IC,
Torque Romperta direct coupling clutch 18 is released.
ソレノイド弁340への通電は後記する電気制御装置E
CC5により車速とスロットル開度が設定以上のときな
される。Electricity is supplied to the solenoid valve 340 by an electric control device E, which will be described later.
CC5 is used when the vehicle speed and throttle opening are above the settings.
電気制御装置EC3のうちの変速制御系EC5Iは、車
速センサSl、スロットルセンサS2.シフトポジショ
ンセンサS3の出力に応答して、出力端に接続されたソ
レノイド駆動回路5LD1〜3を介してそれぞれソレノ
イド弁320,330,340を既述のように選択的に
開閉制御する。この変速制御系EC9tは、例えば特開
昭58−35858号公報に開示されている回路から構
成され、測定されたスロットル開度、車速を所定プログ
ラムパターンと比較し、シフトポジションに応じてソレ
ノイド弁320,330,340の開閉制御を行うよう
になっている。A shift control system EC5I of the electric control device EC3 includes a vehicle speed sensor Sl, a throttle sensor S2 . In response to the output of the shift position sensor S3, the solenoid valves 320, 330, and 340 are selectively opened and closed as described above via the solenoid drive circuits 5LD1 to 5LD3 connected to the output ends. This shift control system EC9t is constructed from a circuit disclosed, for example, in Japanese Patent Application Laid-Open No. 58-35858, and compares the measured throttle opening and vehicle speed with a predetermined program pattern, and controls the solenoid valve 320 according to the shift position. , 330, 340.
トランスファシフト制御系EC52は、車速センサSl
の出力が入力される第1コンパレータCO旧と、スロッ
トルセンサS2の出力が入力される第2コンパレータC
0M2と、これら2つのコンパレータcOM1゜C0M
2の出力が人力されるNORゲート回路N (] R−
Cと、シフトポジションセンサS3の出力とトランスフ
ァ切り換えスイッチS4の出力が入力される第1AND
ゲー 1・AND−CIと、該ゲー1− AND−CI
と前記NORケ−1−N0R−Gの出力が入力されるA
NDゲートAN[1−C2から成り、ANDケ−1−A
ND−62の出力はソレノイドブf400のソレノイド
駆動回路5LD4に入力されている。第1コンパレータ
CO旧は車速か設定値以下になるとLレベル信号を出力
し、第2コンパレータGOM2はスロットル開度が設定
値以下でLレベルの信号を出力する。従ってNORゲー
トN0R−Gは第1及び第2コンパレータの双方の出力
がLレベルとなったとき、すなわち車速か設定値より小
さく、かつスロットル開度も設定値より小さい場合にの
み、Hレベルを出力し、それ以外はレベルの信号を出力
する。The transfer shift control system EC52 includes a vehicle speed sensor Sl.
a first comparator CO to which the output of is input, and a second comparator C to which the output of the throttle sensor S2 is input.
0M2 and these two comparators cOM1°C0M
NOR gate circuit N (] R-
C, a first AND to which the output of the shift position sensor S3 and the output of the transfer changeover switch S4 are input.
Game 1 AND-CI and Game 1-AND-CI
and A to which the output of the NOR key 1-N0R-G is input.
ND gate AN[1-C2, AND gate AN[1-A]
The output of ND-62 is input to the solenoid drive circuit 5LD4 of the solenoid block f400. The first comparator CO old outputs an L level signal when the vehicle speed is below the set value, and the second comparator GOM2 outputs an L level signal when the throttle opening is below the set value. Therefore, the NOR gate N0R-G outputs the H level only when the outputs of both the first and second comparators are at the L level, that is, when the vehicle speed is lower than the set value and the throttle opening is also lower than the set value. Otherwise, a level signal is output.
シフトポジションセンサS3はシフトレバ−(図示せず
)がNレンジにあるときHレベルの信号を出しかつi・
ランスファ切り換えスイッチS4はトランスファ、すな
わちドッグクラッチ54.58の切り換え1時に閉じて
ANDゲー1− AND−C1にHレベルの信号を入力
する。従って、トランスファTのクラッチ54.56を
切り換える際にシフトレバーがNレンジにあって車速が
ゼロかつスロットル開度ロであると、AND回路AND
−02よりHレベル信りがソレノイド駆動回路5LD4
に出力されソレノイドブ「400を開ける。このため弁
410のスプール412は左方へ移動するのでライン圧
は弁410および弁240 (Nレンジのときスプール
242は左側にある)およびラインlLを通ってブレー
キBOに流れブレーキBOが係合する。The shift position sensor S3 outputs an H level signal when the shift lever (not shown) is in the N range, and outputs an H level signal when the shift lever (not shown) is in the N range.
The transfer changeover switch S4 closes at 1 o'clock when the transfer, that is, the dog clutches 54 and 58 are switched, and inputs an H level signal to the AND gate 1-AND-C1. Therefore, if the shift lever is in the N range, the vehicle speed is zero, and the throttle opening is low when switching the clutches 54 and 56 of the transfer T, the AND circuit AND
-02 indicates that H level is reliable in solenoid drive circuit 5LD4
Solenoid valve 400 is output to open solenoid valve 400. As a result, spool 412 of valve 410 moves to the left, so line pressure passes through valve 410 and valve 240 (spool 242 is on the left when in N range) and line LL. The flow brake BO is engaged with the brake BO.
このときクラッチCOには弁240を介してライン圧が
導入されているので、クラッチCDは係合されている。At this time, line pressure is introduced into clutch CO via valve 240, so clutch CD is engaged.
従って、ブレーキBOとクラッチCOは同時に係合され
るためオーバードライブ部20の遊星歯車がロックされ
、これ以降はトルクは伝達されない。−力出力軸42は
ワンウェイクラッチFlのためフリーになっている。Therefore, since the brake BO and the clutch CO are engaged simultaneously, the planetary gear of the overdrive section 20 is locked, and no torque is transmitted thereafter. -The force output shaft 42 is free because of the one-way clutch Fl.
すなわち、車速およびスロットル開度が所定値以下テニ
ュートラル時にトランスファTの切換を行うと、プラネ
タリギアユニット30の出力軸42は回転せず、かつフ
リーの状態に置かれるので、トランスファーTの切り換
えが容易になる。In other words, when the transfer T is switched when the vehicle speed and throttle opening are below a predetermined value or in ten neutral, the output shaft 42 of the planetary gear unit 30 does not rotate and is placed in a free state, so switching the transfer T is easy. become.
第3図には、第1図に示した実施例と別の実施例を示す
。この実施例は、オーバードライブ部がないため2連の
遊星歯車から構成されている点が第1図の実施例と異な
るがいずれもニュートラル時においてクラッチC1又は
C2を開放する点は同じである。この変速装置で達成さ
れる変速段と各種ブレーキ、クラッチの関係を下記の第
4表に示す。FIG. 3 shows an embodiment different from the embodiment shown in FIG. 1. This embodiment differs from the embodiment shown in FIG. 1 in that it is composed of two sets of planetary gears because there is no overdrive section, but both are the same in that clutch C1 or C2 is released in neutral. Table 4 below shows the relationship between the gears and various brakes and clutches achieved by this transmission.
第4表
第4図にプラネタリギアユニットを3速の遊星歯車セッ
トで構成した変速装置を示す。プラネタリギアユニット
の入力軸501は第1′NL星歯車セッ1−510のり
ングギア521に連結され、ピニオンギア522を回転
自在に支持するキャリヤ523は中間軸525を介して
第2遊星歯車セツト530のサンギア534に連結され
ている。第1セツト520のサンギア524とリングギ
ア521との間にはクラッチCIが設けられ更にハウジ
ング527との間にバンドブレーキBlが設けられてい
る。Table 4 and Figure 4 show a transmission in which the planetary gear unit is a three-speed planetary gear set. The input shaft 501 of the planetary gear unit is connected to the ring gear 521 of the first NL star gear set 1-510, and the carrier 523 that rotatably supports the pinion gear 522 is connected to the second planetary gear set 530 via the intermediate shaft 525. It is connected to sun gear 534. A clutch CI is provided between the sun gear 524 and the ring gear 521 of the first set 520, and a band brake Bl is provided between the first set 520 and the housing 527.
第2遊星歯車セツト530のピニオン532を回転自在
に支持するキャリア533とハウジング527との間に
はバンドブレーキB’2が設けられ、リングギア534
はアーム528を介して第3遊星歯車セツト540のサ
ンギア544に連結され、アーム528とハウジング5
27の間にバンドブレーキ6か設けられている。A band brake B'2 is provided between the housing 527 and the carrier 533 that rotatably supports the pinion 532 of the second planetary gear set 530.
is connected to the sun gear 544 of the third planetary gear set 540 via the arm 528, and the arm 528 and the housing 5
A band brake 6 is provided between 27 and 27.
第3M星歯車セット540のリングギア541 と第2
遊星南東セツト530のサンギア534およびリングギ
アS44との間にはそれぞれクラッチ(’2およびd3
が設けられ、ピこオンギア542を回転自在に支持する
キャリヤ543はトランスファ一部Tに連結された出力
軸550に、接続されている。The ring gear 541 of the 3rd M star gear set 540 and the 2nd
Clutches ('2 and d3) are connected between the sun gear 534 and ring gear S44 of the planetary southeast set 530, respectively.
A carrier 543 rotatably supporting the picion gear 542 is connected to an output shaft 550 connected to the transfer portion T.
この変速機部で達成される変速段とブレーキ、クラッチ
の関係を下記の第5表に示す。ここでブレーキV1は第
1図のブレーキBOに対応する。The relationship between the gears, brakes, and clutches achieved in this transmission section is shown in Table 5 below. Here, brake V1 corresponds to brake BO in FIG.
第 5 表
′4、図面の簡単な説明
第1図は、本発明に係るトランスファ付変速装置を示す
骨格図、第2図は第1因に示した変速装置のクラッチ及
びブレーキを選択的に作動させるための制御装置、第3
図は第1図の実施例と異なる別の実施例を示す骨格図、
第4図は第3図の実施例と異なる別の実施例を示す骨格
図である。Table 5: Brief description of the drawings Figure 1 is a skeleton diagram showing the transmission with transfer according to the present invention, and Figure 2 is a schematic diagram showing the structure of the transmission equipped with a transmission device according to the first factor. a third control device for causing
The figure is a skeletal diagram showing another embodiment different from the embodiment shown in FIG.
FIG. 4 is a skeleton diagram showing another embodiment different from the embodiment shown in FIG.
to、、、、、、、、、、、、 トルクコンバータ11
、、、、、、、、、、、、出力軸
110、、、、、、、、、、、、オーバドライブ部21
、35.3B、、、、遊星歯車セットGO,CI、 C
2,、、、クラッチ
Bl、 B2. B3.、、、ブレーキ52、、、、、
、、、リヤプロペラシャフト54.5B、、、、、、、
、ドッグクラッチ57、、、、、、、、、、、、フロン
トプロペラシャフト出願人 アイシン精機株式会社
代理人 J「理士 加 藤 朝 道to, , , , , , , Torque converter 11
, , , , , , , , , , Output shaft 110 , , , , , , , , Overdrive section 21
, 35.3B, , Planetary gear set GO, CI, C
2, Clutch Bl, B2. B3. , , Brake 52 , , ,
,,,Rear propeller shaft 54.5B, ,,,,,,
, Dog clutch 57, , , , , , , , , , , Front propeller shaft Applicant Aisin Seiki Co., Ltd. Agent J "Physician Asami Kato"
Claims (1)
出力側に連結された入力部材と、人力要素、出力要素及
び反力要素となる少なくとも三つの自由度節を備え、前
記入力部材に連結された歯車機構と、固定部材であるケ
ースと、前記歯車機構に連なる出力部材と、前記入力部
材を前記ケースに固定し得るブレーキ装置と、前記歯車
機構の自由度節の何れかを適宜前記入力軸部材に係合し
、或いはケースに固定することにより前記入力軸と前記
出力軸との間に所定の動力列を完成するため少なくとも
一つの自由度節を前記入力部材に対して係脱する一つの
クラフチ装置と、別の自由度節を前記人力部材に対して
係脱する別のクラッチ装置と、前記別の自由度節を前記
ケースに固定し得る別のブレーキ装置とを具備する摩擦
係合装置を備えた変速機構と、前記変速機構の出力軸に
連結されたトランスファ入力軸とトランスファ出力軸と
の間の動力伝達経路の切換を歯付部材間の噛合と解放に
より行う動力伝達経路の切換機構を含むトランスフフ機
構とから成るトランスファ付変速装置。A transmission device that transmits power from an engine, an input member connected to the output side of the transmission device, and at least three degree-of-freedom nodes serving as a human power element, an output element, and a reaction force element, and connected to the input member. A gear mechanism that has been installed, a case that is a fixed member, an output member connected to the gear mechanism, a brake device that can fix the input member to the case, and a degree-of-freedom node of the gear mechanism are inputted as appropriate. one for engaging and disengaging at least one degree-of-freedom node from the input member to complete a predetermined power train between the input shaft and the output shaft by engaging with the shaft member or fixing to the case; a frictional engagement comprising: a clutch device that engages and disengages a joint with another degree of freedom from the human-powered member; and another brake device that can fix the joint with another degree of freedom to the case. A power transmission path switching mechanism that switches a power transmission path between a transmission mechanism equipped with a transmission mechanism and a transfer input shaft and a transfer output shaft connected to an output shaft of the transmission mechanism by engaging and disengaging toothed members. A transmission with a transfer comprising a transfer mechanism including a transfer mechanism.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP10925883A JPS601027A (en) | 1983-06-20 | 1983-06-20 | Transmission with transfer |
US06/622,148 US4677879A (en) | 1983-06-20 | 1984-06-19 | Transmission for four-wheel drive vehicles |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP10925883A JPS601027A (en) | 1983-06-20 | 1983-06-20 | Transmission with transfer |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS601027A true JPS601027A (en) | 1985-01-07 |
JPH0517050B2 JPH0517050B2 (en) | 1993-03-08 |
Family
ID=14505612
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP10925883A Granted JPS601027A (en) | 1983-06-20 | 1983-06-20 | Transmission with transfer |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS601027A (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5519129A (en) * | 1978-07-26 | 1980-02-09 | Daikoku Denki Kk | Hit stop controller of pinball machine |
JPS5697472A (en) * | 1979-12-28 | 1981-08-06 | Daikoku Denki Kk | Controller for stop of projection of pinball game machine |
US4843909A (en) * | 1986-09-30 | 1989-07-04 | Aisin Seiki Kabushiki Kaisha | Automatic transmission control method |
CN104494425A (en) * | 2014-12-16 | 2015-04-08 | 贵州凯星液力传动机械有限公司 | Transmission with transfer case |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5754333A (en) * | 1980-09-19 | 1982-03-31 | Toshiba Corp | Semiconductor device and preparation thereof |
JPS5856928A (en) * | 1981-09-30 | 1983-04-04 | Aisin Warner Ltd | Hydraulic control unit for four-wheel drive transfer |
-
1983
- 1983-06-20 JP JP10925883A patent/JPS601027A/en active Granted
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5754333A (en) * | 1980-09-19 | 1982-03-31 | Toshiba Corp | Semiconductor device and preparation thereof |
JPS5856928A (en) * | 1981-09-30 | 1983-04-04 | Aisin Warner Ltd | Hydraulic control unit for four-wheel drive transfer |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5519129A (en) * | 1978-07-26 | 1980-02-09 | Daikoku Denki Kk | Hit stop controller of pinball machine |
JPS6012066B2 (en) * | 1978-07-26 | 1985-03-29 | ダイコク電機株式会社 | Pachinko game machine stop control device |
JPS5697472A (en) * | 1979-12-28 | 1981-08-06 | Daikoku Denki Kk | Controller for stop of projection of pinball game machine |
JPS6012067B2 (en) * | 1979-12-28 | 1985-03-29 | ダイコク電機株式会社 | Pachinko game machine stop control device |
US4843909A (en) * | 1986-09-30 | 1989-07-04 | Aisin Seiki Kabushiki Kaisha | Automatic transmission control method |
CN104494425A (en) * | 2014-12-16 | 2015-04-08 | 贵州凯星液力传动机械有限公司 | Transmission with transfer case |
Also Published As
Publication number | Publication date |
---|---|
JPH0517050B2 (en) | 1993-03-08 |
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