JP2006242243A - Coupling structure of automatic transmission and engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a coupling structure of an automatic transmission and an engine which enhances mountability onto a vehicle, reduces a cost, simplifies coupling work of the engine and automatic transmission, improves productivity and prevents burning of an oil bushing even if a drive plate is omitted by reducing the size in the axial direction of the automatic transmission and the engine. <P>SOLUTION: While splines 4, 5 mutually fitted are provided to an input shaft 2 of an automatic transmission 1 and an output shaft 3 of an engine, a shape in a cross section including the center axial line of at least either of the male side spline 4 and the female side spline 5 is formed to be round. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a connection structure between an automatic transmission used in an automobile and an engine.

Conventionally, there is a connection structure between an automatic transmission and an engine as described in Patent Document 1, for example. The input shaft of an automatic transmission with a torque converter is connected to the engine via a disk-shaped drive plate. The drive plate is connected to the output shaft, and the drive plate is fastened to the torque converter case on the engine side of the automatic transmission with bolts in advance and the rotor of the motor generator connected to the output shaft of the engine. It is fitted with spline. The drive plate is provided to allow relative inclination between the input shaft of the automatic transmission and the output shaft of the engine.
JP 2001-213179 A

  However, in the connection structure between the automatic transmission and the engine in such a form, the drive plate is eliminated, the axial dimension is reduced to improve the mounting property on the vehicle, and the drive plate and mounting bolts are omitted. In order to reduce costs, simplify the connection work between the engine and the automatic transmission, and improve productivity, the shape in the cross section including the central axis of the spline is a straight shape. In the fitting portion using the spline, the relative inclination between the input shaft and the output shaft cannot be allowed, and the inclination is connected to the case of the torque converter and the input shaft via the front case. Since the oil seal located between the pump impeller and the pump impeller must absorb it, if excessive force acts on the oil seal, A problem that the burning occurs in the oil seal may occur.

  SUMMARY OF THE INVENTION An object of the present invention is to solve the above-described problems, and reduce the dimensions of the automatic transmission and the engine in the axial direction to improve the mounting property on the vehicle and reduce the cost. In order to simplify the connecting operation and improve productivity, it is an object to provide a connecting structure between an automatic transmission and an engine that can prevent the oil bushing from burning even if the drive plate is eliminated.

  According to a first aspect of the present invention, there is provided a connection structure between an automatic transmission and an engine, wherein an input shaft of the automatic transmission and an output shaft of the engine are provided with splines that are fitted to each other, and at least a male spline and a female spline. On the other hand, the shape in the cross section including the central axis is an R shape.

  According to this, when connecting the input shaft of the automatic transmission and the output shaft of the engine by the spline, the R shape provided on at least one of the male and female splines causes the relative relationship between the input shaft and the output shaft. Therefore, even when the drive plate is abolished as described above, it is possible to prevent an excessive force from acting on the oil seal and burning the oil seal. it can.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic sectional view showing an embodiment of a connection structure between an automatic transmission and an engine according to the present invention.

  The connection structure of the automatic transmission and the engine is provided with a spline that fits between the input shaft 2 of the automatic transmission 1 and the crankshaft 3 that is an output shaft of the engine (not shown). At least one of a male side spline 4 provided on the outer peripheral side of the input shaft 2 and a female side spline 5 provided on the output shaft 3 so as to allow a relative inclination between the input shaft 2 and the crankshaft 3. The shape in the cross section including the central axis is the R shape. (Equivalent to claim 1)

  Here, as shown in FIG. 2, the shape in the cross section including the central axis of the male spline 4 on the input shaft 2 side is splined with the central axis sandwiched so as to protrude toward the female spline 5. 4 has an R shape having a center on the axial center line on the opposite side of 4.

  The crankshaft 3 is formed in a flange shape on the automatic transmission 1 side, and is splined to the input shaft 2 via the female spline 5 and the male spline 4. Further, the input shaft 2 is connected to the front case 7 of the torque converter 6 forming a part of the automatic transmission 1 by fitting the center piece 8 of the front case 7 into a fitting hole provided in the input shaft 2. The front case 7 is connected to the pump impeller 9. A turbine runner 10 is provided facing the pump impeller 9 in the axial direction, and a stator 11 is provided in an axial gap between the pump impeller 9 and the turbine runner 10. Further, the turbine runner 10 is connected to an output shaft 12 of the torque converter 6, and the output shaft 12 is connected to a starting element 13 located on the left side in FIG.

  According to the configuration corresponding to the first aspect, when the input shaft 2 of the automatic transmission 1 and the output shaft 3 of the engine (not shown) are connected by the male spline 4 and the female spline 5, the input shaft 2 and the output shaft 3 are connected. Can be allowed by providing an R shape on at least one of the splines 4 and 5, so that the case 14 of the torque converter 6 and the pump can be used even when the drive plate is eliminated as described above. It is possible to prevent an excessive force from acting on the oil seal 15 positioned between the impeller 8 and the oil seal 15 from being burnt.

  Here, the axially central portion of the male spline 4 is constrained to the axially central portion of the male spline 4 and the female spline 5 in order to restrain the relative movement of the male spline 4 and the female spline 5 in the axial direction. The inner circumferential side circumferential groove 16 is provided on the inner circumferential side circumferential groove 16 and is fitted with the inner circumferential side circumferential groove 16 and is formed of a flexible member. The outer peripheral side circumferential groove 18 is provided in the axial center of the female side spline 5. (Equivalent to claim 2)

According to this, the snap ring 17 is fitted into the inner circumferential side circumferential groove 16 and the outer circumferential side circumferential groove 18 simultaneously with respect to the axial relative movement between the crankshaft 3 of the engine and the input shaft 2 of the torque converter 6. By being combined, it can be restrained.
The snap ring 17 and the inner circumferential circumferential groove 16 are provided at the axial center of the male spline 4 because the male spline 4 has the R shape as described above. This is because the portion where 4 is closest to the female spline 5 is in the vicinity of the central portion in the axial direction.

  As shown in FIG. 2, a tapered portion 19 is provided on the crankshaft 3 on the automatic transmission 1 side, so that the female-side spline 5 of the crankshaft 3 has a tapered portion 19 shown in FIGS. In the process of fitting the male side spline 4 of the input shaft 2 as shown in FIG. 4, the outer diameter when the external force is not received by the tapered portion 19 is set larger than the inner peripheral surface of the female side spline 5. 17 is once reduced in diameter, and the male side spline 4 is further fitted deeply into the female side spline 5 while the outer peripheral surface thereof is aligned with the inner peripheral surface of the female side spline 5. When the axial positions of the outer circumferential circumferential groove 18 provided in the side spline 5 and the inner circumferential circumferential groove 16 provided in the male spline 4 coincide with each other, the diameter of the snap ring 17 once reduced in diameter increases. The inner circumference side is the inner circumference While engaged in the circumferential groove 16, the outer peripheral portion will be fitted on the outer peripheral side circumferential groove 18. Thereby, as described above, the relative movement in the axial direction between the crankshaft 3 and the input shaft 2 can be restricted.

  The snap ring 17, the inner circumferential circumferential groove 16 and the outer circumferential circumferential groove 18 allow backlash when the snap ring 17 is expanded and contracted, and when the input shaft 2 and the crankshaft 3 are connected. It is necessary to be fitted with a certain amount of play in order to absorb.

  Alternatively, in place of the configuration using the snap ring as described above, one or more needles (not shown) are provided in the circumferential direction in the axial direction central portion of the male side spline 4, and this is also provided in the axial direction central portion of the female side spline 5. An outer peripheral circumferential groove (not shown) may be provided. (Equivalent to claim 3) This needle is urged by an elastic force by a spring from the inner peripheral side toward the outer peripheral side, and this also makes the engine similar to the configuration using the snap ring as described above. The relative movement in the axial direction between the crankshaft 3 on the side and the input shaft 2 of the automatic transmission 1 can be restricted.

FIG. 4 is a schematic cross-sectional view showing another embodiment of a connection structure between an automatic transmission and an engine according to the present invention.
FIG. 4A shows the male spline 4 and the female spline 5 both having an R shape. According to this embodiment, even when the relative inclination between the crankshaft 3 of the engine and the input shaft 2 of the automatic transmission 1 becomes larger than that shown in FIG. 2, the inclination is absorbed. be able to.

  FIG. 4B shows the engine side of the male side spline 4 with an R shape relative to the axial center portion and the automatic transmission 1 side with an R shape with respect to the axial direction center portion of the female side spline 5. Is a straight shape. According to this embodiment, compared to the embodiment shown in FIG. 2, the area of the portion where the male spline 4 and the female spline 5 are engaged with each other can be made larger, so that a higher torque is transmitted. This is an advantageous configuration.

  4 (a) and 4 (b), since the automatic transmission 1 side of the female spline 5 has an R shape, it is shown in FIG. 2 and FIG. 4 (c) shown below. Since the female spline 5 having the R shape has a function of once reducing the diameter of the snap ring 17 when the male spline 4 is fitted to the female spline 5 as compared with the configuration, the taper portion It can be omitted.

  FIG. 4C shows an automatic transmission 1 side having an R shape with respect to the axial center portion of the male spline 4 and an engine side having an R shape with respect to the axial direction center portion of the female spline 5. Is a straight shape. Also in this embodiment, the area of the meshing portion of the male side spline 4 and the female side spline 5 can be made larger than in the embodiment shown in FIG. This is an advantageous configuration.

  In addition, this invention is not limited only to the said embodiment, Many deformation | transformation or a change is possible. For example, the present invention can be applied to an automatic transmission having a different starting friction element instead of a torque converter.

  The connection structure between the automatic transmission and the engine of the present invention is suitable for use in an A / T vehicle using an automatic transmission, and the dimensions of the automatic transmission and the engine in the axial direction are reduced to reduce the size of Even if the drive plate is abolished, the oil bushing can be prevented from burning in order to improve the mountability, reduce the cost, simplify the connection work between the engine and the automatic transmission, and improve the productivity. Is.

1 is a schematic cross-sectional view showing an embodiment of a connection structure between an automatic transmission and an engine according to the present invention. 1 is a schematic cross-sectional view showing an embodiment of a connection structure between an automatic transmission and an engine according to the present invention. 1 is a schematic cross-sectional view showing an embodiment of a connection structure between an automatic transmission and an engine according to the present invention. It is a schematic cross section which shows other embodiment of the connection structure of the automatic transmission and engine which concern on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Automatic transmission 2 Input shaft 3 Crankshaft 4 Male side spline 5 Female side spline 6 Torque converter 7 Front case 8 Centerpiece 9 Pump impeller 10 Turbine runner 11 Stator 12 Output shaft 13 Starting element 14 Case 15 Oil seal 16 Inner peripheral side Circumferential groove 17 Snap ring 18 Peripheral circumferential groove 19 Tapered portion

Claims (3)

  The input shaft of the automatic transmission and the output shaft of the engine are provided with mutually fitted splines, and at least one of the male-side spline and the female-side spline has a shape in a cross section including the central axis. A connection structure between an automatic transmission and an engine.   An inner circumferential circumferential groove is provided in the axial center of the male spline, and a snap ring is provided to be fitted to the inner circumferential groove, and an outer circumferential groove in the central axis of the female spline. The connection structure of an automatic transmission and an engine according to claim 1, wherein   2. The automatic transmission according to claim 1, wherein one or more needles are provided in a circumferential direction in the axial center of the male spline, and an outer circumferential groove is provided in the axial center of the female spline. Connecting structure with engine.

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