Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Yasuyoshi Yasui

Masaki Inui

Yoshio Sanui

Makoto Uno

Takumi Matsumoto

Hitoshi Azuma

Hideki Morino

Kaoru Wakahara

Hiroshi Hori

Norihisa Iguchi

Tsuyoshi Togame

Tatsuji Suganuma

An outside member connected to a first shaft is provided on the inner peripheral surface with three grooves extending in the axial direction of the first shaft at circumferentially equal intervals. An inside member connected to a second shaft has roller shafts extending outward in the radial direction of the second shaft so as to respectively enter into the grooves of the outside member, each roller shaft being provided on the outer periphery with a convex spherical surface. A cage provided on the inner periphery with a concave spherical surface is mounted on each roller shaft by fitting the concave spherical surface to the covex spherical surface of the roller shaft. A ring-like roller is rotatably supported by the cage to contact with the outside member. When the first shaft and the second shaft are rotated with a joint angle made between the first and second shafts, the position of the roller relative to the axis of the first shaft is maintained constant. The cage and the roller are capable of moving relative to each other in the radial direction orthogonal to the axis of the first shaft.

Sliding type constant velocity universal joint having regulating device

A limited slip differential includes a differential case, a pair of side gears formed of spiral bevel gears and disposed in the differential case, a plurality of pinions formed of spiral bevel gears meshing with the side gears, supported by shaft portions of a spider and disposed in the differential case and a frictional force generator by which a differential motion generated between shafts respectively coupled with the side gears is limited. The limited slip differential further includes a member for preventing the spider from wear resulting from such constitution of side gears and pinions that the tooth surfaces on which each of the pinions meshes with the pair of side gears constitute a concave with respect to the tooth of the side gear on one side and a convex with respect to the tooth of the side gear on the other side.

Limited slip differential

A limited slip differential includes four pinions formed of straight bevel gears and a pair of side gears formed of straight bevel gears. A pressure angle of a first surface of each of a plurality of teeth provided on each pinion is formed larger than that of a second surface thereof and pressure angles of third and fourth surfaces of each of a plurality of teeth provided on each side gear are respectively equal to the pressure angels of the first and second surfaces.

A differential gear unit provided with a limited slip mechanism which comprises a first cam element integral with one side gear, a second cam element axially slidable and rotatable on a hub portion of the side gear and being engaged with the first cam element to be axially displaced by its cam action when rotated relatively to the first cam element, and a friction clutch mechanism disposed between the second cam element and an internal end wall of a differential case to be engaged in response to the axial displacement of the second cam element. The limited slip mechanism further includes a clutch ring axially slidably mounted within the differential case in surrounding relationship with the second cam element, the clutch ring being formed at an inner periphery thereof with a conical surface for frictional engagement with a corresponding conical surface formed on an outer periphery of the second cam element. The clutch ring is operatively connected to a manually controlled penumatic actuator to be shifted between a disengaged position where it is disengaged from the second cam element and an engaged position where it is engaged with the second cam element to effect relative rotation between said cam elements.

Differential gear unit with limited slip mechanism

In a trans-axle casing having an open end closed by a removable cover member secured thereto, a differential gear unit is rotatably supported at its side-journals by a pair of tapered roller bearings which are removably coupled within each cylindrical bore in a pair of axially spaced carrier portions of the casing. The carrier portions each are formed with a radial slit which extends inwardly from an upright seating face of the casing and opens into an annular groove in the cylindrical bore. A shim plate of substantially rectangular shape is inserted into each of the carrier portions through the radial slit and engaged at a semi-circular inner end thereof with the annular groove to retain each of the bearings in place by engagement therewith, the shim plate being formed in a predetermined length to be retained in place by engagement with the cover member of the casing at its outer end when it has been fully engaged at its inner end with the annular groove.

Support structure of differential gear unit

Outside of the oil seal attached to the side gear shaft position in the final reduction gear apparatus, a guide member is installed which has an inner diameter slightly larger than that of the main lip of the oil seal and has a guide surface concentric to the main lip; the side gear shaft is pushed along the guide surface of said guide member, whereby the interference between the side gear shaft and the main lip of the oil seal can be minimized, thus preventing damage to the main lip and assuring the normal function of the oil seal to prevent oil leakage; and the assembling of the side gear shaft is facilitated through exact and easy centering of the side gear shaft.

Final reduction gear apparatus

A detent mechanism associated with a selector mechanism for change-speed gears in a manual transmission which includes a shift-and-select shaft axially slidably and rotatably assembled within a transmission housing and being linked with a manual shift lever to be axially moved in selecting operation of the shift lever and to be rotated in shifting operation of the shift lever. The detent mechanism comprises a casing rotatable on the shaft but axially fixed to the same, the casing being formed at its inner wall with a plurality of equiangularly spaced axial detent grooves in parallel with the axis of the shaft, a spring loaded follower element radially movable within a portion of the shaft and being selectively retained in the axial detent grooves of the casing under resilient load, and a guide pin secured to the transmission housing and being slidably engaged with an axial slot of the casing.

Detent mechanism in manual transmission

Disclosed is an interlocking construction for manual transmission manipulation device. The interlocking construction comprises an interlocking plate rotatably provided on a shift and select lever shaft but prevented from rotating with respect to a case, so that when a second projection of the lever shaft engages an engaging portion of a first shift head, the interlocking plate is engageable with the engaging portions of the shift forks on a first fork shaft which are not engaged by a first projection, as well as with the engaging portion of a second shift head, whereas, when the second projection does not engage with the first shift head, the interlocking plate is engageable with the engaging portions of all shift forks on the first fork shaft, as well as the engaging portion of the first shift head.

Interlocking construction in transmission manipulation device for manual

A transmission manipulation device for a manual transmission includes a single main fork shaft provided in a main chamber of a transmission case, a plurality of shift forks axially movably mounted on the main fork shaft and associated with respective transmission clutch mechanisms, a shift and select lever shaft axially movably and rotatably provided in the main chamber to extend in the direction perpendicular to the main fork shaft, an auxiliary fork shaft provided in an auxiliary chamber of the transmission case to extend in parallel with the main fork shaft, and a shift fork fixed to the auxiliary fork shaft and associated with a transmission clutch mechanism in the auxiliary chamber. The shift and select lever shaft has a projection which is selectively engageable with the engaging portion of any one of the shift forks as the lever shaft is moved in the axial direction and rotation of the lever shaft causes movement of any one of the shift forks in the axial direction of the main fork shaft. The projection of the lever shaft is selectively engageable with an engaging portion which is provided on the auxiliary fork shaft and arranged in side-by-side relation to the engaging portions of the shift forks mounted on the main fork shaft.

Transmission manipulation device for manual transmission

Disclosed is a transmission manipulation device for a transmission which is improved in eliminating abnormal circumferential wear of a shift fork due to pressure contact with the sleeve of a clutch mechanism incorporated in the transmission. The device has a shift and select lever shaft provided with a first retaining portion and a second retaining portion. The second retaining portion is engageable with the engaging portion of the first shift head only when a first retaining portion engages with the engaging portion of one of a plurality of shift forks on the lever shaft. When the shift and select lever shaft is rotated after axial movement against the resilient force of a resilient member, the second retaining portion is retained by the first shift head to prevent axial movement of the lever shaft due to the reactional force of the resilient member.

Construction for preventing wear of shift fork in transmission

Disclosed herein is a transmission mechanism in a manual transmission which may eliminate unsmooth movement of the shift fork along the fork shaft during a shift operation so as to improve the feeling of shift-and-select operation. According to the present invention, the shift fork which is selected by the axial movement of the shift-and-select lever shaft is effective to move together with the fork shaft at substantially same speed by the rotation of the lever shaft. For this purpose, the fork shaft is axially movably mounted on the transmission casing and is connected to the lever shaft.

Transmission mechanism in a manual transmission

The application discloses a method of assembling gears, transmission shafts, fork shift shaft and associated component parts of a 5-speed transmission for a vehicle. The fifth-speed gear and the hub therefor are designed to be installed outside the end of the transmission case which is remote from the end thereof secured to a clutch housing. After first to fourth-speed gears and associated component parts are mounted on the transmission shafts which have already been mounted at their one ends to bearings mounted on the clutch housing, the transmission case is moved over the transmission shafts, the gears and the associated component parts thereof in such a manner that an open end of the transmission case is directed toward the clutch housing until the open end of the transmission case reaches the clutch housing and the other ends of the transmission shafts are inserted into and project through bearings mounted on the other end of the transmission case. After the transmission case is secured at its open end to the clutch housing, the fifth-speed gear and the associated hub are mounted on the projecting ends of the shafts. The fifth-speed gear and the projecting end portion of the associated transmission shaft are provided with internal and external splines for engagement with each other. A cylindrical first jig is threadably connected to the end extremity of the projecting end portion of the shaft. Thereafter, the fifth-speed gear is axially movably mounted on the first jig. An annular second jig is then positioned around the first jig and axially outwardly of the fifth-speed gear and forcibly urged by a mechanical or hydraulic device against the fifth-speed gear to press-fit the same onto the splined part of the projecting end portion of the output shaft while the first jig is caused to take up the reaction force generated during the press-fitting of the fifth-speed gear.

Method of assembling transmission gears

In a final drive gearing of a power transmission unit, which comprises a drive pinion shaft supported by a pair of axially spaced bearings carried on an upright partition wall of a trans-axle casing and including a pinion in mesh with a crown wheel, an abdominal cavity is provided on the partition wall to receive lubrication oil dipped up by rotation of the crown wheel, and a lateral hole is provided through the partition wall to communicate the cavity into an annular space around the drive pinion shaft between the bearings.

Lubricating device for final drive gearing of power transmission unit

A power transmission unit comprises a trans-axle casing provided therein with an upright partition wall for subdividing the interior of the casing into front and rear chambers and having a cover plate for closing in a fluid tight manner the forward open end of the front chamber, a differential gear unit arranged within the front chamber and having a pair of side-journals rotatably supported by a pair of spaced bearings carried on a pair of carrier portions of the casing, and a crown wheel integral with the differential gear unit and in mesh with a drive pinion of a final drive gearing to drive the differential gear unit. The cover plate is provided at its inner wall integral with a pair of lateral protrusions or ribs extending downwardly from an upper portion of the cover plate toward each side-journal of the differential gear unit at both sides of the crown wheel to receive lubricating oil flowing around the crown wheel and induct it to bearing portions of the side-journals.

Lubrication system for differential gear unit

A final drive gearing of a power transmission unit comprises a drive pinion shaft supported by a pair of axially spaced bearings carried on an upright partition wall of a trans-axle casing and a drive pinion integral with the drive pinion shaft and in mesh with a crown wheel for driving a differential gear unit. In the trans-axle casing, an axial cavity is provided on the partition wall adjacent the drive pinion shaft and opens toward the crown wheel to receive therein lubrication oil dipped up by rotation of the crown wheel, a lateral hole is provided through the partition wall to communicate the cavity into an annular space around the drive pinion shaft between the bearings, and a projecting rim is further provided on the partition wall for surrounding upper and side opening edges of the cavity to collect the lubrication oil into the cavity.

Growing community of inventors

Toyota, Japan

Yasuyoshi Yasui