CN101730806B - Automatic transmission - Google Patents
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- CN101730806B CN101730806B CN200880019795.3A CN200880019795A CN101730806B CN 101730806 B CN101730806 B CN 101730806B CN 200880019795 A CN200880019795 A CN 200880019795A CN 101730806 B CN101730806 B CN 101730806B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 190
- 238000003754 machining Methods 0.000 claims description 31
- 230000007935 neutral effect Effects 0.000 claims description 22
- 230000008859 change Effects 0.000 claims description 13
- 230000007246 mechanism Effects 0.000 abstract description 6
- 210000000515 tooth Anatomy 0.000 description 29
- 230000035939 shock Effects 0.000 description 24
- 238000012360 testing method Methods 0.000 description 24
- 210000001226 toe joint Anatomy 0.000 description 16
- 230000000694 effects Effects 0.000 description 12
- 230000033001 locomotion Effects 0.000 description 10
- 238000004381 surface treatment Methods 0.000 description 10
- 239000012530 fluid Substances 0.000 description 7
- 230000000630 rising effect Effects 0.000 description 6
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000033228 biological regulation Effects 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 2
- 230000000903 blocking effect Effects 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000000881 depressing effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000036541 health Effects 0.000 description 1
- 238000011835 investigation Methods 0.000 description 1
- 238000003032 molecular docking Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
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- 238000000926 separation method Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
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Abstract
An automatic transmission which can be produced with a rise in costs thereof kept to a minimum and which produces a reduced impact when moved after a stop of the vehicle. The automatic transmission (20) is constructed such that hydraulic pressure controls a shift mechanism (23) to transmit the rotation of an input shaft (21) to shift positions, thereby transmitting the rotation to an output shaft (24). Splines (30) are formed in the output shaft (24) in that portion of the front end thereof which fits to a propeller shaft (12). A large diameter section (31) of the splines (30) has a two-step chamfer, and the corners (32, 32) on both sides of each spline tooth are chamfered.
Description
Technical field
The present invention relates to a kind of automatic transmission that is loaded in vehicle, in more detail, relate to a kind of automatic transmission that can improve the sliding on the spline that is formed on output shaft.
Background technique
As the speed changer that is loaded in vehicle, automatic transmission has obtained to promote widely.The multi-gear transmission mechanism that has following formation in this kind automatic speed changing, namely, this multi-gear transmission mechanism changes the power transmission path of gear part by clutch and break, take with the rotation speed change of input shaft as a plurality of gears, be passed to output shaft, this multi-gear transmission mechanism is placed in (with reference to patent documentation 1) in the speed changer case again.
At this, in being mounted with the vehicle of automatic transmission, when stepping on break and make vehicle stop, actuating force source (for example motor) with idling speed (idling engine speed) while drive fluid torque converter and be rotated.Therefore, consumed fuel too much and oil consumption is worsened.
Therefore, the automatic transmission that the enforcement neutral is controlled in parking is practical.Control about this neutral, in the situation that the D gear depresses break, form neutral position state by the fastening state of suitably controlling for the friction apply member of realizing the first gear.And, when driver's bend the throttle, clutch is engaged so that vehicle start.Thus, can prevent that oil consumption from worsening.
Patent documentation 1:JP JP 2002-161950 communique
Summary of the invention
The problem that invention will solve
But, in speed changer on the automobile that is loaded into FR (engine behind front wheel, rear wheel drive) in described automatic transmission, because the sliding on the spline that is formed on output shaft worsens, so the problem of existence generation impact endurance test shock (shock) after vehicle stop, when starting to walk.The reason that such impact endurance test shock occurs is, is formed at spline and the embedding part that is fixed in the transmission shaft of vehicle side on the output shaft of automatic transmission when vehicle parking, blocks between the two.
That is, when depressing break and make vehicle stop, the motor and the automatic transmission that are supported in vehicle with the fixing frame of rubber system can move (with reference to Fig. 7) to vehicle front because of the law of inertia.At this moment, because gear is D gear (forward gear), thereby moment of torsion is passed to transmission shaft from automatic transmission.Therefore, output shaft and the transmission shaft of automatic transmission block, and it is constant to the vehicle front mobile status that automatic transmission keeps, and can not turn back to the normal position.Thereafter, when implementing neutral control or making vehicle start, blocking between the output shaft of automatic transmission and transmission shaft is disengaged, and makes automatic transmission turn back to the normal position, at this moment, just produces very large impact endurance test shock (with reference to Fig. 8).Special in the situation that implement neutral and control, automatic transmission is returned to the normal position in parking, thereby can feel also large when the impact endurance test shock that produces this moment is compared with the step.
At this, in order to reduce such impact endurance test shock, as long as improve at the sliding that is formed at spline and the embedding part of the power transmission shaft (propeller shaft) that is fixed on vehicle side on the output shaft of automatic transmission.Accordingly, even automatic transmission moves to vehicle front when stopping, can not block between output shaft and power transmission shaft (transmission shaft) and slide, automatic transmission can be returned to the normal position immediately, has reduced thus impact endurance test shock (occuring hardly).And, for the spline that improves output shaft and the sliding of power transmission shaft (transmission shaft), consider the splined section of output shaft is implemented surface treatment (such as the phosphatization processing etc.).But, in order to carry out such surface treatment, need to newly establish the production line (line) that surface treatment is used, there is like this problem of cost aspect.That is, when implementing such surface treatment, the price of automatic transmission is uprised (causing product cost to rise).
Therefore, the present invention proposes for addressing the above problem, and its purpose is to provide a kind of rising that can suppress product cost, and can be reduced in after vehicle stop the automatic transmission of the impact endurance test shock that the movement because of automatic transmission produces.
For the means of dealing with problems
For addressing the above problem the automatic transmission of the present invention that proposes, utilize oil pressure to control gear section, take with the rotation speed change of input shaft as a plurality of gears, and be passed to output shaft, it is characterized in that, at the front end of described output shaft, be formed with spline in the chimeric scope of the power transmission shaft that has with vehicle, the large-diameter portion of described spline has been implemented n level (n is the integer more than 2) chamfer machining.
And described large-diameter portion is the part of the tooth of described spline, preferably the front-end face of the tooth of described spline has been implemented n level chamfer machining.
In this automatic transmission, on output shaft, be formed with spline in the chimeric scope of the power transmission shaft that has with vehicle, it is multistage chamfer machining that the large-diameter portion of this spline is implemented n level (n is the integer more than 2).Thus, the spline front end and toe joint power transmission shaft that can improve at output shaft touches, with the spline of raising output shaft and the sliding between power transmission shaft.Therefore, can prevent that when automatic transmission moves to vehicle front the output shaft front end is engaging-in in power transmission shaft and mutually block.Its result, even when stopping, automatic transmission moves to vehicle front, output shaft and transmission shaft can not block yet and slide, automatic transmission turns back to the normal position at once, thereby can reduce the impact endurance test shock that the movement because of automatic transmission produces.
In addition, implement multistage chamfer machining to the large-diameter portion of spline, as long as just can be corresponding by change cutter (cutter).Therefore, need not when spline part is implemented surface treatment, new production line is set.Therefore can suppress the rising of product cost.Therefore, according to this automatic transmission, the rising of product cost can be suppressed, and the impact endurance test shock that the movement because of automatic transmission produces can be reduced in after vehicle stop.
In automatic transmission of the present invention, preferably chamfer machining is implemented at the tooth top two end part of described spline.
Like this, when chamfer machining is also implemented in the tooth top two end part of spline, can improve the spline of output shaft and the toe joint of power transmission shaft and touch, and can further improve the spline of output shaft and the sliding of power transmission shaft.
In addition, the chamfer machining at the tooth top two end part of spline is preferably implemented to the whole zone to spline along output shaft.Thus, the whole zone improvement that can form at the spline of output shaft the zone is tactile with the toe joint of power transmission shaft, and can further improve the spline of output shaft and the sliding of power transmission shaft.
In addition, in automatic transmission of the present invention, be preferably the C chamfering of depth of chamfering in the scope of 0.1～0.3mm to the chamfer machining at the tooth top two end part of described spline.
By the such chamfer machining of tooth top two end part enforcement to spline, can improve reliably the spline of output shaft and the toe joint of power transmission shaft and touch, and can improve reliably the spline of output shaft and the sliding between power transmission shaft.And, with depth of chamfering be set in described scope be because, when depth of chamfering during less than 0.1mm, can not improve the spline of output shaft and the toe joint of power transmission shaft touches, on the other hand, during greater than 0.3mm, can increase rocking between spline and power transmission shaft when depth of chamfering.That is, by carry out the C chamfer machining to the tooth top two end part of spline with the depth of chamfering in described scope, can prevent the increase of rocking between spline and power transmission shaft, and the toe joint that can improve reliably spline and power transmission shaft touches.
In addition, in automatic transmission of the present invention, preferably in the n level chamfer machining that the large-diameter portion of described spline is implemented, n (n is the integer 2 or more) grade of chamfer angle be n-1 level chamfer angle roughly half.
To the large-diameter portion enforcement chamfer machining of spline, the spline front end and toe joint power transmission shaft that can improve reliably at output shaft touches, and can improve reliably the spline of output shaft and the sliding between power transmission shaft by like this.And, by n level chamfer angle is made as n-1 level chamfer angle roughly half, can further improve the spline of output shaft and the sliding between power transmission shaft.
In this case, in automatic transmission of the present invention, preferably described n-1 level chamfer angle is set in the scope of 15～45 degree.
If n-1 level chamfer angle is less than 15 degree, n level chamfer angle is too small, and does not have the chamfering effect of n level, and can't obtain the effect of n level (multistage) chamfering.On the other hand, if the n-1 chamfer angle does not have the chamfering effect of n-1 level, and can't obtain the effect of n level (multistage) chamfering greater than 45 degree.Namely, by the n-1 chamfer angle being set in the scope of 15～45 degree, according to n level and n-1 (and then n-3 level, n-4 level ...) in chamfer machining at different levels, can improve respectively in the tactile effect of the spline front end and toe joint power transmission shaft of output shaft, and can obtain reliably by the common effect of bringing into play of n level (multistage) chamfering.
And, implement the automatic transmission that neutral is controlled when the present invention preferably is applicable to vehicle stop.
As mentioned above, in implementing the automatic transmission that neutral controls, because automatic transmission in docking process is back to the normal position, thereby the impact endurance test shock that can feel this moment is large during compared with the step.Therefore, by the present invention being applied on the automatic transmission of implementing neutral control, can effectively reduce this impact endurance test shock.
The effect of invention
According to automatic transmission of the present invention, can suppress as mentioned above the rising of product cost, and improve the spline of output shaft and the sliding between power transmission shaft, thereby be reduced in after vehicle stop the impact endurance test shock that the movement because of automatic transmission produces.
Description of drawings
Fig. 1 is the figure of loading state of vehicle that schematically shows the automatic transmission of mode of execution.
Fig. 2 is the figure of structure that schematically shows the automatic transmission of mode of execution.
Fig. 3 means the stereogram of the schematic configuration of spline forming section.
Fig. 4 is the stereogram that amplifies a part that shows the spline fore-end.
Fig. 5 means the figure of the large-diameter portion of spline.
Fig. 6 means the enlarged view of the tooth top of spline.
Fig. 7 is the explanatory drawing of the state of automatic transmission and transmission shaft when stopping for explanation.
Fig. 8 is the explanatory drawing of the state of automatic transmission in the past (not implementing surface treatment and chamfer machining) when having implemented neutral and control for explanation and transmission shaft.
Fig. 9 is the explanatory drawing of the state of the automatic transmission of the present embodiment when having implemented neutral and control for explanation and transmission shaft.
Figure 10 means the figure of the front and back G (front and back acceleration) of automatic transmission (not implementing surface treatment and chamfer machining) in the past.
Figure 11 means the figure of front and back G of the automatic transmission of present embodiment.
Embodiment
Below, to being used for, the preferred forms of concreteization of automatic transmission of the present invention is elaborated with reference to the accompanying drawings.The automatic transmission of present embodiment is be loaded into the longitudinal automatic transmission in the automobile of front-mounted engine, rear wheel drive (FR) and implement so-called neutral and control.The automatic transmission of mode of execution is described with reference to Fig. 1 and Fig. 2 in addition.Fig. 1 is the figure of loading state of vehicle that schematically shows the automatic transmission of mode of execution.Fig. 2 is the figure of structure that schematically shows the automatic transmission of mode of execution.
As shown in Figure 1, the automatic transmission 20 of present embodiment is loaded in the rear of the motor 11 of automobile 10.That is, automatic transmission 20 is configured in the floor tunnel (floor tunnel) that is formed on automobile 10, and is loaded on automobile 10 by the fixing frame of rubber system.In addition, motor 11 also is loaded on automobile 10 by the fixing frame of rubber system.And the front side of automatic transmission 20 is fixed on the rear square end of motor 11.On the other hand, the rear side of automatic transmission 20 is connected with transmission shaft 12 as power transmission shaft.Like this, automatic transmission 20 is arranged between motor 11 and transmission shaft 12.
Differential (differential) on automobile 10 device 13 is connected the other end of transmission shaft 12 with setting (fixing).As well-known, differential motion 13 have a plurality of small gears, the side gear (side gear) that is meshed with a plurality of small gears and the end gear ring (final ringgear) that combines with a plurality of small gears.And, be connected with live axle 14,14 on the side gear of differential motion 13, and described live axle 14,14 is connected with trailing wheel 15,15.
At this, as shown in Figure 2, have input shaft 21, fluid torque converter 22, gear section 23 and output shaft 24 in automatic transmission 20.And above-mentioned these component parts are placed in variable speed drives axle housing (transaxle case) 25.In addition, have the neutral control mechanism in this automatic transmission 20, this neutral control mechanism is when automobile 10 stops, and when the D gear depresses break, separate for the clutch that vehicle is advanced entering neutral, when driver's bend the throttle, clutch is engaged so that automobile 10 startings.Thus, when each the parking, even the driver does not switch to the N gear with gear from the D gear, can not drive fluid torque converter 22 in parking yet, thereby can realize the raising of oil consumption.
As well-known, fluid torque converter 22 has these three impellers of turbine, pump impeller and stator, and pump impeller is connected with the bent axle of motor 11.In fluid torque converter 22, when the rotation of the bent axle by motor 11 made the pump impeller rotation, the oil in fluid torque converter 22 were stirred, and with transmission of power to turbine so that the turbine rotation.And, by the rotation of this turbine, transmission of power to input shaft 21, and is input to gear section 23.
As well-known, be provided with a plurality of gears, a plurality of clutch and break etc. in gear section 23.And, in gear section 23, control to change the joint of a plurality of clutches and break, the integrated mode of separating by oil pressure, thereby speed change is to the gear of regulation.Thus, make the rotation speed change of input shaft 21, and be passed to output shaft 24.
This output shaft 24 is connected with transmission shaft 12 is chimeric.And, as shown in Figure 2 and Figure 3, be formed with spline 30 at the telescoping part with transmission shaft 12 tablings of output shaft 24.In addition, Fig. 3 means the stereogram of the schematic configuration of spline forming section.The Y-piece (yoke) (not shown) of transmission shaft 12 is fitted in this spline 30, so that output shaft 24 couples together with transmission shaft 12.
At this, be formed with a plurality of spline tooths 35 on spline 30.And, as shown in Figure 4, be formed with big diametral plane 36 at the tooth top of spline tooth 35, be formed with little diametric plane (bottom surface of spline) 37 at the tooth root of spline tooth 35, be formed with the flank of tooth 38 between big diametral plane 36 and path face 37.The large-diameter portion 31 of such spline 30 and tooth top end 32,32 are implemented chamfer machining.At this, so-called large-diameter portion 31 refers to, the part of the front-end face 39 in the spline tooth 35 of spline 30 (output shaft 24).In addition, Fig. 4 amplifies the stereogram that shows a spline fore-end part.With reference to Fig. 5 and Fig. 6, described chamfer machining is elaborated.Fig. 5 means the figure of the large-diameter portion of spline.Fig. 6 means the enlarged view of the tooth top of spline.
As shown in Figure 5, the large-diameter portion 31 of spline 30 is implemented the two-stage chamfering.That is, implement successively first order chamfering, second level chamfering from the forward end of spline 30.Thus, be formed with successively first order chamfered section 31a, second level chamfered section 31b from forward end on the large-diameter portion 31 of spline 30.And, the chamfer angle θ 1 in first order chamfered section 31a is set in the scope of θ 1=15 °～45 °.By such setting, according to each chamfer machining of the first order and the second level, the effect that the toe joint at front end and Y-piece transmission shaft 12 of spline 30 of can being improved touches.That is, if first order chamfer angle θ 1 less than 15 °, second level chamfer angle θ 2 becomes too small and makes second level chamfering not have effect.On the other hand, if first order chamfer angle θ 1 greater than 45 °, makes first order chamfering not have effect.Therefore, to be set at the chamfer angle θ 1 of first order chamfered section 31a in the scope of θ 1=15 °～45 °, and forming first order chamfered section 31a and second level chamfered section 31b by the two-stage chamfering, the toe joint that can improve reliably thus at the front end of spline 30 touches.Its result can improve the sliding between the Y-piece of the front end of spline 30 and transmission shaft 12.
In addition, the chamfer angle θ 2 of second level chamfered section 31b is set as first order chamfered section 31a chamfer angle θ 1 roughly half.At this, the chamfer angle θ 2 of the second level can only be set as less than first order chamfer angle θ 1.Therefore, inventors change second level chamfer angle θ 2 and test, and learn in the situation that chamfer angle θ 2 is set as the about 1/2 of first order chamfer angle θ 1, and the toe joint that can improve the Y-piece of the front end of spline 30 and transmission shaft 12 touches.In addition, in the present embodiment, first order chamfer angle θ 1 is set to θ 1=30 °, second level chamfer angle θ 2 and is set to θ 2=15 °.
On the other hand, as shown in Figure 6, the tooth top end 32,32 of spline 30 is implemented the C chamfering of depth of chamfering D, to form C chamfered section 32a, 32a.The toe joint that thus, can improve the Y-piece of the tooth top of spline 30 and transmission shaft 12 touches.Its result can improve the sliding between the Y-piece of spline 30 and transmission shaft 12.At this, the chamfer machining of the tooth top end 32,32 of spline 30 is preferably implemented along the axial whole zone to spline 30.So, can touch at the toe joint that improve between the Y-piece of the tooth top of spline 30 and transmission shaft 12 in the whole zone that is formed with spline 30 of output shaft 24, thereby further improve the sliding of spline 30 and the Y-piece of transmission shaft 12.
At this, the depth of chamfering D of C chamfering is set in the scope of D=0.1～0.3mm.This be because, if the tooth top that depth of chamfering D less than 0.1mm, can't improve spline 30 is tactile with the toe joint of the Y-piece of transmission shaft 12; On the other hand, if depth of chamfering D greater than 0.3mm, can increase rocking between the Y-piece of spline 30 and transmission shaft 12.And, implement the C chamfering with such depth of chamfering, form C chamfered section 32a, 32a in the tooth top end 32,32 of spline 30, the tooth top that can improve reliably thus spline 30 is tactile with the toe joint between the Y-piece of transmission shaft 12.In addition, in the present embodiment, depth of chamfering D is set as D=0.15mm.
In addition, about to the two-stage chamfering of the large-diameter portion 31 of spline 30 and to the C chamfering of tooth top end 32,32, in other words, form 1 grade of chamfered section 31a and two-stage chamfered section 32b at large-diameter portion 31, and at tooth top end 32,32 formation C chamfered section 32a, 32a, can realize by only change cutter when forming spline 30.Therefore, need not to arrange new production line, and spline 30 is implemented the surface-treated situations compare, can significantly suppress the rising of product cost.
Then, the effect of the automatic transmission 20 that consists of as mentioned above described.In automobile 10, will input to automatic transmission 20 through fluid torque converter 22 by the driving force that motor 11 produces.Thus, in automatic transmission 20, make input shaft 21 rotations.And, in the gear section 23 of automatic transmission 20, control to change the joint of a plurality of clutches and break, the integrated mode of separating by oil pressure, and speed change is the gear of regulation.Thus, make the rotation speed change of input shaft 21, be passed to again thereafter output shaft 24.So, transfer a driving force to the transmission shaft 12 that is connected with output shaft 24, and by differential motion 13, its driving force is dispensed to live axle 14,14, so that trailing wheel 15,15 rotates.
At this, in the situation that automobile 10 stops, when satisfying condition, implement neutral and control in automatic transmission 20.That is, step under the state of break at the D gear, be used in the clutch separation of advancing in automatic transmission 20.Situation about automatic transmission 20 at this moment illustrates with reference to Fig. 7～Fig. 9.Fig. 7 is the explanatory drawing of the state of automatic transmission and transmission shaft when stopping for explanation.Fig. 8 is the explanatory drawing of the state of automatic transmission in the past (not implementing surface treatment and chamfer machining) when having implemented neutral and control for explanation and transmission shaft.Fig. 9 is the explanatory drawing of the state of the automatic transmission of the present embodiment when having implemented neutral and control for explanation and transmission shaft.
At first, when stepping on break automobile 10 is stopped, the motor 11 and the automatic transmission 20 that being supported on vehicle with the fixing frame of rubber system move to vehicle front because of the law of inertia.At this moment, because gear is D gear, therefore moment of torsion is passed to transmission shaft 12 from the output shaft 24 of automatic transmission 20.In addition, transmission shaft 12 is connected with the differential motion 13 that is fixed on vehicle side because of the one end and is not moved.
At this moment, as the automatic transmission of not implementing surface treatment and chamfer machining 120 in the past, in the situation that the sliding between the transmission shaft 12 of the output shaft of automatic transmission 120 and vehicle side is poor, the output shaft of automatic transmission 120 and transmission shaft 12 block, as shown in Figure 7, automatic transmission 120 keeps the state that moves to vehicle front and does not turn back to the normal position.And thereafter, when implementing neutral control, moment of torsion is not passed to transmission shaft 12 from output shaft.Thus, blocking of 12 of the output shaft of automatic transmission 120 and transmission shafts is disengaged, and as shown in Figure 8, automatic transmission 120 turns back to the normal position.At this moment, produced larger impact endurance test shock.Even do not implement the automatic transmission that neutral is controlled, such impact endurance test shock can occur yet when vehicle start.
On the other hand, in the automatic transmission 20 of present embodiment, implemented the chamfer machining to the spline 30 of output shaft 24, that is, implemented respectively to the two-stage chamfering of large-diameter portion 31 with to and the C chamfering of tooth top end 32,32.Thus, make the spline 30 of output shaft 24 and the sliding of transmission shaft 12 become very good.Therefore, when automobile 10 stops, even motor 11 and automatic transmission 20 move to vehicle front, can not block between the output shaft 24 of automatic transmission 20 and transmission shaft 12 yet.Thus, as shown in Figure 9, when the inertial force when stopping disappeared, automatic transmission 20 can be back to the normal position at once.Therefore, can reduce the impact endurance test shock that the movement because of automatic transmission 20 produces.
At this, reduce in order to confirm impact endurance test shock, phase place identical when occuring with impact endurance test shock is installed automatic transmission and transmission shaft, with the front and back G of real vehicle investigation automatic transmission.To the results are shown in Figure 10 and Figure 11.Figure 10 means the figure of the front and back G of automatic transmission (not implementing surface treatment and chamfer machining) in the past.Figure 11 means the figure of front and back G of the automatic transmission of present embodiment.
As can be known from Fig. 10, in automatic transmission in the past, front and back G just probably once surpasses target G (aimed acceleration) in 5 times are measured number of times.In addition, so-called target G refers to, health can not felt the front and back G that moves the such degree of impact endurance test shock that produces because of automatic transmission.On the other hand, as can be seen from Figure 11, in the automatic transmission 20 of present embodiment, do not produce the front and back G over target G.In addition, by comparing Figure 10 and Figure 11 as can be known, automatic transmission 20 (Figure 11) is compared with automatic transmission (Figure 10) in the past, and the occurrence frequency of front and back G (incidence rate) is few, and its size is also little when front and back G occurs.Hence one can see that, in the automatic transmission 20 of present embodiment, reduced automobile 10 and stopped the rear impact endurance test shock that produces that moves because of automatic transmission 20.
As above-mentioned detailed explanation, automatic transmission 20 according to present embodiment, large-diameter portion 31 to the spline 30 of output shaft 24 is implemented the two-stage chamfer machining, to have formed 1 grade of chamfered section 31a and secondary chamfered section 32b at large-diameter portion 31, and, the C chamfer machining are implemented in tooth top end 32,32,32,32 to have formed C chamfered section 32a, 32a in the tooth top end.Thus, in automatic transmission 20, the toe joint that has improved at spline 30 and Y-piece transmission shaft 12 of output shaft 24 touches, thereby has improved the sliding between output shaft 24 and transmission shaft 12.Therefore, in the time of can preventing that automatic transmission 20 moves to vehicle front when stopping, in the engaging-in transmission shaft 12 of the spline 30 of output shaft 24 and block.Its result, even when stopping, automatic transmission 20 moves to vehicle front, can not block between output shaft 24 and transmission shaft 12 yet and slide, and automatic transmission 20 can turn back to the normal position at once, thereby move because of automatic transmission 20 impact endurance test shock that produces after can decrease stopping.And, only by the change cutter, just can realize spline 30 two-stage chamferings and C chamfering to output shaft 24, thereby can also suppress the rising of product cost.
In addition, described mode of execution is illustration only, the present invention is not done any restriction, ought to carry out various improvement and distortion in the scope that does not exceed its aim.For example, in described mode of execution, illustration the present invention is applicable to implement situation on automatic transmission 20 that neutral controls, the present invention also goes for not implementing the automatic transmission that neutral is controlled.In this case, can reduce the rear recurrence of stopping and move because of automatic transmission the impact endurance test shock that produces during the step.
In addition, in described mode of execution, be the two-stage chamfering to the chamfer machining of the large-diameter portion 31 of the spline 30 in output shaft 24, but also can implement 3 grades of chamferings or the multistage chamfering more than 3 grades.Thus, can further reduce parking and move because of automatic transmission the impact endurance test shock that produces afterwards.
In addition, in described mode of execution, illustration the present invention is applicable to situation on the automobile of front-mounted engine, rear wheel drive (FR), but the present invention also can be applicable to mid-ships engine, rear wheel drive (MR) and automatic transmission by the vertical automobile of putting.In this case, also can obtain above-mentioned effect.And then the present invention can also be applicable to the automobile of front-mounted engine, pre-driver (FF) and rear engine, front-wheel drive (RR).In this case, when stopping, can reduce after stopping the impact endurance test shock that the movement because of automatic transmission produces under automobile is subject to the state of larger horizontal G.
Claims (6)
1. automatic transmission is controlled gear section by oil pressure, take with the rotation speed change of input shaft as a plurality of gears, and be passed to output shaft, it is characterized in that,
On described output shaft, be formed with spline in the chimeric scope of the power transmission shaft that has with vehicle,
The large-diameter portion of described spline has been implemented the chamfer machining of n level, n is the integer more than 2,
Chamfer machining has been implemented at tooth top two end part to described spline.
2. automatic transmission according to claim 1, is characterized in that,
Described large-diameter portion is the part of the tooth of described spline,
Front-end face to the tooth of described spline has been implemented n level chamfer machining.
3. automatic transmission according to claim 1, is characterized in that, is C chamfering in depth of chamfering is the scope of 0.1～0.3mm to the chamfer machining at the tooth top two end part of described spline.
4. the described automatic transmission of any one according to claim 1 to 3, is characterized in that, in the n level chamfer machining that the large-diameter portion of described spline is implemented, the chamfer angle of n level is half of chamfer angle of n-1 level, and n is the integer more than 2.
5. automatic transmission according to claim 4, is characterized in that, the chamfer angle of described n-1 level is set in the scope of 15～45 degree.
6. automatic transmission according to claim 1, is characterized in that, implements neutral and control when vehicle stop.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP334917/2007 | 2007-12-26 | ||
| JP2007334917 | 2007-12-26 | ||
| JP230881/2008 | 2008-09-09 | ||
| JP2008230881A JP5038270B2 (en) | 2007-12-26 | 2008-09-09 | Automatic transmission |
| PCT/JP2008/073363 WO2009081919A1 (en) | 2007-12-26 | 2008-12-23 | Automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101730806A CN101730806A (en) | 2010-06-09 |
| CN101730806B true CN101730806B (en) | 2013-05-15 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200880019795.3A Expired - Fee Related CN101730806B (en) | 2007-12-26 | 2008-12-23 | Automatic transmission |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP5038270B2 (en) |
| CN (1) | CN101730806B (en) |
| DE (1) | DE112008001525T5 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2012067878A (en) * | 2010-09-24 | 2012-04-05 | Mitsubishi Heavy Ind Ltd | Self-adjusting seal for turbo rotary machine |
| US8920064B2 (en) * | 2012-01-06 | 2014-12-30 | Gm Global Technology Operations, Llc | Shaft assembly with inverted chamfers on splines |
| CN102817902A (en) * | 2012-09-11 | 2012-12-12 | 唐海滨 | Electromobile motor rotary shaft |
| JP6154116B2 (en) * | 2012-10-19 | 2017-06-28 | アイシン・エーアイ株式会社 | Gearbox synchronizer |
| JP6177078B2 (en) * | 2013-09-27 | 2017-08-09 | アイシン・エィ・ダブリュ株式会社 | Spline fitting structure |
| DE102017126497B8 (en) * | 2017-11-10 | 2019-08-29 | Syn Trac Gmbh | Vehicle-side and implement-side drive shaft connecting device and a drive shaft connecting device with these two drive shaft connecting devices |
| JP7011932B2 (en) | 2017-12-12 | 2022-02-10 | 株式会社エフ・シー・シー | Manufacturing method of aluminum parts and cast aluminum products |
| CN108443468A (en) * | 2018-05-22 | 2018-08-24 | 无锡明恒混合动力技术有限公司 | A kind of hybrid power gearbox high-low pressure oil circuit transmission system |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04175561A (en) * | 1990-11-05 | 1992-06-23 | Aisin Aw Co Ltd | Automatic transmission |
| JPH10122344A (en) * | 1996-10-23 | 1998-05-15 | Aisin Aw Co Ltd | Control device for vehicular automatic transmission |
| JP4017819B2 (en) | 2000-11-22 | 2007-12-05 | アイシン・エィ・ダブリュ株式会社 | Automatic transmission |
| JP2008008331A (en) * | 2006-06-27 | 2008-01-17 | Jtekt Corp | Telescopic shaft and vehicle steering device |
-
2008
- 2008-09-09 JP JP2008230881A patent/JP5038270B2/en not_active Expired - Fee Related
- 2008-12-23 DE DE112008001525T patent/DE112008001525T5/en not_active Withdrawn
- 2008-12-23 CN CN200880019795.3A patent/CN101730806B/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JP5038270B2 (en) | 2012-10-03 |
| JP2009174707A (en) | 2009-08-06 |
| CN101730806A (en) | 2010-06-09 |
| DE112008001525T5 (en) | 2010-06-17 |
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