JP2021105430A - Solenoid valve fixing structure - Google Patents

Abstract

To provide a solenoid valve fixing structure which enables a sleeve of a solenoid valve to be used for two wheel drive vehicles, such as FR vehicles, and four wheel drive vehicles.SOLUTION: At a sleeve 251 of a linear solenoid valve 203, a damping orifice 252 is formed penetrating through the sleeve 251 in a radial direction. The sleeve 251 is formed with a fixing pin insertion part extending in a same direction as the damping orifice 252. A sub valve body 201 is formed with a sleeve support hole 271. In the sub valve body 201, a fixing pin insertion hole 272 is formed between a surface of the sub valve body 201 and the sleeve support hole 271. A fixing pin which is inserted from the fixing pin insertion hole 272 is disposed spanning an area between the fixing pin insertion hole 272 and the fixing pin insertion part. An inlet portion 274 of the fixing pin insertion hole 272 expands to an inner side of the fixing pin insertion hole 272.SELECTED DRAWING: Figure 4

Description

The present invention relates to a structure for fixing a solenoid valve to a valve body.

In a vehicle equipped with an engine as a driving source for traveling, the power of the engine is transmitted to the drive wheels via a transmission. There are two types of engine mounting methods: vertical installation in which the crankshaft is oriented vertically with respect to the front-rear direction of the vehicle body, and horizontal installation in which the crankshaft is oriented horizontally. In vehicles that adopt the FF (Front-engine Front-wheel-drive) layout, for example, the engine is installed horizontally to increase the cabin length by reducing the size of the engine compartment in the front-rear direction. Often done. On the other hand, in vehicles that adopt the FR (Front-engine Rear-wheel-drive) layout, so-called FR vehicles, the engine is easy to transmit power to the rear wheels, which are the driving wheels. May be installed vertically.

FR vehicles and 4WD (four-wheel drive) vehicles may be prepared for vehicles in which the engine is installed vertically. In that case, in order to reduce the development cost and the manufacturing cost, it is preferable to share as many parts as possible between the FR vehicle and the 4WD vehicle. In addition, not only in the vehicle type in which the engine is installed vertically, but also in the vehicle type in which the engine is installed horizontally, if an FF vehicle and a 4WD vehicle are prepared, there are as many FF vehicles and 4WD vehicles as possible. It is preferable to standardize the parts of.

Japanese Unexamined Patent Publication No. 2-150539

An object of the present invention is to provide a fixed structure of a solenoid valve capable of sharing a solenoid valve sleeve between a 2WD (two-wheel drive) vehicle such as an FR vehicle and a 4WD vehicle.

In order to achieve the above object, in the fixing structure of the solenoid valve according to the present invention, the spool is movably housed in the cylindrical sleeve in the direction of the center line of the sleeve, and the damping orifice is housed in the sleeve in the direction of the center line. A structure in which the solenoid valve formed in the sleeve is fixed to the valve body by a fixing pin insertion portion extending in the same direction as the damping orifice while being formed so as to penetrate in the radial direction orthogonal to the valve body. A sleeve support hole and a fixing pin insertion hole are formed in the sleeve support hole, the sleeve is inserted into the sleeve support hole with the damping orifice facing upward, and the fixing pin insertion hole is formed on the surface of the valve body and the sleeve. A fixing pin inserted from the fixing pin insertion hole is arranged straddling the fixing pin insertion hole and the fixing pin insertion portion so as to penetrate between the support hole and the fixing pin insertion hole. The inlet portion on the surface side of the valve body is deformed so as to bulge inside the fixing pin insertion hole.

According to this configuration, the sleeve of the solenoid valve is formed with a damping orifice penetrating in the radial direction orthogonal to the center line direction of the sleeve. Further, the sleeve is formed with a fixing pin insertion portion extending in the same direction as the damping orifice. The fixing pin insertion portion may be a groove or a through hole as long as it does not pass through the inside of the sleeve (the portion where the spool is housed).

A sleeve support hole is formed in the valve body. The sleeve of the solenoid valve is inserted into the sleeve support hole with the damping orifice facing upward. Further, in the valve body, a fixing pin insertion hole is formed so as to penetrate between the surface of the valve body and the sleeve support hole. When the sleeve of the solenoid valve is inserted into the sleeve support hole, the fixing pin insertion hole overlaps the fixing pin insertion portion of the solenoid valve in the radial direction.

The fixing pin inserted from the fixing pin insertion hole is arranged so as to straddle the fixing pin insertion hole and the fixing pin insertion portion. As a result, the sleeve is fixed to the valve body in the center line direction and the circumferential direction.

The inlet portion of the fixing pin insertion hole on the surface side of the valve body is deformed so as to bulge inward of the fixing pin insertion hole. As a result, the deformed portion functions as a retaining pin for the fixing pin from the fixing pin insertion hole, and the sleeve is maintained in a state of being fixed in the center line direction and the circumferential direction with respect to the valve body.

In the valve body (horizontal valve body) in which the valve body plate is stacked on the upper surface, the sleeve having a fixing pin insertion part extending in the same direction as the damping orifice has a damping orifice in the sleeve support hole formed in the valve body. It is inserted upward. Therefore, the valve body is formed with a fixing pin insertion portion penetrating between the upper surface thereof and the sleeve support hole, and the fixing pin insertion hole and the fixing pin insertion portion have a fixing pin inserted from the fixing pin insertion hole. It is placed across. The valve body plate stacked on the upper surface of the valve body functions as a stopper for the fixing pin from coming off from the fixing pin insertion hole. As a result, the sleeve can be fixed to the valve body in the center line direction and the circumferential direction, and the fixed state can be maintained.

Therefore, the horizontally placed valve body and the valve body according to the above-mentioned fixing structure can have a common sleeve in which a fixing pin insertion portion extending in the same direction as the damping orifice is formed. Therefore, if one of the horizontally installed valve body and the valve body related to the above-mentioned fixed structure is used for a 2WD vehicle and the other is used for a 4WD vehicle, the sleeve of the solenoid valve can be shared between the 2WD vehicle and the 4WD vehicle. can. As a result, it is possible to eliminate the need to individually set the sleeve of the solenoid valve for the 2WD vehicle and the 4WD vehicle, and it is possible to reduce the development cost and the manufacturing cost of the sleeve.

According to the present invention, the sleeve of the solenoid valve can be shared between a 2WD vehicle such as an FR vehicle and a 4WD vehicle.

It is sectional drawing which shows the structure of the transmission unit which concerns on one Embodiment of this invention. It is sectional drawing which shows the rear end part (the part including a transfer) of a speed change unit enlarged from FIG. It is a skeleton diagram which graphically shows the structure of a CVT and a transfer. It is a perspective view of a sub valve body. It is a figure seen from the rear side of a sub valve body. It is sectional drawing of the sub valve body in the cut section line AA shown in FIG. It is sectional drawing which shows the shape of the upper end part of a fixing pin insertion hole graphically. It is a bottom view (bottom view) of the left end portion of a valve body. It is sectional drawing of the valve body in the cut plane line BB shown in FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Transmission unit>
FIG. 1 is a cross-sectional view showing the configuration of a speed change unit 1 according to an embodiment of the present invention. In the cross-sectional views after FIG. 1, the addition of hatching representing the cross section is omitted.

The speed change unit 1 is a unit mounted on a vehicle to change the power generated by the engine 2 (E / G) 2 as a driving source for traveling. The vehicle is a FR (front engine / rear drive) -based part-time 4WD (four-wheel-drive) vehicle.

The engine 2 is, for example, a 3-cylinder 4-stroke engine, and is mounted vertically with the crankshaft oriented vertically with respect to the front-rear direction of the vehicle body. The number of cylinders of the engine 2 is not limited to 3 cylinders, and may be 4 cylinders or more, or 2 cylinders or less. Further, the number of strokes of the engine 2 is not limited to 4 strokes, and may be 2 strokes.

The transmission unit 1 includes a torque converter 4, a CVT (Continuously Variable Transmission) 5, and a transfer 6 in a unit case 3 forming an outer shell.

<Unit case>
The unit case 3 includes a transmission case accommodating the torque converter 4 and the CVT 5, and a transfer case accommodating the transfer 6. The transmission case is composed of three parts, a first transmission case 11, a second transmission case 12, and a third transmission case 13. The transfer case is composed of a first transfer case 14 and a second transfer case 15 divided into two parts. The first transmission case 11, the second transmission case 12, the third transmission case 13, the first transfer case 14, and the second transfer case 15 are made of, for example, an aluminum alloy and are cast by a die casting method.

The first transmission case 11, the second transmission case 12, and the third transmission case 13 are arranged in this order from the front side (engine 2 side). The first transmission case 11 and the second transmission case 12 are fastened with bolts 16, and the second transmission case 12 and the third transmission case 13 are fastened with bolts 17, whereby the first transmission case 11 and the second transmission are fastened. The case 12 and the third transmission case 13 are integrated.

The first transfer case 14 and the second transfer case 15 are arranged in this order from the front side. The first transfer case 14 and the second transfer case 15 are integrated by being fastened with bolts 18. Then, the transmission case and the transfer case are integrated by fastening the first transfer case 14 to the third transmission case 13 with bolts 19.

<Torque converter>
The torque converter 4 is housed in the first transmission case 11. The torque converter 4 includes a front cover 21, a pump impeller 22, a turbine hub 23, a turbine runner 24, a lockup mechanism 25, and a stator 26.

The front cover 21 extends in a substantially disk shape around a rotation axis extending in the front-rear direction of the vehicle (vehicle body), and its outer peripheral end is on the opposite side to the engine 2 side (the stepless speed change mechanism 42 side described later). It has a shape that is bent to the side. The central portion of the front cover 21 bulges toward the front side. The crankshaft of the engine 2 is coupled to this bulging portion so that it cannot rotate relative to each other.

The pump impeller 22 is arranged behind the front cover 21. The outer peripheral end of the pump impeller 22 is connected to the outer peripheral end of the front cover 21 and is provided so as to be rotatable integrally with the front cover 21 around the rotation axis. A plurality of blades 27 are arranged radially on the inner surface of the pump impeller 22.

The turbine hub 23 is arranged between the front cover 21 and the pump impeller 22.

The turbine runner 24 is fixed to the turbine hub 23. A plurality of blades 28 are arranged in a radial pattern on the surface of the turbine runner 24 facing the pump impeller 22.

The lockup mechanism 25 includes a lockup piston 31 and a damper mechanism 32.

The lockup piston 31 has a substantially annular plate shape, and its inner peripheral end is fitted onto the turbine hub 23 and is located between the front cover 21 and the turbine runner 24. When the oil pressure of the engagement side oil chamber 33 on the turbine runner 24 side is higher than the oil pressure of the release side oil chamber 34 on the front cover 21 side with respect to the lockup piston 31, the lockup piston 31 is front-covered by the differential pressure. Move to the 21 side. Then, when the lockup piston 31 is pressed against the front cover 21, the pump impeller 22 and the turbine runner 24 are directly connected (lockup on). On the contrary, when the oil pressure of the release side oil chamber 34 is higher than the oil pressure of the engagement side oil chamber 33, the lockup piston 31 moves to the turbine runner 24 side due to the differential pressure. When the lockup piston 31 is separated from the front cover 21, the direct connection between the pump impeller 22 and the turbine runner 24 is released (lockup off).

The damper mechanism 32 is a mechanism for attenuating the vibration from the engine 2 when the pump impeller 22 and the turbine runner 24 are directly connected.

The stator 26 is arranged between the pump impeller 22 and the turbine runner 24.

When the pump impeller 22 is rotated by the engine torque in the lock-up-off state, an oil flow from the pump impeller 22 to the turbine runner 24 is generated. This oil flow is received by the blade 28 of the turbine runner 24, and the turbine runner 24 rotates. At this time, the amplification action of the torque converter 4 occurs, and a torque larger than the engine torque is generated in the turbine runner 24.

<CVT>
The CVT 5 is housed in the second transmission case 12 and the third transmission case 13. The CVT 5 includes an input shaft 41, a continuously variable transmission mechanism 42, an output shaft 43, and a reverse transmission mechanism 44. The transmission unit 1 is arranged vertically on the rear side of the engine 2 so that the input shaft 41 of the CVT 5 extends in the front-rear direction of the vehicle.

The input shaft 41 is formed in a hollow shaft and extends on the rotation axis of the torque converter 4. The front end portion of the input shaft 41 is inserted into the torque converter 4 and spline-fitted with the turbine hub 23.

In the following description, the direction in which the axis of the input shaft 41 extends is referred to as "axis direction". Further, the direction orthogonal to the axial direction, that is, the radial direction of the input shaft 41 is referred to as "shaft radial direction".

The rear end of the input shaft 41 is rotatably supported by a mechanical oil pump 45 arranged in the second transmission case 12. Specifically, the oil pump 45 cannot rotate relative to the pump case 46, the pump cover 47 joined to the pump case 46 from the rear side, the pump gear 48 arranged in the space inside the pump case 46, and the pump gear 48. It is equipped with a pump shaft 49 coupled to. The pump cover 47 is fixed to the second transmission case 12, and the space inside the pump case 46 is closed from the rear side. At the front end of the pump case 46, a recess 51 recessed in a substantially columnar shape is formed on the rear side. The rear end of the input shaft 41 is inserted into the recess 51 and can rotate to the pump case 46 via a radial bearing 52 interposed between the peripheral surface of the input shaft 41 and the inner peripheral surface of the recess 51. It is supported.

Further, a thrust bearing 53 is interposed between the rear end surface of the input shaft 41 and the bottom surface of the recess 51. As a result, the mechanical loss during rotation of the input shaft 41 is reduced.

The pump shaft 49 is provided so as to penetrate the pump case 46 and the pump cover 47. The pump shaft 49 extends forward from the pump case 46 and is inserted into the input shaft 41 with a gap between the pump shaft 49 and the inner peripheral surface thereof. The front end portion of the pump shaft 49 reaches the front cover 21 of the torque converter 4 and is connected to the central portion of the front cover 21 so as not to rotate relative to each other. As a result, when the front cover 21 is rotated by the power of the engine 2, the pump shaft 49 and the pump gear 48 are rotated integrally with the front cover 21, and oil is generated from the oil pump 45.

The continuously variable transmission mechanism 42 includes a primary shaft 54, a secondary shaft 55, a primary pulley 56, a secondary pulley 57, and a belt 58.

The primary shaft 54 extends parallel to the input shaft 41 at a position separated from the input shaft 41 to the lower right when viewed from the rear side of the vehicle between the first transmission case 11 and the second transmission case 12. It is rotatably provided around its axis.

The secondary shaft 55 is parallel to the input shaft 41 at a position separated from the axis of the input shaft 41 to the upper left when viewed from the rear side of the vehicle between the first transmission case 11 and the second transmission case 12. It extends and is rotatably provided around its axis.

The primary pulley 56 is arranged so as to face the primary fixed sheave 61 fixed to the primary shaft 54 with the belt 58 interposed therebetween, and is supported by the primary shaft 54 so as to be movable in the axial direction and non-relatively rotatable. It is equipped with a movable sheave 62. The primary movable sheave 62 is arranged on the front side with respect to the primary fixed sheave 61. A cylinder 63 is provided on the side opposite to the primary fixed sheave 61 side with respect to the primary movable sheave 62, that is, on the front side, and a hydraulic chamber (piston chamber) 64 is formed between the primary movable sheave 62 and the cylinder 63. ing.

The secondary pulley 57 is arranged so as to face the secondary fixed sheave 65 fixed to the secondary shaft 55 and the secondary fixed sheave 65 with the belt 58 interposed therebetween, and is supported by the secondary shaft 55 so as to be movable in the axial direction and non-relatively rotatable. It is equipped with a movable sheave 66. The secondary movable sheave 66 is arranged on the rear side with respect to the secondary fixed sheave 65. A piston 67 is provided on the side opposite to the secondary fixed sheave 65, that is, on the rear side of the secondary movable sheave 66, and a hydraulic chamber 68 is formed between the secondary movable sheave 66 and the piston 67.

The belt 58 is formed in an endless shape and is wound around the primary pulley 56 while being sandwiched between the primary fixed sheave 61 and the primary movable sheave 62, and is wound between the secondary fixed sheave 65 and the secondary movable sheave 66. It is wound around the secondary pulley 57 in a sandwiched state.

In the continuously variable transmission mechanism 42, the hydraulic pressure supplied to the hydraulic chambers 64 and 68 of the primary pulley 56 and the secondary pulley 57 is controlled, and the groove widths of the primary pulley 56 and the secondary pulley 57 are changed to change the belt. The gear ratio (the pulley ratio between the primary pulley 56 and the secondary pulley 57) is continuously and steplessly changed within a constant gear ratio range.

Specifically, when the belt gear ratio is reduced, the oil supply supplied to the hydraulic chamber 64 of the primary pulley 56 is increased. As a result, the primary movable sheave 62 of the primary pulley 56 moves to the primary fixed sheave 61 side, and the distance (groove width) between the primary fixed sheave 61 and the primary movable sheave 62 becomes smaller. Along with this, the winding diameter of the belt 58 with respect to the primary pulley 56 becomes large, and the distance (groove width) between the secondary fixed sheave 65 and the secondary movable sheave 66 of the secondary pulley 57 becomes large. As a result, the belt gear ratio becomes smaller.

When the belt gear ratio is increased, the oil supply to the hydraulic chamber 64 of the primary pulley 56 is reduced. As a result, the thrust of the secondary pulley 57 with respect to the belt 58 becomes larger than the thrust of the primary pulley 56 with respect to the belt 58, the distance between the secondary fixed sheave 65 and the secondary movable sheave 66 of the secondary pulley 57 becomes smaller, and the primary fixed sheave 61 The distance between the and the primary movable sheave 62 becomes large. As a result, the belt gear ratio becomes large.

A bias spring 69 is provided in the hydraulic chamber 68 of the secondary pulley 57. One end of the bias spring 69 elastically contacts the secondary movable sheave 66, and the other end elastically contacts the piston 67. The elastic force of the bias spring 69 urges the secondary movable sheave 66 and the piston 67 in a direction in which they are separated from each other. The secondary movable sheave 66 is subjected to the hydraulic pressure in the hydraulic chamber 68 and the urging force by the bias spring 69, and the belt 58 is subjected to the corresponding pinching pressure.

Further, the input shaft 41 is integrally formed with an input shaft gear 81 at the center in the axial direction. Correspondingly, the primary input gear 82 that meshes with the input shaft gear 81 is supported on the primary shaft 54 so as to be relatively rotatable. A forward clutch 83 is provided that allows / prohibits rotation of the primary input gear 82 with respect to the primary shaft 54 by utilizing the space between the input shaft gear 81 and the primary input gear 82 and the oil pump 45 that mesh with each other. There is. A part of the forward clutch 83 overlaps with the oil pump 45 in the axial direction (overlaps when viewed in the axial direction).

The forward clutch 83 includes a clutch drum 84, a clutch hub 85, and a clutch piston 86. The inner peripheral end of the clutch drum 84 is fixed to the primary shaft 54, extends from the primary shaft 54 in the shaft radial direction, and the outer peripheral end portion bends and extends toward the primary input gear 82, that is, the front side. The clutch hub 85 is formed integrally with the primary input gear 82, has a cylindrical shape extending rearward from the primary input gear 82, and is spaced from the inside in the axial direction with respect to the outer peripheral end of the clutch drum 84. Are facing each other. The clutch piston 86 is provided between the clutch drum 84 and the clutch hub 85 so as to be movable in the axial direction. The clutch piston 86 is in liquid-tight contact with the clutch drum 84, and a hydraulic chamber 87 to which the oil pressure acting on the clutch piston 86 is supplied is formed between the clutch drum 84 and the clutch piston 86. .. Further, the clutch piston 86 is elastically urged to the rear side by the return spring 88.

In a space sandwiched between the outer peripheral end of the clutch drum 84 and the clutch hub 85 in the axial direction, the clutch plate held by the clutch drum 84 and the clutch disc held by the clutch hub 85 are alternately arranged in the axial direction. There is. When the clutch piston 86 moves to the front side and presses the clutch plate from the rear side by the hydraulic pressure supplied to the hydraulic chamber 87, the clutch plate and the clutch disc are in pressure contact with each other, and the forward clutch 83 is engaged. The engagement of the forward clutch 83 prohibits the rotation of the primary input gear 82 with respect to the primary shaft 54, and when the primary input gear 82 rotates, the primary shaft 54 rotates integrally with the primary input gear 82. When the oil pressure is released from the engaged state of the forward clutch 83, the urging force of the return spring 88 moves the clutch piston 86 to the rear side, the pressure contact between the clutch disc and the clutch plate is released, and the forward clutch 83 is released. To be released. The release of the forward clutch 83 allows the rotation of the primary input gear 82 with respect to the primary shaft 54, and even if the primary input gear 82 rotates, the rotation is not transmitted to the primary shaft 54.

A secondary input gear 91 is supported on the secondary shaft 55 so as to be relatively rotatable. The secondary input gear 91 is arranged between the input shaft gear 81 and the oil pump 45 in the axial direction. Further, a reverse clutch 92 is provided that allows / prohibits the rotation of the secondary input gear 91 with respect to the secondary shaft 55 by utilizing the space between the secondary input gear 91 and the oil pump 45. A part of the reverse clutch 92 overlaps with the oil pump 45 in the axial direction (overlaps when viewed in the axial direction).

The reverse clutch 92 includes a clutch drum 93, a clutch hub 94, and a clutch piston 95. The inner peripheral end of the clutch drum 93 is fixed to the secondary shaft 55, extends from the secondary shaft 55 in the shaft radial direction, and the outer peripheral end portion bends and extends toward the secondary input gear 91, that is, the front side. The clutch hub 94 is formed integrally with the secondary input gear 91, has a cylindrical shape extending rearward from the secondary input gear 91, and is spaced from the inside in the axial direction with respect to the outer peripheral end of the clutch drum 93. Facing each other. The clutch piston 95 is provided between the clutch drum 93 and the clutch hub 94 so as to be movable in the axial direction. The clutch piston 95 is in liquid-tight contact with the clutch drum 93, and a hydraulic chamber 96 for supplying the oil pressure acting on the clutch piston 95 is formed between the clutch drum 93 and the clutch piston 95. .. Further, the clutch piston 95 is elastically urged to the rear side by the return spring 97.

In a space sandwiched between the outer peripheral end of the clutch drum 93 and the clutch hub 94 in the axial direction, the clutch plate held by the clutch drum 93 and the clutch disc held by the clutch hub 94 are alternately arranged in the axial direction. There is. When the clutch piston 95 moves to the front side and presses the clutch plate from the rear side by the hydraulic pressure supplied to the hydraulic chamber 96, the clutch plate and the clutch disc are in pressure contact with each other, and the reverse clutch 92 is engaged. The engagement of the reverse clutch 92 prohibits the rotation of the secondary input gear 91 with respect to the secondary shaft 55, and when the secondary input gear 91 rotates, the secondary shaft 55 rotates integrally with the secondary input gear 91. When the oil pressure is released from the engaged state of the reverse clutch 92, the clutch piston 95 moves to the rear side due to the urging force of the return spring 97, the pressure contact between the clutch disc and the clutch plate is released, and the reverse clutch 92 is released. To be released. By releasing the reverse clutch 92, the rotation of the secondary input gear 91 with respect to the secondary shaft 55 is allowed, and even if the secondary input gear 91 rotates, the rotation is not transmitted to the secondary shaft 55.

The output shaft 43 is arranged on the same axis as the input shaft 41 with a space behind the input shaft 41. In other words, the input shaft 41 and the output shaft 43 are arranged so as to have a common axis extending vertically along the front-rear direction of the vehicle in the front-rear direction at intervals in the axis direction. An output shaft gear 101 is integrally formed on the output shaft 43. Correspondingly, the secondary output gear 102 that meshes with the output shaft gear 101 is supported on the secondary shaft 55 so as to be relatively non-rotatable.

The reverse transmission mechanism 44 is a mechanism that transmits the power (rotation) of the input shaft 41 to the secondary input gear 91. The reverse transmission mechanism 44 includes a reverse idler shaft 103, a first reverse gear 104, and a second reverse gear 105. The reverse idler shaft 103 extends in the axial direction, straddles the first transmission case 11 and the second transmission case 12, and is rotatably supported by the first transmission case 11 and the second transmission case 12. The first reverse gear 104 is integrally formed with the reverse idler shaft 103 and meshes with the input shaft gear 81. The second reverse gear 105 is formed integrally with the reverse idler shaft 103 on the rear side of the first reverse gear 104 and meshes with the secondary input gear 91.

<Transfer>
FIG. 2 is a cross-sectional view showing the rear end portion of the speed change unit 1, that is, the portion including the transfer 6 in an enlarged manner as compared with FIG. Hereinafter, the configuration of the transfer 6 will be described with reference to FIG. 2 in addition to FIG.

The transfer 6 is a mechanism for transmitting the power (rotation) of the output shaft 43 to the front wheels of the vehicle. The transfer 6 includes a transmission shaft 111, a first sprocket 112, a second sprocket 113, a chain 114 and a 4WD clutch 115. By omitting the transfer 6, the transmission unit 1 can be mounted on a 2WD (two-wheel drive) vehicle having an FR (Front-engine Rear-wheel-drive) layout.

The transmission shaft 111 extends parallel to the output shaft 43 at a position spaced apart from the output shaft 43 in the axial direction, straddling the first transfer case 14 and the second transfer case 15. There is. The inner ring of the ball bearing 116 is fixed to the rear end of the transmission shaft 111 by press fitting. Further, the inner ring of the ball bearing 117 is fixed to the transmission shaft 111 by press fitting at a position spaced forward from the ball bearing 116. Then, the outer ring of the ball bearing 116 is fixedly held by the second transfer case 15, and the outer ring of the ball bearing 117 is fixedly held by the first transfer case 14, so that the transmission shaft 111 is fixedly held by the first transfer case 14. It is rotatably supported by the 14 and the second transfer case 15.

The first sprocket 112 is rotatably supported by the first transfer case 14 and the second transfer case 15, and is rotatably fitted to the output shaft 43. Specifically, the first sprocket 112 includes a substantially annular plate-shaped sprocket portion 121 that surrounds the circumference of the output shaft 43, a front extending portion 122 that extends forward from the inner peripheral portion of the sprocket portion 121, and a sprocket. It integrally has a rear extending portion 123 extending from the inner peripheral portion of the portion 121 to the rear side. A plurality of teeth are formed on the outer peripheral portion of the sprocket portion 121 at equal intervals in the circumferential direction. The inner ring of the ball bearing 124 is fitted onto the front extending portion 122 by press fitting. Further, the inner ring of the ball bearing 125 is fitted onto the rear extending portion 123 by press fitting. The outer ring of the ball bearing 124 is fixedly held in the first transfer case 14, and the outer ring of the ball bearing 125 is fixedly held in the second transfer case 15. As a result, the first sprocket 112 is rotatably supported by the first transfer case 14 and the second transfer case 15 via the ball bearings 124 and 125 in a state where the first sprocket 112 is rotatably fitted to the output shaft 43. ing.

The second sprocket 113 is formed between the ball bearings 116 and 117 in a substantially annular plate shape that projects integrally with the transmission shaft 111 in the axial direction of the transmission shaft 111. A plurality of teeth are formed on the outer peripheral portion of the second sprocket 113 at equal intervals in the circumferential direction.

The chain 114 is formed in an endless shape and is wound around the sprocket portion 121 and the second sprocket 113 of the first sprocket 112.

The 4WD clutch 115 is provided on the front side of the first sprocket 112. The 4WD clutch 115 includes a clutch drum 131, a clutch hub 132, a clutch piston 133, and a canceller 134.

A substantially cylindrical tubular member 135 is fitted and fixed to the output shaft 43 between the output shaft gear 101 and the first sprocket 112. There is a gap between the tubular member 135 and the first sprocket 112. At the central portion of the tubular member 135 in the axial direction and facing the rear end portion of the secondary shaft 55 in the axial direction, a collar-shaped connecting portion 136 projecting in the axial direction is provided with the tubular member 135. It is formed integrally.

The clutch drum 131 is formed rotationally symmetrically about the axis of the output shaft 43, and has a substantially annular shape that surrounds the entire circumference of the connecting portion 136 of the tubular member 135 when viewed in the axial direction. The inner peripheral end of the clutch drum 131 is fixed to the connecting portion 136. The clutch drum 131 extends from the inner peripheral end in a direction intersecting the axial direction, crosses the secondary shaft 55 to the rear side, and bends to the rear side at a position facing the secondary shaft 55 from the rear side in the axial direction. It extends in the axial direction from that position. In other words, the clutch drum 131 has a diameter-expanded portion 137 that expands in diameter from the connecting portion 136 toward the rear side, and a substantially cylindrical cylinder that extends from the rear end (outer peripheral end) of the diameter-expanded portion 137 to the rear side in the axial direction. The shape portion 138 is integrally provided, the front end portion of the enlarged diameter portion 137 faces the rear end portion of the secondary shaft 55 in the axial radial direction, and the cylindrical portion 138 faces the secondary shaft 55. It faces the axial direction from the rear side. Further, the portion extending in the axial direction of the clutch drum 131, that is, the cylindrical portion 138, faces the front extending portion 122 of the first sprocket 112 in the axial radial direction. A plurality of clutch plates 139 are held side by side at intervals in the axial direction on the inner peripheral surface of the cylindrical portion 138.

A support member 141 is provided between the first sprocket 112 and the tubular member 135. The support member 141 includes a substantially cylindrical outer fitting portion 142 that surrounds the output shaft 43, and a collar-shaped (annular plate-shaped) flange-shaped portion 143 that extends in the axial direction from the front end portion of the outer fitting portion 142. It has in one piece. The outer fitting portion 142 enters between the front extending portion 122 of the first sprocket 112 and the output shaft 43, and the front extending portion 122 of the first sprocket 112 has a cylindrical shape of the outer fitting portion 142 and the clutch drum 131. It faces the portion 138 in the axial direction. The outer peripheral surface of the outer fitting portion 142 is connected to the inner peripheral surface of the front extending portion 122 of the first sprocket 112 by spline fitting so as not to rotate relative to each other. The inner peripheral surface of the outer fitting portion 142 is not in close contact with the peripheral surface of the output shaft 43, and a minute gap is generated between the outer peripheral surface of the output shaft 43 and the inner peripheral surface of the outer fitting portion 142. There is. As a result, the support member 141 cannot rotate relative to the first sprocket 112, and can rotate relative to the output shaft 43. A thrust bearing 144 is interposed between the tubular member 135 and the support member 141 in order to reduce mechanical loss during their relative rotation.

The clutch hub 132 is formed rotationally symmetrically about the axis of the output shaft 43, and has a substantially annular shape that surrounds the entire circumference of the flange-shaped portion 143 of the support member 141 when viewed in the axial direction. The inner peripheral end of the clutch hub 132 is fixed to the flange-shaped portion 143. The clutch hub 132 extends outward in the axial direction from the flange-shaped portion 143 and bends rearward at a position spaced inward in the axial direction with respect to the cylindrical portion 138 of the clutch drum 131, and the position thereof. Extends in the axial direction from. In other words, the clutch hub 132 has a substantially annular plate-shaped annular plate-shaped portion 151 extending from the flange-shaped portion 143 to the periphery and a substantially annular plate-shaped portion 151 extending rearward in the axial direction from the outer peripheral end of the annular plate-shaped portion 151. It has a cylindrical cylindrical portion 152 integrally, and the cylindrical portion 152 is arranged inside the cylindrical portion 138 of the clutch drum 131 in the axial direction, and together with the cylindrical portion 138. It has a heavy cylindrical shape. A plurality of clutch discs 153 are held side by side at intervals in the axial direction on the outer peripheral surface of the cylindrical portion 152. The clutch plate 139 and the clutch disc 153 are arranged alternately in the axial direction.

The clutch piston 133 is provided between the clutch drum 131 and the clutch hub 132 so as to be movable in the axial direction. The clutch piston 133 extends from the tubular member 135 toward the clutch plate 139 while repeatedly bending. A seal member 154 is provided in the middle of the clutch piston 133, and the seal member 154 comes into liquid-tight contact with the clutch drum 131 regardless of the position of the clutch piston 133. As a result, a hydraulic chamber 155 for supplying the flood pressure acting on the clutch piston 133 is formed between the clutch drum 131 and the clutch piston 133.

The canceller 134 is provided between the clutch hub 132 and the clutch piston 133. The canceller 134 is formed in a substantially annular plate shape. The inner peripheral end of the canceller 134 is fixed to the tubular member 135. A seal member 156 is provided at the outer peripheral end of the canceller 134, and the seal member 156 comes into contact with the clutch piston 133 regardless of the position of the clutch piston 133. A return spring 157 is interposed between the clutch piston 133 and the canceller 134. Due to the urging force (elastic force) of the return spring 157, the clutch piston 133 and the canceller 134 are elastically urged in a direction in which they are separated from each other.

The clutch piston 133 moves to the clutch plate 139 side by the flood pressure supplied to the hydraulic chamber 155 and presses the clutch plate 139. By this pressing, the clutch plate 139 and the clutch disc 153 are in pressure contact with each other, and the 4WD clutch 115 is engaged. By engaging the 4WD clutch 115, the relative rotation between the clutch drum 131 and the clutch hub 132 is prevented, the support member 141 rotates integrally with the output shaft 43 and the tubular member 135, and the first support member 141 is integrated with the support member 141. The sprocket 112 rotates. The rotation (power) of the first sprocket 112 is transmitted to the second sprocket 113 via the chain 114, causing the second sprocket 113 to rotate in the same direction as the first sprocket 112. Then, the transmission shaft 111 rotates integrally with the second sprocket 113.

When the oil pressure in the hydraulic chamber 155 is released from the engaged state of the 4WD clutch 115, the clutch piston 133 moves in the direction away from the canceller 134 due to the urging force of the return spring 157, and the clutch piston 133 presses the clutch plate 139. Is released. As a result, the pressure contact between the clutch plate 139 and the clutch disc 153 is released, and the 4WD clutch 115 is released. By releasing the 4WD clutch 115, the relative rotation between the clutch drum 131 and the clutch hub 132 is allowed. Therefore, even if the output shaft 43 and the tubular member 135 rotate, the rotation is not transmitted to the support member 141 and the first sprocket 112, and therefore the rotation is not transmitted from the first sprocket 112 to the chain 114 and the second sprocket 113. Therefore, it is not transmitted to the transmission shaft 111.

An adapter 161 and an adapter case 162 are provided between the primary shaft 54 and the output shaft 43 and the 4WD clutch 115. The adapter 161 and the adapter case 162 are, for example, casts made of an aluminum alloy and cast by a die casting method.

The adapter 161 extends in the axial direction between the output shaft 43 and the primary shaft 54. The upper end portion of the adapter 161 protrudes to the rear side, and the protruding portion is formed with a recess 166 recessed in a substantially columnar shape on the front side. The front end of the output shaft 43 is inserted into the recess 166. A radial bearing 167 is interposed between the peripheral surface of the output shaft 43 and the inner peripheral surface of the recess 166. The front end of the output shaft 43 is rotatably supported by the adapter 161 via a radial bearing 167. Further, the output shaft 43 is formed with an annular stepped surface 168 along the axial direction of the shaft between the portion where the output shaft gear 101 is formed and the portion inserted into the recess 166. A thrust bearing 169 is interposed between the stepped surface 168 and the adapter 161.

The adapter 161 is formed with a recess 171 recessed in a substantially columnar shape on the rear side. The rear end of the primary shaft 54 is inserted into the recess 171. A ball bearing 172 is interposed between the peripheral surface of the primary shaft 54 and the inner peripheral surface of the recess 171. The rear end of the primary shaft 54 is rotatably supported by the adapter 161 via a ball bearing 172.

A bolt 173 is inserted into the lower end of the adapter 161 from the front side. Then, the adapter 161 is attached to the third transmission case 13 by the bolt 173.

Further, the adapter case 162 is attached to the third transmission case 13 by bolts 189.

<Power transmission path>
FIG. 3 is a skeleton diagram illustrating the configurations of the CVT 5 and the transfer 6.

When the vehicle moves forward, the forward clutch 83 is engaged and the reverse clutch 92 is released. The power input from the engine 2 to the input shaft 41 via the torque converter 4 is transmitted from the input shaft gear 81 to the primary shaft 54 via the primary input gear 82 by the engagement of the forward clutch 83. On the other hand, even if the power input to the input shaft 41 is transmitted from the input shaft gear 81 to the secondary input gear 91 and the secondary input gear 91 rotates, the secondary input gear 91 becomes the secondary shaft 55 due to the release of the reverse clutch 92. It slips with respect to (secondary shaft 55), and power is not transmitted to the secondary shaft 55.

The power transmitted to the primary shaft 54 is changed at a belt gear ratio corresponding to the pulley ratio of the primary pulley 56 and the secondary pulley 57, and is transmitted to the secondary shaft 55. Then, the power transmitted to the secondary shaft 55 is transmitted from the secondary output gear 102 to the output shaft 43 via the output shaft gear 101.

When the vehicle is moving backward, the forward clutch 83 is released and the reverse clutch 92 is engaged. The power input from the engine 2 to the input shaft 41 via the torque converter 4 is transmitted from the input shaft gear 81 to the secondary shaft 55 via the reverse transmission mechanism 44 and the secondary input gear 91 by the engagement of the reverse clutch 92. NS. At this time, the secondary shaft 55 rotates in the direction opposite to that when the vehicle is moving forward. On the other hand, even if the power input to the input shaft 41 is transmitted from the input shaft gear 81 to the primary input gear 82 and the primary input gear 82 rotates, the forward clutch 83 is released so that the primary input gear 82 becomes the primary shaft 54. It slips with respect to (primary shaft 54), and power is not transmitted to the primary shaft 54.

The power transmitted to the secondary shaft 55 is transmitted from the secondary output gear 102 to the output shaft 43 via the output shaft gear 101.

In a vehicle equipped with the speed change unit 1, it is possible to switch between a two-wheel drive state by the left and right rear wheels and a four-wheel drive state by the left and right front wheels and the rear wheels.

When the 4WD clutch 115 is released, as described above, the power (rotation) of the output shaft 43 is not transmitted to the first sprocket 112 and is not transmitted to the transmission shaft 111. On the other hand, the power of the output shaft 43 is transmitted to the propeller shaft, and is transmitted from the propeller shaft to the left and right rear wheels via the rear differential gear and the drive shaft. As a result, the left and right rear wheels serve as driving wheels, and the vehicle runs in a two-wheel drive state.

On the other hand, in the state where the 4WD clutch 115 is engaged, as described above, the power of the output shaft 43 is transmitted to the first sprocket 112, and the first sprocket 112 rotates. The rotation (power) of the first sprocket 112 is transmitted to the second sprocket 113 via the chain 114. As a result, the second sprocket 113 rotates in the same direction as the first sprocket 112, and the transmission shaft 111 rotates integrally with the second sprocket 113. The rotation of the transmission shaft 111 is transmitted to the left and right front wheels via the front differential gear and the drive shaft. On the other hand, the power of the output shaft 43 is transmitted to the propeller shaft, and is transmitted from the propeller shaft to the left and right rear wheels via the rear differential gear and the drive shaft. As a result, all the left and right front wheels and rear wheels serve as drive wheels, and the vehicle runs in a four-wheel drive state.

<Oil supply structure>
With reference to FIG. 1 again, a valve body 191 is provided at the bottom of the second transmission case 12. The valve body 191 is formed with a hydraulic circuit including various valves for controlling the supply of oil to each part of the transmission unit 1. This hydraulic circuit includes, for example, a linear solenoid valve 241. The linear solenoid valve 241 is arranged so as to straddle the inside and outside of the valve body 191. That is, the linear solenoid valve 241 includes a valve portion 242 having a port through which oil passes, and a solenoid portion 243 for accommodating a coil and a plunger for changing the opening degree of the port. The valve portion 242 is arranged in the valve body 191 and the solenoid portion 243 projects forward from the valve body 191. By arranging the solenoid portion 243 having a large body shape outside the valve body 191, the valve body 191 can be miniaturized.

A strainer 192 is provided at the bottom of the second transmission case 12. The strainer 192 includes a main body portion 193 arranged side by side with the valve body 191 and a pipe portion 194 extending from the main body portion 193 and having a tip portion thereof arranged below the valve body 191. Further, the oil pan 195 is fixed to the second transmission case 12 from the lower side with a plurality of bolts 196. The tip of the pipe portion 194 of the strainer 192 is located at the center of the oil pan 195, and the lower surface of the tip portion opens as an oil suction port 197 for sucking the oil stored in the oil pan 195. ing.

A suction force is generated by the rotation of the pump gear 48 of the oil pump 45, and the oil stored in the oil pan 195 is sucked into the pipe portion 194 from the oil suction port 197 by the suction force. The oil sucked into the pipe portion 194 flows through the pipe portion 194 toward the main body portion 193 and passes through the filter material provided in the main body portion 193. When the oil passes through the filter medium, the foreign matter contained in the oil is captured by the filter medium and the foreign matter is removed from the oil. The oil that has passed through the filter material is supplied to the valve body 191. Then, oil is supplied from the valve body 191 to each part such as the continuously variable transmission mechanism 42 that requires oil supply as hydraulic oil or lubricating oil.

The hydraulic circuit formed in the valve body 191 includes a clutch modulator valve that regulates and outputs the oil pressure (line pressure) of the oil supplied to the valve body 191 by the action of the oil pump 45 to the clutch modulator pressure. The second transmission case 12 is formed with a clutch modulator pressure oil passage 198 through which oil of the clutch modulator pressure output from the clutch modulator valve flows.

On the other hand, the adapter case 162 has a first oil passage forming portion 163 and a second oil passage forming portion 164 as shown in FIG.

The first oil passage forming portion 163 of the adapter case 162 extends below the adapter 161 in the axial direction, and its rear end portion extends in the axial radial direction. The front surface 174 of the first oil passage forming portion 163 is in contact with the rear surface 175 of the second transmission case 12. The first oil passage 176, the second oil passage 177, and the third oil passage 178 are formed in the first oil passage forming portion 163. The first oil passage 176 is an oil passage extending in the axial direction and is open (opened) at the front surface 174. The second oil passage 177 extends in the axial direction at the rear end portion of the first oil passage forming portion 163. The second oil passage 177 is opened on the lower surface of the first oil passage forming portion 163, and the opening is closed by screwing the bolt 179. The rear end of the first oil passage 176 is connected to an intermediate portion of the second oil passage 177, and the first oil passage 176 and the second oil passage 177 communicate with each other. The third oil passage 178 is an oil passage extending in the axial direction at the upper end of the rear end portion of the first oil passage forming portion 163. The front end of the third oil passage 178 is connected to the upper end portion of the second oil passage 177, and the second oil passage, 177, and the third oil passage 178 communicate with each other.

The second oil passage forming portion 164 of the adapter case 162 is provided on the upper side of the first oil passage forming portion 163 at intervals, and extends in the axial radial direction. The front end portion of the tubular member 135 is inserted into the substantially cylindrical connecting member 181 so as to be relatively rotatable. The connecting member 181 is formed with a fixing portion 182 extending in the axial direction of the shaft, and the connecting member 181 is fixed to the third transmission case 13 by a bolt 183 inserted through the fixing portion 182. The upper surface 184 of the second oil passage forming portion 164 is in contact with the peripheral surface of the connecting member 181. A fourth oil passage 185 and a fifth oil passage 186 are formed in the second oil passage forming portion 164. The fourth oil passage 185 is an oil passage extending in the axial direction, and is opened (opened) at the upper surface 184 of the second oil passage forming portion 164. The fifth oil passage 186 is an oil passage extending in the axial direction at the lower end portion of the second oil passage forming portion 164. The lower end of the fourth oil passage 185 is connected to the fifth oil passage 186, and the fourth oil passage 185 and the fifth oil passage 186 communicate with each other.

The first oil passage forming portion 163 and the second oil passage forming portion 164 are connected by a plate-shaped connecting portion 187. The valve body mounting surface 188 is formed as a flat surface straddling the rear surfaces of the first oil passage forming portion 163, the second oil passage forming portion 164, and the connecting portion 187. The third oil passage 178 and the fifth oil passage 186 are opened (opened) at the valve body mounting surface 188.

A connection port 199 is formed on the mating surface of the adapter case 162 of the second transmission case 12 with the first oil passage forming portion 163, that is, the rear surface 175 with which the front surface 174 of the first oil passage forming portion 163 abuts. The clutch modulator pressure oil passage 198 is connected to the connection port 199. Further, the opening of the first oil passage 176 formed on the front surface 174 of the first oil passage forming portion 163 is connected to the connection port 199. As a result, the clutch modulator pressure oil passage 198 communicates with the first oil passage 176 via the connection port 199. Therefore, the clutch modulator pressure oil supplied from the valve body 191 to the clutch modulator pressure oil passage 198 is supplied from the clutch modulator pressure oil passage 198 to the first oil passage 176 via the connection port 199, and is supplied to the first oil passage 176. Flows from to the second oil passage 177 and the third oil passage 178.

A sub-valve body 201 smaller than the valve body 191 is attached to the valve body mounting surface 188 of the adapter case 162 with a plurality of bolts 202 in a vertically extending state. The sub-valve body 201 is provided as a valve body dedicated to controlling the 4WD clutch 115, and the sub-valve body 201 is formed with a hydraulic circuit for controlling the oil pressure supplied to the 4WD clutch 115. This hydraulic circuit includes, for example, a linear solenoid valve 203. The linear solenoid valve 203 is arranged so as to straddle the inside and outside of the valve body 191. That is, the linear solenoid valve 203 includes a valve portion 204 having a port through which oil passes, and a solenoid portion 205 accommodating a coil and a plunger for changing the opening degree of the port. The valve portion 204 is arranged inside the sub-valve body 201, and the solenoid portion 205 is arranged outside the sub-valve body 201. By arranging the solenoid portion 205 having a large body shape outside the sub-valve body 201, the sub-valve body 201 can be miniaturized.

The sub-valve body 201 extends along the valve body mounting surface 188 of the adapter case 162, and the front surface facing the valve body mounting surface 188 is in contact with the valve body mounting surface 188. On the front surface, an inlet for taking in oil into the hydraulic circuit and an outlet for sending out oil from the hydraulic circuit are formed as openings, respectively. The inlet and outlet of the sub-valve body 201 are connected to the opening of the third oil passage 178 and the opening of the fifth oil passage 186 on the valve body mounting surface 188, respectively. As a result, the clutch modulator pressure oil flowing through the third oil passage 178 is supplied from the inlet of the sub valve body 201 to the hydraulic circuit in the sub valve body 201. By controlling the energization of the linear solenoid valve 203, the oil of the clutch modulator pressure supplied from the inlet of the sub-valve body 201 to the hydraulic circuit remains at the clutch modulator pressure or is depressurized from the clutch modulator pressure. It is sent out to the fifth oil passage 186 from the outlet of the sub valve body 201. The oil sent out to the fifth oil passage 186 flows into the fourth oil passage 185 from the fifth oil passage 186.

A clutch pressure supply oil passage 211 is formed between the output shaft 43 and the tubular member 135 by digging a shallow outer peripheral surface of the output shaft 43. The clutch pressure supply oil passage 211 extends in the axial direction and faces the position facing the upper surface 184 of the second oil passage forming portion 164 in the axial direction and the hydraulic chamber 155 of the 4WD clutch 115 in the axial direction. It straddles the position. Then, in the tubular member 135, a communication groove 218 is formed over the entire circumference at a position facing the opening of the fourth oil passage 185 formed on the upper surface 184 of the second oil passage forming portion 164 in the axial radial direction. At the same time, a first communication passage 212 for communicating the communication groove 218 and the clutch pressure supply oil passage 211 is formed. Further, the tubular member 135 is formed with a second communication passage 213 that communicates the hydraulic chamber 155 of the 4WD clutch 115 and the clutch pressure supply oil passage 211. Further, the connecting member 181 is formed with a connecting hole 219 for communicating the fourth oil passage 185 and the communication groove 218. Therefore, the oil flowing from the fifth oil passage 186 to the fourth oil passage 185 flows from the fourth oil passage 185 into the clutch pressure supply oil passage 211 through the connection hole 219, the communication groove 218 and the first communication passage 212. The clutch pressure supply oil passage 211 flows toward the second communication passage 213, and flows into the hydraulic chamber 155 of the 4WD clutch 115 through the second communication passage 213. As a result, the oil pressure (clutch pressure) obtained by adjusting the clutch modulator pressure in the hydraulic circuit (linear solenoid valve 203) of the sub valve body 201 is supplied to the hydraulic chamber 155 of the 4WD clutch 115.

Further, the output shaft 43 is formed with an axial oil passage 214 extending on the axial center thereof. Oil as lubricating oil is supplied from the valve body 191 to the axial oil passage 214. A plurality of distribution oil passages 215 and 216 are further formed on the output shaft 43. One end of each of the distribution oil passages 215 and 216 is connected to the axial oil passage 214 and communicates with the axial oil passage 214. The other ends of the distribution oil passages 215 and 216 are open on the outer peripheral surface of the output shaft 43. The tubular member 135 is formed with a lubricating oil passage 217 that communicates with the distribution oil passage 215. As a result, the oil flowing through the axial center oil passage 214 is supplied as lubricating oil to the 4WD clutch 115 via the distribution oil passage 215 and the lubricating oil passage 217. Further, the oil flowing through the shaft core oil passage 214 is supplied as lubricating oil around the output shaft 43 via the distribution oil passage 215.

<Fixed structure of linear solenoid valve>
FIG. 4 is a perspective view of the sub valve body 201. FIG. 5 is a view seen from the rear side of the sub valve body 201. FIG. 6 is a cross-sectional view of the sub-valve body 201 at the cross-sectional line AA shown in FIG.

The valve portion 204 of the linear solenoid valve 203 provided in the sub-valve body 201 has a configuration in which a spool (not shown) is movably housed in a cylindrical sleeve 251 in the direction of the center line of the sleeve 251. ..

A damping orifice 252 is formed in the sleeve 251 so as to penetrate in a radial direction orthogonal to the center line direction of the sleeve 251. A spring for urging the spool to the solenoid portion 205 side is housed in the sleeve 251, and the damping orifice 252 communicates with a spring housing chamber in which the spring is housed. The spool may vibrate in the center line direction due to fluctuations in the pressure of the oil flowing inside the linear solenoid valve 203, fluctuations in the current flowing in the coil of the solenoid portion 205, and the like. At this time, oil flows back and forth between the spring accommodating chamber and the outside of the sleeve 251 via the damping orifice 252, and the vibration of the spool is suppressed by the damping force generated when the oil passes through the damping orifice 252.

Further, the sleeve 251 is formed with a fixing pin insertion portion 253 as shown by a broken line in FIG. The fixing pin insertion portion 253 is formed as a through hole that does not pass through the inside of the sleeve 251 (the portion where the spool is housed), and extends in the same direction as the damping orifice 252.

A block-shaped valve support portion 254 is formed at the left end portion of the sub valve body 201. A step is formed on the upper surface of the valve support portion 254. That is, the upper surface of the valve support portion 254 has a first upper surface portion 255 having a rectangular shape in a plan view and a second upper surface portion 256 having a rectangular shape in a plan view formed at a position one step higher than the first upper surface portion 255. ing. The first upper surface portion 255 is provided on the relatively rear side, and the second upper surface portion 256 is provided on the relatively front side. The first upper surface portion 255 and the second upper surface portion 256 are connected by a stepped surface 257. The portion 261 approaching the stepped surface 257 from the first upper surface portion 255 is formed on a curved surface that is concavely curved toward the front lower side, and the portion 262 approaching the stepped surface 257 from the second upper surface portion 256 is convexly curved toward the rear upper side. It is formed on a curved surface. Further, the portion 263 that approaches the rear surface of the valve support portion 254 from the first upper surface portion 255 is formed on a curved surface that is convexly curved to the rear side, and the portion 264 that approaches the right side surface of the valve support portion 254 from the first upper surface portion 255. Is formed on a curved surface that is convexly curved to the upper right side. As a result, the first upper surface portion 255 is surrounded by curved surfaces 262,263,264 on the front side, the rear side, and the right side.

A sleeve support hole 271 is formed in the sub valve body 201 so as to penetrate in the left-right direction. The sleeve support hole 271 is circularly opened on the left side surface of the valve support portion 254.

Further, the sub valve body 201 is formed with a fixing pin insertion hole 272. The fixing pin insertion hole 272 penetrates vertically between the first upper surface portion 255 of the valve support portion 254 and the sleeve support hole 271. In the first upper surface portion 255, the fixing pin insertion hole 272 is circularly opened at a position slightly rearward and rightward from the center.

The valve portion 204 of the linear solenoid valve 203, that is, the sleeve 251 is inserted into the sleeve support hole 271 through an opening formed on the left side surface of the valve support portion 254. At this time, the damping orifice 252 of the sleeve 251 is directed upward. When the sleeve 251 is correctly attached to the sleeve support hole 271, the fixing pin insertion portion 253 of the sleeve 251 faces the fixing pin insertion hole 272 of the sub valve body 201 from below, and the fixing pin insertion hole 272 and the fixing pin insertion hole 272 are inserted. The portions 253 overlap vertically.

In this state, the fixing pin 273 (see FIG. 7) is inserted into the fixing pin insertion hole 272. The fixing pin 273 is inserted to a depth at which its tip portion passes through the fixing pin insertion hole 272 and enters the fixing pin insertion portion 253. As a result, the fixing pin 273 straddles the fixing pin insertion hole 272 and the fixing pin insertion portion 253, and the sleeve 251 is fixed to the sub valve body 201 in the center line direction (horizontal direction) and the circumferential direction of the sleeve 251. NS.

FIG. 7 is a cross-sectional view schematically showing the shape of the upper end portion of the fixing pin insertion hole 272.

After the fixing pin 273 is inserted into the fixing pin insertion hole 272, the portions adjacent to the front side and the rear side of the fixing pin insertion hole 272 in the first upper surface portion 255 of the valve support portion 254 are strongly pressed from above by the press tool 301. NS. In FIGS. 4 and 6, the pressed portion is shown with hatching. Due to this pressing, the inlet portion 274 on the first upper surface portion 255 side of the fixing pin insertion hole 272 is deformed so as to bulge inward of the fixing pin insertion hole 272. As a result, the inlet portion 274 of the fixing pin insertion hole 272 serves to prevent the fixing pin 273 from coming off, and the sleeve 251 is fixed to the sub valve body 201 in the center line direction and the circumferential direction by the fixing pin 273. Will be done.

Since the first upper surface portion 255 is surrounded by curved surfaces 262,263,264, when the portions adjacent to the front side and the rear side of the fixing pin insertion hole 272 in the first upper surface portion 255 of the valve support portion 254 are pressed. , The stress due to the pressing tends to be concentrated on the inlet portion 274 of the fixing pin insertion hole 272. Therefore, the inlet portion 274 of the fixing pin insertion hole 272 can be easily pressed (caulked) so as to have a shape that functions as a stopper for the fixing pin 273.

FIG. 8 is a bottom view (bottom view) of the left end portion of the valve body 191. FIG. 9 is a cross-sectional view of the valve body 191 at the cut plane line BB shown in FIG.

The configuration of the sleeve 251 of the linear solenoid valve 203 is also adopted in the sleeve 281 of the linear solenoid valve 241 provided in the valve body 191. That is, the sleeve 281 of the linear solenoid valve 241 provided in the valve body 191 is shared with the sleeve 251 of the linear solenoid valve 203, and as shown in FIG. 9, the sleeve 281 has a damping orifice extending in the same direction. A 282 and a fixing pin insertion portion 283 are formed.

A sleeve support hole 284 is formed in the valve body 191 so as to penetrate in the front-rear direction. The sleeve support hole 284 is circularly opened on the front surface of the valve body 191.

Further, the valve body 191 is formed with a fixing pin insertion hole 285. The fixing pin insertion hole 285 penetrates vertically between the upper surface of the valve body 191 and the sleeve support hole 284.

The sleeve 281 of the linear solenoid valve 241 is inserted into the sleeve support hole 284 through an opening formed in the front surface of the valve body 191. At this time, the damping orifice 282 of the sleeve 281 is directed upward. When the sleeve 281 is correctly mounted in the sleeve support hole 284, the fixing pin insertion portion 283 of the sleeve 281 faces the fixing pin insertion hole 285 of the valve body 191 from below, and the fixing pin insertion hole 285 and the fixing pin insertion portion 283 overlaps one above the other.

In this state, the fixing pin 286 is inserted into the fixing pin insertion hole 285. The fixing pin 286 is inserted to a depth at which its tip portion passes through the fixing pin insertion hole 285 and enters the fixing pin insertion portion 283. As a result, the fixing pin 286 straddles the fixing pin insertion hole 285 and the fixing pin insertion portion 283, and the sleeve 281 is fixed to the valve body 191 in the center line direction (front-back direction) and the circumferential direction of the sleeve 281. ..

Valve body plates 287 are stacked and joined to the upper surface of the valve body 191. As a result, the valve body plate 287 serves to prevent the fixing pin 286 from coming off, and the fixing pin 286 keeps the sleeve 281 fixed to the valve body 191 in the center line direction and the circumferential direction.

<Effect>
As described above, the sleeve 251 of the linear solenoid valve 203 is formed with the damping orifice 252 penetrating in the radial direction orthogonal to the center line direction of the sleeve 251. Further, the sleeve 251 is formed with a fixing pin insertion portion 253 extending in the same direction as the damping orifice 252.

A sleeve support hole 271 is formed in the sub valve body 201. The sleeve 251 of the linear solenoid valve 203 is inserted into the sleeve support hole 271 with the damping orifice 252 facing upward. Further, in the sub-valve body 201, a fixing pin insertion hole 272 is formed so as to penetrate between the surface of the sub-valve body 201 and the sleeve support hole 271. In a state where the sleeve 251 of the linear solenoid valve 203 is inserted into the sleeve support hole 271, the fixing pin insertion hole 272 overlaps with the fixing pin insertion portion 253 of the solenoid in the radial direction.

The fixing pin 273 inserted from the fixing pin insertion hole 272 is arranged so as to straddle the fixing pin insertion hole 272 and the fixing pin insertion portion 253. As a result, the sleeve 251 is fixed to the sub valve body 201 in the center line direction and the circumferential direction.

The inlet portion 274 on the surface side of the sub-valve body 201 in the fixing pin insertion hole 272 is deformed so as to bulge inward of the fixing pin insertion hole 272. As a result, the deformed inlet portion 274 functions as a stopper for the fixing pin 273 from the fixing pin insertion hole 272, and the sleeve 251 is maintained in a state of being fixed to the sub valve body 201 in the center line direction and the circumferential direction. Will be done.

In the horizontally placed valve body 191 in which the valve body plate 287 is stacked on the upper surface, the sleeve 281 formed with the fixing pin insertion portion 283 extending in the same direction as the damping orifice 282 is provided in the sleeve support hole 284 formed in the valve body 191. The damping orifice 282 is inserted upward. Therefore, the valve body 191 is formed with a fixing pin insertion portion 283 penetrating between the upper surface thereof and the sleeve support hole 284, and the fixing pin insertion hole 285 and the fixing pin insertion portion 283 are formed from the fixing pin insertion hole 285. The fixed pins 286 to be inserted are arranged so as to straddle them. The valve body plate 287 stacked on the upper surface of the valve body 191 functions as a stopper for the fixing pin 286 from the fixing pin insertion hole 285. As a result, the sleeve 281 can be fixed to the valve body 191 in the center line direction and the circumferential direction, and the fixed state can be maintained.

Therefore, the configuration of the sleeves 251, 281 can be made common between the linear solenoid valve 203 provided in the vertically installed sub valve body 201 and the linear solenoid valve 241 provided in the horizontally installed valve body 191. Since the valve body 191 is shared by the 2WD vehicle and the 4WD vehicle and the sub valve body 201 is used by the 4WD vehicle, the sleeves 251,281 are shared by the 2WD vehicle and the 4WD vehicle. As a result, it is possible to eliminate the need to individually set the sleeves 251,281 for the 2WD vehicle and the 4WD vehicle, and it is possible to reduce the development cost and the manufacturing cost of the sleeves 251,281.

<Modification example>
Although one embodiment of the present invention has been described above, the present invention can also be implemented in other embodiments.

For example, in the above-described embodiment, the transmission unit 1 mounted on the FR-based 4WD vehicle is taken up as an example of the power transmission device according to the present invention, but the present invention is based on FF (front engine / front drive). It can also be applied to a power transmission device mounted on a part-time 4WD vehicle. Further, the present invention may be applied to a power transmission device mounted on a part-time 4WD vehicle based on RR (rear engine / rear drive).

In addition, various design changes can be made to the above-mentioned configuration within the scope of the matters described in the claims.

201: Sub valve body (valve body)
203: Linear solenoid valve (solenoid valve)
251: Sleeve 252: Damping orifice 253: Fixing pin insertion part 271: Sleeve support hole 272: Fixing pin insertion hole 273: Fixing pin 274: Inlet part

Claims (1)

A spool is movably housed in the cylindrical sleeve in the direction of the center line of the sleeve, and a damping orifice is formed in the sleeve so as to penetrate in a radial direction orthogonal to the center line direction, and is the same as the damping orifice. A fixing pin insertion portion extending in the direction has a structure for fixing the solenoid valve formed on the sleeve to the valve body.
A sleeve support hole and a fixing pin insertion hole are formed in the valve body.
The sleeve is inserted into the sleeve support hole with the damping orifice facing upward.
The fixing pin insertion hole penetrates between the surface of the valve body and the sleeve support hole.
A fixing pin inserted from the fixing pin insertion hole is arranged so as to straddle the fixing pin insertion hole and the fixing pin insertion portion.
A fixing structure in which the inlet portion of the fixing pin insertion hole on the surface side of the valve body is deformed so as to bulge inside the fixing pin insertion hole.

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