JP2020197280A - Vehicle transmission - Google Patents

Abstract

To provide a vehicle transmission which enables reduction of an axial length of a transmission case in which clutch devices are installed to achieve downsizing.SOLUTION: In an automatic transmission 2, a clutch device 22 is installed between a clutch device 52 and a first-reverse gear 41 in an axial direction of a clutch shaft 18, and a transmission case 4 is located between the first-reverse gear 41 and the clutch device 52 in an axial direction of an outer input shaft 13 and has a ball bearing 23B rotatably supporting the outer input shaft 13. A clutch drum 53 and a clutch hub 54 are installed so as to overlap with the ball bearing 23B in the axial direction of the clutch shaft 18. A clutch piston 57 and a pressing plate 57A are installed between the clutch device 52 and the ball bearing 23B in the axial direction of the clutch shaft 18.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle transmission.

Conventionally, as a vehicle transmission provided with a plurality of clutches, the one described in Patent Document 1 is known.

This vehicle transmission is installed on the inner shaft, a friction clutch installed on the inner shaft and capable of transmitting engine power to the inner shaft and blocking the power, and a friction clutch installed in parallel with the inner shaft and via a gear. It is provided with a counter shaft connected to the counter shaft and a friction clutch installed on the counter shaft and capable of transmitting and interrupting the power of the inner shaft to the counter shaft via a gear.

The inner shaft is rotatably supported by the transmission case via bearings, and the friction clutch on the counter shaft side shifts rearward with respect to the friction clutch on the inner shaft side and rearward with respect to the bearings and gears. It is housed in the machine case.

Japanese Patent Application Laid-Open No. 60-231048

In such a conventional vehicle transmission, the friction clutch on the counter shaft side is housed in the transmission case behind the friction clutch on the inner shaft side and behind the bearings and gears. Therefore, the counter shaft is installed rearward with respect to the inner shaft by the amount that the friction clutch is installed rearward.

Therefore, the relative shaft lengths of the inner shaft and the counter shaft become longer, and the transmission case becomes longer in the axial direction. As a result, the transmission may become large.

The present invention has been made in view of the above circumstances, and is a vehicle transmission capable of shortening the axial length of a transmission case in which a plurality of clutch devices are installed and reducing the size. Is intended to provide.

In the present invention, a first rotating shaft to which power is transmitted from a drive source, a first clutch device installed on the first rotating shaft, and a second rotating shaft installed in parallel with the first rotating shaft. A vehicle transmission in which the rotating shaft, the gear member provided on the first rotating shaft, and the second clutch device provided on the second rotating shaft are housed in a transmission case. The second clutch device has a gear portion that meshes with the gear member, and is provided on the first rotating element and the first rotating element that are rotatably provided relative to the second rotating shaft. A plurality of first friction plates, a second rotating element that rotates integrally with the second rotating shaft, and the second rotating element are attached so as to alternate with the first friction plate. A second friction plate, a second clutch device-side operating member for fastening and separating the first friction plate and the second friction plate, and the second clutch device are provided with the second clutch device. The transmission case is installed between the first clutch device and the gear member in the axial direction of the second rotating shaft, and the transmission case is the gear member and the first one in the axial direction of the first rotating shaft. It has a bearing that is located between the clutch devices and rotatably supports the first rotating shaft, and the first rotating element and the second rotating element are in the axial direction of the second rotating shaft. The second clutch device-side operating member is installed so as to overlap the bearing, and is characterized in that the second clutch device-side operating member is installed between the first clutch device and the bearing in the axial direction of the second rotation shaft. And.

As described above, according to the present invention, the axial length of the transmission case in which a plurality of clutch devices are installed can be shortened, and the vehicle transmission can be miniaturized.

FIG. 1 is a cross-sectional view of a vehicle transmission according to an embodiment of the present invention, which is cut by a plane that vertically crosses an inner input shaft and an outer input shaft. FIG. 2 is a configuration diagram of a shaft of a vehicle transmission according to an embodiment of the present invention. FIG. 3 is a perspective view of a vehicle transmission according to an embodiment of the present invention, showing a state in which the transmission case is removed. FIG. 4 is a view of the front case of the vehicle transmission according to the embodiment of the present invention as viewed from the rear side.

The vehicle transmission according to an embodiment of the present invention includes a first rotation shaft to which power is transmitted from a drive source, a first clutch device installed on the first rotation shaft, and a first rotation. A second rotating shaft installed parallel to the shaft, a gear member provided on the first rotating shaft, and a second clutch device provided on the second rotating shaft were housed in the transmission case. In the vehicle transmission, the second clutch device has a gear portion that meshes with the gear member, and has a first rotating element and a first rotating element that are rotatably provided relative to the second rotating shaft. A plurality of first friction plates provided in the above, a second rotating element that rotates integrally with the second rotating shaft, and a second rotating element attached to the second rotating element so as to alternate with the first friction plate. A second friction plate and a second clutch device side operating member for fastening and separating the first friction plate and the second friction plate are provided, and the second clutch device has a second rotating shaft. The transmission case is located between the gear member and the first clutch device in the axial direction of the first rotating shaft, and the transmission case is located between the gear member and the first clutch device in the axial direction of the first rotating shaft. The first rotating element and the second rotating element are installed so as to overlap the bearing in the axial direction of the second rotating shaft, and have a bearing that rotatably supports the rotating shaft of the second rotating shaft. The operating member is installed between the first clutch device and the bearing in the axial direction of the second rotating shaft.

Thereby, in the vehicle transmission according to the embodiment of the present invention, the axial length of the transmission case in which a plurality of clutch devices are installed can be shortened, and the vehicle transmission can be miniaturized. ..

Hereinafter, an automatic transmission according to an embodiment of the present invention will be described with reference to the drawings. 1 to 4 are diagrams showing an automatic transmission according to an embodiment of the present invention. In FIGS. 1 to 4, the up / down / front / rear / left / right directions are the directions in which the automatic transmission is mounted on the vehicle, the traveling direction of the vehicle is the front, the backward direction is the rear, and the width direction of the vehicle is left / right. The direction and the height direction of the vehicle are the vertical direction. Further, the width direction of the vehicle is also referred to as the vehicle width direction.

First, the configuration will be described.
In FIG. 1, an automatic transmission 2 is mounted on a vehicle 1, and the automatic transmission 2 is installed vertically below a floor panel 1A of the vehicle 1 in a state of being fixed to an engine 3 as an internal combustion engine. ing. The automatic transmission 2 of the present embodiment constitutes the vehicle transmission of the present invention, and the engine 3 constitutes the drive source of the present invention.

As shown in FIG. 2, the automatic transmission 2 includes a rotating shaft (turbine shaft 11, inner input shaft 12, outer input shaft 13, rear output shaft 14, counter shaft 15, backward shaft 16, front output shaft 17, and clutch. The shaft 18) is arranged along the front-rear direction of the vehicle 1. In the following description, the front end portion and the rear end portion of the rotating shaft refer to the front end portion and the rear end portion in the axial direction of the rotating shaft when the automatic transmission 2 is mounted on the vehicle.

In FIG. 1, the automatic transmission 2 includes a transmission case 4, and the transmission case 4 includes a torque converter housing (hereinafter, simply referred to as a torque converter housing) 5, a front case 6, a transfer front case 7, and a transfer. It includes a rear case 8, a transfer actuator case 9, and a gear shift case 6A.

In the transmission case 4, the torque converter housing 5, the front case 6, the transfer front case 7, the transfer rear case 8, and the transfer actuator case 9 are arranged in this order from the front, and the gear shift case 6A is arranged above the front case 6 to each other. It is connected by bolts (not shown). The front end of the torque converter housing 5 is connected to the engine 3 by a bolt (not shown).

The automatic transmission 2 includes a shift unit 100 (see FIG. 4), and the shift unit 100 performs a shift operation and a clutch operation of the automatic transmission 2. The shift operation is an operation of switching the shift stage of the automatic transmission 2, and the clutch operation is an operation of engaging (connecting) or releasing (disconnecting) the clutch device 22 (see FIG. 2) of the automatic transmission 2. Say.

The torque converter 20 is housed in the torque converter housing 5. The torque converter 20 includes a front cover 20A connected to a crankshaft (not shown) of the engine 3 and a shell 20B connected to the front cover 20A, and powers the automatic transmission 2 from the engine 3 via oil. Is communicating.

A pump impeller (not shown) is fixed to the inner surface of the shell 20B. Inside the torque converter 20, a turbine runner (not shown) is installed facing the pump impeller, and the turbine runner is connected to the turbine shaft 11. A stator (not shown) is installed between the pump impeller and the turbine runner.

When the crankshaft of the engine 3 rotates, the front cover 20A, the shell 20B, and the pump impeller rotate integrally in the torque converter 20. At this time, due to the centrifugal force due to the rotation of the pump impeller, a flow is generated in the fluid inside the torque converter 20 from the pump impeller to the turbine runner.

The stator transforms the flow of fluid from the turbine runner along the direction of rotation of the pump impeller. The torque converter 20 amplifies the power received from the engine 3 by the torque amplification action and outputs it from the turbine shaft 11.

A drive plate (not shown) is provided on the outer peripheral portion of the front cover 20A, and a ring gear is formed on the outer peripheral surface of the drive plate. The drive plate transmits the rotation of the starter motor 19 to the engine 3 via the front cover 20A when the starter motor 19 (see FIG. 4) and the ring gear mesh with each other when the engine 3 is started. The starter motor 19 is attached to the rear surface of the upper left portion of the torque converter housing 5.

The torque converter housing 5 has a shape in which the front is open, and includes a peripheral wall 81 that surrounds the radial outer periphery of the torque converter 20 and a partition wall 82 that is connected to the inner surface of the peripheral wall 81 and is arranged behind the torque converter 20. have.

The partition wall 82 supports the turbine shaft 11 between the torque converter 20 and the clutch device 22 arranged behind the torque converter 20. On the peripheral wall 81 on the upper left side, an opening for the starter motor 19 into which the starter motor 19 is inserted and a mounting boss are formed around the opening as a mounting portion for the starter motor 19.

The partition wall 82 separates the torque converter chamber 30 that houses the torque converter 20 inside the torque converter housing 5 and the clutch chamber 31 that houses the clutch device 22 inside the front case 6. The partition wall 82 is formed with a bearing support portion through which the turbine shaft 11 serving as the output shaft of the torque converter 20 is arranged. The turbine shaft 11 penetrates the partition wall 82 and is rotatably supported by the bearing support portion formed on the partition wall 82 via the ball bearing 23A.

An oil pump 24 is attached to the torque converter housing 5. The oil pump 24 is arranged in front of the partition wall 82 so as to project into the internal space (torque converter chamber 30) of the torque converter housing 5, and is composed of, for example, a trochoid type oil pump. The oil pump 24 has a pump housing composed of a front pump housing 25 and a rear pump housing 26.

The rear pump housing 26 is fastened to the partition wall 82 by bolts (not shown), and the front pump housing 25 is fastened to the rear pump housing 26 by bolts (not shown).

The front pump housing 25 and the rear pump housing 26 constitute the housing of the oil pump 24. A pump chamber 27 is formed between the front pump housing 25 and the rear pump housing 26, and an inner rotor 24A and an outer rotor 24B are arranged in the pump chamber 27. The inner rotor 24A is an annular member and is attached in a state where the turbine shaft 11 penetrates the inner rotor 24A. The inner rotor 24A engages with the shell 20B and rotates integrally with the shell 20B.

The outer rotor 24B is an annular member and is arranged on the outer side in the radial direction of the inner rotor 24A so as to surround the periphery of the inner rotor 24A. It rotates with the rotation.

In the trochoid type oil pump 24, the internal teeth formed on the inner peripheral portion of the outer rotor 24B and the external teeth formed on the inner rotor 24A come into contact with each other to store oil between the external teeth and the internal teeth. Does not form a working chamber.

When the power of the engine 3 is transmitted to the inner rotor 24A via the torque converter 20, the inner rotor 24A and the outer rotor 24B rotate in one direction in the oil pump 24. At this time, in the oil pump 24, the volume increase and volume decrease of the working chamber formed between the outer teeth and the inner teeth are continuously generated, so that the working chamber repeatedly sucks and discharges the oil to release the oil. It can be pumped.

A disk-shaped flange portion 11A is formed at the rear end portion of the turbine shaft 11, and the flange portion 11A is formed to have a diameter larger than that of the front end portion and the central portion of the turbine shaft 11. A flywheel 28 is attached to the flange portion 11A. The flywheel 28 is arranged in the clutch chamber 31 and housed in the front case 6.

The clutch device 22 is housed in the front case 6. The clutch device 22 arranged in the clutch chamber 31 is attached to the rear surface of the flywheel 28. The clutch device 22 is a dry single plate clutch, and is composed of a clutch cover attached to the flywheel 28 and a clutch disc 22A arranged between the flywheel 28 and the clutch cover.

The front case 6 and the transfer front case 7 form a transmission mechanism chamber 32 in which the transmission mechanism 29 is housed, and the front case 6 and the transfer front case 7 have a plurality of transmission gears and synchronization devices described later. The transmission mechanism 29 is housed. The clutch device 22 of this embodiment constitutes the first clutch device of the present invention.

The front case 6 includes a peripheral wall 83 that surrounds the clutch device 22 and the transmission mechanism 29 from the outer peripheral side. The transfer front case 7 includes a peripheral wall 84 that surrounds the speed change mechanism 29 from the outer peripheral side, and the front end portion of the peripheral wall 84 is connected to the rear end portion of the peripheral wall 83.

A partition wall 86 is formed on the peripheral wall 83 of the front case 6, and the partition wall 86 includes a clutch chamber 31 in which the clutch device 22 is housed inside the front case 6 and a speed change mechanism room 32 in which the speed change mechanism 29 is housed. The outer input shaft 13 is rotatably supported via the ball bearing 23B.

The clutch device 22 is installed with the inner input shaft 12 and the outer input shaft 13 penetrating, and is arranged around the inner input shaft 12 and around the axially front end portion 13a of the outer input shaft 13. The inner input shaft 12 and the outer input shaft 13 are housed in the front case 6 and the transfer front case 7.

The inner input shaft 12 is inserted inside the outer input shaft 13, and the inner input shaft 12 is installed coaxially with the outer input shaft 13 and is rotatable relative to the outer input shaft 13. The inner input shaft 12 is installed coaxially with the turbine shaft 11, and the axial front end portion 12a protruding forward from the front end portion 13a of the outer input shaft 13 is spline-fitted to the flange portion 11A of the turbine shaft 11. The power is transmitted from the turbine shaft 11.

As a result, the inner input shaft 12 rotates integrally with the turbine shaft 11. The spline fitting of the present embodiment means a state in which the spline shaft is inserted and fitted into the spline hole to form a spline joint, and the spline is assembled so that power can be transmitted by the spline.

The inner input shaft 12 is installed coaxially with the rear output shaft 14. The axial rear end portion 12b of the inner input shaft 12 is inserted into the front end portion 14a of the rear output shaft 14, and is supported by the front end portion 14a of the rear output shaft 14 via the needle bearing 23C so as to be relatively rotatable. There is.

The transfer front case 7 is provided with a partition wall 85 whose circumference is connected to the peripheral wall 84. The partition wall 85 is provided with a bearing support portion 88 through which the rear output shaft 14 is arranged. A central portion of the rear output shaft 14 in the axial direction is rotatably supported by the bearing support portion 88 via a ball bearing 23D. The partition wall 85 separates the transmission mechanism chamber 32 in which the transmission mechanism 29 is housed and the transfer chamber 37 in which the 2WD-4WD switching mechanism is housed.

The transfer rear case 8 defines a transfer chamber 37 in which a 2WD-4WD switching mechanism is housed together with the transfer front case 7. The transfer rear case 8 is provided with a peripheral wall 87 that surrounds the rear portion of the rear output shaft 14 and the transfer device 36 (see FIG. 2) described later from the outer peripheral side, and is provided with a partition wall 89 that surrounds the peripheral wall 87. .. The partition wall 89 is provided with a bearing support portion 89A through which the rear output shaft 14 is arranged to support the ball bearing 23E. The central portion of the rear output shaft 14 in the axial direction is rotatably supported by the bearing support portion 89A via the ball bearing 23E.

The bearing support portion 89A of the transfer rear case 8 has a tubular portion 89B extending rearward. The tubular portion 89B extends rearward from the partition wall 89 in a tubular shape. The rear end of the rear output shaft 14 is arranged inside the tubular portion 89B, and the tip of the rear propeller shaft is inserted into the tubular portion 89B to connect the rear propeller shaft and the rear output shaft 14. Will be done.

The rear portion of the rear output shaft 14 is rotatably supported by the partition wall 89 via the ball bearing 23E, and the rear end portion 14b of the rear output shaft 14 is housed in the tubular portion 89B.

The clutch device 22 includes a clutch disc 22A and a clutch cover. The clutch cover includes a pressure plate 22B that abuts on the surface of the clutch disc 22A opposite to the flywheel 28, and a diaphragm spring 22C that urges the pressure plate 22B toward the flywheel 28.

The clutch disc 22A is spline-fitted to the front end portion 13a of the outer input shaft 13, and the clutch disc 22A is provided so as to rotate integrally with the outer input shaft 13 and to be movable in the axial direction of the outer input shaft 13. There is.

The partition wall 86 of the front case 6 is formed with a tubular portion 90 through which the outer input shaft 13 is arranged. The tubular portion 90 extends from the vicinity of the center of the partition wall 86 toward the clutch device 22 along the axial direction of the outer input shaft 13. That is, the tubular portion 90 is formed so as to project from the partition wall 86 toward the clutch chamber 31 side.

An annular release bearing 34 is installed between the clutch device 22 and the ball bearing 23B in the axial direction of the outer input shaft 13. The release bearing 34 is provided around the tubular portion 90, and the tubular portion 90 is arranged so as to penetrate the release bearing 34. The release bearing 34 moves in the axial direction of the outer input shaft 13 along the tubular portion 90 to come into contact with and separate from the radial inner portion of the diaphragm spring 22C.

When the release bearing 34 is moved forward (toward the clutch device 22 side) in the axial direction of the outer input shaft 13 along the tubular portion 90 by the release lever 35 (see FIGS. 3 and 4), the center of the diaphragm spring 22C. The vicinity (near the periphery of the tubular portion 90) is pressed forward.

As a result, the pressure on the pressure plate 22B by the diaphragm spring 22C is released, the pressing force of the pressure plate 22B is eliminated, and the clutch disc 22A is separated from the flywheel 28. As a result, the rotation of the crankshaft of the engine 3 is not transmitted to the outer input shaft 13.

The force of the diaphragm spring 22C to urge the pressure plate 22B to transmit the power of the engine 3 is strong, and the operating force from the release lever 35 acting on the release bearing 34 to release this urging is also large. Power is needed. This force is received by the partition wall 82 of the torque converter housing 5.

When the release bearing 34 is moved rearward with respect to the axial direction of the outer input shaft 13 by the release lever 35, the release bearing 34 is separated from the vicinity of the center of the diaphragm spring 22C (near the periphery of the tubular portion 90).

In this state, the diaphragm spring 22C urges the pressure plate 22B to press the clutch disc 22A against the flywheel 28, and the clutch disc 22A is sandwiched between the pressure plate 22B and the flywheel 28, so that the crankshaft of the engine 3 rotates. Is transmitted to the outer input shaft 13.

In this way, the release bearing 34 operates the clutch device 22 so that the power of the engine 3 can be transmitted to or cut off from the outer input shaft 13, and the clutch device 22 connects the crankshaft of the engine 3 and the outer input shaft 13. Switch power between transmission and cutoff states.

The release lever 35 is connected to the shift unit 100 described above and is operated by the shift unit 100. The release bearing 34 of this embodiment constitutes the first clutch device side operating member of the present invention.

The counter shaft 15 is housed in the front case 6 and the transfer front case 7, and the counter shaft 15 is rotatably supported by the partition wall 86 of the front case 6 and the partition wall 89 of the transfer rear case 8.

As shown in FIG. 2, the counter shaft 15 extends in the front-rear direction in parallel with the inner input shaft 12, the outer input shaft 13, the rear output shaft 14, the retracting shaft 16, the front output shaft 17, and the clutch shaft 18. There is. That is, the counter shaft 15, the inner input shaft 12, the outer input shaft 13, the rear output shaft 14, the retracting shaft 16, the front output shaft 17, and the clutch shaft 18 are arranged in parallel and extend in the front-rear direction.

The inner input shaft 12 and the outer input shaft 13 of the present embodiment constitute the first rotating shaft of the present invention, and the clutch shaft 18 constitutes the second rotating shaft of the present invention.

The inner input shaft 12 penetrates the rotation axis of the flywheel 28 and the clutch device 22 and extends in the front-rear direction. The front end portion 12a of the inner input shaft 12 is inserted and fitted from the rear side into a fitting hole 11a formed so as to open rearward in the rotation axis of the flange portion 11A of the turbine shaft 11.

A spline tooth groove is formed on the inner surface of the rear portion of the inner surface of the fitting hole 11a to form a spline hole. Further, the front end portion 12a of the inner input shaft 12 has spline teeth formed on the outer peripheral surface thereof to serve as a spline shaft.

Then, when the front end portion 12a of the inner input shaft 12 is inserted into the fitting hole 11a of the turbine shaft 11, the spline shaft portion of the front end portion 12a of the inner input shaft 12 and the spline hole portion of the fitting hole 11a mesh with each other. The inner input shaft 12 and the turbine shaft 11 are connected so as to rotate integrally.

Further, the front side portion (back side portion) on the inner surface of the fitting hole 11a is formed in a hollow cylindrical shape having a diameter smaller than that of the spline hole, and the front end portion 12a of the inner input shaft 12 is formed so as to fit in the hollow cylindrical shape. The tip of the is formed in a cylindrical shape.

That is, the inner input shaft 12 is inside the turbine shaft 11 so that the axis of the turbine shaft 11 and the axis of the inner input shaft 12 are located on the same axis by inserting the front end portion 12a into the fitting hole 11a. The input shaft 12 is positioned.

Further, the spline shaft portion of the inner input shaft 12 is spline-fitted into the spline hole portion at the rear of the fitting hole 11a, and the power of the engine 3 is transmitted from the turbine shaft 11 to the inner input shaft 12.

As shown in FIG. 2, an oil seal 92 is provided on the rear side of the release bearing 34 in the axial direction. The oil seal 92 is interposed between the inner surface of the tubular portion 90 and the outer peripheral surface of the outer input shaft 13, and seals the lubricating oil of the transmission mechanism chamber 32 so as not to leak into the clutch chamber 31.

An oil seal 93 is provided on the rear side of the oil seal 92 in the axial direction between the outer peripheral surface of the inner input shaft 12 and the inner surface of the outer input shaft 13. Since the oil seal 92 and the oil seal 93 are arranged so as to be displaced back and forth in the axial direction, the outer diameter of the tubular portion 90 can be reduced.

A slide bearing (bush) and a needle bearing 23G (not shown) are arranged between the inner input shaft 12 and the outer input shaft 13, and the inner input shaft 12 and the outer input shaft 13 are supported by each other so as to be relatively rotatable. ing. That is, the front end portion 13a of the outer input shaft 13 is pivotally supported by the front end portion 12a of the inner input shaft 12 via a slide bearing so as to be relatively rotatable.

Further, behind the oil seal 93, the inner input shaft 12 is rotatably supported by the outer input shaft 13 via a needle bearing 23G.

A first-speed-reverse gear 41 is provided at a portion of the inner input shaft 12 that is rearward of the needle bearing 23G and projects rearward from the outer input shaft 13. The 1st speed-reverse gear 41 is formed to have a diameter larger than that of the outer input shaft 13, and rotates integrally with the inner input shaft 12.

The 1st-speed-reverse gear 41 is arranged between the rear end of the outer input shaft 13 and the front end of the rear output shaft 14. That is, in the axial direction of the inner input shaft 12, the outer input shaft 13 and the rear output shaft 14 are coaxially installed with the first speed-reverse gear 41 sandwiched in the front-rear direction.

A drive gear 42 is provided at the rear end of the outer input shaft 13. A thrust bearing 23J is provided between the side surface of the 1st speed-reverse gear 41 and the side surface of the drive gear 42 (rear end surface of the outer input shaft 13) in the axial direction of the inner input shaft 12, and is provided with the outer input shaft 13. The inner input shaft 12 (1st gear-reverse gear 41) is relatively rotatable in a state of being positioned in the axial direction by the thrust bearing 23J.

A 5-speed output gear 43D is provided at the front end portion 14a of the rear output shaft 14. A thrust bearing 23K is provided between the side surface of the 1st-speed-reverse gear 41 and the side surface of the 5-speed output gear 43D (front end surface of the rear output shaft 14) in the axial direction of the inner input shaft 12, and the rear output The shaft 14 and the inner input shaft 12 (1st gear-reverse gear 41) are relatively rotatable in a state of being positioned in the axial direction by the thrust bearing 23K.

Behind the 1st gear-reverse gear 41, the rear end portion 12b of the inner input shaft 12 is inserted into the front end portion 14a of the rear output shaft 14, and the rear end portion 12b and the rear side of the inner input shaft 12 A needle bearing 23C is provided between the output shaft 14 and the front end portion 14a. That is, the front end portion 14a of the rear output shaft 14 is supported by the needle bearing 23C arranged inside the rear output shaft 14 so as to be relatively rotatable relative to the inner input shaft 12.

An oil passage 12A is formed at the axis of the inner input shaft 12, and an oil passage 12B extending in the radial direction is formed at the inner input shaft 12. The oil passage 12A communicates with the periphery of the inner input shaft 12 (the gap between the inner input shaft 12 and the outer input shaft 13) through the oil passage 12B.

The oil passage 12A is formed from the rear end surface of the inner input shaft 12 to the vicinity of the center of the inner input shaft 12 along the axial direction. That is, the front end of the oil passage 12A is closed, and the rear end of the oil passage 12A is open. The oil passage 12B communicates with the vicinity of the front end portion of the oil passage 12A.

An annular member 94 is arranged on the outer peripheral portion of the outer input shaft 13 corresponding to the position of the oil passage 12B in the axial direction, and the annular member 94 surrounds the outer peripheral portion of the outer input shaft 13. The annular member 94 is arranged between the tubular portion 90 and the outer input shaft 13 and is attached to the tubular portion 90 (see FIG. 1).

The annular member 94 is installed side by side with the ball bearing 23B on the front side of the ball bearing 23B in the axial direction of the outer input shaft 13, and is installed together with the ball bearing 23B between the tubular portion 90 and the outer input shaft 13. There is. An oil passage 94A extending in the radial direction is formed in the annular member 94, and the oil passage 94A has openings in the outer diameter surface and the inner diameter surface of the annular member 94.

An oil passage (not shown) is formed in the partition wall 86 and the tubular portion 90, and the oil passage 94A is communicated with the oil passage of the partition wall 86 through the oil passage of the tubular portion 90.

An oil passage 13A extending in the radial direction and communicating with the inside and outside of the outer input shaft 13 is formed at a portion of the outer input shaft 13 corresponding to the position of the annular member 94 in the axial direction. The oil passage 94A of the annular member 94 is communicated with the oil passage 12A through the oil passage 13A and the oil passage 12B.

As a result, the lubricating oil supplied from the oil passage of the partition wall 86 to the oil passage 94A through the oil passage of the tubular portion 90 is supplied between the inner input shaft 12 and the outer input shaft 13 through the oil passage 13A. A part of the lubricating oil supplied between the inner input shaft 12 and the outer input shaft 13 is supplied to the oil passage 12A through the oil passage 12B.

A pair of seal rings (not shown) are provided between the outer input shaft 13 and the annular member 94, and the oil passage 13A and the oil passage 94A in the axial direction of the outer input shaft 13 are between the pair of seal rings in the axial direction. It is provided in.

As a result, the space between the annular member 94 in which the oil passage 94A and the oil passage 13A opens and the outer input shaft 13 is sealed by a pair of seal rings, and the lubricating oil flowing from the oil passage 94A to the oil passage 13A flows into the annular member 94. It is prevented from leaking from between the outer input shaft 13 and the outer input shaft 13.

In the automatic transmission 2, the lubricating oil passing through the oil passage 13A from the oil passage 94A of the annular member 94 flows between the inner input shaft 12 and the outer input shaft 13. A seal ring (not shown) is provided between the oil passage 12B and the oil seal 93 in the axial direction between the inner input shaft 12 and the outer input shaft 13, and the lubricating oil that has passed through the oil passage 13A is discharged from the oil seal 93. It prevents it from being oversupplied.

The lubricating oil that has flowed between the inner input shaft 12 and the outer input shaft 13 flows rearward along the axial direction of the inner input shaft 12 to lubricate the needle bearing 23G, and a part of the lubricating oil flows into the oil passage 12B.

The lubricating oil that lubricates the needle bearing 23G is discharged from the gap between the drive gear 42 (rear end 13b of the outer input shaft 13) and the 1st speed-reverse gear 41, and is discharged from the drive gear 42 and the 1st speed-reverse gear 41. It flows through the side surface of 41 to lubricate the drive gear 42 and the 1st speed-reverse gear 41, and is discharged to the transmission mechanism chamber 32.

On the other hand, the lubricating oil that has flowed into the oil passage 12B from between the inner input shaft 12 and the outer input shaft 13 flows backward along the axial direction of the inner input shaft 12 through the oil passage 12A, and is in the axial direction of the inner input shaft 12. It is supplied between the inner input shaft 12 and the outer input shaft 13 from the rear opening end of the oil passage 12A formed in the rear end portion 12b (rear end surface).

This lubricating oil flows outward in the radial direction, flows into the gap between the outer diameter surface of the inner input shaft 12 and the inner diameter surface of the outer input shaft 13, flows in the axial direction of the inner input shaft 12, and lubricates the needle bearing 23C. To do. The lubricating oil that lubricates the needle bearing 23C is discharged from the gap between the 5th speed output gear 43D (rear end 13b of the outer input shaft 13) and the 1st speed-reverse gear 41, and is discharged from the 5th speed output gear 43D and the 1st speed. -It flows on the side surface of the reverse gear 41 to lubricate the 5th speed output gear 43D and the 1st speed-reverse gear 41, and is discharged to the transmission mechanism chamber 32.

A drive gear 42 is provided at the rear end of the outer input shaft 13. The rear output shaft 14 is provided with 1st / 2nd speed output gears 43A, 3rd speed output gears 43B, 4th speed output gears 43C, and 5th speed output gears 43D in order from the rear end portion 14b toward the front end portion 14a. There is. The output gears 43A to 43D are fixed to the rear output shaft 14 and rotate integrally with the rear output shaft 14.

The front end portion 15a of the counter shaft 15 is rotatably supported by the partition wall 86 via the ball bearing 23L, and the rear end portion 15b of the counter shaft 15 is rotatably supported by the partition wall 89 via the ball bearing 23M. ing.

The counter shaft 15 is provided with 1st-speed-2nd speed counter gear 44A, 3rd speed counter gear 44B, 4th speed counter gear 44C, 5th speed counter gear 44D, and driven gear 44E in order from the rear end portion 15b toward the front end portion 15a. ing. A driven gear 44F that meshes with the intermediate gear 60 of the retracting shaft 16 described later is provided between the third-speed counter gear 44B and the fourth-speed counter gear 44C.

The driven gear 44E is spline-fitted to the counter shaft 15 and rotates integrally with the counter shaft 15. The driven gear 44F is formed integrally with the counter shaft 15 and rotates integrally with the counter shaft 15.

The counter gears 44A to 44D are rotatably attached to the counter shaft 15 via needle bearings 21A, 21B, 21C, and 21D.

The driven gear 44E meshes with a drive gear 42 integrally formed with the rear end portion 13b of the outer input shaft 13. The counter gears 44A, 44B, 44C, and 44D that form the same shift gear mesh with the output gears 43A, 43B, 43C, and 43D that form the same shift gear, respectively.

The automatic transmission 2 is composed of an output gear 43A to an output gear 43D and a counter gear 44A to a counter gear 44D to form a shift stage from the first speed to the fifth speed.
The output gear 43A and the counter gear 44A, the output gear 43B and the counter gear 44B, the output gear 43C and the counter gear 44C, and the output gear 43D and the counter gear 44D of this embodiment are transferred from the counter shaft 15 to the rear output shaft 14. It constitutes a transmission gear pair capable of transmitting the corresponding power.

A synchronization device 46 for 1st, 2nd and 3rd speeds is installed between the 1st and 2nd speed counter gears 44A and the 3rd speed counter gear 44B in the axial direction of the counter shaft 15.

The synchronization device 46 for the first, second and third speeds has a hub 46A and a sleeve 46B. The hub 46A is spline-fitted to the counter shaft 15 and rotates integrally with the counter shaft 15. The sleeve 46B is spline-fitted to the hub 46A, rotates integrally with the hub 46A, and is movable with respect to the hub 46A in the axial direction of the counter shaft 15.

In FIG. 1, a gear shift case 6A is attached to the upper part of the front case 6. A shift and select shaft 33 is installed inside the gear shift case 6A. The shift-and-select shaft 33 extends in the vehicle width direction orthogonal to the axial direction of the outer input shaft 13.

The shift-and-select shaft 33 is provided in the gear shift case 6A so as to be rotatable and axially movable, and is operated by the shift unit 100. The shift unit 100 is arranged on the right side of the transmission case 4, and is attached to the right side surface of the front case 6 and the transfer front case 7. The shift unit 100 has a shift actuator 100A and a clutch actuator 100B (see FIG. 4) that are driven by flood control.

The shift and select shaft 33 is operated by the shift actuator 100A, and the release lever 35 is operated by the clutch actuator 100B. Further, the shift unit 100 supplies operating hydraulic pressure to the clutch device 52, which will be described later, to operate the clutch device 52.

When the shift and select shaft 33 is operated by the shift unit 100 in the synchronization device 46 for the 1st, 2nd and 3rd speeds, the shift yokes 49A for the 1st, 2nd and 3rd speeds shown in FIG. The sleeve 46B is moved in the axial direction of the counter shaft 15 via the shift shaft 50A for the third speed and the shift fork 51A for the first, second and third speeds.

In FIG. 2, the synchronization device 46 for the 1st, 2nd, and 3rd speeds moves the sleeve 46B from the neutral position to the rear side in the axial direction of the counter shaft 15 to shift the 1st and 2nd speed counter gears 44A to the sleeve. It is connected to the counter shaft 15 via the 46B and the hub 46A.

As a result, a forward 1st speed or a forward 2nd speed is established between the counter shaft 15 and the rear output shaft 14, and the power is from the counter shaft 15 to the 1st-2nd speed counter gear 44A and the 1st speed-2nd speed output gear. It is transmitted to the rear output shaft 14 via 43A.

The synchronization device 46 for the 1st, 2nd and 3rd speeds moves the sleeve 46B from the neutral position to the front side in the axial direction of the counter shaft 15 to move the 3rd speed counter gear 44B to the counter via the sleeve 46B and the hub 46A. Connect to the shaft 15. As a result, a forward 3rd speed stage is established between the counter shaft 15 and the rear output shaft 14, and power is transmitted from the counter shaft 15 to the rear output shaft 14 via the 3rd speed counter gear 44B and the 3rd speed output gear 43B. Will be done.

A rear propeller shaft (not shown) is connected to the rear end portion 14b of the rear output shaft 14. Specifically, a sliding yoke (not shown) having a spline hole formed inside is provided at the tip of the rear propeller shaft. A spline portion 14s is formed on the outer periphery of the rear end of the rear output shaft 14, and the sliding yoke is spline-fitted to the spline portion 14s while being inserted into the tubular portion 89B.

As a result, the sliding yoke can rotate integrally with the rear output shaft 14 and can move in the axial direction of the rear output shaft 14. Therefore, the rear propeller shaft can receive power from the rear output shaft 14 via the sliding yoke and transmit the power to the rear wheels.

The rear end of the rear propeller shaft is connected to a rear differential (not shown). The rear differential device is connected to the left and right rear wheels via the left and right rear drive shafts. That is, power is transmitted from the rear output shaft 14 to the left and right rear wheels via the rear propeller shaft, the rear differential device, and the left and right rear drive shafts on the rear side.

A synchronization device 47 for 4th to 5th speeds is installed between the 4th speed counter gear 44C and the 5th speed counter gear 44D in the axial direction of the counter shaft 15.

The 4th-5th speed synchronous device 47 has a hub 47A and a sleeve 47B. The hub 47A is spline-fitted to the counter shaft 15 and rotates integrally with the counter shaft 15. The sleeve 47B is spline-fitted to the hub 47A, rotates integrally with the hub 47A, and is movable with respect to the hub 47A in the axial direction of the counter shaft 15.

In the 4th-5th speed synchronous device 47, when the shift and select shaft 33 is operated by the shift unit 100, the 4th-5th speed shift yoke 49B and the 4th-5th speed shift shown in FIG. The sleeve 47B is moved in the axial direction of the counter shaft 15 via the shaft 50B and the shift fork 51B for the 4th to 5th speeds.

The 4th-5th speed synchronous device 47 moves the 4th speed counter gear 44C from the neutral position to the rear side in the axial direction of the counter shaft 15 so that the 4th speed counter gear 44C is moved to the counter shaft via the sleeve 47B and the hub 47A. Connect to 15. As a result, the forward 4-speed stage is established, and the power of the counter shaft 15 is transmitted to the rear output shaft 14 via the 4-speed counter gear 44C and the 4-speed output gear 43C.

The 4th-5th speed synchronous device 47 moves the 5th speed counter gear 44D from the neutral position to the front side in the axial direction of the counter shaft 15 so that the 5th speed counter gear 44D is moved to the counter shaft 15 via the sleeve 47B and the hub 47A. Connect to.

As a result, the forward 5-speed stage is established, and the power of the counter shaft 15 is transmitted to the rear output shaft 14 via the 5-speed counter gear 44D and the 4-speed output gear 43D.

When the 4th or 5th speed is established, the power of the engine 3 is transmitted from the rear output shaft 14 to the left and right rear wheels via the rear propeller shaft, the rear differential device, and the left and right rear drive shafts on the rear side.

In FIG. 2, the front end portion 18a of the clutch shaft 18 is rotatably supported by a bearing support portion (not shown) formed on the front case 6 via a roller bearing 23N.

The central portion of the clutch shaft 18 in the axial direction is rotatably supported by a bearing support member 95 (see FIGS. 3 and 4) attached to the front case 6 via a ball bearing 23P. The bearing support member 95 on which the ball bearing 23P is installed is provided separately from the front case 6, and is erected on the front case 6.

The rear end portion 18b of the clutch shaft 18 is rotatably supported by the partition wall 85 of the transfer front case 7 via the ball bearing 23Q.

As shown in FIG. 4, the clutch shaft 18 is installed at the highest position in the height direction (vertical direction) of the automatic transmission 2, and the counter shaft 15 is installed at the lowest position. The rear output shaft 14 is installed at a position higher than the counter shaft 15 and lower than the clutch shaft 18 in the height direction of the automatic transmission 2.

The receding shaft 16 is installed at a position higher than the counter shaft 15 and lower than the rear output shaft 14 in the height direction of the automatic transmission 2. Since the inner input shaft 12 and the outer input shaft 13 are installed on the same shaft as the rear output shaft 14, the inner input shaft 12 and the outer input shaft 13 are the counter shaft 15 in the height direction of the automatic transmission 2. It is installed at a higher position and lower than the clutch shaft 18.

The rear output shaft 14 and the retreat shaft 16 are installed between the counter shaft 15 and the clutch shaft 18 in the vehicle width direction, and the retreat shaft 16 is a clutch shaft 18 with respect to the rear output shaft 14 in the vehicle width direction. The rear output shaft 14 is located on the side, and the rear output shaft 14 is located on the counter shaft 15 side with respect to the receding shaft 16.

That is, when viewed from the axial direction, the clutch shaft 18 is arranged slightly above the left side of the rear output shaft 14, the retracting shaft 16 is arranged slightly below the left side of the rear output shaft 14, and the counter shaft 15 is located. It is arranged at the lower right with respect to the rear output shaft 14.

Due to such a positional relationship, the axis O1 of the rear output shaft 14, the axis O2 of the counter shaft 15, the axis O3 of the retracting shaft 16, the axis O4 of the clutch shaft 18, and the axis O1 of the rear output shaft 14 The rear output shaft 14, the counter shaft 15, the retracting shaft 16, and the clutch shaft 18 are installed so as to form a substantially parallel quadrilateral on the virtual line L connecting the above.

In FIG. 2, a clutch device 52 composed of a wet multi-plate clutch is installed on the front end portion 18a side of the clutch shaft 18. The clutch device 52 has a clutch drum 53 and a clutch hub 54. An input gear 55 is spline-fitted and attached to the rear portion of the clutch drum 53, and the input gear 55 rotates integrally with the clutch drum 53.

The input gear 55 meshes with the first speed-reverse gear 41, and the power of the inner input shaft 12 is transmitted from the first speed-reverse gear 41 to the clutch drum 53 via the input gear 55. The clutch drum 53 is rotatably supported by the clutch shaft 18 via a needle bearing 23R at an axial position corresponding to the input gear 55. The 1st gear-reverse gear 41 of this embodiment constitutes the gear member of the present invention, and the input gear 55 constitutes the gear portion of the present invention.

An annular friction plate 56A is spline-fitted to the inner peripheral portion of the clutch drum 53, and the friction plate 56B can rotate integrally with the clutch drum 53 and can move in the axial direction of the clutch shaft 18. ing.

The clutch hub 54 is arranged inside the clutch drum 53, is spline-fitted to the clutch shaft 18 on the front side of the clutch drum 53, and rotates integrally with the clutch shaft 18. A friction plate 56B is spline-fitted on the outer peripheral portion of the clutch hub 54.

The friction plate 56B is rotatable integrally with the clutch hub 54 and is movable in the axial direction of the clutch shaft 18. The friction plates 56A and 56B are installed so as to be arranged alternately in the axial direction of the clutch shaft 18.

The clutch device 52 includes a clutch piston 57 and a tubular pressing plate 57A on the front side portion thereof. The clutch piston 57 is located on the front side of the pressing plate 57A and is arranged between the pressing plate 57A and the roller bearing 23N in the axial direction, and is driven by the oil supplied from the shift unit 100 to push the pressing plate 57A to the clutch shaft 18 Press backward in the axial direction of.

When the pressing plate 57A is pressed rearward by the clutch piston 57, the pressing plate 57A presses the friction plate 56A and the friction plate 56B rearward, the friction plate 56A and the friction plate 56B are in frictional contact, and the clutch drum 53 and the clutch hub 54 is rotated integrally.

As a result, the power of the inner input shaft 12 is transmitted from the first speed-reverse gear 41 to the clutch shaft 18 via the input gear 55 and the clutch device 52, and the clutch shaft 18 is rotated.

When the pressing force of the clutch piston 57 does not act on the pressing plate 57A, the pressing plate 57A is separated from the friction plates 56A and 56B by a litter spring (not shown). As a result, the pressing force acting on the friction plates 56A and 56B is eliminated, the frictional force between the friction plate 56A and the friction plate 56B is reduced, and the power of the inner input shaft 12 is not transmitted to the clutch shaft 18.

In this way, the clutch piston 57 and the tubular pressing plate 57A fasten and separate the friction plate 56A and the friction plate 56B. The clutch drum 53 and the clutch hub 54 of the present embodiment constitute the second clutch device of the present invention, and the clutch piston 57 and the tubular pressing plate 57A constitute the second clutch device side operating member of the present invention. To do.

The clutch drum 53 constitutes the first rotating element of the present invention, and the clutch hub 54 constitutes the second rotating element of the present invention. The friction plate 56A constitutes the first friction plate of the present invention, and the friction plate 56B constitutes the second friction plate of the present invention.

A tubular member 58 is installed behind the clutch device 52 in the axial direction of the clutch shaft 18. The rear portion of the tubular member 58 is rotatably supported by the clutch shaft 18 via the needle bearing 21E.

A drive gear 58A is formed on the outer peripheral portion of the tubular member 58 at an axial position corresponding to the needle bearing 21E. The drive gear 58A meshes with the intermediate gear 60 described later.

The diameter of the front side portion of the tubular member 58 has been increased, and the one-way clutch 59 is arranged between the enlarged diameter portion of the tubular member 58 and the clutch shaft 18. That is, the one-way clutch 59 is arranged between the drive gear 58A and the clutch shaft 18 via the tubular member 58.

Then, in the one-way clutch 59, only the rotation in which the clutch shaft 18 changes the rotation speed of the drive gear 58A to the speed increasing side is transmitted to the drive gear 58A, and the rotation speed of the drive gear 58A is faster than the rotation speed of the clutch shaft 18. In this case, power is not transmitted between the drive gear 58A and the clutch shaft 18.

The front end portion 16a of the retracting shaft 16 is rotatably supported by the partition wall 86 via the ball bearing 23S, and the rear end portion 16b of the retracting shaft 16 is rotatably supported by the partition wall 85 via the ball bearing 23T. ing.

An intermediate gear 60 is fixed to the central portion of the retracting shaft 16 in the axial direction. The intermediate gear 60 is formed integrally with the retracting shaft 16 and rotates integrally with the retracting shaft 16. The intermediate gear 60 meshes with the drive gear 58A arranged on the clutch shaft 18 and the driven gear 44F arranged on the counter shaft 15, so that power can be transmitted between the drive gear 58A and the driven gear 44F.

As a result, the clutch shaft 18 can transmit power to the retreat shaft 16 via the drive gear 58A and the intermediate gear 60, and the retreat shaft 16 transmits power from the intermediate gear 60 to the counter shaft 15 via the driven gear 44F. It is communicable. That is, the clutch shaft 18 can transmit power to the rear output shaft 14 via the one-way clutch 59, the drive gear 58A, the intermediate gear 60 (reverse shaft 16), and the driven gear 44F (counter shaft 15).

Here, the one-way clutch 59 makes it possible to transmit power for increasing the rotational speed from the clutch shaft 18 to the counter shaft 15 via the drive gear 58A, the intermediate gear 60, and the driven gear 44F, and from the counter shaft 15 to the driven gear 44F, the intermediate. It is impossible to transmit the power for increasing the rotational speed to the clutch shaft 18 via the gear 60 and the drive gear 58A.

A retreat gear 61 is provided at the rear end portion 16b of the retreat shaft 16, and the retreat gear 61 is supported by the retreat shaft 16 so as to be relatively rotatable via a needle bearing 21F. The reverse gear 61 meshes with the 1st / 2nd speed output gear 43A arranged on the rear output shaft 14, and power is transmitted from the reverse gear 61. As a result, the reverse shaft 16 can transmit power to the rear output shaft 14 via the reverse gear 61 and the 1st / 2nd speed output gear 43A.

A retreat synchronization device 48 is installed on the retreat shaft 16. The retracting synchronization device 48 has a hub 48A and a sleeve 48B. The hub 48A is spline-fitted to the retracting shaft 16 and rotates integrally with the retracting shaft 16. The sleeve 48B is spline-fitted to the hub 48A and is movable in the axial direction of the retracting shaft 16.

When the shift and select shaft 33 is operated by the shift unit 100 in the reverse synchronization device 48, the reverse shift yoke 49C, the reverse shift shaft 50C, and the reverse shift fork 51C shown in FIG. 3 are used. The sleeve 48B is moved in the axial direction of the retracting shaft 16.

The retracting synchronization device 48 connects the retracting gear 61 to the retracting shaft 16 via the sleeve 48B and the hub 48A by moving the sleeve 48B from the neutral position to the rear side of the retracting shaft 16 in the axial direction. As a result, the retreat stage is established.

When the reverse stage is established, the rotation of the reverse shaft 16 is transmitted from the reverse gear 61 to the rear output shaft 14 via the 1st and 2nd speed output gears 43A. At this time, the rear output shaft 14 is rotationally driven to the side opposite to the forward movement of the vehicle 1, and the power of the engine 3 is driven from the rear output shaft 14 to the rear propeller shaft, the rear differential device, and the left and right rear drive shafts on the rear side. Power is transmitted to the left and right rear wheels via. As a result, the rear wheels are rotationally driven to the opposite side of the vehicle 1 from the forward direction, and the vehicle 1 is retracted.

The transfer front case 7 has a front wall (not shown, continuously formed on the partition wall 85) formed so as to extend downward to the left from the mating surface with the front case 6. The front end of the front output shaft 17 is provided with a joint 17a projecting forward from the front wall of the transfer front case 7, and a front propeller shaft (not shown) is connected to the joint 17a. The front propeller shaft transmits power to the left and right front wheels via a front differential device (not shown) and left and right front drive shafts.

In the front output shaft 17, the rear portion of the joint 17a (slightly front in the center of the front output shaft 17) is rotatably supported by the front wall (partition wall 85) of the transfer front case 7 via a ball bearing 23U, and the rear end portion thereof. 17b is rotatably supported by a bearing support portion (not shown) formed on the partition wall 89 of the transfer rear case 8 via a ball bearing 23V.

A transfer driven gear (driven sprocket) 62 is provided between the ball bearing 23U and the ball bearing 23V in the axial direction of the front output shaft 17. The transfer driven gear 62 is spline-fitted to the front output shaft 17 and rotates integrally with the front output shaft 17.

The transfer driven gear 62 is connected to the transfer drive gear (drive sprocket) 64 by the transfer chain 65. The transfer drive gear 64 is rotatably supported by a tubular spacer 66 via a needle bearing 23W. The spacer 66 is fitted to the rear output shaft 14, and is attached to the rear output shaft 14 which is inserted and arranged.

A transfer synchronization device 67 is installed between the transfer drive gear 64 and the ball bearing 23E arranged behind the transfer drive gear 64 in the axial direction of the rear output shaft 14.

The transfer synchronization device 67 has a hub 67A and a sleeve 67B for switching between two wheels and four wheels. The hub 67A is spline-fitted to the rear output shaft 14 and rotates integrally with the rear output shaft 14. The sleeve 67B is spline-fitted to the hub 67A and is movable in the axial direction of the rear output shaft 14.

As shown in FIG. 1, a fork 68 for switching between two wheels and four wheels is engaged with the sleeve 67B. The fork 68 is attached to the operating shaft 69. The operation shaft 69 is arranged along the front-rear direction, and the front-rear end portions thereof are supported by the transfer front case 7 and the transfer actuator case 9, and the operation shaft 69 is movable in the axial direction.

The rear portion of the operation shaft 69 is housed in the transfer actuator case 9, and the transfer actuator case 9 is attached to the transfer rear case 8 so as to cover the rear portion of the operation shaft 69.

A transfer actuator 70 is attached to the upper part of the transfer actuator case 9, and the transfer actuator 70 moves the operation shaft 69 in the axial direction.

When the transfer actuator 70 moves the operation shaft 69 to the front side, the fork 68 moves to the front side integrally with the operation shaft 69, and the sleeve 67B is moved from the neutral position to the front side in the axial direction of the rear output shaft 14.

As a result, the sleeve 67B is in the four-wheel drive position, the sleeve 67B is connected to the transfer drive gear 64, and the transfer drive gear 64 is connected to the counter shaft 15 via the sleeve 67B and the hub 67A.

That is, the transfer drive gear 64 is rotated integrally with the rear output shaft 14. Therefore, the power of the rear output shaft 14 is transmitted to the front output shaft 17 via the transfer drive gear 64, the transfer chain 65, and the transfer driven gear 62.

As a result, the power of the engine 3 transmitted to the rear output shaft 14 is transmitted to the rear wheels via the rear propeller shaft and the like, and also the front propeller shaft, the front differential device, and the left and right rear drive shafts on the front side. It is transmitted to the left and right front wheels via the vehicle 1, and the vehicle 1 is driven by the front and rear wheels. That is, the vehicle 1 is driven by four wheels.

On the other hand, when the operation shaft 69 is in the front position and the vehicle is in a four-wheel drive position, when the transfer actuator 70 moves the operation shaft 69 to the rear side, the fork 68 is integrated with the operation shaft 69 and is rearward. It moves to the side and moves the sleeve 67B from the four-wheel drive position to the rear side in the axial direction of the rear output shaft 14.

As a result, the connection between the sleeve 67B and the transfer drive gear 64 is released, the transfer drive gear 64 can rotate relative to the rear output shaft 14, and power is not transmitted from the rear output shaft 14 to the transfer drive gear 64. Therefore, the power of the rear output shaft 14 is not transmitted to the front output shaft 17, and the power is transmitted only to the rear wheels. That is, the vehicle 1 is two-wheel drive.

In this way, the transfer device 36 switches the drive state of the vehicle 1 between two-wheel drive and four-wheel drive. The transfer driven gear 62, the transfer drive gear 64, the transfer chain 65, the transfer synchronization device 67, the fork 68, the operation shaft 69, and the transfer actuator 70 of this embodiment constitute the transfer device 36.

As shown in FIG. 1, an oil pan 73 is attached to the lower part of the front case 6, and oil is stored in the oil pan 73. A valve body 74 is housed between the oil pan 73 and the lower part of the front case 6, and the valve body 74 is fastened to the lower part of the front case 6 by bolts (not shown).

The valve body 74 supplies the oil sucked up from the oil pan 73 by the oil pump 24 to the torque converter 20 through an oil passage (not shown) formed in the partition wall 82 of the torque converter housing 5.

As shown in FIG. 2, the clutch device 52 is installed between the clutch device 22 and the 1st speed-reverse gear 41 in the axial direction of the clutch shaft 18, and the ball bearing 23B is in the axial direction of the outer input shaft 13. It is located between the 1st gear-reverse gear 41 and the clutch device 22. The ball bearing 23B of this embodiment constitutes the bearing of the present invention.

The clutch drum 53 and the clutch hub 54 are installed so as to overlap the ball bearing 23B in the axial direction of the clutch shaft 18. The clutch piston 57 and the pressing plate 57A are installed between the clutch device 22 and the ball bearing 23B in the axial direction of the clutch shaft 18, so that the clutch piston 57 overlaps the release bearing 34 in the axial direction of the clutch shaft 18. is set up.

That is, the clutch device 52 is installed between the first speed-reverse gear 41 and the clutch device 22 in the axial direction of the clutch shaft 18.

The parts installed between the 1st speed-retract gear 41 and the clutch device 22 in the axial direction of the outer input shaft 13, that is, the drive gear 42, the ball bearing 23B, the annular member 94, and the oil seal 92 are 1st speed-reverse. It is composed of parts having a diameter smaller than that of the gear 41.

Next, the power transmission path from the engine 3 to the rear output shaft 14 in each shift stage will be described.
(Power transmission path when the shift speed is 1st speed)
In the first speed stage, the clutch device 22 is released, that is, the clutch disc 22A is not sandwiched between the pressure plate 22B and the flywheel 28, and the clutch disc 22A is separated from the flywheel 28.

Further, the clutch device 52 is engaged, that is, the friction plates 56A and 56B are in frictional contact with each other. That is, in the first speed stage, the clutch device 22 is released and power transmission is not performed, and the clutch device 52 is engaged and power transmission is performed. Further, the synchronization device 46 for the 1st, 2nd and 3rd speeds moves from the neutral position to the 1st and 2nd speed counter gears 44A, and the 1st and 2nd speed counter gears 44A are connected to the counter shaft 15. ..

In the 1st gear, the power of the engine 3 is not transmitted from the turbine shaft 11 to the outer input shaft 13 via the flywheel 28 and the clutch device 22, but from the turbine shaft 11 to the inner input shaft 12, 1st gear-reverse gear. It is transmitted to the clutch shaft 18 via the 41, the input gear 55 and the clutch device 52.

Next, the power of the engine 3 is transmitted from the clutch shaft 18 to the counter shaft 15 via the one-way clutch 59, the drive gear 58A, the intermediate gear 60, and the driven gear 44F, and then from the counter shaft 15 to the first, second, and third speeds. It is transmitted to the rear output shaft 14 via the synchronization device 46, the 1st / 2nd speed counter gear 44A and the 1st / 2nd speed output gear 43A.

(Power transmission path when the shift speed is 2nd speed)
In the second speed stage, the clutch device 22 is engaged, and the clutch device 52 is maintained in the engaged state. Further, the state in which the synchronization device 46 for the 1st, 2nd and 3rd speeds is moved to the 1st and 2nd speed counter gears 44A side is maintained, and the state in which the 1st and 2nd speed counter gears 44A are connected to the counter shaft 15 is maintained. Be maintained.

In the second speed, the power of the engine 3 is transmitted from the turbine shaft 11 to the outer input shaft 13 via the flywheel 28 and the clutch device 22, and then transmitted to the counter shaft 15 via the drive gear 42 and the driven gear 44E. Will be done.

Next, the power of the engine 3 is supplied from the counter shaft 15 to the rear output shaft 14 via the synchronization device 46 for the first, second and third speeds, the first and second speed counter gears 44A and the first and second speed output gears 43A. Is transmitted to.

When shifting from the 1st speed to the 2nd speed, the clutch device 52 is maintained in the engaged state, and the gears are switched by connecting the clutch device 22. As a result, the shift gear can be smoothly switched and the shift shock can be suppressed.

When shifting from the 2nd speed to the 1st speed, the gears are switched by keeping the clutch device 52 engaged and disengaging the clutch device 22. In this case as well, the shift gear can be smoothly switched and the shift shock can be suppressed.

Further, when shifting from the 1st speed to the 2nd speed, the one-way clutch 59 functions. When the gear is changed to the second gear during traveling, the rotation of the counter shaft 15 due to the power transmission of the second gear is transmitted from the driven gear 44F to the drive gear 58A of the tubular member 58 via the intermediate gear 60 of the retracting shaft 16. Since the rotation speed of the tubular member 58 is higher than the rotation speed of the clutch shaft 18, the one-way clutch 59 prevents the power from being transmitted from the counter shaft 15 to the clutch shaft 18.

Therefore, even if the power transmission path for the second speed stage (the power transmission path in which the power of the engine 3 is transmitted to the rear output shaft 14 via the clutch device 22, the outer input shaft 13, and the counter shaft 15) is established. The power transmission path for the 1st and 1st speed stages (the power transmission path in which the power of the engine 3 is transmitted to the rear output shaft 14 via the inner input shaft 12, the clutch device 52, the retracting shaft 16, and the counter shaft 15) has an adverse effect. The effect is avoided.

Further, after shifting to the second speed stage, the clutch device 52 is shifted from the engaged state to the released state at an arbitrary time point.

(Power transmission path when the shift speed is 3rd speed)
In the third speed stage, the clutch device 22 is engaged and the clutch device 52 is released. Further, the synchronization device 46 for the 1st, 2nd and 3rd speeds moves to the 3rd speed counter gear 44B side, and the 3rd speed counter gear 44B is connected to the counter shaft 15.

In the third speed, the power of the engine 3 is transmitted from the turbine shaft 11 to the outer input shaft 13 via the flywheel 28 and the clutch device 22, and then transmitted to the counter shaft 15 via the drive gear 42 and the driven gear 44E. Will be done.

Next, the power of the engine 3 is transmitted from the counter shaft 15 to the rear output shaft 14 via the synchronization device 46 for the first, second and third speeds, the third speed output gear 44B and the third speed output gear 43B.

In the 4th and 5th gears, only a part of the power transmission path becomes the output gear 43C and the counter gear 44C or the output gear 43D and the counter gear 44D with respect to the power transmission path of the 3rd gear. Therefore, a specific description will be omitted.

Further, regarding the clutch device 22, the clutch device 22 is only engaged when shifting from the 1st speed to the 2nd speed, and only released when shifting from the 2nd speed to the 1st speed. With the switching of the synchronous devices 46, 47, and 48, both the release and the fastening are performed.

(Retreat stage)
In the reverse stage, the clutch device 22 is released and the clutch device 52 is engaged. Further, the reverse synchronization device 48 moves from the neutral position to the reverse gear 61 side, and the reverse gear 61 is connected to the reverse shaft 16.

In the reverse stage, the power of the engine 3 is input from the turbine shaft 11 to the inside without being transmitted from the turbine shaft 11 to the outer input shaft 13 via the flywheel 28 and the clutch device 22 because the clutch device 22 is released. It is transmitted to the clutch shaft 18 via the shaft 12, the 1st speed-reverse gear 41, the input gear 55, and the clutch device 52.

Next, the power of the engine 3 is transmitted from the clutch shaft 18 to the retreat shaft 16 via the one-way clutch 59, the drive gear 58A, and the intermediate gear 60, and then from the retreat gear 61, the retreating synchronous device 48, 1st gear-2. It is transmitted to the rear output shaft 14 via the speed output gear 43A.

That is, in the retreat stage, power is transmitted in the order of the turbine shaft 11, the inner input shaft 12, the clutch shaft 18, the retreat shaft 16, and the rear output shaft 14. In the first speed and the reverse direction, the power can be adjusted by adjusting the engaging force of the clutch device 52, whereby the vehicle can be smoothly started from the stopped state. In addition, the torque amplification action of the torque converter 20 makes it possible to start the vehicle more smoothly.

On the other hand, as shown in FIG. 4, the 1st and 2nd speed counter gears 44A arranged on the counter shaft 15 are provided with a parking gear 71, and the locking claws 72a of the parking pole 72 are engaged with the parking gear 71. Then, the rotation of the 1st / 2nd speed counter gear 44A is restricted.

When the rotation of the 1st / 2nd speed counter gear 44A is restricted, the rotation of the rear output shaft 14 is restricted together with the output gear 43A that meshes with the 1st / 2nd speed counter gear 44A, and the rear propeller shaft, the rear differential device, and the figure are shown. No rear wheels are restricted from rotating through the drive shaft. Therefore, the stopped state of the vehicle 1 is maintained.

When the locking claw 72a of the parking pole 72 is not engaged with the parking gear 71, the rotation of the 1st / 2nd speed counter gear 44A is allowed. When the rotation of the 1st / 2nd speed counter gear 44A is allowed, the rotation of the rear output shaft 14 is allowed, and the rotation of the rear wheels is allowed. Therefore, the vehicle 1 is in a state where it can run.

Next, the effect of the automatic transmission 2 of this embodiment will be described.
The automatic transmission 2 of the present embodiment has an inner input shaft 12 to which power is transmitted from the engine 3, an outer input shaft 13 provided coaxially with the inner input shaft 12 outside the inner input shaft 12, and an outer input. The clutch device 52 installed on the shaft 13, the clutch shaft 18 installed parallel to the inner input shaft 12 and the outer input shaft 13, the 1st speed-reverse gear 41 provided on the inner input shaft 12, and the clutch shaft. The clutch device 22 provided on the 18 is housed in the transmission case 4.

The clutch device 52 has an input gear 55 that meshes with the first gear-reverse gear 41, and has a clutch drum 53 that is rotatably provided relative to the clutch shaft 18 and a plurality of friction plates 56A provided on the clutch drum 53. Have.

Further, the clutch device 52 comprises a clutch hub 54 that rotates integrally with the clutch shaft 18, a friction plate 56B that is attached to the clutch hub 54 so as to alternate with the friction plate 56A, and a friction plate 56A and a friction plate 56B. It includes a clutch piston 57 for fastening and separating, and a pressing plate 57A.

The clutch device 22 is installed between the clutch device 52 and the 1st speed-reverse gear 41 in the axial direction of the clutch shaft 18, and the transmission case 4 is for 1st speed-reverse in the axial direction of the outer input shaft 13. It is located between the gear 41 and the clutch device 52 and has a ball bearing 23B that rotatably supports the outer input shaft 13.

The clutch drum 53 and the clutch hub 54 are installed so as to overlap the ball bearing 23B in the axial direction of the clutch shaft 18, and the clutch piston 57 and the pressing plate 57A are the clutch device 52 and the ball bearing in the axial direction of the clutch shaft 18. It is installed between 23B.

As a result, the clutch device 52 can be brought closer to the clutch device 22 in the axial direction of the clutch shaft 18, and it is possible to prevent the clutch shaft 18 from being axially separated from the inner input shaft 12 and the outer input shaft 13.

Therefore, the relative axial lengths of the inner input shaft 12, the outer input shaft 13, and the clutch shaft 18 can be shortened, and the axial length of the transmission case 4 can be shortened. As a result, the size of the automatic transmission 2 can be reduced.

Further, according to the automatic transmission 2 of the present embodiment, a release bearing 34 for operating the clutch device 22 is installed on the outer input shaft 13 so that the power of the engine 3 can be transmitted to or cut off from the outer input shaft 13. ing.

The release bearing 34 is installed between the clutch device 22 and the ball bearing 23B in the axial direction of the outer input shaft 13, and the clutch piston 57 is installed so as to overlap the release bearing 34 in the axial direction of the clutch shaft 18. There is.

As a result, the clutch piston 57 can be brought closer to the release bearing 34 installed closest to the clutch device 22 in the axial direction of the outer input shaft 13. Therefore, the clutch device 52 can be brought closer to the clutch device 22 in the axial direction of the clutch shaft 18.

Therefore, the relative axial lengths of the inner input shaft 12, the outer input shaft 13, and the clutch shaft 18 can be further shortened, and the axial length of the transmission case 4 can be shortened more effectively. As a result, the size of the automatic transmission 2 can be reduced more effectively.

Here, since the release bearing 34 moves along the axial direction of the outer input shaft 13, the clutch piston 57 of the present embodiment is the shaft of the clutch shaft 18 at a position where the release bearing 34 is rearward from the clutch device 22. It is installed so as to overlap the release bearing 34 in the direction.

Further, the positional relationship between the release bearing 34 and the clutch piston 57 is not limited to this. For example, at the position where the release bearing 34 operates the clutch device 22, that is, at the position where the release bearing 34 presses the vicinity of the center of the diaphragm spring 22C forward when the clutch device 22 is operated, the clutch is clutched in the axial direction of the clutch shaft 18. The piston 57 and the release bearing 34 may be installed so as to overlap each other.

In this case, since the clutch device 52 is installed so as to be closer to the clutch device 22 side than the position shown in FIG. 2, the relative shaft lengths of the inner input shaft 12, the outer input shaft 13, and the clutch shaft 18 are further shortened. it can.

Further, according to the automatic transmission 2 of the present embodiment, the diameter between the 1st speed-reverse gear 41 and the clutch device 52 in the axial direction of the 1st outer input shaft is smaller than that of the 1st speed-reverse gear 41. A drive gear 42, a ball bearing 23B, an annular member 94, and an oil seal 92 are installed.

As a result, the clutch device 52 can be brought closer to the outer input shaft 13 in the radial direction orthogonal to the axial direction of the clutch shaft 18.

Therefore, in addition to being able to further shorten the relative shaft lengths of the inner input shaft 12, the outer input shaft 13, and the clutch shaft 18, the radial dimensions of the inner input shaft 12, the outer input shaft 13, and the clutch shaft 18 can be shortened. Can be shortened.

Therefore, the axial length and the radial length of the transmission case 4 can be shortened, and the automatic transmission 2 can be further miniaturized.

In addition to this, since the axial length and the radial length of the transmission case 4 can be shortened, the capacity of the clutch device 22 can be increased, and the first gear-reverse gear 41 and the input gear 55 can be moved from the inner input shaft 12. The power (torque) transmitted to the clutch shaft 18 via the clutch shaft 18 can be increased.

The central portion of the clutch shaft 18 in the axial direction is rotatably supported by the bearing support member 95 attached to the front case 6 via the ball bearing 23P, and the bearing support member 95 is separate from the front case 6. It is provided on the body.

As a result, the clutch shaft 18 is not supported by the partition wall 86, and the partition wall 86 is not provided between the clutch shaft 18 and the outer input shaft 13. Therefore, the clutch device 52 can be brought closer to the outer input shaft 13 in the radial direction.

Further, according to the automatic transmission 2 of the present embodiment, the inner input shaft 12 to which power is transmitted from the engine 3 and the outer input shaft 13 provided coaxially with the inner input shaft 12 outside the inner input shaft 12. And have.

Further, the clutch device 22 can transmit power and cut off power between the engine 3 and the outer input shaft 13, and a first-speed-reverse gear 41 is provided on the inner input shaft 12.

As a result, the power transmission path for transmitting power from the inner input shaft 12 to the counter shaft 15 via the clutch shaft 18 by operating the clutch devices 22 and 52 and the power directly from the outer input shaft 13 to the counter shaft 15 are transmitted. It is possible to switch between the power transmission path to be transmitted.

Therefore, it is possible to reduce the size of the automatic transmission 2 provided with the clutch devices 22 and 52 capable of establishing a plurality of power transmission paths.

Although the embodiments of the present invention have been disclosed, it is clear that some skilled in the art can make changes without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

2 ... Automatic transmission, 3 ... Engine (drive source), 4 ... Transmission case, 12 ... Inner input shaft (1st rotation shaft), 13 ... Outer input shaft (1st) 1 rotating shaft), 18 ... clutch shaft (second rotating shaft), 22 ... clutch device (first clutch device), 23B ... ball bearing (bearing), 34 ... release bearing (First clutch device side operating member), 41 ... 1st speed-reverse gear (gear member), 52 ... Clutch device (second clutch device), 53 ... Clutch drum (first Rotating element), 54 ... Clutch hub (second rotating element), 55 ... Input gear (gear part), 56A ... Friction plate (first friction plate), 56B ... Friction plate (rotating element) 2nd friction plate), 57 ... clutch piston (second clutch device side operating member), 57A ... pressing plate (second clutch device side operating member), 86 ... partition wall

Claims (4)

The first axis of rotation where power is transmitted from the drive source,
The first clutch device installed on the first rotating shaft and
A second rotating shaft installed parallel to the first rotating shaft,
The gear member provided on the first rotating shaft and
The second clutch device provided on the second rotating shaft is a vehicle transmission housed in a transmission case.
The second clutch device has a gear portion that meshes with the gear member, and is provided on a first rotating element that is rotatably provided relative to the second rotating shaft and the first rotating element. A plurality of first friction plates, a second rotating element that rotates integrally with the second rotating shaft, and a second rotating element attached to the second rotating element so as to alternate with the first friction plate. The second friction plate and the second clutch device side operating member for fastening and separating the first friction plate and the second friction plate are provided.
The second clutch device is installed between the first clutch device and the gear member in the axial direction of the second rotating shaft.
The transmission case has a bearing that is located between the gear member and the first clutch device in the axial direction of the first rotating shaft and rotatably supports the first rotating shaft.
The first rotating element and the second rotating element are installed so as to overlap the bearing in the axial direction of the second rotating shaft, and the second clutch device side operating member is the second rotating. A vehicle transmission characterized by being installed between the first clutch device and the bearing in the axial direction of the shaft. A first clutch device side operating member for operating the first clutch device is installed on the first rotary shaft so that the power of the drive source can be transmitted to or cut off from the first rotary shaft. Ori,
The first clutch device side operating member is installed between the first clutch device and the bearing in the axial direction of the first rotating shaft.
The vehicle according to claim 1, wherein the second clutch device side operating member is installed so as to overlap the first clutch device side operating member in the axial direction of the second rotation shaft. Transmission for. According to claim 1 or 2, a part having a diameter smaller than that of the gear member is installed between the gear member and the first clutch device in the axial direction of the first rotating shaft. The vehicle transmission described. The first rotating shaft has an inner input shaft to which power is transmitted from the drive source, and an outer input shaft provided coaxially with the inner input shaft outside the inner input shaft.
The first clutch device is capable of transmitting and shutting off power between the drive source and the outer input shaft.
The vehicle transmission according to any one of claims 1 to 3, wherein the gear member is provided on the inner input shaft.

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