JP2012102750A - Transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To support an input shaft configured as one member axially with respect to a transmission case, while reducing the number of components.SOLUTION: A clutch C1 has a clutch drum which is coupled with the input shaft 34 in the rotation direction by spline fitting, and is supported by a plurality of bearings 56, 58 axially with respect to the transmission case 21. Further, the input shaft 34 is configured as one member extended between a turbine hub on an engine 12 side and an end on the opposite side to the engine 12 of the transmission case 21, and integrated with the clutch drum axially via one snap ring 54. Thereby, the clutch C1 can be configured which can transmit power from the input shaft 34 to other member while achieving reduction of the number of components of the input shaft 34 and improvement of assemblability of the input shaft 34, and axial movement of the clutch drum 40 and the input shaft 34 can be restricted without using a bearing dedicated to the input shaft 34.

Description

  The present invention relates to a transmission, and more specifically, power input to an input shaft from an output member on a prime mover is shifted by switching engagement states of a plurality of clutches accommodated in a transmission case, and is output to an output shaft. The present invention relates to a transmission.

  Conventionally, this type of transmission includes a main transmission mechanism having a plurality of planetary gears, clutches and brakes for engaging and releasing rotating elements such as sun gears, carriers, and ring gears of planetary gears, and a counter drive gear. It has been proposed that the power transmitted to the input shaft (output shaft 13) is appropriately shifted and output from the counter drive gear by changing the rotation element by the clutch and brake (for example, see Patent Document 1). ). In this transmission, an input shaft that rotates integrally with a turbine runner or a lock-up clutch (turbine hub) of a torque converter extends between the turbine hub and an end of the transmission case opposite to the torque converter. It is formed as a book member. Further, a flange portion is formed at the end of the input shaft opposite to the torque converter, and the input shaft is supported in the axial direction with respect to the transmission case by thrust bearings arranged on both sides of the flange portion. Yes.

Japanese Patent Laid-Open No. 11-82646

  When the input shaft of the transmission is configured as a single member that is not divided into a plurality of parts as in the above-described transmission, the number of parts is reduced to reduce costs and the assembly of the input shaft is improved. Can be made. However, in the above-described transmission, since two dedicated thrust bearings are arranged with respect to the input shaft in order to restrict the axial movement of the input shaft configured as one member, the number of parts is reduced. The cost increases and the cost increases.

  The main purpose of the transmission of the present invention is to support the input shaft configured as one member in the axial direction with respect to the transmission case while reducing the number of parts.

  The transmission of the present invention employs the following means in order to achieve the above-mentioned main object.

The transmission of the present invention is
In the transmission that shifts the power input to the input shaft from the output member on the prime mover side by switching the engagement state of the plurality of clutches accommodated in the transmission case, and outputs it to the output shaft.
At least one of the plurality of clutches includes a clutch drum that is coupled to the input shaft in the rotational direction by spline fitting and is supported in the axial direction with respect to the transmission case by a plurality of bearings,
The input shaft is configured as a single member extending between the output member and an end of the transmission case opposite to the prime mover, and the shaft and the clutch drum are connected via a snap ring. It is characterized by being integrated in the direction.

  In the transmission of the present invention, at least one of the plurality of clutches is connected to the input shaft in the rotational direction by spline fitting and is a clutch drum supported in the axial direction with respect to the transmission case by the plurality of bearings. Have Further, the input shaft is configured as one member extending between the output member on the prime mover side and the end of the transmission case opposite to the prime mover, and the shaft and the clutch drum are connected via one snap ring. Integrated in the direction. Therefore, since the input shaft configured as a single member and the clutch drum are connected in the rotational direction by spline fitting and integrated in the axial direction by the snap ring, the number of parts of the input shaft is reduced and the input shaft is assembled. A clutch capable of transmitting power from the input shaft to another member can be configured while improving attachment. And since the clutch drum integrated with the input shaft in the rotational direction and the axial direction is supported in the axial direction by a plurality of bearings, the axial direction of both the clutch drum and the input shaft can be achieved without using a dedicated bearing for the input shaft. Can be restricted. As a result, it is possible to support the input shaft configured as one member in the axial direction with respect to the transmission case while reducing the number of parts.

  In such a transmission of the present invention, the snap ring is configured such that the input shaft and the clutch drum are engaged by engaging the input shaft and the clutch drum at a place where the input shaft and the clutch drum are not connected by spline fitting. The drum and the drum may be integrated in the axial direction. By doing so, there is no snap ring at the place where the input shaft and the clutch drum are connected by spline fitting. Therefore, even when the input shaft and a part of the clutch drum are deformed due to torque transmission between the input shaft and the clutch drum, it is possible to suppress an excessive force from acting on the snap ring. As a result, the strength of the snap ring can be maintained well, and the strength of the portion around the snap ring of the input shaft and the clutch drum can be well maintained.

  In the transmission of the present invention in which the snap ring is used at a place where the snap ring is not connected by spline fitting, the clutch drum includes an outer cylinder part that slidably holds a plurality of clutch plates, and a radial direction of the outer cylinder part An inner cylinder portion formed on the inner periphery and formed with a plurality of splines and a ring groove with which the snap ring engages, and an outer periphery of the input shaft has an inner cylinder portion of the clutch drum. A plurality of splines are formed to engage with a plurality of splines formed on the periphery, and a ring groove is formed to engage the snap ring, and the ring groove of the clutch drum and the ring of the input shaft are formed. One of the grooves is formed at a place where the spline exists, and the other of the ring groove of the clutch drum and the ring groove of the input shaft is a place where the spline does not exist. Is formed, it may be a thing. By doing so, one of the ring groove of the clutch drum and the ring groove of the input shaft is formed in a place where the spline exists, and the other of the ring groove of the clutch drum and the ring groove of the input shaft is formed in a place where the spline does not exist. Since it is formed, the snap ring can be engaged with the input shaft and the clutch drum at a place where the input shaft and the clutch drum are not connected by spline fitting. Further, by forming one of the ring groove of the clutch drum and the ring groove of the input shaft in a place where the spline exists, both ring grooves are formed in a place where the spline does not exist, that is, each spline. Compared to the ridges and valleys that form a ring groove in the radial direction (the inner circumferential surface of the inner cylinder of the clutch drum and the outer circumferential surface of the input shaft). Thus, it is possible to secure a larger allowance of the snap ring to the ring groove formed at the place where the spline exists, and to improve the engagement state of the snap ring.

1 is a configuration diagram showing an outline of a configuration of an automobile 10 equipped with a transmission 20 including an automatic transmission 30 as one embodiment of the present invention. FIG. 2 is a configuration diagram showing an outline of configurations of a torque converter 22 and an automatic transmission 30. 3 is an operation table showing the relationship between each gear position of the automatic transmission 30 and the operation states of clutches and brakes. 3 is a collinear diagram illustrating the relationship between the rotational speeds of rotating elements constituting the automatic transmission 30. FIG. 1 is a configuration diagram of an automatic transmission 30. FIG. 3 is an enlarged view of a main part of the automatic transmission 30. FIG.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of an automobile 10 equipped with a transmission 20 including an automatic transmission 30 as an embodiment of the present invention. As shown in the figure, an automobile 10 according to an embodiment includes an engine 12 configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and a torque converter 22 connected to an output shaft of the engine 12. A transmission 20 including an automatic transmission 30 connected to an output member of the torque converter 22, and the power from the engine 12 is shifted by the automatic transmission 30 and output to the drive wheels 18 a and 18 b via the differential gear 16. Travel by.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the torque converter 22 and the automatic transmission 30 included in the transmission 20. As shown in the figure, the torque converter 22 is configured as a fluid torque converter including a lock-up clutch 24, and is connected to a crankshaft 14 that is an output shaft of the engine 12 via a front cover 23 as an input member. A pump impeller 25, a turbine runner 26 connected to the input shaft 34 of the automatic transmission 30 via a turbine hub 28 as an output member, and a stator 27 disposed between the pump impeller 25 and the turbine runner 26. Prepare.

  The automatic transmission 30 according to the embodiment is configured as a four-speed stepped transmission, and as illustrated, a double pinion type first planetary gear mechanism 31 and a single pinion type second planetary gear. The mechanism 32, the input shaft 34 and the output shaft 38, four clutches C0 to C3, two brakes B1, B2 and two one-way clutches F0, F0 for changing the power transmission path from the input shaft 34 to the output shaft 38 F1. The first and second planetary gear mechanisms 31, 32, the clutches C0 to C3, the brakes B1, B2, and the one-way clutches F0, F1 are housed inside the transmission case 21. The output shaft 38 is connected to the drive wheels 18a and 18b via a gear mechanism (not shown) and the differential gear 16.

  The first planetary gear mechanism 31 includes a sun gear 31s as an external gear, a ring gear 31r as an internal gear disposed concentrically with the sun gear 31s, a plurality of first pinion gears 31pa meshing with the sun gear 31s, and a first gear 31pa. A plurality of second pinion gears 31pb that mesh with the ring gear 31r and a carrier 31c that holds the first and second pinion gears 31pa and 31pb so as to rotate and revolve freely. The second planetary gear mechanism 32 includes an external gear sun gear 32s, an internal gear ring gear 32r disposed concentrically with the sun gear 32s, a plurality of pinion gears 32p that mesh with the sun gear 32s and mesh with the ring gear 32r. And a carrier 32c that holds the plurality of pinion gears 32p so as to rotate and revolve freely. The sun gear 31s of the planetary gear mechanism 31 and the sun gear 32s of the planetary gear mechanism 32 are connected to each other so as to be rotatable together. The carrier 31c of the planetary gear mechanism 31 and the carrier 32c of the planetary gear mechanism 32 are connected to each other and connected to the output shaft 38 so as to be integrally rotatable.

  The clutches C0 to C3 are all multi-plate hydraulic clutches. The clutch C0 connects the input shaft 34 and the ring gear 31r of the planetary gear mechanism 31 with the clutch C1 engaged, and releases the connection therebetween. The clutch C2 connects the input shaft 34 and the sun gears 31s and 32s of the planetary gear mechanisms 31 and 32 and releases the connection therebetween. The clutch C3 connects the input shaft 34 and the ring gear 32r of the planetary gear mechanism 32 with the clutch C1 engaged, and releases the connection between the two. Further, the one-way clutch F0 restricts the rotation in the other direction by allowing only the rotation of the planetary gear mechanism 32 in one direction relative to the input shaft 34 with the clutch C1 engaged. The one-way clutch F1 allows only the rotation of the planetary gear mechanism 31 in one direction of the ring gear 31r and restricts the rotation in the other direction. Furthermore, the brake B1 is a band brake, and fixes the sun gears 31 s and 32 s of the planetary gear mechanisms 31 and 32 to the transmission case 21 and releases the fixation to the transmission case 21. The brake B2 is a multi-plate hydraulic brake that fixes the ring gear 31r of the planetary gear mechanism 31 to the transmission case 21 and releases the fixing of the ring gear 31r to the transmission case 21. FIG. 3 shows an operation table showing the relationship between the respective shift stages of the automatic transmission 30 and the operating states of the clutches C0 to C3, the brakes B1, B2, and the one-way clutches F0 and F1, and FIG. The collinear diagram which illustrates the relationship of the rotation speed between rotation elements is shown. In the automatic transmission 30, the engagement state of the clutches C0 to C3 and the brakes B1 and B2 is switched as shown in the operation table of FIG. 3 by hydraulic pressure from a hydraulic circuit (not shown), as shown in the collinear diagram of FIG. The first to fourth forward speed and the reverse first speed are switched.

  FIG. 5 is a configuration diagram of the automatic transmission 30, and FIG. 6 is an enlarged view of a main part of the automatic transmission 30. As shown in FIG. 5, the input shaft 34 has an end portion (in FIG. 5) opposite to the turbine hub 28 as an output member of the torque converter 22 and the turbine hub 28 of the transmission case 21. And a single member that is not divided into a plurality of members in the axial direction. In this way, by configuring the input shaft 34 as a single member, the number of components can be reduced and costs can be reduced as compared with the case where the input shaft is composed of a plurality of components. The assembly | attachment property of 34 can be improved. Next, the relationship between the clutch C1 as a starting clutch and the input shaft 34 will be mainly described.

  The clutch C1 includes a clutch drum 40 that slidably holds a plurality of annular clutch plates 41, a clutch hub 60 that slidably holds a plurality of annular clutch plates 61, and an axial direction within the clutch drum 40. A movable clutch piston 64, a return spring 66 that urges the clutch piston 64 away from the clutch plates 41 and 61, one end of the return spring 66, and a snap ring or the like on the clutch drum 40 A fixed spring retainer 68 is used. The clutch drum 40 includes a cylindrical outer cylinder portion 42 that slidably holds the clutch plate 61 on the inner periphery, and an end portion of the outer cylinder portion 42 that is formed integrally with the outer cylinder portion 42 and is opposite to the engine 12. An annular wall 43 extending radially inward from the left end in FIG. 5, and a cylindrical large-diameter inner cylinder 44 extending in the direction of the engine 12 fixed to the inner peripheral end of the wall 43 by welding or the like. A cylindrical small-diameter inner cylinder portion that is integrally formed with the large-diameter inner cylinder portion 44 and has a smaller diameter than the large-diameter inner cylinder portion 44 and extends in the direction of the engine 12 from the end of the large-diameter inner cylinder portion 44 on the engine 12 side. 45. The clutch C1 is engaged by the movement of the clutch piston 64 toward the clutch plates 41 and 61 by the hydraulic pressure of hydraulic oil supplied from a hydraulic circuit (not shown), and the friction force acting between the clutch plates 41 and 61 is engaged. The clutch drum 40 and the clutch hub 60 are connected.

  As shown in FIGS. 5 and 6, the clutch drum 40 constituting the clutch C1 is connected to the input shaft 34 in the rotational direction by spline fitting. That is, a plurality of splines 46 extending in the axial direction are formed on the inner periphery of the small diameter inner cylinder portion 45 of the clutch drum 40, and the small diameter inner cylinder portion 45 of the clutch drum 40 is formed on the outer periphery of the input shaft 34. A plurality of splines 35 are formed so as to engage with the plurality of splines 46 formed on the inner periphery. The spline 46 of the clutch drum 40 and the spline 35 of the input shaft 34 are engaged with each other to form a spline fitting portion 50, so that the clutch drum 40 can rotate integrally with the input shaft 34. It is connected.

  Further, the clutch drum 40 constituting the clutch C1 and the input shaft 34 are integrated in the axial direction via a snap ring 54. That is, a ring groove 47 is formed on the inner periphery of the small-diameter inner cylinder portion 45 of the clutch drum 40 so as to be positioned on the large-diameter inner cylinder portion 44 side of each spline 46, and on the outer periphery of the input shaft 34. A ring groove 36 is formed so as to face the ring groove 47 in the radial direction. The snap ring 54 is disposed so as to engage with both the ring groove 47 of the clutch drum 40 and the ring groove 36 of the input shaft 34, and the clutch drum 40 and the input shaft 34 together with the ring grooves 47 and 36 in the axial direction. The axial direction fixing part 52 to be integrated is formed. As described above, the input shaft 34 configured as a single member and the clutch drum 40 are connected in the rotational direction by spline fitting, and are integrated in the axial direction by the snap ring 54, whereby the number of parts of the input shaft 34 is increased. It is possible to configure the clutch C1 that can transmit the power from the input shaft 34 to the planetary gear mechanisms 31 and 32 side while reducing the power consumption and improving the assembling property of the input shaft 34.

  Further, as can be seen from FIGS. 5 and 6, each spline 35 formed on the outer periphery of the input shaft 34 is compared with each spline 46 formed on the inner periphery of the small-diameter inner cylinder portion 45 of the clutch drum 40. It is formed so as to extend long in the axial direction on the side opposite to the engine 12. Further, the ring groove 47 of the clutch drum 40 is formed at a position closer to the larger diameter inner cylinder portion 44 than each spline 46, that is, at a position where the inner peripheral spline 46 of the smaller diameter inner cylinder portion 45 does not exist. Further, the transmission case 21 is located on the end side opposite to the engine 12. On the other hand, the ring groove 36 of the input shaft 34 is formed at a location where each spline 35 of the input shaft 34 exists. As a result, the snap ring 54 is engaged with the ring groove 36 of the input shaft 34 and the ring groove 47 of the clutch drum 40 at a place where the input shaft 34 and the clutch drum 40 are not connected by spline fitting, thereby 34 and the clutch drum 40 are integrated in the axial direction. And the snap ring 54 does not exist in the location where the input shaft 34 and the clutch drum 40 were connected by spline fitting. Therefore, even if a slight deformation occurs in the small-diameter inner cylindrical portion 45 of the input shaft 34 or the clutch drum 40 due to torque transmission between the input shaft 34 and the clutch drum 40, an excessive force acts on the snap ring 54. Can be suppressed. As a result, it is possible to prevent excessive stress from repeatedly acting on the snap ring 54 and its peripheral portion, so that the strength of the snap ring 54 can be maintained well and the input shaft 34 and the clutch drum 40 can be snapped. The strength of the portion around the ring 54 can be maintained well.

  In addition, since the ring groove 36 of the input shaft 34 is formed at a place where the spline 35 exists, the ring groove of the input shaft 34 is formed at a place where the spline does not exist as in the case of the ring groove 47 of the clutch drum 40. That is, the portion where the spline 35 exists as compared with the case where the ring groove is formed on the outer peripheral surface of the input shaft 34 corresponding to the valley portion in the radial direction among the crest portion and the valley portion forming each spline 35. The engagement allowance (depth of engagement) of the snap ring 54 with the ring groove 36 formed in the above can be ensured more, and the engagement state of the snap ring 54 can be improved. Considering the process in which the automatic transmission 30 of the embodiment is assembled by sequentially assembling the components located on the engine 12 side in the transmission case 21, of the crests and troughs that form each spline 35. It is not assumed that a ring groove is formed on the outer peripheral surface of the input shaft 34 corresponding to the mountain portion. Further, considering the assembly process of the automatic transmission 30 of the embodiment, the ring groove 47 of the clutch drum 40 is arranged on the end side opposite to the engine 12 of the transmission case 21 with respect to each spline 46, The snap ring 54 can be more easily engaged with the ring grooves 47 and 36. Depending on the assembly process of the automatic transmission 30, the ring groove 47 of the clutch drum 40 may be disposed closer to the engine 12 than the splines 46.

  The clutch drum 40 that is coupled to the input shaft 34 in the rotational direction by spline fitting and integrated with the input shaft 34 in the axial direction via the snap ring 54 is constituted by a plurality of bearings (thrust bearings) 56 and 58. It is supported in the axial direction with respect to the transmission case 21. In the embodiment, as shown in FIG. 6, a bearing 56 is disposed between the end of the small diameter inner cylinder portion 45 of the clutch drum 40 opposite to the engine 12 and the transmission case 21, and the small diameter inner cylinder portion. A bearing 58 is disposed between an end of the engine 12 on the side of the engine 45 and an annular support member 74 that rotatably supports the clutch hub 72 (see FIG. 5) of the clutch C3 around the input shaft 34. The annular support member 74 is supported in the axial direction with respect to the transmission case 21 via a plurality of members and bearings, and movement to the axial engine 12 side is restricted. Thus, the clutch drum 40 that is integrated with the input shaft 34 in the rotation direction and the axial direction is supported in the axial direction by the plurality of bearings 56 and 58, so that the clutch drum can be used without using a dedicated bearing for the input shaft 34. The movement in the axial direction of both 40 and the input shaft 34 can be restricted.

  In the automatic transmission 30 according to the embodiment described above, the clutch C1 as the starting clutch among the plurality of clutches C0 to C3 constituting the automatic transmission 30 is connected to the input shaft 34 in the rotational direction by spline fitting. In addition, the clutch drum 40 is supported in the axial direction with respect to the transmission case 21 by a plurality of bearings 56 and 58. Further, the input shaft 34 is configured as a single member extending between the turbine hub 28 on the engine 12 side and the end of the transmission case 21 opposite to the engine 12, and has one snap ring. 54 is integrated with the clutch drum 40 in the axial direction. Therefore, since the input shaft 34 configured as a single member and the clutch drum 40 are connected in the rotational direction by spline fitting and integrated in the axial direction by the snap ring 54, the number of parts of the input shaft 34 can be reduced. The clutch C <b> 1 that can transmit the power from the input shaft 34 to another member can be configured while improving the assembling property of the input shaft 34. Since the clutch drum 40 integrated with the input shaft 34 in the rotation direction and the axial direction is supported in the axial direction by the plurality of bearings 56 and 58, the clutch drum 40 and the input can be input without using a dedicated bearing for the input shaft 34. Both axial movements of the shaft 34 can be restricted. As a result, the input shaft 34 configured as a single member can be supported in the axial direction with respect to the transmission case 21 while reducing the number of parts.

  Further, in the automatic transmission 30 according to the embodiment, the snap ring 54 is engaged with the input shaft 34 and the clutch drum 40 at a place where the input shaft 34 and the clutch drum 40 are not connected by spline fitting. And the clutch drum 40 are integrated in the axial direction. Thereby, the snap ring 54 does not exist in the location where the input shaft 34 and the clutch drum 40 are connected by spline fitting. Accordingly, even when the input shaft 34 and the small-diameter inner cylindrical portion 45 of the clutch drum 40 are deformed due to torque transmission between the input shaft 34 and the clutch drum 40, it is possible to prevent an excessive force from acting on the snap ring 54. can do. As a result, the strength of the snap ring 54 can be maintained well, and the strength of the portion around the snap ring 54 of the input shaft 34 and the clutch drum 40 can be well maintained.

  Further, in the automatic transmission 30 of the embodiment, the ring groove 36 of the input shaft 34 is formed at a place where the spline 35 exists, and the ring groove 47 of the clutch drum 40 is formed at a place where the spline 46 does not exist. As a result, the snap ring 54 can be engaged with the input shaft 34 and the clutch drum 40 at a place where the input shaft 34 and the clutch drum 40 are not connected by spline fitting. Further, by forming the ring groove 36 of the input shaft 34 at a position where the spline 35 exists, a larger allowance for the snap ring 54 to engage with the ring groove 36 formed at the position where the spline 35 exists is secured. Therefore, the engagement state of the snap ring 54 can be improved.

  In the automatic transmission 30 according to the embodiment, the ring groove 36 of the input shaft 34 is formed in a place where the spline 35 exists, and the ring groove 47 of the clutch drum 40 is formed in a place where the spline 46 does not exist. Depending on the axial length of the small-diameter inner cylinder portion 45 of the drum 40 or the manufacturing process of the input shaft 34, the ring groove of the input shaft 34 is formed at a location where no spline exists, and the ring groove of the clutch drum 40 is present where the spline exists. It is good also as what is formed.

  In the embodiment, the present invention is applied to the clutch C1 among the plurality of clutches C0 to C3 constituting the automatic transmission 30, but the clutch to which the present invention is applied is an input shaft of the transmission. Any clutch may be used as long as it is for transmitting power from the other member to another member.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the clutch drum 40 corresponds to “clutch drum”, the input shaft 34 corresponds to “input shaft”, the bearings 56 and 58 correspond to “bearing”, and the snap ring 54 corresponds to “snap ring”. To do.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the transmission industry and the like.

  10 automobiles, 12 engines, 14 crankshafts, 16 differential gears, 18a, 18b drive wheels, 20 transmissions, 21 transmission cases, 22 torque converters, 23 front covers, 24 lock-up clutches, 25 pump impellers, 26 turbine runners, 27 stators , 28 Turbine hub, 30 Automatic transmission, 31, 32 Planetary gear mechanism, 31c, 32c Carrier, 31pa, 31pb, 32p Pinion gear, 31r, 32r Ring gear, 31s, 32s Sun gear, 34 Input shaft, 35 Spline, 36 Ring groove, 38 Output shaft, 40 Clutch drum, 41 Clutch plate, 42 Outer cylinder part, 43 Wall part, 44 Large diameter inner cylinder part, 45 Small diameter inner cylinder part, 46 Spline, 47 Ring groove, 50 spline fitting part, 52 axial fixing part, 54 snap ring, 56 bearing, 58 bearing, 60 clutch hub, 61 clutch plate, 64 clutch piston, 66 return spring, 68 spring retainer, 72 clutch hub, 74 annular support member B1, B2 brake, C0, C1, C2, C3 clutch, F0, F1 one-way clutch.

Claims (3)

In the transmission that shifts the power input to the input shaft from the output member on the prime mover side by switching the engagement state of the plurality of clutches accommodated in the transmission case, and outputs it to the output shaft.
At least one of the plurality of clutches includes a clutch drum that is coupled to the input shaft in the rotational direction by spline fitting and is supported in the axial direction with respect to the transmission case by a plurality of bearings,
The input shaft is configured as a single member extending between the output member and an end of the transmission case opposite to the prime mover, and the shaft and the clutch drum are connected via a snap ring. A transmission that is integrated in a direction. The transmission according to claim 1, wherein
The snap ring integrates the input shaft and the clutch drum in the axial direction by engaging the input shaft and the clutch drum at a place where the input shaft and the clutch drum are not connected by spline fitting. A transmission characterized in that The transmission according to claim 2, wherein
The clutch drum includes an outer cylinder portion that slidably holds a plurality of clutch plates, and a ring groove that is disposed on the inner side in the radial direction of the outer cylinder portion and that engages with the plurality of splines and the snap ring. An inner cylinder portion formed,
A plurality of splines are formed on the outer periphery of the input shaft so as to engage with a plurality of splines formed on the inner periphery of the inner cylinder portion of the clutch drum, and a ring groove with which the snap ring is engaged is formed. Formed,
One of the ring groove of the clutch drum and the ring groove of the input shaft is formed at a place where the spline exists, and the other of the ring groove of the clutch drum and the ring groove of the input shaft is a place where the spline does not exist. Formed into,
A transmission characterized by that.

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