FR3080424A1 - AUTOMATIC TRANSMISSION - Google Patents

Abstract

An automatic transmission (2) is equipped with a clutch actuator (32) which is secured to a vertical straight wall of a front housing (6) with a base plate (50) and which works to tilt a clutch lever. The clutch actuator includes a housing (32A) and a connecting member (32B). The housing works to produce a maneuvering force that tilts the clutch lever. The connecting element connects the housing and the clutch lever to each other. A carrier (56) is attached to the bottom portion of the base plate. The housing is attached to the support and disposed closer to a straight vertical wall of the housing before the support is. The support is disposed outside the connecting element and covers the connecting element. This makes it possible to reduce the size of the transmission housing, to have a simplified structure and to protect the clutch actuator from the obstacles.Figure of the abstract: FIG. 2

Description

Description

Title of the invention: AUTOMATIC TRANSMISSION

Technical Field The present invention relates generally to an automatic transmission.

PRIOR ART [0002] Automated manual transmissions (in English AMT or Automated Manual Transmissions) are known as transmissions mounted in vehicles, such as automobiles. AMTs are designed to automatically perform a gear change and clutch maneuver using actuators in a manual gearbox (in English MT or Manual Transmission), thus allowing automatic gear change as in automatic transmissions (in English AT or Automatic Transmissions).

The first publication of Japanese patent ri 2016-38068 ri discloses the type of automatic transmission above which includes a protector disposed under a clutch actuator to protect the clutch actuator from flying stones.

The above automatic transmission must have a space in a transmission housing for the installation of the separate protector, which results in an increase in the size of the transmission housing or a complication of the structure of the transmission housing. .

Technical problem The present invention has been made in view of the above problem. An object of the invention is to provide an automatic transmission which is capable of being reduced in size or of having a simplified structure and capable of protecting a clutch actuator from obstacles.

Technical solution [0006] According to one aspect of the invention, an automatic transmission is proposed which comprises: (a) a transmission casing which retains a movable input shaft for rotation, an opening being formed in an external wall of the casing transmission; (b) a clutch which is attached to one end of a length of the input shaft in the transmission case and works to connect or disconnect a power transmission between an internal combustion engine and the input shaft ; (c) a clutch lever which extends outward from the input shaft in a radial direction from the input shaft to present a radial outer end projecting outside the transmission case through the opening, the clutch lever being tilted under the effect of an operating force exerted on the radial outer end to disengage the clutch; and (d) a clutch actuator which is secured to the outer wall of the transmission housing using a base plate and causes the clutch lever to tilt. The clutch actuator includes a clutch actuator body and a connecting member. The clutch actuator body produces the operating force necessary to tilt the clutch lever. The connecting element connects the clutch actuator body to the clutch lever. A support is integral with the lower part of the base plate. The clutch actuator body is disposed closer to the outer wall of the transmission case than the carrier is and is attached to the carrier. The support is arranged outside the connecting element of the clutch actuator and covers at least the connecting element.

According to one embodiment, the transmission casing is arranged so that the input shaft is oriented so as to have an axis extending in a longitudinal direction, in which, seen in an axial direction of the input shaft, the support is inclined from a lower part of the base plate along the outer wall of the transmission housing and in which at least the connecting element is arranged in a space surrounded by the base plate, the support and the outer wall of the transmission housing.

According to one embodiment, the clutch actuator is installed to overlap the base plate in a vertical direction.

Advantages provided [0009] The above structure of the automatic transmission is capable of being reduced in size or of having a simplified structure and capable of protecting a clutch actuator from obstacles.

BRIEF DESCRIPTION OF THE DRAWINGS Other characteristics, details and advantages of the invention will appear on reading the detailed description below, and on analysis of the appended drawings, in which: Fig.l [0011] [ fig.l] a right side view which illustrates an automatic transmission according to an embodiment of the invention;

Fig. 2 [fig.2] is a bottom view of an automatic transmission according to an embodiment of the invention;

Fig. 3 [fig.3] is a front view of an automatic transmission according to an embodiment of the invention;

Fig. 4 [fig.4] is a longitudinal sectional view of an automatic transmission taken along an input shaft according to an embodiment of the invention;

Fig. 5 [fig.5] is a sectional view along the line V-V of Figure 1;

Fig. 6 [fig.6] is a sectional view along the line VI-VI of Figure 3;

Fig. 7 [fig.7] is a right side view of an automatic transmission from which a gear change unit is removed according to an embodiment of the invention.

Description of the embodiments An automatic transmission according to an embodiment of the invention comprises: (a) a transmission casing which retains a movable input shaft for rotation, an opening being formed in an external wall of the casing transmission; (b) a clutch which is attached to one end of a length of the input shaft in the transmission case and works to connect or disconnect a power transmission between an internal combustion engine and the input shaft ; (c) a clutch lever which extends outward from the input shaft in a radial direction from the input shaft to present a radial outer end projecting outside the transmission case through the opening, the clutch lever being tilted under the effect of an operating force exerted on the radial outer end to disengage the clutch; and (d) a clutch actuator which is secured to the outer wall of the transmission housing using a base plate and causes the clutch lever to tilt. The clutch actuator includes a clutch actuator body and a connecting member. The clutch actuator body produces the operating force necessary to tilt the clutch lever. The connecting element connects the clutch actuator body to the clutch lever. A support is integral with the lower part of the base plate. The clutch actuator body is disposed closer to the outer wall of the transmission case than the carrier is and is attached to the carrier. The support is arranged outside the connecting element of the clutch actuator and covers at least the connecting element. This reduces the size of the transmission case and protects the clutch actuator from obstacles.

EMBODIMENT An automatic transmission according to an embodiment of the invention will be described below with reference to the drawings.

Figures 1 to 7 are views illustrating the automatic transmission according to the embodiment of the invention. In Figs. 1 to 7, a vertical direction, a longitudinal direction and a lateral direction are based on the automatic transmission mounted in a vehicle. A direction in which the vehicle travels forward will be called a forward direction, while a direction in which the vehicle travels backward will be called a rearward direction. A direction along the height will be called vertical direction. A lateral direction of the vehicle will also be called width direction.

A structure will first be described.

In Figure 1, the automatic gearbox (AMT) 2 is mounted in the vehicle 1. The automatic transmission 2 is fixed to the engine 3 and arranged under the floor panel IA of the vehicle 1. The automatic transmission 2 is oriented longitudinally. Vehicle 1 is therefore designed as a rear-wheel drive vehicle.

The automatic transmission 2 is equipped with the transmission housing 4. The transmission housing 4 comprises the torque converter housing 5, the front housing 6, the rear housing 7 and the extension housing 8.

The torque converter housing 5 has a front end joined to the motor 3 using bolts, not shown. Engine 3 burns fuel there and works to convert thermal energy into mechanical energy.

In Figure 4, the torque converter 10 is disposed in the torque converter housing 5. The torque converter 10 includes the front cover 10A attached to a crankshaft, not shown, of the engine 3 using a drive plate, not shown, and the shell 10B attached to the front cover 10A. The torque converter 10 functions as a fluid coupler which transmits power or torque from the engine 3 to the automatic transmission 2 via the oil.

The shell 10B has a pump propeller, not shown, secured to an inner surface thereof. The shell 10B has, disposed within it, a turbine wheel, not shown, which faces the pump propeller. The turbine wheel is joined to the turbine shaft 11. A stator, not shown, is arranged between the pump propeller and the turbine wheel.

The rotation of the crankshaft of the engine 3 causes the front cover 10A, the shell 10B and the pump propeller of the torque converter 10 to rotate together through the drive plate. This causes the centrifugal force resulting from the rotation of the pump propeller to act on the fluid in the torque converter 10, so that the fluid flows from the pump propeller to the impeller.

The flow of fluid rotates the turbine wheel, so that the turbine shaft 11 connected to the turbine wheel rotates. The stator works to orient the flow of fluid from the turbine wheel in a direction of rotation of the pump propeller, thus amplifying the power delivered from the motor 3.

The partition wall 5A is formed in the torque converter housing 5, and defines or isolates an interior space of the torque converter housing 5 and an interior space of the front housing 6 from each other. The turbine shaft 11 is retained by the partition wall 5A movable in rotation by means of the bearing 38.

The oil pump 12 is arranged in the torque converter housing 5. The oil pump 12 is made, for example, of a trochoid oil pump. The oil pump 12 is equipped with the rear pump housing 13 and the front pump housing 14. The rear pump housing 13 is secured to the partition wall 5A by means of bolts not shown. The front pump housing 14 is attached to the rear pump housing 13 using bolts, not shown.

The rear pump housing 13 and the front pump housing 14 define the pump chamber 15 in them. The pump chamber 15 has an inner rotor and an outer rotor, not shown, arranged in it. The inner rotor is integral with the turbine shaft 11 so that it rotates together with the turbine shaft 11.

The outer rotor is arranged radially outside the inner rotor and is rotated according to the rotation of the inner rotor. In the trochoid oil pump 12, each of the inner teeth of the outer rotor meshes with one of the corresponding outer teeth of the inner rotor, one after the other, to define between them a working chamber, not shown, in which the oil is stored.

When the power produced by the motor 3 is transmitted by the turbine shaft 11 to the inner rotor of the oil pump 12, the inner rotor and the outer rotor are brought to rotate in one direction. The volume of the working chamber increases or decreases cyclically, thereby sucking the oil into the working chamber or discharging the oil outside the working chamber.

A large diameter part 11A is formed on a rear end of the turbine shaft 11. The large diameter part 1 IA is formed to have a diameter greater than that of a front end part or a middle part of the turbine shaft 11. The annular flywheel 16 is fixed to the large diameter part 1 IA. The flywheel 16 is disposed inside the front casing 6.

The clutch 17 is also disposed in the front casing 6. The clutch 17 faces the flywheel 16. The clutch 17 is attached to the front end 21a with a length of the shaft d 'entry 21.

The input shaft 21 is disposed inside the front casing 6 and the rear casing 7 and retained at the front end 21a movable in rotation by the partition wall 6A formed in the front casing 6. L input shaft 21 is also retained at the rear end 21b movable in rotation by the output shaft 22. The front end 21a of the input shaft 21 of this embodiment constitutes an axial end of an input tree of the invention.

The output shaft 22 is arranged in alignment with the length of the input shaft 21. The output shaft 22 is held rotatable by the partition wall 7C located at the rear end of the housing rear 7 and of the extension casing 8. The output shaft 22 is movable in rotation relative to the input shaft 21.

The clutch 17 is equipped with the clutch disc 17A, the pressure plate 17B and the diaphragm spring 17C. The clutch disc 17 is rotatable with the input shaft 21 and also movable in the axial direction of the input shaft 21. The pressure plate 17B presses the clutch disc 17A against the flywheel d inertia 16. The diaphragm spring 17C acts to push the pressure plate 17B towards the flywheel 16.

The cylinder 6a is formed on the partition wall 6A of the front casing 6. The cylinder 6a extends from the radial inner end of the partition wall 6A towards the friction clutch 17 in the axial direction of the input shaft 21.

The clutch stopper 18 is disposed on an outer periphery of the cylinder 66. The clutch stopper 18 is moved in the axial direction of the input shaft 21 to come into contact with or move away from a radial inner part of the diaphragm spring 17C.

In Figure 6, the radial inner end 31a of the clutch lever 31 is placed in contact with the clutch stop 18. The clutch lever 31 extends from the outer periphery of the shaft inlet 21 and protrudes outside the opening 6C formed in the front housing 6. In other words, the clutch lever 31 extends from a radial central part of the front housing 6 (c ' that is to say, a central part of the front casing 6 in the vertical direction) and then passes through the opening 6C outwards in the radial direction of the input shaft 21.

The clutch lever 31 projecting from the front casing 6 at its radial outer end 31b is coupled with the clutch actuator 32.

The clutch lever 31 has the pivoting pivot 31c located between the inner end 31a and the outer end 31b. The exercise of a maneuvering force, as produced by the clutch actuator 32, on the outer end 31b of the clutch lever 31 therefore causes the clutch lever 31 to tilt on the pivoting pivot 31c, so that the inner end 31a moves in the axial direction of the input shaft 21.

The clutch actuator 32 comprises the housing 32A, a piston, not shown, arranged in the housing 32A and the bar-shaped connecting element 32B which connects the piston and the outer end 31b of the lever d clutch 31. The housing 32A and the piston of this embodiment constitute a clutch actuator body according to the invention.

In Figure 5, the housing 32A is integral with the base plate 50 of the speed change unit 41. The distribution of oil from the speed change unit 41 to the housing 32A brings the piston to be pushed by the pressure of the oil to move the connecting element 32B backwards, as illustrated in FIG. 6.

When the connecting element 32B is moved rearward in Figure 6, it causes the clutch lever 31 to rotate clockwise around the pivoting pivot 31c, so that the inner end 31a moves the stop clutch 18 forward in Figure 6.

The clutch stopper 18 then presses the radial inner end of the diaphragm spring 17C forwards, as illustrated in FIG. 6, thus releasing the pressure exerted by the pressure plate 17B on the clutch disc 17A , so that the clutch disc 17A is distant from the flywheel 16. This blocks the transmission of the torque between the crankshaft of the engine 3 and the input shaft 21.

Alternatively, when the speed change unit 41 stops distributing oil to the housing 32A of the clutch actuator 32, it causes the connecting element 32B to move forward by Figure 6. The clutch lever 31 is pressed by a constraint element, not shown, so that it rotates around the oscillating pivot 31c counterclockwise, as visible in Figure 6, without pressing on the stopper d clutch 18 forwards.

The diaphragm spring 17C then pushes the pressure plate 17B to press the clutch disc 17A against the flywheel 16, thus delivering a torque from the crankshaft of the engine 3 to the input shaft 21.

The absence of oil supply from the speed change unit 41 to the housing 32A of the clutch actuator 32 also causes the positioning in the housing 32A to take place at a location where the disc d clutch 17A is pressed against the flywheel 16.

In the configurations described above, the clutch 17 works to connect or disconnect a power transmission from the crankshaft of the engine 3 to the input shaft 21.

In Figure 4, against the shaft 23 is installed in the front housing 6 and the rear housing 7. The against shaft 23 is supported movable in rotation by the partition walls 6A and 7C. The counter-shaft 23 extends parallel to the input shaft 21 and to the output shaft 22.

The 4th speed input pinion 24A, the 3rd speed input pinion 24B, the 2nd speed input pinion 24C, the 1st speed input pinion 24D and the step input pinion rear 24E are mounted on the input shaft 21 and are arranged in this order from the clutch 17 to the output shaft 22.

The 4th speed input pinion 24A, the 3rd speed input pinion 24B, the 2nd speed input pinion 24C, the 1st speed input pinion 24D and the step input pinion rear 24E are retained by the input shaft 21, movable in rotation relative to the latter.

The 5th gear clutch gear 22A is mounted on the front end of the output shaft 22. The 5th gear clutch gear 22A is made of teeth formed on the outer periphery of the shaft. exit 22.

Against the shaft 23 carries thereon the counter-pinion 26A of 4th gear, the counter-pinion 26B of the 3rd gear, the 2nd gear counter-pinion 26C, the 1st speed counter-pinion 26D and the counter-pinion drive 26E which are arranged in this order from the clutch 17 to the output shaft 22.

The 4th speed counter pinion 26A, the 3rd speed counter pinion 26B, the 2nd speed counter pinion 26C, the 1st speed counter pinion 26D and the drive pinion 26E are securely attached to the counter -shaft 23, so that they are prevented from rotating relative to the counter-shaft 23. In other words, all the counter-gears from the 4th speed counter-pinion 26A to the 1st speed counter-pinion 26D and the drive counter pinion 26E rotate together with the counter shaft 23.

Each of the 4th speed counter pinion 26A, the 3rd speed counter pinion 26B, the 2nd speed counter pinion 26C and the 1st speed counter pinion 26D meshes with one of the pinion 4th speed input 24A, 3rd speed input pinion 24B, 2nd speed input pinion 24C, and 1st speed input pinion 24D to activate a corresponding speed.

The drive counter pinion 26E meshes with the driven counter pinion 27. The driven counter pinion 27 is securely fixed on the output shaft 22 to be movable in rotation with the output shaft 22.

The 3rd and 4th gear synchronizer 28, the 1st and 2nd gear synchronizer 29 and the reverse and 5th gear synchronizer 30 are arranged in the front casing 6 and the rear casing 7.

The synchronizer of the 3rd and 4th gear 28 is movable in rotation with the input shaft 21 and is also movable in the axial direction of the input shaft 21. The synchronizer of the 3rd and 4th gear 28 is moved by the gearshift and gear selection shaft 33 via a shift fork for the 3rd and 4th gear, a gearshift shaft for the 3rd and 4th gear and a hitch for the 3rd and 4th gear, not shown.

When the gear change and selection shaft 33 selects the coupling of the 3rd and 4th gear to move the range of the 3rd and 4th gear in the axial direction of the input shaft 21 via the 3rd and 4th speed change shafts, the 3rd and 4th speed synchronizer 28 is caused to move in the axial direction of the input shaft 21.

The synchronizer of the 2nd and 2nd gear 29 is movable in rotation with the input shaft 21 and is also movable in the axial direction of the input shaft 21. The synchronizer of the 1st and 2nd gear 29 is moved by the gear shift and selection shaft 33 via a shift fork for the 1st and 2nd gear, a shift shaft for the 1st and 2nd gear and a coupling for the 1st and 2nd gear, not shown.

When the gear change and selection shaft 33 selects the coupling of the 1st and 2nd gear to move the range of the 1st and 2nd gear in the axial direction of the input shaft 21 via the shift shafts of the 1st and 2nd speeds, the synchronizer of the 1st and 2nd speeds 29 is caused to move in the axial direction of the input shaft 21.

The reverse gear and 5th gear synchronizer 30 is rotatable with the input shaft 21 and is also movable in the axial direction of the input shaft 21. The reverse and 5th gear synchronizer speed 30 is moved by the gear change and selection shaft 33 via a reverse gear shift and 5th gear fork, a reverse gear and 5th gear shift shaft and a reverse gear and 5th speed hitch, not shown.

When the gearshift and selection shaft 33 selects the reverse gear and 5th gear hitch to move the range of reverse gear and 5th gear in the axial direction of the input shaft 21 via the reverse and 5th speed change shafts, the reverse and 5th speed synchronizer 30 is caused to move in the axial direction of the input shaft 21.

The 3rd and 4th gear synchronizer 28 is moved forward from a neutral position in the axial direction of the input shaft 21, thus coupling the 4th gear input pinion 24A with the shaft d input 21 to engage a 4th gear forward for delivering power from the input shaft 21 to the counter shaft 23 via the 4th gear input pinion 24A and the 4th gear counter pinion 26A.

The power transmitted to the countershaft 23 is transmitted from the drive pinion 26E to the output shaft 22 by means of the driven counter pinion 27. The output shaft 22 is connected to a differential , drive shafts and rear wheels via a drive shaft, which are not shown.

The power delivered to the output shaft 22 is transmitted to the differential by the transmission shaft, distributed by the differential to the right and left drive shafts, then transmitted to the rear wheels, thus moving the vehicle 1.

The 3rd and 4th gear synchronizer 28 is moved rearward from a neutral position in the axial direction of the input shaft 21, thus coupling the 3rd gear input pinion 24B with the shaft d input 21 to engage a 3rd gear forward allowing the delivery of power from the input shaft 21 to the counter shaft 23 via the 3rd gear input pinion 24B and the 3rd gear counter pinion 26B.

The 1st and 2nd speed synchronizer 29 is moved forward from a neutral position in the axial direction of the input shaft 21, thus coupling the 2nd speed input pinion 24C with the shaft d input 21 to engage a 2nd speed forward allowing power to be delivered from the input shaft 21 to the counter shaft 23 via the 2nd speed input pinion 24C and the 2nd speed counter pinion 26C.

The 1st and 2nd speed synchronizer 29 is moved backwards from the neutral position in the axial direction of the input shaft 21, thus coupling the 1st gear input pinion 24D with the shaft d input 21 to engage a 1st gear forward allowing the delivery of power from the input shaft 21 to the counter shaft 23 via the 1st gear input pinion 24D and the 1st gear counter pinion 26D .

The reverse gear and 5th gear synchronizer 30 is moved from a neutral position in the axial direction of the input shaft 21, thus coupling the reverse gear input pinion 24E with the input shaft 21 to engage a rearward gear making it possible to deliver power from the input shaft 21 to the countershaft 23 via the reverse gear input pinion 24E, a idler gear for reverse gear not shown, a reverse output pinion not shown and the 1st gear counter pinion 26D. The countershaft 23 then rotates in a direction opposite to that in which the vehicle 1 is moving forward, thus moving the vehicle 1 rearward.

Alternatively, the reverse gear and 5th gear synchronizer 30 is moved rearward from the neutral position in the axial direction of the input shaft 21, thus coupling the 5th gear clutch pinion 22A with the input shaft 21 to engage a 5th gear forward in order to deliver the power from the input shaft 21 directly to the output shaft 22.

The gear change housing 9 is arranged on the upper wall of the front housing 6. The gear shift and selection shaft 33 is disposed inside the gear shift housing 9. The gear shaft change and speed selection 33 extends in the direction of the width perpendicular to the length of the input shaft 21.

The gearshift and gear selection shaft 33 is arranged in the gear shift housing 9 movable in rotation and movable in the axial direction and able to be pushed by a helical spring, not shown, towards the unit of gear change 41 which will be described later.

In FIG. 7, the actuation lever 33A is attached to a straight end with a length of the speed change and selection shaft 33. The actuation lever 33A extends radially outward from the axis of the gearshift and gear selection shaft 33. The right end of the gearshift and gearshift shaft 33 and the operating lever 33A protrude to the right from the gearshift housing speed 9 and are located on the front casing 6 near the right vertical wall 6R.

In Figure 1, the speed change unit 41 is disposed on the right vertical wall 6R of the front housing 6. The speed change unit 41 includes the housing 42. The actuating lever 33A is inserted in an opening (not shown) formed in the housing 42. The opening faces the straight vertical wall 6R.

The speed change actuator 43 is disposed in the housing 42. The speed change actuator 43 includes the speed change actuator 44 and the selection actuator 45.

The actuating lever 33A is inserted into a recess formed in the speed change actuator 44. A speed change solenoid, not shown, is arranged in the housing 42. The speed change solenoid works for regulate the oil pressure distributed to the speed change actuator 44 to press the actuation lever 33A using the speed change actuator 44, thereby pivoting the change and selection shaft speed 33 around its axis in a speed change direction.

The selection actuator 45 is located in alignment with the length of the speed change and selection shaft 33 and faces the change and speed selection shaft 33. The housing 42 has in it a selection actuation solenoid, not shown.

The selection maneuver solenoid works to regulate the oil pressure distributed to the selection actuator 45, thereby moving the gearshift and gear selection shaft 33 in an axial direction thereof. This causes the shift and gear selection shaft 33 to move against the pressure, produced by the coil spring, in the axial direction to select one of the gear shift hitches required to engage a selected gear.

The housing 42 contains a clutch actuation solenoid, not shown, which works to regulate the pressure of the oil supplied to the clutch actuator 32.

The speed change unit 41 includes the housing 42, the reserve tank 46, the accumulator 47, the electric motor 48, the oil pump 49 and the base plate 50. The housing 42, the tank reserve 46, the accumulator 47, the engine 48 and the oil pump 49 are integral with the base plate 50 as a unit.

Oil is stored in the reserve tank 46. The oil pump 49 is driven by the motor 48 to raise the pressure of the oil distributed from the reserve tank 46 and supply it to the accumulator 47 via an oil path, not shown, formed in the base plate 50.

The accumulator 47 stores in it the oil pressure inside and works to distribute the oil at high pressure to the housing 42 via an oil path, not shown, formed in the base plate 50 The oil distributed to the housing 42 is also supplied via the gear change solenoid, the selection actuation solenoid and the clutch actuation solenoid to the gear change actuator 44, at selection actuator 45 and the clutch actuator 32.

The oil pipe 37 has one end connected to the base plate 50. The other end of the oil pipe 37 is coupled to the clutch actuator 32. The oil, as it is stored in the accumulator 47, is supplied from the oil passage in the base plate 50 to the clutch actuator 32 via the oil pipe 37.

The housing 42 has a lower part designed as an external casing for the controller 51. In other words, the controller 51 is arranged in the lower part of the housing 42. The controller 51 is implemented by a microphone -computer comprising a CPU (in English Central Processing Unit or central processing unit), a ROM (in English Read-Only Memory or read-only memory) and a RAM (in English Random Access Memory or random access memory).

The motor 48 is connected to the controller 51 by the cable harness 52. The controller 51 works to send a drive signal to the motor 48 using the cable harness 52 to actuate the motor 48.

The controller 51 has a rotation sensor, not shown, attached to it using a bundle of cables, not shown. The rotation sensor works to count the number of turns of the excitation ring 24E mounted on the input shaft 21 adjacent to the 4th speed pinion 24A and to send it to the controller 51. The controller 51 analyzes the output of the rotation sensor to determine the speed of rotation of the input shaft 21.

The controller 51 determines a speed change point using the output data from a gear position sensor, not shown, working to detect an operation of a speed change lever, not shown, mounted near a driver's seat in vehicle 1, a vehicle speed sensor, not shown, working to measure the speed of vehicle 1, and an accelerator position sensor, not shown, working for measure the position of an accelerator pedal.

After determining the gear change point, the controller 51 actuates the clutch actuation solenoid to deliver oil to the housing 32A of the clutch actuator 32, thus displacing the connecting element 32B backwards in FIG. 6 to release the pressure exerted by the diaphragm spring 17C on the pressure plate 17B to disengage the clutch 17.

When the clutch 17 is disengaged, the controller 51 controls the operations of the gear change solenoid and the selection actuation solenoid to activate the gear change actuator 44 and the selection actuator 45, causing thus the gear change and selection shaft 33 in the axial direction and around its axis to obtain a gear change.

The automatic gearbox 2 has the housing 42, the reserve tank 46, the accumulator 47, the oil pump 49 and the engine 48 attached to the right vertical wall 6R of the front casing 6 via the base plate 50.

The base plate 50 also includes an oil passage through which oil flows in addition to the housing 42 and the reserve tank 46 which are integral therewith. This eliminates the need to change the configuration of the transmission housing 4 or to form an oil passage through which oil is distributed to the housing 42 and to the accumulator 47 in the transmission housing 4, thereby avoiding d 'Alter the design of the transmission housing 4. The straight vertical wall 6R of the front housing 6 in this embodiment constitutes an outer wall of the first housing according to the invention.

In Figure 5, the opening 6C is located diagonally to the right below the input shaft 21. The clutch lever 31 extends diagonally down to the right from the shaft inlet 21. The outer end 31b projects diagonally downwards to the right from the opening 6C. The opening 6C is closed by the cover member 78 so that the front casing 6 is hermetically closed by the cover member 78.

In Figure 4, the torque converter housing 5 has an opening facing the motor 3. The torque converter housing 5 has the flange 5E which extends in a circumferential direction and on a front end thereof. this. The flange 5E, as illustrated in FIG. 3, comprises a plurality of bosses 5G which are arranged at a distance from each other in the circumferential direction of the flange 5E. The 5G bosses have bolts, not shown, mounted in them.

In Figure 4, the front housing 6 has an opening facing the torque converter housing 5. The front housing 6, as clearly illustrated in Figure 7, has the flange 6D, which extends in the circumferential direction on its front end. The flange 6D has a plurality of bosses 6E which are arranged at a distance from each other in the circumferential direction. The bosses 6E have bolts, not shown, mounted in them.

The torque converter housing 5 and the front housing 6 are joined together by fixing the bolts in the torque converter housing 5 through the bosses

6E.

In Figure 3, the front housing 6 has an opening facing the rear housing 7. The front housing 6, as illustrated in Figure 7, has the flange 6F which is formed on its rear end and which s extends in its circumferential direction. The flange 6F comprises a plurality of bosses 6G which are arranged at a distance from each other in the circumferential direction. As shown in Figure 1, the bolts 34A are mounted inside the bosses 6G.

In FIG. 4, the rear casing 7 has an opening facing the front casing 6. The rear casing 7, as illustrated in FIG. 7, has the flange 7F which is formed on its front end and which extends in its circumferential direction. The flange 7F has a plurality of bosses 7B which are arranged at a distance from each other in the circumferential direction. The bolts 34A are mounted in the bosses 7B.

The junction of the front housing 6 and the rear housing 7 is obtained by inserting the bolts 34A in the bosses 6G and 7B, then fixing them to join the flanges 6F and 7A.

In FIG. 7, the straight vertical wall 6R of the front casing 6 comprises a plurality of bosses on the casing side 35A, 35B, 35C and 35D formed thereon.

The casing side boss 35A is located diagonally backwards below the change and speed selection shaft 33 on an upper part of the right vertical wall 6R and is connected to the flange 6F. The housing side boss 35B is located on the upper part of the right vertical wall 6R at the same height from the bottom of the right vertical wall 6R and is arranged adjacent to the housing side boss 35A in the longitudinal direction.

The casing side boss 35C is formed on a lower part of the right vertical wall 6R and is located just below the gear change and selection shaft 33. The casing side boss 35C is arranged adjacent to the opening 6C in the longitudinal direction. The boss on the casing side 35D is formed on the lower part of the right vertical wall 6R and is located in front of the opening 6C.

In Figures 1 and 7, the base plate 50 comprises the flat plate 50A and the base 50B extending horizontally from the flat plate 50A. An opening, not shown, is formed in the flat plate 50A. The actuation lever 33A of the gearshift and selection lever 33 passes through the opening. More specifically, the actuation lever 33A passes through the opening and is inserted into an opening in the housing 42. In other words In other words, the actuating lever 33A crosses the opening and projects outside the right vertical wall 6R.

In Figure 1, the housing 42 is fixed to an upper part of the flat plate 50A. The housing 42 is integral with the flat plate 50a so that the front end 42a of the bottom is located above the rear end 42b of the bottom. The accumulator support 50C is formed on a lower part of the flat plate 50A. The battery holder 50C has a hollow cylindrical shape and, as clearly illustrated in Figure 5, extends to the right from the flat plate 50A. The cylindrical accumulator 47 is fixed to the accumulator support 50C.

The accumulator 47 is arranged to cover the housing 42 in the vertical direction, thus allowing the base plate 50 to have a reduced dimension in the vertical direction, which results in a reduction in the size of the front casing 6 in the vertical direction to reduce the size of the transmission case 4.

The base 50B has the oil pump 49 mounted on its upper surface and also has the motor 48 attached to its lower surface. The reserve tank 46 is integral with the upper surface of the flat plate 50A and at the front end of the base 50B and extends through the oil pump 49 in the longitudinal direction.

As described above, the oil pump 49 and the motor 48 are mounted on the upper and lower surfaces of the base 50B, thus allowing the length of the base plate 50 to be reduced in the longitudinal direction with respect to a situation in which the oil pump 49 and the engine 48 are arranged adjacent to each other in the longitudinal direction or in the lateral direction. This makes it possible to reduce the size of the front casing 6 in the longitudinal direction in order to further reduce the size of the transmission casing 4.

In FIG. 1, the fixing plate 50m is arranged on a lower part of the accumulator support 50C. The fixing plate 50m has a lower end to which the support 56 is fixed using two bolts 57A.

In Figures 1 and 2, the support 56 comprises the plate part 56A and the inclined part 56B (see Figure 5). The plate portion 56A extends in the axial direction of the input shaft 21 (that is to say the longitudinal direction of the vehicle 1). The inclined part 56B is inclined downwards from the front end of the plate part 56A in the direction of the right vertical wall 6R. The plate part 56A is secured to the fixing plate 50m using the bolt 57A.

The inclined part 56B of this embodiment is, as clearly illustrated in FIG. 5, inclined from the fixing plate 50m which constitutes a lower part of the base plate 50 along the inclined wall 6r which constitutes part of the straight vertical wall 6R.

Seen in the axial direction of the input shaft 21 in Figure 5, the right vertical wall 6R has the inclined wall 6r inclined relative to a horizontal plane around the opening 6C. The inclined part 56B is inclined from the plate part 56A along the inclined wall 6r. In other words, the inclined wall 6r is formed to extend parallel to the inclined part 56B.

In Figure 2, the plate portion 56A and the inclined portion 56B are interconnected by the rib 56C. The rib 56C mechanically reinforces the inclined part

56B which has a high degree of rigidity and retains the clutch actuator 32.

In FIG. 1, the bosses 56a and 56b are formed on an upper front part and a lower front part of the inclined part 56B. The bosses 56a and 56b protrude from the inclined part 56B in the direction of the right vertical wall 6R. As visible in FIG. 7, the bosses 32a and 32b, which coincide with the bosses 56a and 56b, are formed on the housing 32A.

The housing 32A is located closer to the right vertical wall 6R of the front casing 6 than the support 56 is. The boss 56a and the boss 32b are joined to each other using a bolt, not shown. The boss 56b and the boss 32b are, as illustrated in FIG. 2, joined together using the bolt 57B. This attaches the housing 32A to the support 56. The connection element 32B is covered with the support 56 located outside of the connection element 32B.

Seen in the axial direction of the input shaft 21 in Figure 5, the connecting element 32B is arranged in the space 77 surrounded by the base plate 50, the support 56 and the straight vertical wall 6R comprising the inclined wall 6r. In Figures 1 and 3, the housing 32A is installed to overlap the fixing plate 50m of the base plate 50 in the vertical direction.

As described above, the housing 32A of this embodiment is fixed to the support 56 and disposed between the support 56 and the right vertical wall 6R.

In FIG. 1, the base plate 50 has a plurality of bosses on the plate side 54A, 54B, 54C and 54D formed on a flat part thereof. The boss on the plate side 54A is, as clearly illustrated in FIG. 7, fixed to the boss on the casing side 35A. The boss on the plate side 54B is, as clearly illustrated in FIG. 7, fixed to the boss on the casing side 35B.

The boss on the plate side 54C is fixed to the boss on the casing side 35C. The boss on the plate side 54D is fixed to the boss on the casing side 35D.

The housing side boss 35C and the housing side boss 35D are arranged on opposite sides of the opening 6C in the longitudinal direction. The boss on the plate side 54C and the boss on the plate side 54D are therefore joined to the boss on the casing side 35C and to the boss on the casing side 35D, the opening 6C being interposed therebetween. Consequently, the boss on the plate side 54C and the boss on the plate side 54D are joined to the right vertical wall 6R, the opening 6C being interposed between them.

In FIG. 1, the oil sump 61 is integral with a lower part of the front sump 6. Oil is stored in the oil sump 61. In FIG. 5, the valve body 62 is arranged between the oil sump 61 and the bottom wall of the front sump 6. The valve body 62 is fixed to the bottom wall of the front sump 6 using bolts not shown.

The valve body 62 works to distribute the oil, sucked in from the oil pan.

61, using the oil pump 12, to the torque converter 10 via oil paths, not shown, formed in the partition wall 5A of the torque converter housing 5 and in the crankcase rear pump 13.

As described above, the automatic transmission 2 of this embodiment is secured to the right vertical wall 6R of the front casing 50 using the base plate 50 and equipped with the clutch actuator 32 working to tilt the clutch lever 31.

The clutch actuator 32 includes the housing 32A and the connecting element 32B. The housing 32A produces a maneuvering force to tilt the clutch lever 31. The connecting member 32B connects the housing 32A to the clutch lever 31.

A support 56 is attached to the lower part of the base plate 50. The housing 32A is integral with the support 56 and located closer to the right vertical wall 6R of the front casing 6 than the support 56 is. The connecting element 32B is surrounded by the support 56 arranged outside the support 56.

This causes an obstacle to strike the support 56 earlier than the connecting element 32B when the automatic transmission 2 has approached the obstacle, thus avoiding the physical impact of the obstacle on the actuator d clutch 32.

It is also possible to cause a stone, having rebounded from the ground, to collide with the support 56 earlier than with the connecting element 32B. It is therefore possible to protect the connecting element 32B from obstacles or flying stones. It is possible to cause objects other than obstacles or stones to strike the support 56 earlier than the connecting element 32B, thereby protecting the connecting element 32B from objects.

In this embodiment, the automatic transmission 2 is designed to protect the connecting element 32B by means of the support 56 which attaches the clutch actuator 32 to the base plate 50, thus eliminating the need for a specific protector for the clutch actuator 32. This eliminates the need for space for the installation of the special protector in the transmission housing 4, which makes it possible to reduce the size of the transmission housing 4 and to have a simplified structure.

The automatic transmission 2 of this embodiment is equipped with the transmission housing 4 which is arranged so that the input shaft 21 is oriented to have an axis or a length thereof extending in the direction longitudinal. Seen in the axial direction of the input shaft 21, the support 56 is inclined from the lower part of the base plate 50 along the inclined wall 6r of the right vertical wall 6R.

In addition, the connecting element 32B of the clutch actuator 32 is disposed in the space 77 surrounded by the base plate 50, the support 56 and the straight vertical wall 6R.

This allows the clutch actuator 32 to be disposed near the right vertical wall 6R in order to prevent the clutch actuator 32 from protruding significantly outside the right vertical wall 6R, thus making it possible to reduce the size of the transmission casing 4 in the direction along the width of the vehicle 1 to avoid undesirable oversizing of the transmission casing 4.

In addition, it is also possible to reduce the volume of the space 77 compared to a case in which the clutch actuator 32 protrudes significantly outside the right vertical wall 6R, minimizing thus a risk of obstacles or flying stones entering the connecting element 32B to reduce the risk of impacts of obstacles or stones on the connecting element 32B, thus effectively protecting the connecting element 32B.

The automatic transmission 2 of this embodiment has the clutch actuator 32 installed to overlap the base plate 50 in the vertical direction.

This increases the height of the clutch actuator 32 from the lower surface of the front housing 6, thus allowing the dimension of the base plate 50 to be reduced in the vertical direction in order to avoid oversizing of the transmission casing 4 in the vertical direction. This reduces the size of the transmission housing 4.

The automatic transmission 2 of this embodiment is equipped with the support 56 which is arranged outside the connecting element 32B and covers the connecting element 32B, but the support 56 can however cover the housing 32A and the connecting element 32B from the outside thereof.

The clutch actuator 32 is implemented in the form of a hydraulically actuated actuator, but can alternatively be made of an electric actuator, such as an electric motor, or of an electromagnetic actuator (c '' i.e. actuated by a solenoid). Automatic transmission 2 does not necessarily have to be designed as an ATM and can be developed as a typical automatic transmission.

[0140] Although the present invention has been described by presenting the preferred embodiment in order to facilitate a better understanding, it should be noted that the invention can be carried out in various ways without departing from the principle of invention. Therefore, the invention should be understood to include all possible modifications of the embodiment shown which can be carried out without departing from the principle of the invention as set out in the appended claims.

List of cited documents Patent documents [0141] For all practical purposes, the following patent document (s) is (are) cited:

- first publication of Japanese patent ri 2016-38068.

[Claim 1] [Claim 2]

Claims (1)

claims An automatic transmission (2) comprising: a transmission housing (4) which retains an input shaft (21) movable in rotation, an opening (6C) being formed in an outer wall of the transmission housing; a clutch (17) which is attached to one end of a length of the input shaft in the transmission case and works to connect or disconnect a power transmission between an internal combustion engine and the input shaft ; a clutch lever (31) which extends outward from the input shaft in a radial direction from the input shaft to present a radial outer end (31b) projecting outside the transmission casing through the opening, the clutch lever being tilted under the effect of an operating force exerted on the radial outer end to disengage the clutch; and a clutch actuator (32) which is secured to the outer wall of the transmission case using a base plate (50) and causes the clutch lever to tilt, the clutch actuator comprising a clutch actuator body and a link member (32B), the clutch actuator body working to produce the operating force to tilt the clutch lever, the link member connecting the actuator body clutch and the clutch lever, in which a support (56) is integral with a lower part of the base plate; wherein the clutch actuator body is disposed closer to the outer wall of the transmission case than the carrier is and is attached to the carrier; wherein the support is arranged outside the connecting element of the clutch actuator and covers at least the connecting element. An automatic transmission according to claim 1, in which the transmission housing is arranged so that the input shaft is oriented so as to have an axis extending in a longitudinal direction, in which, seen in an axial direction of the input shaft, the support is inclined from a lower part of the base plate along the outer wall of the transmission housing, and in which at least the connecting element is arranged in a space surrounded by the plate base, support and outer wall of the transmission housing. [Claim 3] An automatic transmission according to claim 1 or 2, wherein the clutch actuator is installed to overlap the base plate in a vertical direction.