Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Kazuma Hatakeyama

Shouji Asatsuke

Akira Fujimura

Yoshimichi Tsubata

Tetsuya Mochizuki

Hideo Furukawa

Takashi Hotta

Shuichi Fujimoto

Keiichi Ishikawa

Koichi Kimura

Shoji Asatsuke

Yoshihiro Yoshimura

Hisato Nishida

Shyoji Arai

A transmission is provided in which gears (to) of a first gear group provided on a first auxiliary input shaft () to which driving force of a main input shaft () is transmitted via a first clutch () and gears (to) of a second gear group provided on a second auxiliary input shaft () to which the driving force of the main input shaft () is transmitted via an idle gear (to) and a second clutch () use in common gears (to) of a third gear group provided on an output shaft (), whereby it becomes possible to cut the number of components and reduce the dimensions of the transmission. Further, since the advance/retard relationship between the timing with which the first and second clutches () are switched over and the timing with which the synchronizing devices () are switched over can be freely chosen when establishing any of the gear positions, it is possible to prevent the occurrence of shift shock due to timing lag, thus enabling gear shifting to be carried out smoothly.

Transmission

An input shaftis connected rotationally with an intermediary shaftthrough a main drive gear GMV, a connecting idle gear GCC and a connecting driven gear GCN and also connected rotationally with a countershaftthrough the main drive gear GMV and a main driven gear GMN. A fourth speed drive gear GV, which is provided on the countershaft, meshes with a fourth and sixth speed drive gear GV, which is provided rotatably over the input shaft. Both the fourth and sixth speed drive gear GV and a fifth speed drive gear GV, which is provided rotatably over the intermediary shaft, mesh with a fourth, fifth and sixth speed driven gear GN, which is provided on the output shaft

Parallel shaft transmission

An input shaftis connected rotationally with an intermediary shaftthrough a connecting drive gear GCV, a connecting first idle gear GC, a connecting second idle gear GCand a connecting driven gear GCN. A fourth speed drive gear GV, which is formed in a one-piece body with a reverse drive gear GRV, is provided rotatably over the input shaft, and a third speed drive gear GV is provided rotatably over the intermediary shaft. Both the third speed drive gear GV and the fourth speed drive gear GV mesh with a third and fourth speed driven gear GN, which is provided rotatably over an output shaft. Also, a reverse driven gear GRN, which is connected rotationally with the reverse drive gear GRV through a reverse idle gear GRI, is provided rotatably over the output shaft

An input shaftis connected rotationally with a first countershaftthrough a second main drive gear GMV and a second main driven gear GMN, and a second countershaftis provided externally, coaxially and rotatably with respect to the first countershaft. A first main drive gear GMV which is provided on the input shaft, always meshes with a first main driven gear GMN, which is provided rotatably over the second countershaft. A fourth, sixth and seventh speed drive gear GV, which is provided rotatably over the input shaft, always meshes both with a fourth speed drive gear GV, which is provided rotatably over the second countershaft, and with a fourth, fifth, sixth and seventh speed driven gear GN, which is provided on the output shaft

In a four parallel shaft type automatic transmission, the driving force of a main shaft is transmitted to a first sub-shaft and a second sub-shaft via a gear train. A first speed clutch provided on the first sub-shaft and a fourth speed clutch and a fifth speed - reverse clutch provided on the main shaft on the left-hand side of the gear train are placed so that they are aligned in a direction perpendicular to the shafts, and a second speed clutch provided on the first sub-shaft and a third speed clutch provided on the second sub-shaft on the right-hand side of the gear train are placed so that they are aligned in a direction perpendicular to the shafts. Therefore, the overall axial length of the five clutches can be shortened so reducing the size of the automatic transmission.

Four parallel shaft type automatic transmission

A compact transmission comprises a first input shaft a second input shaft and a counter shaft which are disposed parallel with one anther. This transmission further comprises at least a set of first speed ratio gear train which are disposed between the first input shaft and the counter shaft at least one first clutching means and which connects and disconnects a first speed ratio drive gear rotationally to and from the first input shaft, respectively, at least a set of second speed ratio gear train and which are disposed between the second input shaft and the counter shaft at least one second clutching means and which connects and disconnects a second speed ratio drive gear to and from the second input shaft, respectively, and a connection gear train which is used for power transmission from the first input shaft to the second input shaft through gears and on an idle shaft that is disposed parallel with the first input shaft.

A compact transmission comprises a first input shaft a second input shaft and a counter shaft which are disposed parallel with one anther. This transmission further comprises at least a set of first speed ratio gear train and which are disposed between the first input shaft and the counter shaft at least one first clutching means and which connects and disconnects a first speed ratio drive gear rotationally to and from the first input shaft, respectively, at least a set of second speed ratio gear train and which are disposed between the second input shaft and the counter shaft at least one second clutching means and which connects and disconnects a second speed ratio drive gear to and from the second input shaft, respectively, and a connection gear train which is used for power transmission from the first input shaft to the second input shaft through gears and on an idle shaft that is disposed parallel with the first input shaft.

An oil passage is provided in an axially central portion of a spool which is received within a valve housing and rotatively driven by a pulse motor, and oil passages passed diametrically through the spool and connected to the oil passage, so that a hydraulic pressure from an input port connected to a hydraulic pressure source is selectively supplied to the oil passages for selectively engaging and disengaging frictionally engaging elements of an automatic transmission. An axially acting load provided by the hydraulic pressure is received by a thrust bearing mounted at an end of the spool. The supply of oil from the axial portion of the spool enables no side force to be applied, thereby reducing the frictional force and to enhance the sealability between the valve housing and the spool.

Rotary valve for automatic transmission

In a three-shaft type automatic transmission, a fifth frictionally engaging element is mounted on a second central shaft, and first and second frictionally engaging elements and third and fourth frictionally engaging elements are mounted respectively on first and third shafts which are disposed on opposite sides of the second shaft. When one of the first and third shafts is used as an input shaft, the second shaft is an output shaft. When one of the first and third shafts is used as an output shaft, the second shaft is an input shaft. The first and second frictionally engaging elements and the third and fourth frictionally engaging elements on the opposite sides of the second shaft are symmetrically disposed to reduce dead space and make the transmission case small. Because the positional relationship between the input and output shafts can be transposed, the property of the transmission for general purpose is enhanced.

Three-shaft type automatic transmission

An oil ejection control valve is interposed in a first hydraulic engagement element of an automatic transmission system from which oil is ejected when a certain speed stage shifting operation is to be carried out. The oil ejection control valve is provided with a valve member which is normally biased to a closed position by a spring. The valve member is provided with a first pressure receiving surface to which the ejection pressure from the first hydraulic engagement element is applied and a second pressure receiving surface to which the supply pressure to a second hydraulic engagement element is applied during the afore-mentioned shifting operation, the second hydraulic engagement element being the one to which pressure is supplied so as to engage the same during the speed stage shifting operation. Since the ejection pressure can favorably contribute to the reduction in the engagement pressure of the first hydraulic engagement element that is about to be disengaged without waiting for the engagement pressure for the second hydraulic engagement element to be engaged to build up, a smooth shifting operation is made possible either in an upshift operation or a downshift operation, and a transmission shock can be avoided at all time.

Hydraulic control device for an automatic automotive transmission system

A detent structure for a hydraulic automatic transmission system, in which a control shaft rotatably supported by a casing of the automatic transmission system carries a detent cam plate integrally attached thereto and radially extending therefrom. The free end of the detent cam plate is provided with a cam profile defining a plurality of depressions corresponding to different shift positions of the automatic transmission system in cooperation with a cam follower urged against the cam profile by a tension coil spring extending across the control shaft and a detent arm carrying the cam follower. Therefore, no extra radial load is applied to the opening of the transmission casing rotatably supporting the control shaft, and, therefore, the force required to rotate the control shaft is not affected by the force urging the cam follower against the cam profile of the detent cam plate securely attached to the control shaft.

Detent structure for an automatic transmission system

A hydraulically operated transmission having first- to fourth-speed gear trains established by first-speed to fourth-speed hydraulic clutches, a one-way clutch incorporated in the first-speed gear train for permitting overrotation of an output side, and a first-speed maintaining hydraulic clutch also in the first-speed gear train parallel with the one-way clutch. The transmission includes first and second input shafts and an output shaft in parallel with one another within a transmission case. The first input shaft is connected to a fluid torque converter, through that end wall of the transmission case which is closer to an engine and to which a valve block is assembled. The first and second input shafts are rotatably connected at an opposite end to the engine, through an idle gear on the output shaft. The first-speed to fourth-speed gear trains are divided into two sets, each set including two gear trains, the two gear trains of one set being interposed in parallel between the first input shaft and the output shaft, the two hydraulic clutches for establishing the two gear trains of the one set being disposed in a back-to-back relation on the first input shaft, the two gear trains of the other set being interposed in parallel between the second input shaft and the output shaft, the two hydraulic clutches for establishing the two gear trains of the other set being disposed in a back-to-back relation on the second input shaft.

Hydraulically operated transmission

Hydraulically operated transmission having plural gear trains each selectively established by engagement of an associated hydraulic clutch. Each hydraulic clutch has an outer member and an inner member with the inner member being divided into at least a first inner part and a second inner part engaged in parallel with the outer member. A one-way clutch is interposed between the first inner part and the second inner part of each hydraulic clutch. The first inner part of each clutch is directly coupled to a member on one of the input side and the output side of the hydraulic clutch. The second inner part is connected to that member through the one-way clutch so that the one-way clutch allows overrotation of the second inner part when the member is on the input side and overrotation of the member when it is on the output side.

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Saitama, Japan

Kazuma Hatakeyama