JP2020008074A - Vehicle transmission - Google Patents

Abstract

To achieve downsizing and weight reduction of a vehicle transmission and improve assemblability of a brake gear in the vehicle transmission having a first rotary shaft in which the brake gear and a planetary gear mechanism are installed and a second rotary shaft installed parallel to the first rotary shaft.SOLUTION: In a vehicle transmission 1, a partition wall 14 of a transmission case 13 has multiple bearing holding cylinder parts 14A to 14E. The bearing holding cylinder parts 14A to 14E protrude from the partition wall 14 into an outer peripheral space of a brake case 32 and rotatably support an advancing idle shaft 6, a backing idle shaft 7, an intermediate shaft 8, an output shaft 9, and a backing shaft 10 through bearings 91A to 91E. The outer peripheral part of the brake case 32 is formed with recessed parts 32A, 32B, 32C into which the bearing holding cylinder parts 14A, 14B, 14D are inserted.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle transmission.

  As a vehicle transmission, a first brake for selectively fixing a first rotating element of a planetary gear train, a first housing chamber for housing a torque converter, and a second housing chamber for housing a planetary gear train. And a pump cover serving as a cover material for the oil pump, and a first clutch plate of the first brake which extends from the pump cover in the axial direction toward the second storage chamber and is spline-fitted on the inner periphery. There is known a device having a first cylindrical portion for holding, and a first brake installed so as to surround an input shaft.

JP 2007-85409 A

  By the way, when the vehicle transmission has both a transmission unit using a planetary gear mechanism and a transmission unit that performs gear shifting by a gear train installed between rotation shafts installed in parallel with the input shaft, It is necessary to install a rotating shaft around the first cylindrical portion that accommodates one brake.

  In this case, it is necessary to install the bearing support cylinder portion that holds the bearing for the rotating shaft at a position that does not interfere with the first cylindrical portion of the first brake, which increases the distance between the input shaft and the rotating shaft. Therefore, the vehicle transmission may be large and heavy.

  Further, the conventional vehicle transmission is not considered in improving the assemblability of the first brake.

  The present invention has been made in view of the above situation, and has a first rotating shaft on which a brake device and a planetary gear mechanism are installed, and a second rotating shaft installed in parallel with the first rotating shaft. It is an object of the present invention to reduce the size and weight of a vehicle transmission having a rotating shaft and improve the assemblability of a brake device.

  The present invention provides a transmission case having a wall portion, a first rotation axis installed inside the transmission case so as to penetrate the wall portion, and being parallel to the first rotation axis. A second rotating shaft installed inside the transmission case, a planetary gear mechanism having a plurality of rotating elements and installed on the first rotating shaft, and a first rotating shaft from the wall portion And a brake element housed in the brake case and configured to switch between a state in which one predetermined rotation element of the plurality of rotation elements cannot rotate and a state in which rotation is permitted. The wall portion has a plurality of bearing holding cylinder portions, the bearing holding cylinder portion projects from the wall portion to a space on the outer periphery of the brake case, and the second through a bearing. A vehicle that rotatably supports two rotating shafts A transmission, the outer peripheral portion of the brake case, wherein the bearing holding tubular portion is formed with a plurality of recesses to be inserted.

  As described above, according to the present invention, the vehicle transmission having the first rotating shaft on which the brake device and the planetary gear mechanism are installed, and the second rotating shaft installed in parallel with the first rotating shaft. In this case, the size and weight of the vehicle transmission can be reduced, and the assemblability of the brake device can be improved.

FIG. 1 is a configuration diagram of a vehicle transmission according to one embodiment of the present invention. FIG. 2 is a perspective view showing the internal structure of the vehicle transmission according to one embodiment of the present invention. FIG. 3 is an inner side view of the vehicle transmission according to one embodiment of the present invention. FIG. 4 is a cross-sectional view taken along arrow IV-IV in FIG. FIG. 5 is a left side view of the brake case of the vehicle transmission according to one embodiment of the present invention. FIG. 6 is a right side view of the brake case of the vehicle transmission according to one embodiment of the present invention. FIG. 7 is a front view of a brake case of a vehicle transmission according to one embodiment of the present invention.

A vehicle transmission according to one embodiment of the present invention includes a transmission case having a wall, a first rotation shaft installed inside the transmission case so as to penetrate the wall, and a first rotation shaft. A second rotating shaft installed inside the transmission case so as to be parallel to the rotating shaft, a planetary gear mechanism having a plurality of rotating elements and installed on the first rotating shaft, A cylindrical brake case protruding so as to surround one rotation shaft and a brake case are housed therein, and are switched between a state in which one predetermined rotation element of the plurality of rotation elements cannot be rotated and a state in which rotation is permitted. A brake device having a braking element, wherein the wall has a plurality of bearing holding cylinders, the bearing holding cylinder protrudes from the wall into a space on the outer periphery of the brake case, and the second rotation is carried out via a bearing. A vehicle transmission for rotatably supporting a shaft, comprising a brake The outer periphery of the case, a plurality of recesses bearing holding tubular portion is inserted is formed.
As a result, the size and weight of the vehicle transmission can be reduced, and the assemblability of the brake device can be improved.

Hereinafter, a vehicle transmission according to one embodiment of the present invention will be described with reference to the drawings.
1 to 7 are views showing a vehicle transmission according to an embodiment of the present invention.

  1 to 7, the up, down, front, rear, left and right directions are the up, down, front, rear, right and left directions of the vehicle transmission installed in the vehicle with reference to the up, down, front, rear, right and left directions of the vehicle. Direction, the height direction of the vehicle transmission is the up-down direction.

First, the configuration will be described.
In FIG. 1, a vehicle transmission (hereinafter, simply referred to as an automatic transmission) 1 mounted on a vehicle such as an automobile has seven forward speeds and one reverse speed, and for example, has an AMT (Automated Manual Transmission). Consists of

  The automatic transmission 1 includes an input shaft 5 to which power is transmitted from a crankshaft 3 of an engine 2 via a torque converter 4, a forward idle shaft 6 and a reverse idle shaft 7 installed in parallel with the input shaft 5, respectively. , An intermediate shaft 8, an output shaft 9 and a reverse shaft 10.

  The input shaft 5 of the present embodiment constitutes a first rotating shaft of the present invention, and the forward idle shaft 6, the reverse idle shaft 7, the intermediate shaft 8, the output shaft 9 and the reverse shaft 10 are the same as those of the present invention. A second rotating shaft is configured. The engine 2 is configured by a horizontal engine that is installed so that the crankshaft 3 extends in the vehicle width direction.

  The torque converter 4 includes a front cover 4B connected to the crankshaft 3 via a drive plate 4A, and a shell 4C connected to the front cover 4B, and an oil between the engine 2 and the automatic transmission 1 is provided. And a fluid coupling for transmitting power through the fluid coupling.

  A pump impeller (not shown) is fixed to an inner surface of a shell 4C connected to the crankshaft 3. A turbine runner (not shown) is provided inside the shell 4C so as to face the pump impeller, and the turbine runner is connected to the input shaft 5. A stator (not shown) is provided between the pump impeller and the turbine runner.

  In the torque converter 4, when the crankshaft 3 rotates, the front cover 4B, the shell 4C, and the pump impeller rotate integrally via the drive plate 4A. At this time, a flow from the pump impeller to the turbine runner is generated in the fluid inside the torque converter 4 due to the centrifugal force due to the rotation of the pump impeller.

  The turbine runner is rotated by the flow of the fluid, and the input shaft 5 connected to the turbine runner is rotated. The stator amplifies the power of the engine 2 by converting the flow of the fluid from the turbine runner along the rotation direction of the pump impeller.

  1 and 4, an input shaft 5 includes a main input shaft 11 and a hollow sub-input that is provided coaxially with the main input shaft 11 on an outer peripheral portion of the main input shaft 11 and rotates relatively to the main input shaft 11. And an axis 12.

  The torque converter 4 is connected to one end 11 a of the main input shaft 11, and the power of the engine 2 is transmitted to the main input shaft 11 via the torque converter 4.

  A planetary gear mechanism 21 is provided on the outer periphery of the main input shaft 11 and the sub input shaft 12, and the planetary gear mechanism 21 is provided on the engine 2 side with respect to the sub input shaft 12.

  In FIG. 4, the planetary gear mechanism 21 connects the main input shaft 11 and one end 12 a of the sub input shaft 12, and is configured to be able to transmit to the sub input shaft 12 while reducing the rotation of the main input shaft 11. . Specifically, the planetary gear mechanism 21 includes a carrier 22, a sun gear 23, and a ring gear 24.

  The carrier 22 supports the planetary pinion 22A so as to rotate freely. The sun gear 23 meshes with the planetary pinion 22A, and is switched between a state where rotation is disabled by a brake device 31 described later and a state where rotation is allowed.

  The ring gear 24 is spline-fitted to the main input shaft 11 and rotates integrally with the main input shaft 11. The ring gear 24 meshes with the planetary pinion 22A, and the power of the ring gear 24 is transmitted to the carrier 22.

  A one-way clutch 25 is provided between the carrier 22 and one end 12 a of the sub input shaft 12, and the one-way clutch 25 transmits power from the carrier 22 to the sub input shaft 12, and transmits the power from the sub input shaft 12 to the carrier 22. It is configured not to transmit power to the vehicle. Thus, the one-way clutch 25 can transmit power from the main input shaft 11 to the sub input shaft 12 and cannot transmit power from the sub input shaft 12 to the main input shaft 11.

  A brake device 31 is installed radially outward of the main input shaft 11. The brake device 31 includes a cylindrical brake case 32. The brake case 32 is fixed to the partition 14 (see FIG. 2) of the transmission case 13 and protrudes from the partition 14 toward the planetary gear mechanism 21 so as to surround a part of the main input shaft 11. The partition 14 of this embodiment constitutes the wall of the present invention.

  The transmission case 13 is fastened to a cylinder block (not shown) of the engine 2 and has a torque converter housing chamber 13a for housing the torque converter 4 therein. A front case 16 is fastened to the transmission case 13, and the partition 14 divides the internal space of the transmission case 13 and the internal space of the front case 16 into a gear chamber 16a and a torque converter accommodating chamber 13a. The transmission case 13 of the present embodiment forms a torque converter housing among the cases forming the automatic transmission 1.

  The brake case 32 accommodates a pair of annular friction plates 34 and 35 and a cylindrical clutch hub 36. The clutch hub 36 is formed in a tubular shape and provided integrally with the sun gear 23, and extends from the sun gear 23 to the inside of the brake case 32. The clutch hub 36 of the present embodiment forms a part of the sun gear 23, and a part of the sun gear 23 is housed in the brake case 32.

  The friction plate 34 is spline-fitted to the outer peripheral portion of the clutch hub 36, is rotatable integrally with the clutch hub 36, and is movable in the axial direction of the main input shaft 11.

  The friction plate 35 is spline-fitted to the inner peripheral portion of the brake case 32, cannot rotate in the rotation direction of the main input shaft 11 with respect to the brake case 32, and is freely movable in the axial direction of the main input shaft 11. It has become. The friction plates 34 are provided alternately with the friction plates 35 in the axial direction of the main input shaft 11.

  Specifically, as shown in FIG. 5, the friction plate 35 has a plurality of teeth 35 a protruding radially outward from the outer periphery of the friction plate 35, and the teeth 35 a It is formed over the circumferential direction.

  A plurality of grooves 32a are formed in the inner peripheral portion of the brake case 32. The grooves 32a extend in the axial direction of the main input shaft 11 in the inner peripheral portion of the brake case 32, and extend in the circumferential direction of the brake case 32. Is formed.

  The tooth portion 35a forms an outer peripheral spline of the friction plate 35, and the groove portion 32a forms an inner peripheral spline of the brake case 32. The teeth 35a are inserted into the grooves 32a, and the friction plates 35 are spline-fitted to the brake case 32. That is, the friction plate 35 is held on the inner peripheral portion of the brake case 32.

  An annular circlip 38 (see FIG. 5) is provided at an end of the planetary gear mechanism 21 of the brake case 32, and the circlip 38 contacts a left friction plate 35 facing the planetary gear mechanism 21. This prevents the friction plates 34 and 35 from coming out of the brake case 32. The friction plate 34 of this embodiment constitutes a first friction plate of the present invention, and the friction plate 35 constitutes a second friction plate of the present invention.

  In the brake device 31, when the friction plate 35 located on the torque converter 4 side of the friction plate 35 is pressed by the piston 37, the friction plate 34 and the friction plate 35 come into frictional contact, and the sun gear 23 is moved to the brake case 32. Fix it. As a result, the sun gear 23 cannot rotate. The piston 37 presses the friction plate 35 toward the planetary gear mechanism 21 by the action of oil.

  When the sun gear 23 cannot rotate, power is transmitted from the main input shaft 11 to the carrier 22 via the ring gear 24. At this time, as the planetary pinion 22A revolves, the carrier 22 rotates, and power is transmitted from the carrier 22 to the auxiliary input shaft 12 via the one-way clutch 25.

  The planetary gear mechanism 21 can reduce the rotation of the main input shaft 11 and transmit it to the sub input shaft 12 by arbitrarily setting the gear ratio of the planetary pinion 22A, the sun gear 23 and the ring gear 24. That is, the planetary gear mechanism 21 functions as a speed reducer.

  In the brake device 31, when the hydraulic pressure is no longer applied to the piston 37, the friction plate 35 is urged by a return spring (not shown), and the friction plate 35 is separated from the friction plate 34.

  Therefore, rotation of the sun gear 23 is allowed. When the rotation of the sun gear 23 is permitted, the carrier 22 idles with respect to the main input shaft 11, and power is not transmitted from the main input shaft 11 to the sub input shaft 12.

  The carrier 22, the sun gear 23, and the ring gear 24 of the present embodiment constitute a rotating element of the present invention, and the sun gear 23 constitutes a predetermined rotating element of the present invention. The friction plates 34, 35 constitute the braking element of the present invention.

  4, a pump chamber 15 is formed between the mating surface 32b (see FIG. 6) of the partition wall 14 and the brake case 32, and an oil pump (not shown) is installed in the pump chamber 15.

  The oil pump includes an annular inner rotor (not shown) rotatably driven by engaging with a pump shaft 4a of the torque converter 4 and an annular outer rotor (not shown) arranged radially outward of the inner rotor so as to surround the inner rotor. Have. The main input shaft 11 passes through the inner rotor and the partition 14.

  That is, as shown in FIG. 1, a through hole 14a is formed in the partition wall 14, and the pump shaft 4a is rotatably supported by the through hole 14a via a needle bearing. The main input shaft 11 has one end 11a side penetrating through the through hole 14a and protruding toward the torque converter 4 through the inside of the pump shaft 4a.

  The oil pump is composed of, for example, a trochoid type oil pump, and a plurality of internal teeth formed on the outer rotor and a plurality of external teeth formed on the inner rotor come into contact with each other, so that the external teeth and the internal teeth A plurality of working chambers (not shown) for storing oil are formed between the working chambers.

  In the oil pump, when the power of the engine 2 is transmitted from the pump shaft 4a of the torque converter 4 to the inner rotor, and the inner rotor and the outer rotor rotate in one direction, the volume increase and the volume decrease of the working chamber occur continuously. Thereby, the oil is sucked and discharged.

  In FIG. 6, a suction port 32c and a discharge port 32d are formed on a mating surface 32b of the brake case 32. A suction port and a discharge port (not shown) that match the suction port 32c and the discharge port 32d are formed on the mating surface of the partition wall 14 facing the suction port 32c and the discharge port 32d.

  The suction port 32c communicates with a working chamber whose volume increases with the rotation of the inner rotor and the outer rotor, and the discharge port 32d communicates with a working chamber whose volume decreases with the rotation of the inner rotor and the outer rotor.

  As a result, oil flows into the working chamber from the suction port 32c as the inner rotor and the outer rotor rotate, and the oil flowing into the working chamber is discharged to the discharge port 32d as the volume of the working chamber decreases.

  In FIG. 1, a clutch device 41 is provided at the other end 11 b of the main input shaft 11 and the other end 12 b of the sub input shaft 12. The clutch device 41 has a clutch drum 42 and a clutch hub 43.

  The clutch drum 42 is spline-fitted to the main input shaft 11 and rotates integrally with the main input shaft 11. The clutch hub 43 is spline-fitted to the auxiliary input shaft 12 and rotates integrally with the auxiliary input shaft 12.

  An annular friction plate 44 is spline-fitted to the inner peripheral portion of the clutch drum 42, and the friction plate 44 is rotatable integrally with the clutch drum 42 and is movable in the axial direction of the main input shaft 11. Has become.

  A friction plate 45 is spline-fitted to an outer peripheral portion of the clutch hub 43. The friction plate 45 is rotatable integrally with the clutch hub 43 and is movable in the axial direction of the main input shaft 11. , The friction plates 44 and 45 are alternately arranged in the axial direction of the main input shaft 11.

  The clutch device 41 brings the friction plate 44 and the friction plate 45 into friction contact with each other by a hydraulic piston (not shown). Thereby, the clutch drum 42 and the clutch hub 43 rotate integrally, and the power of the engine 2 is transmitted from the main input shaft 11 to the sub input shaft 12.

  When the oil pressure is no longer applied to the piston, the friction plates 44 and 45 are separated by a not-shown litter spring. As a result, the power of the engine 2 is not transmitted from the main input shaft 11 to the sub input shaft 12.

  In the axial direction of the sub input shaft 12, between the torque converter 4 and the clutch device 41, a transmission gear 51 for the fourth speed, a transmission gear 52 for the fifth speed, an input idle gear 53, and a synchronization device 54 are provided. .

  A fourth speed gear 51 and a fifth speed gear 52 are rotatably supported by the auxiliary input shaft 12, and the input idle gear 53 is spline-fitted to the auxiliary input shaft 12, and It rotates integrally with the input shaft 12.

  The synchronizer 54 has a hub 56 and a sleeve 57. The hub 56 is spline-fitted to the auxiliary input shaft 12 and rotates integrally with the auxiliary input shaft 12. The sleeve 57 is spline-fitted to the hub 56 and is movable in the axial direction of the sub input shaft 12.

  When the sleeve 57 is shifted to the fourth speed or the fifth speed by the shift operation, the sleeve 57 moves from the neutral position to the speed gear 51 for the fourth speed or the speed gear 52 for the fifth speed via a shift fork (not shown). Is done.

  For example, when an automatic shift operation is performed, the sleeve 57 is driven by an actuator (not shown). When the shift lever operated by the driver is shifted to the drive range, the actuator operates based on the shift map in which the throttle opening and the vehicle speed are set as parameters in advance, and the synchronizer 54 and the synchronizers 68 and 69 described later. Is operated to control the shift speed. Further, the actuator operates a synchronizing device 88 described later in a state where the shift lever is shifted to the reverse range.

  When the sleeve 57 moves from the neutral position to the fourth speed gear 51, the fourth speed gear 51 is fitted to the sleeve 57, and the auxiliary input shaft 12 and the fourth speed gear are connected via the sleeve 57. And the transmission gear 51 for the fourth speed is rotated integrally with the auxiliary input shaft 12.

  When the sleeve 57 moves from the neutral position to the fifth-speed gear 52, the fifth-speed gear 52 is fitted to the sleeve 57 so that the auxiliary input shaft 12 and the fifth-speed gear are connected via the sleeve 57. And the fifth-speed gear 52 rotates integrally with the sub-input shaft 12.

  The forward idle shaft 6 is provided with idle gears 61 and 62. The idle gear 61 meshes with the input idle gear 53.

  The idle gear 61 has a larger diameter than the idle gear 62 and rotates integrally with the forward idle shaft 6. As a result, the idle gear 61 can transmit the power from the input idle gear 53 to the forward idle shaft 6.

  The idle gear 62 is formed integrally with the forward idle shaft 6 and rotates integrally with the forward idle shaft 6.

  On the intermediate shaft 8, from the clutch device 41 to the torque converter 4, a transmission gear 63 for the first-second speed, a transmission gear 64 for the third speed, a transmission gear 65 for the sixth speed, and a transmission for the seventh speed. A gear 66 and an idle gear 67 are provided. From the transmission gear 63 to the transmission gear 66, the diameter increases from the clutch device 41 side to the torque converter 4 side.

  The transmission gear 63 to the transmission gear 66 are rotatably provided on the intermediate shaft 8, and the idle gear 67 is spline-fitted to the intermediate shaft 8 so as to rotate integrally with the intermediate shaft 8. The idle gear 67 meshes with the idle gear 62 of the forward idle shaft 6, and power is transmitted to the idle gear 67 from the idle gear 62.

  A synchronizer 68 is provided between the first-gear shift gear 63 and the third-gear shift gear 64, and includes a sixth-gear shift gear 65 and a seventh-gear shift gear 66. A synchronizing device 69 is provided between them.

  The synchronizer 68 connects the transmission gear 63 for the 1-2nd gear to the intermediate shaft 8 when the gear is shifted to the first gear or the second gear by the shift operation, and shifts to the third gear by the shift operation. The third speed gear 64 is connected to the intermediate shaft 8.

  The synchronizer 69 connects the transmission gear 65 for the sixth gear to the intermediate shaft 8 when the gear is shifted to the sixth gear by the shift operation, and when the gear is shifted to the seventh gear by the shift operation, The transmission gear 66 is connected to the intermediate shaft 8.

  The output shaft 9 has an output gear 70 for the 1-2-4 speed stage, an output gear 71 for the 3-5 speed stage, an output gear 72 for the 6th speed stage, and a 7th speed from the clutch device 41 toward the torque converter 4. An output gear 73 for a step and a final drive gear 74 for advancing are provided.

  The diameter from the output gear 70 to the output gear 73 decreases as going from the clutch device 41 side to the torque converter 4 side. The output gear 70 to the output gear 73 are spline-fitted to the output shaft 9 and rotate integrally with the output shaft 9. The forward drive gear 74 is formed integrally with the output shaft 9 and rotates integrally with the output shaft 9.

  The output gear 70 for the 1-2-4 speed is meshed with the transmission gear 51 for the 4th speed and the transmission gear 63 for the 1-2 speed, and the output gear 71 for the 3-5 speed is And the third speed gear 64 and the fifth speed gear 52 are engaged with each other.

  The output gear 72 for the sixth gear is engaged with the transmission gear 65 for the sixth gear, and the output gear 73 for the seventh gear is engaged with the transmission gear 66 for the seventh gear.

  The forward drive gear 74 is engaged with a final driven gear 81 </ b> A of the differential device 81. Thus, the power of the output shaft 9 is transmitted to the differential device 81 via the forward drive gear 74 and the final driven gear 81A.

  A drive wheel (not shown) is connected to the differential device 81 via a drive shaft (not shown). The differential device 81 transmits the power of the engine 2 to the drive wheels by distributing the power of the engine 2 between the left and right drive shafts by a differential mechanism 81B. .

  Idle gears 84 and 85 are provided on the reverse idle shaft 7. The idle gear 84 meshes with the input idle gear 53, and the idle gear 84 is spline-fitted to the reverse idle shaft 7 and rotates integrally with the reverse idle shaft 7. The idle gear 85 is formed integrally with the reverse idle shaft 7 and rotates integrally with the reverse idle shaft 7.

  The reverse shaft 10 is provided with a reverse gear 86 and a final drive gear 87 for reverse which is formed to have a smaller diameter than the reverse gear 86. The reverse gear 86 is provided on the reverse shaft 10 so as to be relatively rotatable. The reverse final drive gear 87 is formed integrally with the reverse shaft 10 and rotates integrally with the reverse shaft 10.

  The reverse gear 86 meshes with the idle gear 85, and the final drive gear 87 for reverse meshes with the final driven gear 81A.

  The reverse shaft 10 is provided with a synchronizer 88. When the synchronizer 88 is shifted to the reverse gear by the shift operation, the synchronizer 88 connects the reverse gear 86 to the reverse shaft 10. As a result, the reverse gear 86 rotates integrally with the reverse shaft 10.

  At this time, power is transmitted from the final drive gear 87 for reverse movement to the final driven gear 81A, the final driven gear 81A rotates in the opposite direction to the forward movement, and the vehicle moves backward.

  2 and 3, the partition wall 14 has bearing holding cylinder parts 14A, 14B, 14C, 14D, and 14E. The bearing holding tube portion 14E to the bearing holding tube portion 14E protrude from the partition wall 14 into a space on the outer periphery of the brake case 32, that is, a space radially outward of the brake case 32, and are formed in a tubular shape.

  In FIG. 3, the bearing holding tube portion 14A supports a bearing 91A, and the bearing holding tube portion 14A rotatably supports one axial end of the forward idle shaft 6 via the bearing 91A. . The bearing holding tube portion 14B supports the bearing 91B, and the bearing holding tube portion 14B rotatably supports one axial end of the reverse idle shaft 7 via the bearing 91B.

  The bearing holding cylinder 14C supports a bearing 91C, and the bearing holding cylinder 14C rotatably supports one end in the axial direction of the intermediate shaft 8 via the bearing 91C. The bearing holding cylinder 14D supports a bearing 91D, and the bearing holding cylinder 14D rotatably supports one end of the output shaft 9 in the axial direction via the bearing 91D.

  The bearing holding cylinder 14E supports a bearing 91E, and the bearing holding cylinder 14E rotatably supports one axial end of the reverse shaft 10 via the bearing 91E.

  5 and 6, three concave portions 32A, 32B, and 32C are formed on the outer peripheral portion of the brake case 32.

  In FIG. 3, a part of the outer peripheral portion of the bearing holding tube portion 14A is inserted into the concave portion 32A, and a part of the outer peripheral portion of the bearing holding tube portion 14B is inserted into the concave portion 32B. A part of the outer peripheral portion of the bearing holding tube portion 14D is inserted into the concave portion 32C.

  The recesses 32A, 32B, and 32C are formed to be longer than the lengths of the bearing holding cylinders 14A, 14B, and 14D from the partition wall 14 in the axial direction of the main input shaft 11, respectively.

  As shown in FIG. 7, the concave portion 32A extends from the mating surface 32b of the brake case 32 along the axial direction of the main input shaft 11, and is formed to be longer than the length of the bearing holding tube portion 14A from the partition wall 14 in the protruding direction. Have been.

  The lengths of the recesses 32B, 32C from the mating surface 32b of the brake case 32 in the axial direction of the main input shaft 11 are also formed longer than the length of the bearing holding tube portions 14B, 14D from the partition wall 14 in the protruding direction.

  In FIG. 5, the teeth 35 a of the friction plate 35 and the grooves 32 a of the brake case 32 are provided in the non-formed regions 32 D and 32 E where the recesses 32 A, 32 B and 32 C are not formed in the circumferential direction of the brake case 32. In other words, the recesses 32A, 32B, and 32C are provided in regions where the teeth 35a and the grooves 32a are not formed.

Next, the power transmission paths in the first gear and the second gear will be described.
(Power transmission path when the first gear is set)
In the first speed, the clutch device 41 is released, that is, the friction plates 44 and 45 are separated, and the sun gear 23 is fixed to the brake case 32 by the brake device 31 and cannot rotate.

  Further, the synchronizer 68 moves from the neutral position to the side of the first-to-second speed gear 63 and connects the first-to-second speed gear 63 to the intermediate shaft 8.

  Thus, the power of the engine 2 is transmitted from the crankshaft 3 to the sub input shaft 12 via the torque converter 4, the main input shaft 11, the ring gear 24, the carrier 22, and the one-way clutch 25.

  When power is transmitted from the main input shaft 11 to the sub input shaft 12, the rotation of the main input shaft 11 is reduced by the planetary gear mechanism 21 and transmitted to the sub input shaft 12.

  Next, the power of the engine 2 is transmitted from the sub input shaft 12 to the intermediate shaft 8 via the input idle gear 53, the idle gear 61, the forward idle shaft 6, the idle gear 62, and the idle gear 67.

  Next, the power of the engine 2 is transmitted from the transmission gear 63 for the 1-2 gear to the output gear 70 for the 1-2-4 gear, the output shaft 9, and the final drive gear 74 for forward movement connected to the intermediate shaft 8. And transmitted to the final driven gear 81A via the differential mechanism 81B via the drive shaft to the drive wheels.

(Power transmission path when the speed is 2nd speed)
In the second speed, the clutch device 41 is engaged, that is, the friction plates 44 and 45 are in frictional contact, and the sun gear 23 is rotatable without being fixed to the brake case 32 by the brake device 31. . At this time, the synchronizer 68 maintains the state in which the transmission gear 63 for the first-second speed is connected to the intermediate shaft 8.

  Thereby, the power of the engine 2 is transmitted from the crankshaft 3 to the sub-input shaft 12 via the torque converter 4, the main input shaft 11, and the clutch device 41. Will be the same.

  When power is transmitted from the main input shaft 11 to the sub input shaft 12 via the clutch device 41, the power is transmitted from the sub input shaft 12 to the main input shaft 11 by idling of the one-way clutch 25. There is no.

  When power is transmitted from the main input shaft 11 to the sub input shaft 12 via the clutch device 41, the rotation speed of the sub input shaft 12 becomes equal to or higher than the rotation speed of the carrier 22, so that the one-way clutch 25 Power can be reliably prevented from being transmitted from the shaft 12 to the main input shaft 11.

  When the gear is shifted from the first gear to the second gear in this manner, the power transmission path is switched from the planetary gear mechanism 21 to the clutch device 41, and the synchronization device 68 switches the 1-2 speed gear 63. Since the state of being connected to the intermediate shaft 8 is maintained, torque loss caused by operating the synchronizer 68 can be prevented, and smooth gear shifting can be performed.

  As described above, according to the automatic transmission 1 of the present embodiment, the partition wall 14 of the transmission case 13 has the bearing holding tube portions 14A to 14E.

  The bearing holding tube portion 14E projects from the bearing holding tube portion 14A to the space around the brake case 32 from the partition wall 14, and connects the forward idle shaft 6, the reverse idle shaft 7, the intermediate shaft 8, the output shaft 9 and the reverse shaft 10 to each other. It is rotatably supported from a bearing 91A via a bearing 91E.

  Recesses 32A, 32B, 32C into which the bearing holding cylinders 14A, 14B, 14D are inserted are formed on the outer periphery of the brake case 32.

  Thus, the bearing holding cylinders 14A, 14B, 14D can be installed closer to the axis O of the input shaft 5 (see FIG. 3) with respect to the outer peripheral portion of the brake case 32, and the idle shaft 6 for forward movement and the idle shaft for reverse movement 7 and the output shaft 9 can be installed close to the axis O of the input shaft 5. Accordingly, the intermediate shaft 8 and the reverse shaft 10 can be installed closer to the axis O of the input shaft 5.

  Therefore, the distance between the input shaft 5, the forward idle shaft 6, the reverse idle shaft 7, the intermediate shaft 8, the output shaft 9, and the reverse shaft 10 can be reduced. As a result, the size and weight of the automatic transmission 1 can be reduced.

  When the brake case 32 is assembled to the transmission case 13, the recesses 32A, 32B, and 32C are inserted into the bearing holding cylinder portions 14A, 14B, and 14D, thereby positioning the brake case 32 in the rotational direction with respect to the partition wall 14. it can. Therefore, the brake case 32 can be easily assembled to the transmission case 13 in a short time, and the workability of assembling the brake case 32 can be improved.

  As described above, the automatic transmission 1 according to the present embodiment includes the input shaft 5 on which the brake device 31 and the planetary gear mechanism 21 are installed, the forward idle shaft 6 installed in parallel with the input shaft 5, and the reverse idle shaft. 7. In the automatic transmission 1 having the intermediate shaft 8, the output shaft 9, and the reverse shaft 10, the size and weight of the automatic transmission 1 can be reduced, and the assemblability of the brake device 31 can be improved.

  Further, according to the automatic transmission 1 of the present embodiment, the friction plate 35 of the brake device 31 has a plurality of teeth 35a projecting radially outward from the outer peripheral portion of the friction plate 35. A plurality of grooves 32a into which the teeth 35a are inserted are provided in the inner peripheral portion of the brake case 32, and the teeth 35a and the grooves 32a do not form the recesses 32A, 32B, and 32C in the circumferential direction of the brake case 32. It is provided in the regions 32D and 32E.

  Thereby, the recesses 32A, 32B, and 32C can be closer to the axis O of the input shaft 5 as compared with the case where the groove 32a is provided on the entire inner peripheral portion of the brake case 32, that is, the entire circumferential direction of the brake case 32. it can.

  Therefore, the forward idle shaft 6, the reverse idle shaft 7, and the output shaft 9 can be installed closer to the axis O of the input shaft 5, and the size and weight of the automatic transmission 1 can be further reduced. it can.

  The automatic transmission 1 according to the present embodiment is configured by an AMT (Automated Manual Transmission) that is shifted by an actuator, but may be configured by an AT (Automatic Transmission) or an MT (Manual Transmission).

  While embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

  1 ... automatic transmission (vehicle transmission), 5 ... input shaft (first rotation shaft), 6 ... forward idle shaft (second rotation shaft), 7 ... reverse Idle shaft (second rotating shaft), 8 ... intermediate shaft (second rotating shaft), 9 ... output shaft (second rotating shaft), 10 ... reverse shaft (second rotating shaft) ), 13 ... transmission case, 14 ... partition (wall), 14A, 14B, 14D ... bearing holding cylinder, 21 ... planetary gear mechanism, 22 ... carrier (rotating element) , 23 ... sun gear (rotating element, predetermined rotating element), 24 ... ring gear (rotating element), 31 ... brake device, 32 ... brake case, 32A, 32B, 32C ... recess, 32D, 32E: non-forming area, 32a: groove, 34: friction plate (first friction plate), 35: friction plate (second friction plate), 35a: tooth portion , 91A, 91B, 91C, 91D, 91E ... axis

Claims (2)

A transmission case having a wall;
A first rotating shaft installed inside the transmission case so as to penetrate the wall,
A second rotating shaft installed inside the transmission case so as to be parallel to the first rotating shaft;
A planetary gear mechanism having a plurality of rotating elements and installed on the first rotating shaft;
A cylindrical brake case protruding from the wall to surround the first rotation shaft, and a state housed in the brake case, wherein one predetermined rotation element of the plurality of rotation elements cannot be rotated; A braking device having a braking element that switches to a state allowing rotation,
The wall has a plurality of bearing holding cylinders, the bearing holding cylinder protrudes from the wall into a space around the brake case, and rotatably supports the second rotating shaft via a bearing. Transmission for a vehicle,
A transmission for a vehicle, wherein a plurality of concave portions into which the bearing holding tube portion is inserted are formed in an outer peripheral portion of the brake case. A plurality of first friction plates that are movable in the axial direction of the first rotation shaft and rotate integrally with the predetermined rotation element;
The brake case is arranged alternately with the plurality of first friction plates in the axial direction of the first rotating shaft, is movable in the axial direction of the first rotating shaft, and cannot rotate. A plurality of second friction plates held on the inner periphery;
The plurality of second friction plates have a plurality of teeth protruding radially outward from an outer peripheral portion of the second friction plate,
A plurality of grooves into which the teeth are inserted are provided in an inner peripheral portion of the brake case,
The vehicle transmission according to claim 1, wherein the tooth portion and the groove portion are provided in a region where the concave portion is not formed in a circumferential direction of the brake case.

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