Isuzu Motors Limited

Other

Hidetaka Koga

Hirohisa Tanaka

Yasushi Yamamoto

Eiji Inoue

Nobuyuki Iwao

Masahiko Hayashi

Atsushi Yamazaki

Koji Inoue

Takefumi Okamoto

Yoshihisa Sugimura

Hidetoshi Uji

Motoi Takemura

Kouji Takahashi

Haruhiko Yamada

Naoyuki Kurotaki

Fumihiro Naoe

Kousaku Suzuki

Atsushi Yanazaki

Ikuo Kurosawa

A parking lock device is mounted on a transmission of a vehicle. The transmission includes a housing and an output shaft. The park lock device includes a parking pawl including a pawl portion, a first coupling member coupled to a rear end portion of the output shaft of the transmission, and a second coupling member coupled directly to the first coupling member, the second coupling member being supported by the housing of the transmission through a bearing and being provided with an extended shaft portion formed in a same shape as the rear end portion of the output shaft of the transmission, and a coupling coupled to the extended shaft portion of the second coupling member.

Parking lock device for transmission

Gear parking brake of a power transmission device

In a fluid coupling with a baffle plate protruding on the side of an inner peripheral surface of a circulating circuit, a clutch chamber is defined between a back of a turbine impeller and a side cover covering the back of the impeller, to communicate with an outer periphery of the circulating circuit. The clutch chamber is divided by a clutch piston into an inner chamber portion on the side of the turbine impeller and an outer chamber portion on the side of the side cover. The clutch piston is axially movably connected to the turbine impeller, thereby constituting a lock-up clutch, so that a first oil passage leading to the outer chamber portion and a second oil passage leading to an inner periphery of the circulating circuit are put into alternate communication with a discharge portion of an oil pump and with an oil reservoir in a switched manner.

Fluid coupling with baffle plate

A device for changing the speeds of the front and rear wheels in a four-wheel-drive vehicle including a continuously variable speed-changing mechanism for the front wheels, which changes the input rotational speed and outputs it to the front wheel drive shafts, and a continuously variable speed-changing mechanism for the rear wheels, which changes the input rotational speed and outputs it to the rear wheel drive shafts. The device for changing the speeds of the front wheels and the rear wheels comprises a detector means for detecting the operation conditions of the vehicle, a steering angle sensor for detecting the steering angle of the vehicle, and a controller for variably controlling the speeds of the continuously variable speed-changing mechanisms based on the operation conditions of the vehicle. The controller sets a target speed-changing ratio obtained from the vehicle operating conditions to be a target speed-changing ratio for the rear wheels in the continuously variable speed-changing mechanism for the rear wheels, and sets a speed-changing ratio obtained from the target speed-changing ratio and from a steering angle detected by the steering angle sensor to be a target speed-changing ratio for the front wheels in the continuously variable speed-changing mechanism for the front wheels.

Device for changing the speeds of the front and rear wheels in a four-wheel-drive vehicle

A power driving device comprises a fluid coupling operated by an engine, a wet-type friction clutch disposed between said fluid coupling and a transmission, and a fluid operation means for circulating the operation fluid through said fluid coupling and for feeding the operation fluid to the wet-type friction clutch. In the pump housing of the fluid operation means, there is disposed a hydraulic pump that works as a source of hydraulic pressure, there are formed passages for communicating said hydraulic pump with said fluid coupling and with said wet-type friction clutch, and there are disposed a relief valve for adjusting the pressure of the operation fluid blown out from the hydraulic pump, a control valve for changing over the passage communicated with the fluid coupling and a control valve for changing over the passage communicated with the wet-type friction clutch.

Power driving device

A device for changing the speeds of the front and rear wheels in a four-wheel-drive vehicle, which is equipped with a continuously variable speed-changing mechanism for the front wheels which changes the input rotational speed and outputs it to the front wheel drive shafts and a continuously variable speed-changing mechanism for the rear wheels which changes the input rotational speed and outputs it to the rear wheel drive shafts. The device for changing the speeds of the front and rear wheels comprises a detector means for detecting the operation conditions of the vehicle and a controller for variably controlling the speeds of said continuously variable speed-changing mechanism for the front wheels and of said continuously variable speed-changing mechanism for the rear wheels based on the operation conditions of the vehicle detected by said detector means. The controller calculates a tire diameter ratio of the front wheels to the rear wheels when the vehicle travels straight, sets a target speed-changing ratio obtained based on the vehicle operation conditions detected by the detector means to be a target speed-changing ratio for the rear wheels in the continuously variable speed-changing mechanism for the rear wheels or to be a target speed-changing ratio for the front wheels in the continuously variable speed-changing mechanism for the front wheels, and sets a speed-changing ratio obtained by correcting the target speed-changing ratio based on the tire diameter ratio to be a target speed-changing ratio for the front wheels or to be a target speed-changing ratio for the rear wheels.

A continuous variable transmission is disclosed wherein the planetary gearset arranged downstream of the toroidal transmission mechanism is made simple in construction to reduce the overall axial length. To cope with this, a first planetary gearset arranged downstream of the toroidal transmission mechanism is comprised of a first carrier, a sun gear connected to an output disk, and a ring gear. The first carrier supports thereon a dual pinion having a first and second planet-gears. The ring gear may come in engagement with the second planet-gear through a first clutch for low-range operation. The combined construction of the first and second planetary gearsets contributes to the reduction of the axial length in the gearing mechanism. The second clutch for high-range operation may hold the second ring gear to a stationary case.

Torodial continuous variable transmission

A gear transmission for a vehicle in accordance with the present invention forms a first speed change range by disposing a back range gear and a second range gear on an output shaft adjacent to each other, disposing a back idle gear meshing always with the back range gear and a first range gear on a coaxial rotary shaft, engaging always the back idle gear with a gear disposed on an input shaft and engaging the first range gear with the second range gear on the input shaft. Accordingly, the speed change range of each of the first and second and back ranges can be constituted by two gear trains and the length in the axial direction can be reduced as a whole. Moreover, since the back range gear is always engaged with the back idle gear and the back idle gear is always engaged with the gear disposed on the input shaft, the angle of the face advance can be increased, chamfering of gears for sliding mesh becomes unnecessary and the gear strength of the back range gear train can be reinforced.

Gear transmission for vehicle

In an automatic transmission for obtaining a necessary transmission gear ratio by disposing a plurality of gear trains on an input shaft 8 and an output shaft 19 which are parallel to each other, the present invention disposes two electromagnetic multiple-disk clutches C.sub.1 (or C.sub.2) and C.sub.5 (transmitting torque varying means) between the input shaft 8 and the output shaft 19 so that a torque is borne by the electromagnetic multiple-disk clutch C.sub.5 to make a shift operation at the time of shift-up and the torque is borne by the electromagnetic multiple-disk clutches C.sub.1 (or C.sub.2) and C.sub.5 to make the shift operation at the time of shiftdown. Accordingly, the torque from the engine can always be kept applied to the output shaft 19 during the gear change operation, and the occurrence of non-transmission of torque as well as the shock resulting from clutch connection can be prevented. For this reason, the gear change operation can be made smoothly without giving the feel of power loss and speed loss to the driver. The present invention can be practiced by adding only two electromagnetic multiple-disk clutches to a conventional automatic transmission and by utilizing commonly all other components of the conventional automatic transmission.

Automatic change gear control means

In a driving apparatus for a four-wheel drive vehicle in accordance with the present invention, a multiple disc clutch is incorporated between a front wheel driving system and a rear wheel driving system, a hydraulic chamber is formed in a fixed casing supporting rotatably a front differential case in the front wheel driving system and a clutch piston is disposed in the hydraulic chamber. Bearings are disposed between the clutch piston and the front differential case in order to enable them to rotate relatively. Hydraulic pressure generated from hydraulic pressure generation means disposed outside each driving system is caused to act on the clutch piston so that the multiple disc clutch is operated by the press force of the clutch piston through the front differential case and the differential operation of the front and rear wheel is restricted in accordance with the operation force of the multiple disc clutch. Accordingly, the size in the radial direction can be reduced in the axial direction of the apparatus itself, and even if there is any limitation to the space, a large hydraulic pressure is permitted to act on the muliple disc clutch by forming only the small hydraulic chamber described above.

Growing community of inventors

Kanagawa, Japan

Hidetaka Koga