• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    1,233,831. Change-speed control. HONDA GIKEN KOGYO K.K. 7 Feb., 1969 [8 Feb., 1968], No. 6883/69. Heading F2D. In an automatic change-speed gear, as described in Specification 1,192,530, providing three forward speeds and reverse (Fig. 1, not shown), movement of a manually operated range-shift valve 30 to control an hydraulicservo 26 operated gear-change member 10, axially moved to establish the first or reverse drives (8) or (9) to the output shaft (7), automatically causes positioning of a valve 31 to connect the servo 27 of an hydraulically operated main clutch 4 to exhaust during that movement, and to a source of pressure for clutch reengagement near the end of completion of the change. In neutral position " N " of the manual valve 30 (Fig. 2, not shown), the gearchange servo 26 and clutch servo 27 are connected via ducts 28 and 29 to exhaust rendering the gear-change member 10 and main clutch 4 inoperative. Rightwards movement of the valve 30 for first gear " D " (Fig. 4) maintains the duct 28 to exhaust and pressurizes the duct 29 to the servo chamber 26a moving the gearchange member 10 leftwards to establish the first gear drive (8), the valve 31, formed on the servo-piston rod 24, re-opening a duct 38 to repressurize the clutch 4 for re-engagement near completion of movement of the gear-change servo-piston 28, whilst leftwards movement of the valve 30 for reverse " R " exhausts the duct 29, and hence exhausts the servo chamber 26a and clutch servo 27 via duct 38, and pressurizes the duct 28 to the servo chamber 26b moving the member 10 rightwards to establish the reverse drive (9), the valve 31 re-opening the duct 38 via a duct 37 to duct 28 to again repressurize and engage the clutch 4 near completion of the change.
    公开号:SU860688A1
    申请号:SU691312620
    申请日:1969-02-07
    公开日:1981-08-30
    发明作者:Акима Акира；Есида Кацуоси；Уджихара Сигео
    申请人:Хонда Гикен Когио Кабусики Кайша (Фирма)；
    IPC主号:
    专利说明:

    This invention relates to a transport vehicle. A device is known for controlling a vehicle’s speed gearbox, comprising a friction clutch with a power cylinder, a gear clutch for driving modes with a movable element, a hydraulic cylinder consisting of a housing in which a rod connected to the movable element of the gear clutch for driving modes is located, and separating the internal The body cavity for two is a rod and rodless, a manual control valve connected by hydraulic lines on one side with a pressure source, and on the other with a hydraulic cylinder and power cylinder. nucleus clutch Tl disadvantage of this device is the low reliability of the clutch movement modes. The purpose of the invention is to increase the reliability of including a gear coupling motion modes. This goal is achieved by having an annular groove in the device on the hydraulic rod, which is wider than the piston stroke, and two circular grooves, one of which is connected by a hydraulic line to the power cylinder and another, with a manual valve, are made in the housing connected to the rod. control, connecting in one of its working position the rod cavity of the hydraulic cylinder with the power cylinder and through the valve of the manual control with the pressure source, and in the other working position - rodless cavity of the hydraulic cylinder with pressure source and power cylinder. FIG. 1 shows a power transmission vehicle; in fig. 2 shows a device for controlling the vehicle's manual transmission in FIG. 3 and 4 -. a device for controlling a manual transmission in operating positions. FIG. 1 shows the internal combustion engine 1, the crankshaft 2 of this engine, the shaft 2 is connected by means of a torque converter 3 and the drive clutch 4 with the gear unit 5. The gear unit 5 comprises a drive shaft 6 and a output shaft 7 parallel to it, and the first transfer system 8 for moving forward and the second transfer system 9 for
    When the backward movement is parallel to each other between the shafts 6 to 7, then when the mobile unit 10 is shifted to the right and left, the transmission systems 8 and 9 are alternately switched on. The transfer system 8 carries an eubcha wheel 11, is rigidly mounted, monted 1 shaft a, and freewheel 12 freely installed on the output ale 1, while the clutch 12 has internal gear 13 and external gear 14, and the external gear 14 is connected to gear wheels 11. The second gear system 9 contains a gear wheel 15 rigidly mounted on the shaft 6 to the gear shaft 16, a wheel 16, which is freely mounted, is located on the output shaft 7 .. to the intermediate gear wheel 17, alternating with two gear wheels 15 l 16 If so, s,) demeng 10 The shifting switches in the quick coupling with the lead end 7 are shifted to the right or left, it alternately engages with the inner gear 13 and the eubchat-sweep wheel 16 alternately actuated by the transmission systems 8 to 9. One third is provided between the shafts b and 7 a transfer system 18 for low revs and a fourth gear-for system 19 for high revolutions; which are arranged parallel to each other in such a way that the two transmission systems 18 and 19 can alternately be activated B, depending on the operation of the corresponding km, are friction. ;;: sleeves 20 and 21.
    According to the proposed invention, the driving 4 and 10 toothed clutch of driving modes is driven by a liquid under pressure and for this purpose the oil pump 22 driven by the jigator If serves as a pressure source f and has a reservoir of 23 dd1 at its suction side : / liquid.
    The rod 24, kinematically associated with element 10, is connected to piston 25 and is mounted movably in hydraulic cylinder 26 operating under oil pressure J to provide working pressure for moving element 10, and said coupling 4 contains a working floor of oil pressure force cylinder 27 ..
    The hydraulic cylinder 26 .. operating under oil pressure has hydraulic lines 28 and 29, which interconnect, respectively, with the rod and rodless cavity of the hydraulic cylinder 26 formed by a piston 25 installed in it, so that when the manual valve 30 is retracted from the neutral position N (figure 2) back to the position of R, (fig.Z), the mainline. 28 is connected via said valve 30 to an oil pump 22,
    The main line 29 is connected by means of the valve 30 to the return reservoir 23, but when the valve 30 is retracted to the O position, as shown in FIG. 4, the two main lines 29 and 23 are reversed. Namely, if valve 30 is shifted to the left, hydraulic line 28 becomes part of the high pressure side, so that piston 25 moves to the right for translation by means of rod 24 of element 10 towards the first transfer system 9, to the right (FIG. -1), but if valve 30 is transferred to the right, the hydraulic line 29 becomes part of the high pressure side, so that the piston 25 is moved to the left for translation by means of the stem 24 of the element 10 to the side of the second transfer system 8, located on the left side (Fig. 1).
    Spapan 31 is formed by an annular groove 32. made on the middle part of the stem 24. and two annular grooves 33 and 34, made in the piston of the hydraulic cylinder 26, the first of which is connected to the hydraulic main 28, and the second - with the power cylinder 2 m / ft. 4. When moving the element 10 to the right (Fig. 3), the valve 30 moves to the left, when such a movement reaches the end point, the valve 31 connects the valve bores 32 and 34 with the aid of the groove 32, whereby the cylinder 27 is connected to the main line 28 hand high dove tim rocked for operation. In the meantime, despite the fact that, as described earlier, if valve 30 moves directly, (Fig. 4), hydraulic line 29 becomes part of the high pressure side, whereby the piston 25, rod 24 and element 10 travels at a fine pressure, if such a movement reaches the ground - at the end of it, the valve 31 connects with the aid of the groove 32 an annular groove 34 with the rod end of the hydraulic cylinder 26, in which the cylinder 27 is connected to the high pressure side to supply oil under pressure.
    Thus, by means of one-time manual actuation of the controlled valve, the pressure fluid can be automatically automatically supplied to the switch lever first to activate it, and then just before the end of the lever movement, the pressure fluid is supplied to the drive sleeve to activate it, the possibility of supplying the pressure head to the clutch first by mistake is excluded, and therefore the transfer operation becomes trouble-free.
    权利要求:
    Claims (1)
    [1]
    1. Dz Duc M.N. et al. Hydromechanical Transmission & Usa. Transport M., 1968, p. 68, fig. 46.
    J: ZL ..,
    IS
    with:
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    类似技术:
    公开号 | 公开日 | 专利标题
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    SU737259A1|1980-05-30|Vehicle hydromechanical transmission
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    同族专利:
    公开号 | 公开日
    GB1233831A|1971-06-03|
    FR2001586A1|1969-09-26|
    DE1905179B2|1971-09-02|
    CS158634B2|1974-11-25|
    DE1905179A1|1969-10-09|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4941370A|1988-06-23|1990-07-17|Nissan Motor Co., Ltd.|Select shock attenuation arrangement for automatic automotive transmission|
    US4966050A|1988-04-29|1990-10-30|Ford Motor Company|Control valve for reducing harshness of engagement of an automatic transmission clutch|
    US8091451B2|2005-04-28|2012-01-10|Magna Powertrain Ag & Co Kg|Power divider for motor vehicles comprising a controlled friction coupling|
    US4635506A|1982-10-15|1987-01-13|Honda Giken Kogyo Kabushiki Kaisha|Gearbox assembly for vehicles|
    IT1234619B|1989-04-04|1992-05-25|Valcucine Spa|DOOR FOR FRAME FURNITURE FOR FRONT PANEL SUPPORT.|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    JP746768|1968-02-08|
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