Title of Invention

"TRANSMISSION DEVICE"

Abstract A torque converter is provided to rotary shaft in a state that a turbine impeller is arranged on an oil supply passage side and a pump impeller is arranged on an oil discharge passage side, and a supply-side inclined oil passage which guides the working oil from an oil supply passage to the pump impeller, and a discharge-side inclined oil passage which guides the working oil discharged from the turbine impeller to the oil discharge passage are mounted on the rotary shaft in a state that the supply-side inclined oil passage and the discharge-side inclined oil passage have axes which are inclined with respect to an axis of the rotary shaft. Figure 3
Full Text [Technical Field] [0001]
The present invention relates to an improvement of a transmission device in which an oil supply passage for supplying working oil to a torque converter where a turbine impeller, a pump impeller and a stator impeller are supported on a rotary shaft and an oil discharge passage which guides the working oil discharged from the torque converter extend in the axial direction of the rotary shaft and are mounted on the rotary shaft in a spaced-apart manner from each other. [Background Art] [0002]
There has been known a small-vehicle-use transmission device which has a following constitution in a patent literature 1 or the like, for example. That is, a torque converter is interposed between a crankshaft of an engine and a transmission in a state that a turbine impeller, a pump impeller and a stator impeller are arranged on a crankshaft. An oil supply passage for supplying working oil to the torque converter and an oil discharge passage which guides the working oil discharged from the torque converter are coaxially mounted on the crankshaft in a spaced-apart manner from each other. [Patent Literature 1] JP-A-2000-213627
[Disclosure of the Invention] [Problems that the Invention is to Solve]
[3]
However, in the above-mentioned conventional transmission device, the pump impeller of the torque converter is arranged on an oil supply passage side of the crankshaft, the turbine impeller is arranged on an oil discharge passage side, an oil passage which guides a working oil from the oil supply passage to a torque converter side is formed in the crankshaft in a state that the oil passage is arranged orthogonal to the oil supply passage, and an oil passage which guides a working oil from the torque converter to an oil discharge passage is formed in the crankshaft in a state that the oil passage is communicated with the oil discharge passage orthogonally. Accordingly, the working oil flows by changing the flow direction from the oil supply passage to the torque converter side at an angle of 90 degrees and, subsequently, by changing the flow direction from the torque converter to the oil discharge passage at an angle of 90 degrees whereby the flow resistance of the working oil becomes relatively large. Further, when the arrangement of a complementary machine of the torque converter is changed, the passage of the working oil becomes complicated thus making the transmission device large-sized.
The present invention has been made in view of the
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above-mentioned circumstances and it is an object of the present invention to provide a transmission device which can suppress the flow resistance by ensuring a smooth flow of a working oil in front of and behind a torque converter thus contributing to the enhancement of the transmission efficiency of the torque converter and increasing the degree of freedom in arrangement. [Means for Solving the Problems] [0005]
To achieve the above-mentioned object, the invention described in claim 1 is directed to a transmission device in which an oil supply passage for supplying working oil to a torque converter where a turbine impeller, a pump impeller and a stator impeller are supported on a rotary shaft and an oil discharge passage which guides the working oil discharged from the torque converter extend in the axial direction of the rotary shaft and are mounted on the rotary shaft in a spaced-apart manner from each other, wherein the torque converter is provided to the rotary shaft in a state that the turbine impeller is arranged on an oil supply passage side and the pump impeller is arranged on an oil discharge passage side, and a supply-side inclined oil passage which guides the working oil from the oil supply . passage to the pump jjnpeller, and a discharge-side inclined oil passage which guides the working oil discharged from the turbine impeller to the oil discharge passage are mounted on the rotary shaft in a state that the supply-side inclined oil
passage and the discharge-side inclined oil passage have axes which are inclined with respect to an axis of the rotary shaft. [0006]
The invention described in claim 2 is characterized in that, in addition to the constitution of the invention described in claim 1, a gear which is arranged on one side of the torque converter is rotatably supported on the rotary shaft which constitutes a crankshaft of an engine in a state that an output from the torque converter is transmitted, and an input clutch which is interposed between the torque converter and the rotary shaft is arranged on another side of the torque converter.
[7]
The invention described in claim 3 is characterized in that, in addition to the constitution of the invention described in claim 2, a stator one-way clutch which is provided between the stator impeller and a fixed position is arranged between the gear and the pump impeller.
[8]
According to the invention described in claim 1, the working oil is supplied to the torque converter from the oil supply passage by way of the supply-side inclined oil passage and the working oil is discharged to the oil discharge passage from the torque converter by way of the discharge-side inclined oil passage and hence, the flow of the working oil in front of and behind the torque converter can be made smooth whereby the flow resistance of the working oil can be suppressed thus contributing to the enhancement of the transmission efficiency of the torque converter. Further, even when the arrangement of a complementary machine of the torque converter is changed, there is no possibility that the passage of the working oil becomes complicated thus realizing the miniaturization of the transmission device.
[9]
Further, according to the invention described in claim
2, the complementary machines are arranged on both sides of the torque converter and hence, it is possible to prevent the local load concentration on the rotary shaft which constitutes the crankshaft whereby the increase of the required strength of the crankshaft per se or the support structure is avoided thus realizing the miniaturization of the transmission device.
[10]
Further, according to the invention described in claim
3, it is possible to realize the miniaturization of the transmission device by enabling the arrangement of the stator one-way clutch in the vicinity of the stator impeller and, at the same time, it is possible to suppress the flow resistance of the working oil at a small amount at the time of idling of the stator impeller by suppressing an inertia mass of the stator impeller to a relatively small amount whereby the performance of the torque converter can be enhanced.
[Best Mode for Carrying Out the Invention] [0011]
The present invention is explained based on one embodiment of the present invention shown in the attached drawings. [0012]
Fig. 1 to Fig. 3 show one embodiment of the present invention, wherein Fig. 1 is a side view of a motorcycle, Fig. 2 is a longitudinal cross-sectional view of a power unit, and Fig. 3 is an enlarged view of an essential part in Fig.2.
[13]
First of all, in Fig. 1, on a head pipe 5 which is provided to a front end of a body frame F of a motorcycle, a front fork 6 which pivotally supports a front wheel WF is steerably supported. On a pivot plate 7 which is provided to an intermediate portion of the body frame F, a front portion of a swing arm 8 which pivotally supports a rear wheel WR on a rear end thereof is vertically tiltably supported. On a seat rail 9 which is provided to a rear portion of the body frame F, a fuel tank 10 and an rider seat 11 which covers the fuel tank 10 are supported.

A power unit P which is constituted of an engine E and a reduction gear G is mounted on the body frame F in a state that the power unit P is arranged between the pivot plate 7 and the front wheel WF, wherein the power which is outputted from an output shaft 12 of the reduction gear G is transmitted to the rear wheel WR by way of a chain-type final speed reduction device 13.
[15]
In Fig. 2, the engine E includes a crankcase 16 which rotatably supports a crankshaft 15, a cylinder block 20 which includes a cylinder bore 19 in which a piston 18 connected with the crankshaft 15 by way of a connecting rod 17 is slidably fitted and is joined to the crankcase 16, and a cylinder head 22 which defines a combustion chamber 21 between the cylinder head 22 and the piston 18 and is joined to the cylinder block 20, wherein the engine E is mounted on the above-mentioned body frame F in a state that an axis of the crankshaft 15 is extended in the lateral direction of the motorcycle.
[16]
The above-mentioned crankshaft 15 is rotatably supported on the crankcase 16 by way of a pair of left and right main bearings 23, 24. A large end portion 17a of the above-mentioned connecting rod 17 is connected to the crankshaft 15 between the above-mentioned both main bearings 23, 24 by way of acrankpin 25. Further, to the cylinder head 22, intake and exhaust valves (not shown in the drawing) which open and close intake and exhaust ports communicated with the combustion chamber 21 are provided in an open/close operable manner. A cam shaft 26 which performs the open/close driving of the intake and exhaust valves is
rotatably supported about an axis arranged parallel to the crankshaft 15.
[17]
A rotor 28 of the power generator 27 is fixedly secured to a left end of the crankshaft 15, while a stator 29 of the power generator 27 is mounted on a left side cover 30 which is joined to a left end surface of the crankcase 16. Further, a timing transmission chamber 31 is formed in the crankcase 16, the cylinder block 20 and the cylinder head 22 in a state that the timing transmission chamber 31 is arranged on a left side of the cylinder bore 19 and a timing transmission device 32 which transmits the rotation of the crankshaft 15 to the camshaft 26 while reducing a rotational speed to 1/2 is housed in the timing transmission chamber 31.
[18]
A speed reduction gear casing 33 is contiguously formed on the crankcase 16 and an intermediate shaft 34 and an output shaft 12 having axes parallel to the crankshaft 15 are respectively rotatably supported on both of left and right walls of the speed reduction gear casing 33 by way of respective pairs of ball bearings 35, 35; 36, 36. [0019]
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Aright end portion of the crankshaft 15 which is projected from a right wall of the crankcase 16 is connected with a speed reduction gear G which is formed of primary and secondary speed
reduction devices 37, 38 by way of a centrifugal clutch 45 which constitutes an input clutch and a torque converter 46, while an engine-brake-use one way clutch 47 is arranged in parallel to the torque converter 46 between the speed reduction gear G and the crankshaft 15. Here, a right-side cover 48 which covers the centrifugal clutch 45, the torque converter 46, the engine-brake-use one way clutch 47 and the primary speed reduction device 37 is joined to right side surfaces of the crankcase 16 and the speed reduction gear casing 33. [0020]
The above-mentioned primary speed reduction device 37 is constituted of a primary speed-reduction drive gear 39 which is rotatably supported on the crankshaft 15 in a state that an output from the torque converter 46 is transmitted, and a primary speed-reduction driven gear 40 which is fixed to a right end portion of the intermediate shaft 34 and is meshed with the primary speed-reduction drive gear 39. Further, the secondary speed reduction device 38 is housed in the speed reduction gear casing 33 and is constituted of a secondary speed-reduction drive gear 41 which is fixed to the intermediate shaft 34 and a secondary speed-reduction driven gear 42 which is fixed to the output shaft 12 and is meshed with the secondary speed-reduction drive gear 41. A final speed reduction device 13 is connected to a left end portion of the output shaft 12 which is projected from a left end wall of the speed reduction
gear casing 33. [0021]
In Fig. 3, on an inner surface of the right side cover 48, a cylindrical bearing housing 48a which is coaxial with the crankshaft 15 is integrally formed in a projecting manner. Between a right end of the crankshaft 15 which is projected into the inside of a bearing housing 48a and the bearing housing 48a, a ball bearing 49 provided with a seal is interposed. Further, an oil chamber 50 which allows a right end of the crankshaft 15 to face the oil chamber 50 is formed in the inside of the bearing housing 48a and the working oil is supplied to the oil chamber 50 from an oil pump 52 which pumps up the working oil from an oil reservoir 51. [0022]
In the crankshaft 15, an oil supply passage 53 which supplies the working oil to the torque converter 46 is coaxially formed in a state that one end of the oil supply passage 53 is communicated with the above-mentioned oil chamber 50 and another end of the oil supply passage 53 is closed. Further, an oil discharge passage 54 which guides the working oil discharged from the torque converter 46 is also formed in the crankshaft 15 as follows. That is, one end of the oil discharge passage 54 is arranged at a position spaced apart inwardly in the axial direction from another end of the oil supply passage 53. One end of the oil discharge passage 54 is closed by a ball-like closing member 55 (see Fig. 2). An oil passage 56 which is communicated with the discharge passage 54 at a position close to another end thereof is formed in the crankshaft 15 in a state that the oil passage 56 guides the working oil for carrying out the lubrication between a large end portion 17a of the connecting rod 17 and the crank pin 25.
[23]
The torque converter 46 includes a turbine impeller 57, a pump impeller 58 and a stator impeller 59 which are supported on the crankshaft 15 which constitutes a rotary shaft. Here, the torque converter 46 is arranged on the crankshaft 15 in a state that the turbine impeller 57 is arranged on the above-mentioned oil supply passage 53 side and, at the same time, the pump impeller 58 is arranged on the above-mentioned oil discharge passage 54.
[24]
Here, while the primary speed reduction drive gear 39 to which the output from the torque converter 46 is transmitted is arranged on the left side of the torque converter 46 and is rotatably supported on the crankshaft 15, the centrifugal clutch 45 which is interposed between the crankshaft 15 and the torque converter 46 is arranged on the right side of the torque converter 46.
The centrifugal clutch 45 is constituted of a drive plate
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62 which is welded to a drive plate hub 61 which is joined to a right end portion of the crankshaft 15 by spline fitting, a plurality of clutch shoes 64 ... which are tiltably supported on the drive plate 62 by way of pivot shafts 63 ... , return springs 65 ... which are provided between the respective clutch shoes 64 ... in a state that the return springs 65 exert spring forces to bias the respective clutch shoes 64 ... in the diameter narrowing direction, and a bottomed cylindrical output drum 66 which is arranged to surround the respective clutch shoes
64
[0026]
On the crankshaft 15, a ball bearing 68 which brings an inner end of an inner lace thereof into contact with a first annular shoulder portion 15a of the crankshaft 15 is mounted. The above-mentioned drive plate hub 61 is joined to the crankshaft 15 in spline fitting in a state that a first restricting plate 69 is interposed between the drive plate hub 61 and an outer end of the inner lace. A nut 71 which is threadedly engaged with the crankshaft 15 is fastened in a state that a second restricting plate 70 is interposed between the nut 71 and the outer end of the drive plate hub 61 whereby the drive plate hub 61, that is, the drive plate 62 is fixed to the crankshaft 15.
To outer peripheral surfaces of the respective clutch shoes 64... , friction linings 67... which are capable of coming into slide contact with an inner periphery of an output drum 66 are adhered. Weights of the respective clutch shoes 64... and spring loads of the return springs 65... are predetermined such that when the crankshaft 15 is rotated with a given rotational speed or more which exceeds an idling rotational speed, the respective clutch shoes 64... enlarge diameters thereof due to an action of a centrifugal force so as to bring friction linings 67... into pressure contact with the inner peripheral surface of the output drum 66. [0028]
The pump impeller 58 of the torque converter 46 is arranged on the crankcase 16 side, the turbine impeller 57 is arranged between the pump impeller 58 and the above-mentioned output drum 66, and the stator impeller 59 is arranged between inner peripheral portions of the pump impeller 58 and the turbine impeller 57 at a position corresponding to a position between the oil supply passage 53 and the oil discharge passage 54 along the axial direction of the crankshaft 15. Here, among the pump impeller 58, the turbine impeller 57 and the stator impeller 59, a lubricant passage 72 for power transmission using the working oil is formed. [0029]
To the pump impeller 58, a cylindrical connecting member 73 which extends from an outer peripheral portion thereof in
the axial direction exceeding the turbine impeller 57 is welded. The connecting member 73 is hermetically welded to the output drum 66 of the centrifugal clutch 45. That is, the output drum 66 of the centrifugal clutch 45 is joined to the pump impeller 58 of the torque converter 46.
[30]
Out of the pair of left and right main bearings 23, 24 which are interposed between the crankshaft 15 and the crankcase 16, the right-side main bearing 24 brings an inner end of the inner lace provided to the right-side bearing 24 into contact with a second annular shoulder portion 15b formed on the crankshaft 15. On the other hand, on an outer periphery of the crankshaft 15, a hollow turbine shaft 74 which can bring one end thereof into contact with an outer lace of the above-mentioned ball bearing 68 is fitted while allowing the relative rotation therebetween. Between another end of the turbine shaft 74 and the inner lace of the above-mentioned main bearing 24, a thrust needle bearing 75 and an oil pump drive gear 76 which is mounted on the crankshaft 15 in a state that the relative rotation therebetween is prohibited are interposed. That is, since the turbine shaft 74 is sandwiched between the thrust needle bearing 75 and the ball bearing 24, the turbine shaft 74 is supported on the crankshaft 15 with relative rotation in a state that the axial movement is restricted.
A turbine hub 77 which is fixed to an inner peripheral port ion of the turbine impeller 57 is joined to an outer periphery of one end side of the above-mentioned turbine shaft 74 in spline fitting and the turbine shaft 74 is rotated together with the turbine impeller 57. Further, a bearing bushing 78 is interposed between the turbine hub 77 and the output drum 66. The primary speed-reduction drive gear 39 is joined to an outer periphery of another end portion of the turbine shaft 74 in spline fitting at a position close to the above-mentioned thrust needle bearing 75, while a radial needle bearing 79 is interposed between the turbine shaft 74 and the crankshaft 15 at a position corresponding to the primary speed-reduction drive gear 39.
[32]
A stator boss 59a which the stator impeller 59 includes is joined in spline fitting to a hollow stator shaft 82 which is relatively rotatably fitted on an outer periphery of the turbine shaft 74, while the axial movement of the stator shaft 82 is restricted by the turbine hub 77 and a third restricting plate 83 which sandwiches the above-mentioned primary speed-reduction drive gear 39 with the thrust needle bearing 75. Further, a bearing bushing 84 is interposed between an inner peripheral portion of the pump impeller 58 and the stator shaft 82.
The engine-brake-use one way clutch 47 is configured such
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that between a cylindrical first clutch outer 85 which is integrally and contiguously formed on the turbine hub 77 and a first clutch inner 86 which is joined to the above-mentioned drive plate hub 61 in spline fitting in a state that the first clutch inner 86 is surrounded coaxially by the first clutch outer 85, a large number of first clutch elements 87-.. such as sprags, rollers or the like are interposed in an annular arrangement to enable the transmission of a reverse load from the first clutch outer 85 to the first clutch inner 86.
[34]
Between the primary speed-reduction drive gear 39 and the pump impeller 58 of the torque converter 46, a stator one way clutch 88 which is arranged between the stator impeller 59 and the fixing position is arranged. The stator one way clutch 88 is constituted such that between a bottomed cylindrical second clutch outer 89 which is joined to a left end portion of the stator shaft 82 and a second clutch inner 90 which surrounds the stator shaft 82 coaxially and is coaxially surrounded by the second clutch outer 89, a large number of second clutch elements 91... such as sprags, rollers or the like are interposed in an annular arrangement.

An engaging arm portion 90a which is integrally formed on the second clutch inner 90 is engaged with a pin 92 which is mounted upright on the crankcase 16 in a state that the pin 92 has an axis thereof arranged parallel to the crankshaft 15. The second clutch inner 90 is arranged non-rotatable about axes of the crankshaft 15 and the stator shaft 82 . Further, an inner peripheral portion of the second clutch inner 90 is sandwiched between a thrust bearing plate 93 which is interposed between the second clutch inner 90 and the second clutch outer 89 and a fourth restricting plate 95 which is supported by a retainer ring 94 mounted on the stator shaft 82 whereby the axial movement of the second clutch inner 90 is restricted. Further, a bearing bushing 96 is interposed between the stator shaft 82 and the second clutch inner 90.
[36]
The stator one way clutch 88, in a state that a reaction which is generated when a torque increasing action is generated between the pump impeller 58 and the turbine impeller 57 in the torque converter 46 is supported by the stator impeller 59, inhibits the rotation of the stator shaft 82, that is, the rotation of the stator impeller 59. On the other hand, when the above-mentioned torque increasing action is not generated, the stator one way clutch 88 functions to perform idling of the stator impeller 59 in the same rotational direction as the pump impeller 58 and the turbine impeller 57.
[37]
Between an inner periphery of the turbine shaft 74 and an outer periphery of the crankshaft 15, a left-side supply-side annular oil chamber 97 which substantially corresponds to one end of the oil discharge passage 54 along the axial direction of the crankshaft 15 and a right-side discharge-side annular oil chamber 98 which substantially corresponds to another end of the oil supply passage 53 along the axial direction of the crankshaft 15 are formed. In the turbine shaft 74, the stator shaft 82 and the stator boss 59a, a plurality of inflow passages 99 ... which allow the supply-side annular oil chamber 97 to be communicated with the inflow side of the circulation oil passage 72 in the inside of the torque converter 46 are formed and, at the same time, a plurality of outflow passages 100 ... which allow the discharge-side annular oil chamber 98 to be communicated with the outflow s ide of the circulation oil passage 72 in the inside of the torque converter 46 are formed. [0038]
Further, in the crankshaft 15, a plurality of supply-side inclined oil passages 101 ... which connect another end portion of the oil supply passage 53 and the supply-side annular oil chamber 97 to guide the working oil to the pump impeller 58 from the oil supply passage 53 are formed in a state that the supply-side inclined oil passages 101... have an inclined axis with respect to an axis of the crankshaft 15 and, at the same time, apluralityof discharge-sideinclinedoilpassages 102 ... which connect the discharge-side annular oil chamber 98 and one end portion of the oil discharge passage 54 to guide the working oil discharged from the turbine impeller 57 to the oil discharge passage 54 are formed in a state that the discharge-side inclined oil passages 102 ... have an inclined axis with respect to the axis of the crankshaft 15.
[39]
Next, to explain the manner of operation of this embodiment, the torque converter 46 is provided to the crankshaft 15 in a state that the turbine impeller 57 is arranged on the oil supply passage 53 side formed in the crankshaft 15 and the pump impeller 58 is arranged on the oil discharge passage 54 side formed the crankshaft 15, and the supply-side inclined oil passages 101... which guide the working oil from the oil supply passage 53 to the pump impeller 58 and the discharge-side inclined oil passages 102... which guide the working oil discharged from the turbine impeller 57 to the oil discharge passage 54 are mounted on the crankshaft 15 in a state that the supply-side inclined oil passages 101... and the discharge-side inclined oil passages 102... have axes which are inclined with respect to the axis of the crankshaft 15.

Accordingly, the working oil is supplied to the torque converter 46 from the oil supply passage 53 by way of the supply-side inclined oil passages 101... and the working oil is discharged to the oil discharge passage 54 from the torque converter 46 by way of the discharge-side inclined oil passages 102 and hence, the flow of the working oil in front of and
behind the torque converter 46 can be made smooth whereby the flow resistance of the working oil can be suppressed thus contributing to the enhancement of the transmission efficiency of the torque converter 46. Further, even when the arrangement of the complementary machine of the torque converter 46 is changed, there is no possibility that the path of the working oil becomes complicated thus realizing the miniaturization of the transmission device.
[41]
Further, the primary speed reduction drive gear 39 which is arranged on the left side of the torque converter 46 is rotatably supported on the crankshaft 15 in a state that the output from the torque converter 46 is transmitted, and the centrifugal clutch 45 which is interposed between the torque converter 46 and the crankshaft 15 is arranged on the right side of the torque converter 4 6. Accordingly, the primary speed reduction drive gear 39 and the centrifugal clutch 45 which constitute the complementary machines are arranged on both sides of the torque converter 46 in a separated manner and hence, it is possible to prevent the local load concentration on the crankshaft 15 whereby the increase of the required strength of the crankshaft 15 per se and the support structure is prevented thus realizing the miniaturization of the transmission device.
• oU
Further, the stator one-way clutch 88 which is provided between the stator impeller 59 and the fixed position is arranged between the primary speed reduction drive gear 39 and the pump impeller 58. Accordingly, it is possible to realize the miniaturization of the transmission device by enabling the arrangement of the stator one-way clutch 88 in the vicinity of the stator impeller 59 and, at the same time, it is possible to suppress the flow resistance of the working oil at a small amount at the time of idling of the stator impeller59 by suppressing an inertia mass of the stator impeller 59 to a relatively small amount whereby the performance of the torque converter 46 can be enhanced.

Although the embodiment of the present invention has been explained heretofore, the present invention is not limited to the above-mentioned embodiment and various design changes can be made without departing from the present invention described in claims.
[Brief Description of the Drawings]
[44] [Fig. 1]
A side view of a motorcycle. [Fig. 2]
A longitudinal cross-sectional view of a power unit. [Fig. 3]
An enlarged view of an essential part shown in Fig. 2. [Description of the Reference Numerals and Signs] 15: crankshaft constituting rotary shaft 39: gear
45: centrifugal clutch constituting input clutch
46: torque converter
53: oil supply passage
54: oil discharge passage
57: turbine impeller
58: pump impeller
59: stator impeller
88: stator one way clutch
101: supply-side inclined oil passage
102: discharge-side inclined oil passage







WE CLAIM :
1. A transmission device with a torque converter (46) where a turbine impeller (57), a pump impeller (58) and a stator impeller (59) are supported on the torque converter (46), characterized in that:
a rotary shaft (15) is formed and an oil supply passage (53) for supplying working oil to the torque converter (46) extends in an axial direction of the rotation shaft (15) and an oil discharge passage (54) which guides the working oil discharged from the torque converter (46) extends in the axial direction of the rotary shaft (15);
the oil supply passage (53) and the oil discharge passage (54) are mounted on the rotary shaft (15) coaxially as column, one end of the oil discharge passage (54) is arranged at a position spaced apart in the axial direction with a inner wall portion (15w) of the rotary shaft (15) from one end of the oil supply passage (53);
the inner wall portion (15w) closes the one end of the oil supply passage (53) and the one end of the oil discharge passage (54);
the torque converter (46) is provided to the rotary shaft (15) in a state that the turbine impeller (57) is arranged on an oil passage (53) side and the pump impeller (58) is arranged on an oil discharge passage (54) side, and a supply-side inclined oil passage (101) which guides the working oil from the oil supply passage (53) to the pump impeller (58), and a discharge-side inclined oil passage (102) which guides the working oil discharged from the turbine impeller (57) to the oil discharge passage (54) are mounted on the rotary shaft (15) in a state that the supply-side inclined oil passage (101) and the discharge-side inclined oil passage (102) have each axes which are inclined with respect to an axis of the rotary shaft (5) and linearly extend at a side of the inner wall portion (15w).
2. A transmission device according to claim 1, wherein a gear (39) which is arranged on one side of the torque converter (46) is rotatably supported on the rotary shaft (15) which constitutes a crankshaft of an engine (E) in a state that an output from the torque converter (46) is transmitted, and an input clutch (45) which is interposed between the torque converter (46) and the rotary shaft (15) is arranged on another side of the torque converter (46).
3. A transmission device according to claim 2, wherein a stator one-way clutch (88) which is provided between the stator impeller (59) and a fixed position is arranged between the gear (39) and the pump impeller (58).

Documents:

1012-CHE-2005 EXAMINATION REPORT REPLY RECEIVED 04-08-2011.pdf

1012-CHE-2005 POWER OF ATTORNEY 04-08-2011.pdf

1012-CHE-2005 ABSTRACT.pdf

1012-CHE-2005 AMENDED PAGES OF SPECIFICATION 04-08-2011.pdf

1012-CHE-2005 AMENDED CLAIMS 04-08-2011.pdf

1012-CHE-2005 CLAIMS.pdf

1012-CHE-2005 DESCRIPTION (COMPLETE).pdf

1012-CHE-2005 DRAWINGS.pdf

1012-CHE-2005 FORM-1.pdf

1012-CHE-2005 FORM-18.pdf

1012-CHE-2005 FORM-3 04-08-2011.pdf

1012-CHE-2005 FORM-3.pdf

1012-CHE-2005 FORM-5.pdf

1012-CHE-2005 OTHER PATENT DOCUMENT 04-08-2011.pdf

1012-CHE-2005 PETITIONS.pdf

1012-CHE-2005 POWER OF ATTORNEY.pdf


Patent Number 249338
Indian Patent Application Number 1012/CHE/2005
PG Journal Number 42/2011
Publication Date 21-Oct-2011
Grant Date 17-Oct-2011
Date of Filing 27-Jul-2005
Name of Patentee HONDA MOTOR CO., LTD.
Applicant Address 1-1, MINAMIAOYAMA 2-CHOME, MINATO-KU, TOKYO.
Inventors:
# Inventor's Name Inventor's Address
1 YAMASHITA, MASARU C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1-CHOME, WAKO-SHI, SAITAMA.
2 YAMAMOTO, TOSHIHIRO C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1-CHOME, WAKO-SHI, SAITAMA,. JAPAN
3 KUMAGAI, YOSHIHIKO C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1-CHOME, WAKO-SHI, SAITAMA,. JAPAN
4 TSUBAKINO, YUKIHIRO C/O KABUSHIKI KAISHA HONDA GIJUTSU KENKYUSHO, 4-1, CHUO 1-CHOME, WAKO-SHI, SAITAMA,. JAPAN
PCT International Classification Number F16H41/00
PCT International Application Number N/A
PCT International Filing date
PCT Conventions:
# PCT Application Number Date of Convention Priority Country
1 2004-227834 2004-08-04 Japan