Toyota Jidosha Kogyo Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Mobil Oil Corporation

Aisin Seiki Kabushiki Kaisha

Hajime Arai

Akio Numazawa

Shozi Haga

Tadashi Nozaki

Kiyoshi Ohnuma

Shoji Haga

Hiroyoshi Kako

Seitoku Kubo

Kiyohito Murata

Koujiro Kuramochi

Yoshio Shindo

Osamu Ogura

Satoru Maruyamano

Kiyoshi Onuma

Masami Sugihara

Kiyoshi Oonuma

A fluid coupling power transmission is constructed such that a pump impel let and a turbine runner are arranged to face each other in a housing, to which torque is inputted, and such that a lockup clutch is disposed in the housing for transmitting the torque from the housing to the turbine runner. The fluid coupling power transmission comprises: a damper mass made rotatable relative to the housing and arranged at the side facing the pump impeller across the turbine runner; an elastic member adapted to be compressed by the revolution of the, damper mass relative to the housing; a lockup piston interposed between the damper mass and the turbine runner and pushed by oil pressure toward the damper mass into selective engagement with the damper mass; a first oil pressure chamber adapted to be fed with the oil pressure for pushing the lockup piston toward the damper mass; a second oil pressure chamber formed between the lockup piston and the damper mass, when the lockup piston engages with the damper mass, and adapted to be fed with oil pressure for separating the lockup piston from the damper mass; and a reaction mechanism for applying a reaction to the damper mass In a direction to separate the damper mass from the housing against the force for the lockup piston to push the damper mass.

Fluid coupling power transmission with lockup clutch

A clutch master cylinder comprises a master cylinder body provided thereon with a fluid reservoir tank and therein with an inlet port in communication with the reservoir tank and an outlet port for connection to a slave cylinder, a piston axially slidably disposed within the cylinder body and arranged to be moved inward by a push-rod, a valve seat arranged between the inlet and outlet ports within the cylinder body to permit fluid flow passing therethrough, a valve body associated with the piston to cooperate with the valve seat in response to inward movement of the piston, a fixed plug mounted on the cylinder body, and an adjusting plug disposed within the cylinder body to adjust an axial space between the valve seat and the valve body, the adjusting plug having an outer end portion adjustably threaded into the fixed plug and fastened in place by a lock nut threaded thereon and being provided at an intermediate portion thereof with an annular flange engageable with the inner end of the fixed plug to restrict outward movement of the adjusting plug.

Clutch master cylinder

A shift fork support structure in a manual transmission of such a type that a shift fork is axially slidable on a fork shaft comprising a bushing press-fitted into apertures formed on the shift fork and engaging the fork shaft. The inner peripheral surface of the bushing is coated by Teflon layer. With this structure, the frictional resistance between the shift fork and the fork shaft may be reduced, thus permitting the shift fork to be smoothly operated.

Shift fork support structure in a manual transmission

Disclosed herein is a shift mechanism in a manual transmission having a detent mechanism which comprises a cylindrical holder provided with an opening at its one end, a detent ball accommodated in the holder at the opening and adapted to contact with one of detent grooves, and a compression spring accommodated in the holder and adapted to bias the detent ball against one of the detent grooves. The opening of the holder is inwardly bent at its circumferential edge to form a ball retaining portion for projecting a part of the detent ball therefrom and retaining the detent ball so as not to come out from the opening.

Shift mechanism in a manual transmission

A rotary shaft having a bearing surface and an oil seal surface formed close to each other at a portion of a shaft body rotatably mounted in a case of a transmission, wherein a groove is circumferentially formed on the periphery of the shaft body between the bearing surface and the oil seal surface before each of the surfaces is finished, so that the bearing surface and the oil seal surface can be finished so as to be suitable for their respective functions.

Rotary shaft of transmission

Disclosed herein is a shift fork in a transmission for an automobile having a fork body made of steel plate and a pawl member made of resin fixed to the free ends of the fork body and adapted to engage an annular groove defined on the outer circumference of a hub sleeve included in a clutch mechanism for the transmission. The pawl member has a stepped portion formed at the opposed portion to the outer peripheral edge of the annular groove so as not to abut against the outer peripheral edge during a shift operation.

Shift fork in a transmission for an automobile including pawl members

An automatic transmission suitable for use with vehicles of FF type, including a tandem connection of a fluid torque converter and a gear device with an output gear wheel incorporated therein, a counter transmission device having a counter shaft arranged in parallel with the gear device and having a first gear wheel at its first end closer to the rear end portion of the gear device meshed with the output gear wheel and having a second gear wheel at its second end closer to the front end portion of the gear device, and a differential gear device having an input gear wheel which meshes with the second gear wheel and adapted to drive a pair of front wheel axles of a vehicle.

Automatic transmission for vehicles

A gear-shift mechanism for a power transmission unit includes a fork shaft slidably supported from a housing assembly to be selectively shifted from its neutral position to forward and reverse positions, a detent mechanism for selectively retaining the fork shaft in its neutral and shifted positions, a shift head member slidable on the fork shaft, a one-way engagement mechanism for effecting engagement of the shift head member with the fork shaft in axial movement of the fork shaft to and away from its reverse position, and a shift arm member pivoted to the inner wall structure of the housing assembly and linked with the shift head member to retain an idler gear in its neutral position and to engage the same with driving and driven gears. The shift arm member is formed with first and second cam faces, and a spring loaded cam follower is assembled within the inner wall structure to be in engagement with the first cam face of the shift arm member to effect disengagement of the idler gear from the driving and driven gears and to be in engagement with the second cam face of the shift arm member to effect engagement of the idler gear with the driving and driven gears.

Gear-shift mechanism for power transmission units

A transmission including a main transmission and a subtransmission. The subtransmission is a planetary gear mechanism incoporating a sun gear, planetary pinions, and a ring gear. The main transmission incorporates a tubular intermediate shaft and an output shaft parallel to it, and several pairs of helical gears mounted on the shafts for transmitting rotational power between them. A driven power input shaft passes through the central hole of the tubular intermediate shaft, protrudes from its end, and is connected to a carrier which supports the planetary pinions. The ring gear is connected to the intermediate shaft. The handednesses of the helical ring gear and of at least one of the helical gear wheels on the intermediate shaft are so arranged that when the subtransmission is transmitting power in the speed increasing state, and that helical gear wheel is transmitting power to the power output shaft, the senses of the axial forces exerted on these two gears by the meshing contacts on their teeth are opposed, so that they tend to cancel one another.

Transmission and sub-transmission with mutually contending helical gears

A power transmission unit for a motor vehicle comprises an auxiliary transmission for selectively completing low and high speed drive power trains, the auxiliary transmission having an input shaft drivingly connected to an output shaft of an engine through a disengageable coupling, a primary transmission arranged between the disengageable coupling and the auxiliary transmission and having a main sleeve shaft in surrounding relationship to the input shaft and a countershaft arranged in parallel with the main sleeve shaft, the main sleeve shaft being connected with an output member of the auxiliary transmission and provided integral with a plurality of drive gears for selectively driving respective change-speed gears on the countershaft, and a final drive gearing drivingly connected to the countershaft to drive a differential gear unit.

Power transmission unit for motor vehicles

A transmission for an automotive vehicle, including an auxiliary speed change device of a planetary gear mechanism type, which provides two speed stages and is automatically shifted between the two speed stages by a hydraulic fluid control system according to the operational conditions of the vehicle, and a main speed change device which is connected in series to the auxiliary speed change device, and which includes a gear transmission mechanism, which is manually shiftable between several speed stages.

Manual transmission and hydraulically operated subtransmission

A hydraulic fluid pressure control system for a transmission which is shifted between two speed stages via a hydraulic actuator. A line pressure regulation valve receives supply of fluid pressure from a pump and produces a regulated line pressure. A switching valve receives supply of this regulated line pressure and selectively supplies it as an operating pressure to the fluid actuator, according to the opening and closing of a pilot port. This operating pressure is also supplied to the line pressure regulation valve for increasing the regulated value of the line pressure when the fluid actuator is being operated.

Transmission fluid pressure control device with two stepped line

A transmission for an automotive vehicle, including a manually controlled main transmission and an automatically controlled subtransmission. The main transmission includes a main casing within which are rotatably supported a tubular intermediate shaft and a power output shaft, in parallel. Several gear wheels on each of these shafts cooperate, and by their selective engagement various different speed driving ratios may be obtained between the shafts. One end of the intermediate shaft and one end of the power output shaft project from one end of the main casing. A power input shaft passes coaxially through the tubular intermediate shaft and is rotatably supported therein. The ends of the power input shaft project from the ends of the tubular intermediate shaft. The subtransmission includes a subcasing attached to the aforesaid one end of the main casing, and within the subcasing a planetary gear mechanism is arranged between the power input shaft and the tubular intermediate shaft so as, under the control of a fluid pressure actuator, either to couple these two shafts together directly, or to provide an increase of rotational speed from the input shaft to the intermediate shaft. A fluid pressure control device selectively supplies actuating fluid pressure to the actuator, and is located within the subcasing in a position axially opposing the end of the power output shaft. The end of the power input shaft remote from the subcasing is driven. The fluid pressure control device is automatically controlled according to operational parameters of the vehicle to selectively supply fluid pressure to the actuator.

Compact transmission, including a main transmission and a subtransmission

An automatic transmission which establishes the first forward speed stage and the reverse stage by selective stopping of rotary elements of a Ravigneaux type planetary gear train effected by mechanical brakes and which establishes the second forward speed or direct connection stage by coupling two relatively rotating elements of the planetary gear train by means of an oil pressure clutch so as to lock the planetary gear train.

Automatic transmission

A transfer device associated with a power transmission unit includes an input shaft for connection to an output shaft of the transmission unit, a first output shaft axially aligned with the input shaft through an intermediate shaft, a second output shaft located parallelly apart from the input and intermediate shafts, a selector gear unit associated with a change-speed gearing for selectively completing low and high speed gear trains, and a differential gear unit mounted on the intermediate shaft for distributing drive power to the first and second output shafts. In the change-speed gearing, a high speed drive gear is connected with an output member of the differential gear unit and in mesh with a high speed counter-gear to provide a power path between the differential gear unit and the second output shaft, and a second selector gear unit is assembled adjacent to the first-named selector gear unit on a common axis to control the operation of the differential gear unit.

Growing community of inventors

Aichi, Japan

Hajime Arai