Nissan Motor Company Limited

Koji Nozawa

Yukio Mizukoshi

Mitsuo Ikkatai

Motoichi Ohba

Norio Takegami

An inventive oil pump system in a power train has a simple oil-delivery arrangement employing a hollow torque-input member containing a member to which oil is to be delivered, a drive shaft extending from the interior of the torque-input member and capable of being rotated by the torque-input member, an oil pump disposed coaxially with the drive shaft, a sleeve fixed to the oil pump and coaxially surrounding the drive shaft, a hollow pump-drive shaft coaxially surrounding the drive shaft, being journalled within the sleeve thus forming an oil-discharge passageway surrounding the drive shaft, and a coupling comprising a non-circular opening in the torque-input member and one end of the pump-drive shaft being inserted into the opening, the end of the pump-drive shaft having a non-circular cross-section capable of engaging the walls of the opening while leaving some radial clearance between part of the walls of the opening and the outer surface of the end of the pump-drive shaft.

Oil pump system in power train

A clutch disc has at least two kinds of torsion damper springs arranged circumferentially around a hub of the clutch disc. First damper springs have a spring constant smaller than that of second damper springs. The first springs and the second springs are not arranged in series, end to end, in a circle, but the first springs are arranged in parallel with the second springs. The first springs are wound around an annular wire guide concentric with the hub. In one embodiment, the annular wire guide extends through the second springs, and the first springs are inserted in the second springs, respectively. In another embodiment, the annular wire guide is mounted on the outer periphery of a flange of the hub outside the second springs.

Clutch disc having damper springs

A common housing is used for a torque converter or clutch and a center brake device. The drive shaft of the torque converter or clutch is connected to the input shaft of a transmission, which is housed in a housing adjacent to the common housing. The output shaft of the transmission lies parallel to the input shaft and the clutch drive shaft and extends into the common housing. The center brake device is fixed to the free end of the transmission output shaft and within the space defined by the converter or clutch housing. To minimize housing dimensions, the center brake device and the clutch or torque converter share the space defined by the converter or clutch housing. To better ventilate and cool the clutch or torque converter, the common space may open directly to atmosphere through an opening in the housing.

Industrial vehicle driving apparatus

A transmission for an automotive vehicle, comprising a main shaft, a synchrohub fixedly supported by said main shaft, a forward gear rotatably supported by said main shaft next to one side of said synchrohub, a reverse gear rotatably supported by said main shaft next to the other side of said synchrohub, a first clutch gear integrally formed on a side of said forward gear, corresponding to said synchrohub, a second clutch gear integrally formed on a side of said reverse gear, corresponding to said synchrohub, a coupling sleeve slidably mounted on said synchrohub in the axial direction of said main shaft for engaging selectively with said first or second clutch gear, a shift fork having one end portion which is positioned near said coupling sleeve with a predetermined range of relative motion available therebetween, for shifting said coupling sleeve in the axial direction of said main shaft, and spring means arranged between said coupling sleeve and said shift fork for biasing said shift fork, relative to said coupling sleeve, to an intermediate position in said range.

Transmission for a vehicle

A synchronizer ring for a synchromesh device for use in a transmission comprises an annular body of a wear-resistant metal forming a conical slide surface, and a main ring body made of a resin molded integrally on the annular body. The synchronizer ring according to the invention is light weight and economical of manufacture and can perform smooth contacts at chamfered surfaces and operate without producing any noise.

Synchronizer ring for transmission synchromesh device

The present invention relates to an automotive transmission for an industrial vehicle. The main shaft of the transmission gear is hollow and internally splined to be slidable along and synchronously rotatable with an externally splined input shaft. Upon removal of a snap ring which holds at least two gears and a synchronizer (disposed between the gears) in place on the main shaft and the removal of a lock pin which interconnects the main shaft and the input shaft, the main shaft can be slid toward the clutch allowing the gears and synchronizer to be slipped, one by one, off the end of the main shaft and readily replaced with new units.

Automotive transmission

A synchromesh device for a transmission of an industrial truck such as a fork lift truck includes a main shaft, forward and reverse change gears, synchronizing hub fixed to the main shaft by means of spline grooves, a coupling sleeve axially slidably engaged with spline grooves formed in the outer circumference of the synchronizing hub, and balk-rings formed in their inner surfaces with conical surfaces facing to conical surfaces formed in the side of a clutch gear integral with the forward change gear and of a clutch gear integral with the reverse change gear, respectively. According to the invention, conical angles of the conical surfaces are more than 10.degree. and preferably less than 11.degree., thereby reducing surface pressures acting between the synchronizing slide surfaces during the synchronization to improve the durability remarkably.

Synchromesh device for a transmission of an industrial truck

A power train arrangement for a powered surface-handling vehicle such as a fork lift truck, comprising a manually operated power transmission mechanism and a differential reduction gear unit including an axle housing accommodating a differential gear assembly and connected to the transmission casing by an axle carrier which is separate from and fixedly but detachably connected to the transmission casing and the axle housing, wherein the relative positions of the axle carrier and the differential gear assembly can be inverted without destroying the driving connection from the transmission mechanism to the differential gear assembly so that the differential reduction gear unit is compatible with wheel tires having different diameters.

Growing community of inventors

Higashikurume, Japan

Koji Nozawa