JPS6020624B2 - car transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission for an automobile, and more particularly to a prime mover, a multi-speed main gear mechanism adapted to manual operation of gear ratio conversion, and a connection between the prime mover and the input side of the main gear mechanism. The present invention relates to a transmission system for an automobile, which includes a main clutch for disengaging, a clutch pedal as a main clutch control mechanism operated by an operator, and an auxiliary gear mechanism with a two-speed ratio that is in series with the main gear mechanism. Although the auxiliary gear mechanism described above is generally operated by hydraulic pressure, it may also be operated by pneumatic or vacuum pressure.

The above-mentioned automobile transmission is a known one, and the auxiliary gear mechanism is generally a mechanism that is compatible with an increasing gear ratio called an overdrive ratio or a reducing gear ratio called an underdrive ratio. It is. Conventionally, when changing gears using an auxiliary gear mechanism (for example, when changing the gear ratio to an overdrive ratio), while driving force is transmitted,
The auxiliary gear mechanism is configured to operate at variable speeds, so the auxiliary gear mechanism and the clutch inevitably become large. There is a problem in that it is difficult to secure space and it is not possible to mount an auxiliary gear mechanism of conventional size.

In addition, in the conventional structure, when changing gears using the auxiliary gear mechanism (for example, when changing the gear ratio to an overdrive ratio), the shift lever is placed in the auxiliary gear mechanism operating position, and then the clutch pedal is operated to activate the auxiliary gear mechanism. Therefore, there is a risk that a gear change operation error may occur, such as putting the gear shift lever into the overdrive gear shift position when the overdrive ratio gear shift should not be performed.

Therefore, the invention of Koro provides a transmission system for actual vehicles equipped with an auxiliary gear mechanism that can be easily installed in small cars with limited space for mounting the auxiliary gear mechanism and that prevents gear change operation errors. The purpose is to

According to the present invention, the speed change bag counterfeit according to the present invention includes a prime mover, a multi-speed main gear mechanism equipped with a manual selection operation means for gear ratio conversion, and a main gear mechanism of multi-speed change equipped with a manual selection operation means for changing the gear ratio, and when changing the speed of the driving force by the manual selection operation means. a main clutch control mechanism operated by an operator, the main clutch control mechanism having a first position for connecting the main clutch between the prime mover and the input side of the main gear mechanism, and a second position for disengaging the main clutch; a two-speed ratio auxiliary gear mechanism in series with the auxiliary gear mechanism, and a speed change control means for the auxiliary gear mechanism connected to the main clutch control mechanism and the manual selection means; When the gear ratio is at a high speed, the main clutch control mechanism is moved to a second position to disengage the main clutch, and the gear shift control means of the auxiliary gear mechanism is operated to shift the gear ratio to the gear ratio by the auxiliary gear mechanism. A transmission device for an automobile configured to reduce the size of the auxiliary gear mechanism and to allow the auxiliary gear mechanism to change gears when the main gear mechanism is at its highest gear ratio, This prevents gear change operation errors and corrects the drawbacks of the conventional structure.

According to the configuration of the present invention, for example, when the main gear mechanism is implemented in an automobile with a four-speed gear ratio, when the main gear mechanism is in the fourth gear ratio, that is, the top gear ratio, the clutch pedal ( When the main clutch control mechanism (main clutch control mechanism) is operated to disengage the main clutch, the speed change control means that operates the auxiliary gear mechanism (second position of the main clutch control mechanism) operates, and then the clutch pedal (main clutch control mechanism) is operated. When the main clutch is engaged by operation (first position of the main clutch control mechanism),
While the main gear mechanism is in the fourth gear ratio, that is, the top gear ratio, the speed is changed to gear ratio drive by the auxiliary gear mechanism, and the main clutch is disconnected by operating the clutch pedal (main clutch control mechanism) again. Then (second position of the main clutch control mechanism) the vehicle returns to running at the top gear ratio.

The above-mentioned auxiliary gear mechanism has one speed change action, that is, a state in which it is directly connected to the sheep gear mechanism and an overdrive gear ratio (increasing gear ratio), or a state in which it is directly coupled to the main gear mechanism and an underdrive gear ratio (reducing gear ratio). It can be configured to have two speed change functions. In the former case, first, when the main gear mechanism is at the highest gear ratio (top gear ratio), the auxiliary gear mechanism is directly connected to the main gear mechanism, and the auxiliary gear mechanism is directly connected to the main gear mechanism to achieve the highest selected gear ratio (top gear ratio). When the driving force is transmitted to the output shaft and the main clutch is disengaged by operating the clutch pedal (main clutch control mechanism) (second layer of the main clutch control mechanism), the speed change control means operates the auxiliary gear mechanism. is activated, and when the clutch pedal (main clutch control mechanism) is returned to connect the main clutch (first layer of the main clutch control mechanism), while the main gear mechanism is in fourth gear, that is, the top gear ratio. The speed is changed to increase speed ratio drive by the auxiliary gear mechanism. Then, when the clutch pedal (main clutch control mechanism) is operated again to disengage the main clutch (second position of the main clutch control mechanism), the auxiliary gear mechanism returns to its original state of direct connection with the main gear mechanism. , the main gear mechanism enters a running state with a top gear ratio.
In the latter case, when the main gear mechanism is at the highest selected gear ratio (top gear ratio), the auxiliary gear mechanism is directly connected to the main gear mechanism, and the main gear mechanism reaches the highest speed gear ratio (top gear ratio). When the driving force is transmitted to the output shaft and the clutch pedal (main clutch control mechanism) is operated to disengage the main clutch (second position of the main clutch control mechanism), the speed change control means for operating the auxiliary gear mechanism is activated. When the clutch pedal (main clutch control mechanism) is released and the main clutch is engaged (first position of the main clutch control mechanism),
While the main gear mechanism is in the fourth gear ratio, that is, the top gear ratio, the speed is changed to reduction ratio drive by the auxiliary gear mechanism. Then, when the main clutch is disengaged again by operating the clutch pedal (main clutch control mechanism) (second position of the main clutch control mechanism), the auxiliary gear mechanism returns to the original state of direct connection with the main gear mechanism. , the main gear mechanism drives the vehicle at top gear ratio, resulting in sleep mode. As an auxiliary gear mechanism,
Preference is given to planetary gear machines consisting of gear elements of a sun gear, at least one planet gear supported on a planet gear support, and an annular gear.

In such a planetary gear mechanism, by locking two gear elements, a transmission ratio directly connected to the main gear mechanism is obtained, and by fixing one gear element, usually the sun gear, an overdrive transmission is achieved. ratio or underdrive transmission ratio. The sun gear is locked and fixed to a part of the casing of the auxiliary gear mechanism. The auxiliary gear mechanism includes a hydraulically operated friction clutch that locks one of the gears to the casing side of the auxiliary gear mechanism, and two gear elements that are directly connected to the main gear mechanism to obtain a gear ratio. It is preferable to include cone clutches that lock together.

As mentioned above, the auxiliary gear mechanism of a planetary gear mechanism using a friction clutch or a cone clutch that fixes one of the two gear elements and locks both of the two gear elements is itself: Although it is well known, as mentioned above, in the case of the conventional structure, the driving force is transmitted through the auxiliary gear mechanism, so the friction clutch or cone clutch has a capability suitable for transmitting the driving force. Therefore, increasing the size was unavoidable.

However, according to the present invention, when the auxiliary gear mechanism changes gears, the main clutch is disengaged, and while the auxiliary gear mechanism transmits driving force, the auxiliary gear mechanism does not shift to a gear shift. , the friction clutch or cone clutch in the auxiliary gear mechanism only needs to perform the function of locking the gear elements of the sun gear and planetary gear to directly connect the auxiliary gear mechanism to the main gear mechanism, and is useful during disguise operations. Since it does not participate in driving force transmission, there is no need to make it as large as in conventional structures, and it can be made more compact. In the structure of an auxiliary gear mechanism, the size of the cone clutch is a factor that determines the size of the auxiliary gear mechanism. Therefore, as in this invention, the gear change is performed by the auxiliary gear mechanism, and over- When driving with a gear in the drive ratio or underdrive ratio, the main clutch is disengaged at the time of such a shift operation, which means that the size of the cone clutch of the auxiliary gear mechanism can be reduced. Therefore, according to the present invention, it is possible to reduce the size of the entire auxiliary gear mechanism, and it can also be used in small cars, where the auxiliary gear mechanism of the conventional structure could not be installed due to size and space. A transmission device incorporating an auxiliary gear mechanism capable of overdrive or underdrive shifting by assisting the gear shifting action of the main gear mechanism can be installed, and the driving performance of a small automobile can be improved. The transmission according to the present invention includes a main gear mechanism;
The gear box switch opens when the main gear mechanism is at its highest gear ratio, and temporarily closes when the main clutch control means (clutch pedal) is moved to the position (second position) for disengaging the main clutch. a two-pole switch and an auxiliary gear mechanism, the two-pole switch having a first operating position in which the gear shifting action of the auxiliary gear mechanism is directly connected to the main gear mechanism; The operation control mechanism of the auxiliary gear mechanism is operated with two operating positions: a drive shift or an underdrive shift. Next, the present invention will be explained in detail with reference to illustrated embodiments. In the figure, the main gear mechanism is indicated by the reference numeral 101, and the casing of the auxiliary gear mechanism is indicated by the reference numeral 11.

The gear ratio of the main gear mechanism is selected by a speed change lever 13, which is mounted on a bearing 14 and connected to a selector rail 15. This selector rail is a selector (not shown) installed in the main gear mechanism 10'.
Connect with. The bearing 14 is connected to the casing 1 of the auxiliary gear mechanism.
It forms part of 1. A tail shaft 16 protruding from the main gear mechanism is inserted into the casing 11 of the auxiliary gear mechanism.

Since the planetary gear type auxiliary gear mechanism is generally well known, it will be briefly explained. A sun gear 17 with a sleeve 25 is freely rotatable on the tail shaft 16 and meshes with a planet gear 18 , which is connected to the planet gear support by splines to the tail shaft 16 . It is installed on 19. The planetary gear 18 then meshes with an annular gear 20, which is connected to an output shaft 21 mounted on a bearing 22 at the right end of the casing 11. The output shaft 21 has a flange joint 23 at its end, and is connected to a propeller shaft via the flange joint to drive an automobile. The planetary gear support 19 and the ring gear 20 are coupled by a freewheel 19a, so that the planetary gear support 19 drives the ring gear 20 when the planetary gear mechanism is in a direct drive ratio, as described below. However, when the planetary gear set is in an overdrive ratio, the ring gear can overrun the planetary gear support. An actuating sleeve 24 is keyed to the sun gear sleeve 25 and is prevented from moving axially relative to the sleeve 25.

The actuating sleeve 24 has a radial flange 26 and a radial flange 27. This flange 27 is oblique to the axis of rotation of the actuating sleeve 24 and is provided with friction linings 28, 29 on its inner and outer surfaces. Both flanges 26 and 27 of the actuating sleeve 24 are pressed to the right in FIG. and an annular collar 32 with a friction lining 28 fixed to the planetary gear support.
is adapted to engage the frustoconical surface 31 of. The actuation sleeve 24, the sun gear 17, and the sleeve 25 are moved to the left in FIG. 1 by a piston 33 mounted on an annular cylinder 34 formed in the casing 11 while resisting the elastic force of the bellows washer 30. be able to. The piston 33 engages with an annular member 35 having a Z-shaped cross section,
This annular member moves the actuating sleeve 24, sun gear 17, and sleeve 25 to the left in FIG. 1 by assisting the thrust bearing 36. When the actuating sleeve 24 and the sun gear 17 move to the left, the friction lining 2
9 engages with the bearing surface 37 of the casing 11, while the friction linings 2, 8 disengage from the frustoconical surface 31 of the annular collar 32 with which they were previously engaged. An eccentric member 38 is attached to the tail shaft 16, and this eccentric member connects four pistons of the oil pump 41 with a pin 39.

The oil pump 41 supplies oil to the annular cylinder 34 via an oil supply passage 42 (FIG. 2) and an IJ leaf valve 43. Furthermore, a valve 44 is connected to the annular cylinder 34, and this valve is normally opened by the bias of a spring, and is closed by the operation of a solenoid 45. Now, the circuit for operating the solenoid 45 will be explained with reference to FIG. 3. A lead wire 46 is connected to a terminal C2 of a relay 48 via a gearbox switch 47.

The terminal C2 is connected to the electromagnet 49 of the relay 48, and is further electrically connected to a plate 501 having two contacts 51 and 52. When the relay electromagnet 49 is not energized, the contacts are in the open position shown in FIG. One end of the coil 53 of the electromagnet 49 is connected to the terminal W2, the other end is connected to the terminal WI, and is grounded via the stabilizing resistor 54. When the coil 53 is excited, the blades 50 of the contacts 52, 51 are attracted toward the electromagnet 49, and the contacts 52, 51 contact the fixed contacts 55, 56, respectively. One contact 55 of these fixed contacts is electrically connected to the terminal C4, and the other contact 56 is electrically connected to the terminal CI. Terminal CI is lead wire 5
7 electrically connected to one end of the solenoid 45.

The other end of this solenoid is grounded. A lead wire 58 connects the terminal W2 and the terminal C4, and these terminals are further connected to one end of one switch portion 59 of the bipolar switch 60. The other end of this one switch section 59 is
It is electrically connected to the short switch C2 by a lead wire 61, and the lead wire 61 is also connected to one end of the gearbox switch 47. The lead wire 58 also connects to a two-pole switch 60.
It is connected to one end of the other switch section 62 . The other end of the switch section 62 is connected to a terminal WI via a pressure switch 64 by a lead wire 63. The pressure switch 64 detects the internal pressure of the annular cylinder 34, and is open when the cylinder is not pressurized. As will be described later, when the valve 44 is closed, the pressure inside the cylinder 34 increases and the switch 64 is activated.
Close. A warning lamp 65 is interposed between the lead wire 58 and ground. The gearbox switch 47 is a normal oven type switch, and is structured to close only when the gearbox 10 operates at the highest speed gear ratio or top gear ratio.

This switch can be operated from the selector rail of the main gear mechanism, the selector, or any part of the main gear mechanism. The structure is such that it closes when the clutch pedal is pressed sufficiently to change the position. When the switch 60 is closed by operating the clutch pedal in this manner, for convenience of operation, the switch 60 may be opened by depressing the clutch pedal about half or two-thirds of the way. In this way, the switch 60 is positioned so that the switch 60 closes only when the clutch engagement action of the main clutch is substantially released by the depressing operation of the clutch pedal.
0 must be set. Next, the operation of the above-mentioned transmission will be explained. When the gear ratio of the main gear mechanism is not the top gear ratio (highest gear ratio), all the parts are in the positions shown in the figure. That is, the friction lining 28
Due to the engagement between the truncated cone surface 31 and the truncated cone surface 31, the sleeper 25 and the sun gear 17 are engaged with the planetary gear support 19 and are in a direct drive state via the auxiliary gear mechanism, so that the shaft 16 and the shaft 21 are engaged with each other. rotate at the same speed. As described above, the freewheel 19a (overrun clutch) is interposed between the planetary gear support 19 and the annular gear 20, and transmits driving force. At this point, the gabox switch 47 is in an open state. When it is desired to select the gear ratio of the main gear mechanism to the top gear ratio (highest gear ratio), the switch 60 is temporarily closed when the clutch pedal is depressed.

At the time switch 60 is closed, gabox switch 47 is not closed and therefore the electrical circuit shown in FIG. 3 is inactive. When the gear shift lever 13 is operated in accordance with the depression operation of the clutch pedal, the selector rail 15 moves in all directions of the axis to select the top gear in the main gear mechanism, and then, while removing the foot from the clutch pedal, the clutch connection operation is performed. Then, transmission of driving force using the top gear ratio of the main gear mechanism is started. When the main gear mechanism is engaged with the top gear ratio state where the gear box switch 47 is closed, the solenoid 45
is not energized, the valve 44 is open, the pressure of oil in the sill 34 is not high, and the pressure switch 64 is open. In this state, the main gear mechanism and the auxiliary gear mechanism are running at a top gear ratio where they are directly connected, and the two-pole switch 60'1, which was once closed, has returned to the open state. Next, when it is desired to shift from such a top gear ratio to an overdrive ratio, when the main clutch is disconnected by depressing the clutch pedal, the switch parts 59 and 62 of the two-pole switch 60 are temporarily turned off. (The gear box switch 47 is already closed because the main gear mechanism is in the top gear ratio). When the switch portion 59 of the two-pole switch 60 is closed, a current flows through the lead wire 61 to the terminal W2, the electromagnet 49 is excited, and the contacts 51, 56 and 52, 55 are energized.
comes into contact. As a result, from the terminal C2, the electromagnet 49, the contacts 52, 55, the terminal C4, the terminal W2, the electromagnet coil 5.
3 and returns to ground via a ballast resistor 54, forming a relay holding circuit. Thus, the relay remains energized even though the closure of switch 60 is only momentary to generate a pulse.

When contacts 51 and 56 are closed, lead wire 61 is electrically connected to terminal CI and lead wire 57 via electromagnet 49 and contacts 51 and 56, actuating solenoid 45 and closing valve 44. When valve 44 closes, cylinder 3
The pressure within 4 increases until the relief valve 43 is actuated. Due to the increase in pressure within the cylinder 34, the piston 3
3 moves to the left in the drawing as described above, whereby the friction lining 28 moves away from the frustoconical surface 31 and the friction lining 29 engages the bearing surface 37, causing the sleeves 24, 25 as well as the sun gear 17 to the casing 11.

In this state, the auxiliary gear mechanism operates at a gear ratio of an overdrive ratio (speed-increasing gear ratio), and the shaft 21 rotating via the auxiliary gear mechanism rotates at a higher speed than the shaft 16, resulting in overdrive. It becomes a driving state. The hydraulic circuit for increasing the pressure in the cylinder 34 is configured to increase the pressure in the cylinder 34 as quickly as possible and is not provided with any resistance. Changing the gear ratio by the auxiliary gear mechanism is performed by opening the two-pole switch 60 by operating the clutch pedal that disengages the main clutch, so when the gear ratio is changed by the auxiliary gear mechanism, the main clutch is disengaged. Understand what is being said.

Therefore, as mentioned above, the friction linings 28, 29
The dimensions of the friction clutch constituted by the ratchet flange 27, the truncated cone surface 31 and the bearing surface 37 are as follows:
It is possible to make the auxiliary gear mechanism smaller than the three commonly used auxiliary gear mechanisms used in conventional transmission rearrangements. The reason for this is that, as mentioned above, there is no need to connect the cone clutch in the auxiliary gear mechanism during overdrive or underdrive drive, and the cone clutch does not have to be as large as the conventional structure. This is because there is no problem in driving force transmission. In other words, in the auxiliary gear mechanism of the conventional structure of the overdrive transmission mechanism, when speed-up driving (overdrive driving) is performed, all driving force is transmitted through the cone clutch, so the cone clutch has a certain amount of power. Unless it is large, it is useless, and the size of the cone clutch greatly affects the size of the auxiliary gear mechanism, so the size of the auxiliary gear mechanism has had to be increased. However, according to this invention, when driving at increased speed (overdrive driving), driving force is not transmitted by connecting the cone clutch, so there is no need to increase the size of the cone clutch, and the size of the auxiliary gear mechanism can be reduced. Therefore, the auxiliary gear mechanism described above can be mounted even on small automobiles with limited mounting space. In the illustrated embodiment, the auxiliary gear mechanism is installed below the selector rail 15 of the currently popular single rail gear change system, and the bearing of the gear shift lever is formed by a part of the casing of the auxiliary gear mechanism. It has been done. Here, we return to the explanation of the operation of the gear shift mechanism.

As described above, when the two-pole switch 60 is opened to obtain an overdrive gear ratio using the auxiliary gear mechanism, the pressure switch 64 is not opened because no hydraulic pressure is acting within the cylinder 34. Ta. However, when the cylinder 34 is pressurized under the action of hydraulic pressure and changes the auxiliary gear mechanism to an overdrive transmission ratio, said hydraulic pressure closes said switch 64 and, as previously described, the overdrive transmission ratio state is established. is maintained. Therefore, in order to release this, when the clutch pedal is depressed again and the two-pole switch 60 is activated, the terminal W2 and the terminal WI are brought into conduction by closing the switch part 62 of the two-pole switch 60, and as a result, The terminal WI is grounded via the stabilizing resistor 54, and the holding circuit of the relay is released. Thus, contacts 51 and 56 are opened, and solenoid 45
is deenergized, valve 44 is opened, and cylinder 34
The hydraulic pressure within the sleeves 24, 25 decreases and the first
The motor returns to the position shown in the figure, and the main gear mechanism and the auxiliary gear mechanism are in a directly coupled drive state (top gear running). Due to the decrease in hydraulic pressure within the cylinder 34, the pressure switch 64 is opened and the box air circuit returns to the state shown in FIG. 3, but the gearbox switch 47 remains closed. . Then, when the clutch pedal is operated again, the gear ratio is changed to the overdrive ratio by the auxiliary gear mechanism, as described above. A warning lamp 65 is provided to warn the operator that the gear ratio has been changed to an overdrive ratio.

This is because when the driver depresses the clutch pedal to downshift the main gear mechanism's highest gear ratio to a lower gear ratio, and then stops the gear shift, he or she may inadvertently engage the gear in the overdrive gear ratio. It is from. When the operator wants to change gears to the lower gear by the action of the main gear mechanism, he moves the gear shift lever, and the gapox switch 47 opens, and the entire electrical circuit shown in FIG. 3 becomes inactive.

When the main gear mechanism is operated and the gear is changed to the lower gear, the first stage of the relay 48, which is changed to the overdrive gear ratio, is energized, but since the clutch is disengaged, this is not a problem; As soon as the person moves the gear shift lever, the gear box switch 47 is opened and the entire circuit becomes inactive. The present invention provides a transmission device equipped with an auxiliary gear mechanism that is simple and capable of automatic transmission.

In the above-mentioned embodiment, the shift by the auxiliary gear mechanism is an overdrive shift, but it is also possible to perform an underdrive shift instead of an overdrive shift. In addition to the gear change leading to the top gear, a gear change using an auxiliary gear mechanism is added, making shark tricks and gear changes possible. As described above, the present invention is implemented in the case where the auxiliary gear mechanism has a planetary gear and friction clutch mechanism configuration, but it can also be implemented in the case of an auxiliary gear mechanism in the configuration of a toothed coupling that slides and changes the gear ratio. .

Furthermore, in the embodiment described above, electrical detection means is employed as means for detecting selection of the top gear ratio of the main gear mechanism and disengagement of the clutch.

The actual operation of the above-mentioned transmission of the present invention will be explained with reference to FIG.

FIG. 4 shows a rear-wheel drive automobile 70 having front wheels 71 and rear wheels 72, including a main clutch 74 and a main gear mechanism 10.
, a prime mover 73 via an auxiliary gear mechanism 76 with two speed ratios, a propeller shaft 77, and a differential gear mechanism 78.
The rear wheels 72 are driven by this. The main gear mechanism 74 is operated by a foot-operated clutch pedal 79, which simultaneously operates the two-pole switch 60, as described above. The main gear mechanism 10 is controlled by a speed change lever 13 and a selector rail 15 like in a normal automobile. As described above, when the main gear mechanism 10 is selected to the top gear ratio, the switch 47 is closed by the selector rail 15. As described above, according to the present invention, the auxiliary gear mechanism can be miniaturized and a transmission equipped with the auxiliary gear mechanism can be installed in a small automobile, and the main gear mechanism can change the speed by the auxiliary gear mechanism to the highest speed. By performing the operation when the gear change is in the ratio, it is possible to achieve the effect of preventing a mistake in gear change operation.

[Brief explanation of the drawing]

FIG. 1 is a partially cutaway side view showing essential parts of an embodiment of a transmission according to the present invention, and FIG. 2 shows a casing of an auxiliary gear mechanism viewed from the direction of arrow 2 in FIG. 3 is a circuit diagram of an electric circuit that controls the auxiliary gear mechanism, and FIG. 4 is an explanatory diagram showing an example in which the speed change rhombus according to the present invention is installed in a rear-wheel drive automobile. be. 10...Main gear mechanism, 11...Auxiliary gear mechanism, 13...
・Speed lever, 14...Bearing, 15...Selector rail, 17...Sun gear, 18...Planetary gear, 19...
・Planetary gear support, 19a...freewheel, 20
...Annular gear, 21...Output shaft, 22...
Bearing, 23...flange joint, 24...operating sleeve,
25... Sun gear, 26... Radial flange, 2
7... Axial flange, 28, 29... Friction lining, 30... Belleville washer, 31... truncated conical surface, 32... truncated conical body, 33... annular piston,
34... Annular silling, 35... Z-shaped annular member, 36.
...Thrust bearing, 37...Bearing surface, 38...0 pieces
Member, 39... Pin, 40... Piston, 41... Oil pump, 42... Passage, 43... Relief valve, 44...
・Valve, 45...Solenoid, 46...Lead wire, 47...
Gabox switch, 48...relay, 49...electromagnet,
50...Blade, 51, 52, 55, 56...Contact, 53
... Coil, 54 ... Stabilizing resistor, C1, C2, C4
, W1, W2... terminal, 60... two-pole switch, 6
4...Pressure switch, 65...Warning lamp. 00. [CIG2 [Red. 3 KoIG, 4.

Claims (1)

[Claims] 1. A main gear mechanism having a gear ratio with a multi-stage gear ratio, a main clutch for connecting and disconnecting the prime mover from the input side of the main gear mechanism, a manual selector means for controlling the gear ratio of the main gear mechanism, and a main clutch for controlling the gear ratio of the main gear mechanism. In an automobile transmission comprising an auxiliary gear mechanism with a two-speed change ratio, comprising a main clutch control mechanism operated by an operator for connecting and disconnecting, and a planetary gear mechanism arranged in series with the main gear mechanism; a normally open gearbox switch that is closed when the main gear mechanism is engaged to the highest gear ratio; and a normally open gearbox switch that is closed when the main clutch control mechanism disengages the main clutch. a pole switch; a position where the auxiliary gear mechanism is directly connected to the main gear mechanism and operates at the same speed ratio as the main gear mechanism; and a position where the direct connection between the auxiliary gear mechanism and the main gear mechanism is released;
an auxiliary gear shift control mechanism for controlling an operating position of the auxiliary gear mechanism at a position where the auxiliary gear mechanism operates at a different gear ratio from the main gear mechanism; a clutch mechanism that is directly connected to the main gear mechanism; and a clutch disconnection mechanism that disconnects the clutch mechanism in order to operate the auxiliary gear mechanism at a gear ratio different from that of the main gear mechanism; the clutch disconnection mechanism of the auxiliary gear mechanism control mechanism is , comprising a hydraulic actuation mechanism electrically connected to the gearbox switch and the two-pole switch, the operation of which is controlled by an electric circuit that is operated by opening and closing of the gearbox switch and the two-pole switch; An automobile transmission device comprising: