Toyota Jidosha Kogyo Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Aisin-warner Kabushiki Kaisha

Aisin-warner K.k.

Yukio Terakura

Kazuhito Ikemoto

Nobuaki Katayama

Kan Sasaki

Seitoku Kubo

Kazuaki Watanabe

Takashi Miyake

Koujiro Kuramochi

Shinya Nakamura

Ken Asami

Kazumasa Tsukamoto

Shiro Sakakibara

Takashi Yamamoto

Akio Numazawa

Teruo Akashi

Takahiro Sakai

Makoto Uno

Yasumichi Funato

Kouziro Kuramochi

Takayoshi Ito

A gear synchronizer assembly includes a clutch sleeve formed at its inner periphery with an internal radial projection, and a radially contractible annular resilient member supported by engagement with the inner circumference of an outer cylindrical hub portion of a hub member fixed to a transmission shaft. The resilient member has an axial leg extending therefrom toward the internal radial projection of the clutch sleeve and having a radial projection which is arranged to be engaged with the internal radial projection in shifting operation of the clutch sleeve toward a spline piece and arranged to abut against and urge a synchronizer ring toward the spline piece upon engagement with the internal radial projection of the clutch sleeve thereby to effect frictional engagement between the synchronizer ring and spline piece. The annular resilient member is further formed with at least one retainer lug which extends therefrom in an axial direction toward an annular body portion of the hub member and inserted into an axial hole in the annular body portion of the hub member to retain the resilient member in place in a circumferential direction.

Gear synchronizer assembly for power transmission

A gear synchronizer mechanism includes a gear member rotatable on a shaft, a hub member arranged adjacent the gear member and fixed to the shaft, and a clutch sleeve encircling an outer cylindrical portion of the hub member. The clutch sleeve is formed at its inner periphery with a plurality of circumferentially spaced radial projections axially movable in the corresponding axial grooves formed in the cylindrical portion of the hub member. A radially contractible C-letter shaped spring is supported in place by engagement with circumferentially spaced inner walls of the cylindrical portion of the hub member. The spring has an intermediate ring portion integrally formed with a plurality of circumferentially spaced axial legs extending therefrom toward the respective radial projections of the clutch sleeve, the axial legs each having a radial projection to be engaged with each of the radial projections of the clutch sleeve. The spring has a pair of end portions resiliently engaged with one of the inner walls of the cylindrical portion of the hub member to retain the axial legs in place within the respective axial grooves.

Gear synchronizer mechanism in power transmission

In a gear synchronizer assembly of the well-known type, a clutch sleeve is formed at its inner periphery with at least one first internal radial projection of large width and a pair of circumferentially spaced second internal radial projections of small width arranged at opposite sides of the first internal radial projection, a synchronizer ring being formed thereon with a pair of raised portions to be engaged with the first internal radial projection and another pair of raised portions to be engaged with the second internal radial projections. A thrust mechanism comprising a radially contractible annular spring is supported in place by engagement with the inner circumference of a cylindrical hub portion of a hub member fixed to a transmission shaft. The annular spring has an axial leg extending therefrom toward the first internal radial projection, and having a radial projection which is arranged to be engaged with the first internal radial projection in shifting operation of the clutch sleeve toward a spline piece integral with a change-speed gear and arranged to abut against and urge the synchronizer ring toward the spline piece upon engagement with the first internal radial projection.

In a gear synchronizer assembly of the well-known type, an internal splined portion of a clutch sleeve includes first internal splines engageable with external splines of a synchronizer ring and second internal splines engageable with external splines of a spline piece. The first internal splines of the clutch sleeve are formed smaller in axial length than the second internal splines of the clutch sleeve to reduce the shift stroke of the clutch sleeve as short as possible and to avoid increase of relative rotation between the clutch sleeve and the spline piece.

Gear synchronizer for power transmission

In a gear synchronizer assembly of the well-known type, a clutch sleeve is formed at its inner periphery with an internal radial projection, and a thrust mechanism comprises a radially contractible annular resilient member supported in place by engagement with the inner circumference of an outer cylindrical hub portion of a hub member fixed to a transmission shaft. The resilient member has an axial leg extending therefrom toward the internal radial projection of the clutch sleeve and having a radial projection which is arranged to be engaged with the internal radial projection in shifting operation of the clutch sleeve toward a spline piece integral with a change-speed gear and arranged to abut against and urge a synchronizer ring toward the spline piece upon engagement with the internal radial projection.

In a change-speed gearing unit, a manual shift lever is mounted at its lower end on a retainer casing which is secured at its outer peripheral portion to the upper seating face of an extension housing for the unit by means of fastening bolts threaded into the housing with intervention of an oil buffer member of elastic material between the outer peripheral portion of the casing and the upper seating face of the housing. A first plurality of fastening bolts adjacent to the lower end of the shift lever are directly engaged with the outer peripheral portion of the retainer casing to prevent floating of the casing, and a second plurality of fastening bolts are engaged respectively through a plurality of elastic members with the outer peripheral portion of the casing such that the casing is floatably secured in place due to resiliency of the oil buffer member.

Mounting construction of shift lever retainer casing in change-speed

A gear assembly for automobile transmissions includes a pair of driving and driven gears permanently in meshing engagement with each other to provide a torque transmission therebetween, and an additional gear relatively rotatable at one side of either one of the gears and being permanently in meshing engagement with the other gear to rotate at a gear ratio different from that of the driving and driven gears, and in which the additional gear is resiliently in contact with one end face of the gear adjacent thereto to restrain a relative rotation between the driving and driven gears. The toothed portion of the gear adjacent to the additional gear is formed at one end thereof with an annular stepped portion for provision of a predetermined annular gap between the additional gear and one end of the toothed portion of the gear.

Gear assembly for automobile transmission

A gear assembly for an automobile gear transmission includes a pair of driving and driven gears permanently in meshing engagement with each other, an additional gear axially slidable and rotatable on a hub projection of the driven gear and being permanently in meshing engagement with the driving gear to rotate at a gear ratio different from that of the driving and driven gears, a synchronizer mechanism assembled adjacent to the additional gear and having a spline piece fixed to the hub projection, and a compression spring in surrounding relationship with the hub projection and being engaged at its one end with the additional gear and at its other end with the spline piece to be positioned in place without provision of a conventional snap ring.

Gear assembly for automobile gear transmission

A gear wheel assembly in a gear transmission, in which a gear wheel mounted in position on a shaft is formed at its hub portion with an axial stepped bore, which includes a first inner spline portion of large diameter and a second inner spline portion of small diameter, and the shaft is formed axially in sequence with a cylindrical portion engaged with the second inner spline portion of the gear wheel with a press fit, a first outer spline portion slidably engaged with the first inner spline portion of the gear wheel, and a second outer spline portion engaged with the first inner spline portion of the gear wheel with a press fit.

Splined press fit connection in gear wheel assembly

A shift mechanism in a manual transmission which may reduce an inertial revolution of a counter shaft system by applying to it a dragging resistance or a frictional force before reverse gears are meshed with each other during a reverse shifting operation to prevent a gear buzzing or a body shock, and may permit the reverse shifting operation to be smoothly carried out by releasing the dragging resistance from the counter shaft system upon completion of the reverse shifting operation.

Shift mechanism in a manual transmission

A synchronizing device for a transmission including a shift interlocking mechanism having play of a predetermined distance wherein adjacent fork shafts are simultaneously actuated when reverse shift is effected, so that synchronization with the rotation of an output shaft can be obtained by using a synchronizing device of the forward stage. Synchronization can be achieved readily when reverse shift is effected and shifting can be done smoothly without producing noise.

Synchronizing device for transmission

An overdrive device for motor vehicle transmissions includes a sun gear, planet pinions and a ring gear in meshing relationship. A one-way clutch having an inner race integrally secured to the sun gear is provided with the outer race of the one-way clutch being spline-coupled to a carrier which rotatably supports the planet pinions. A certain degree of slack or looseness is provided between the carrier and the outer race to permit some relative movement therebetween in the radial direction of the overdrive device.

Overdrive device for automatic transmissions

In a change-speed gearing unit including an extension housing formed at its rear end portion with an upright projection located in the upper opening of the housing, and a shift-and-select lever shaft slidably and rotatably supported at its rear end portion by an axial bearing hole in the upright projection, a lubricating device comprises a pair of laterally upright walls formed on the rear end portion of the housing between both faces of the upright projection and both opposed inner walls of the upper opening portion of the housing to form an oil well in open communication with the axial bearing hole, the oil well being supplied with lubricating oil picked up by the rearmost gears of the change-speed gearing unit.

Lubricating device for change-speed gearing units

A gear-teeth protector for a change-speed gearing unit in which a pair of upper and lower change-speed gears of high meshing rate and arranged adjacent to an upright wall in a housing for the gearing unit. The gear-teeth protector comprises a shroud plate secured to the upright wall at one side of the change-speed gears to enclose the meshing engagement portion of the gears in forward operation of the gearing unit, the shroud plate being in the form of a side wall extending adjacent to the lower teeth portion of the upper change-speed gear and to the upper teeth portion of the lower change-speed gear.

Gear-teeth protector in change-speed gearing units

A fluid pressure control device for an automatic transmission of an automotive vehicle, wherein throttle pressure and governor pressure control valves produce a throttle pressure and a governor pressure from a line pressure, while several shift valves produce selectively, according to the balance of the throttle pressure and the governor pressure, pressures for actuating several friction engaging devices which provide several speed stages of the transmission. However, the shift valve which controls switching between the highest and the next to the highest speed stages is electrically controlled in its kick down throttle opening and high speed region, so that in this region the upshift and the downshift lines are both largely biased to the higher vehicle speed, depending upon a throttle opening sensor, a vehicle speed sensor, and an electrical computing device.

Growing community of inventors

Toyota, Japan

Yukio Terakura