JP3110486B2 - Automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission, and more particularly to an FF (front engine front drive) vehicle in which torque from a main transmission is transmitted to a final gear via an auxiliary transmission and an auxiliary output gear. Automatic transmission for a vehicle.

[0002]

2. Description of the Related Art Conventionally, it has been widely practiced to add a sub-transmission to a main transmission in order to increase the number of gears of an automatic transmission.

For example, Japanese Patent Application Laid-Open No. 2-51647 discloses that a three-speed forward main transmission in which a main transmission groove is arranged on an input shaft aligned with an engine crankshaft is positioned parallel to the input shaft. The countershaft is provided with a sub-transmission groove capable of switching between a direct connection stage and a reduction stage, and a counter drive gear for transmitting power from the main transmission groove to the sub-transmission groove, and a counter driven gear in the axial direction of the device. An automatic transmission arranged in a central part is shown. This further arranges a planetary gear device to which the output is inputted adjacent to the counter driven gear, integrally forms a carrier cover of the planetary gear device with the counter shaft, and
An output gear connected to the final drive device across the counter driven gear is provided on the counter shaft.

[0004]

However, in such a conventional apparatus, the diameter of the countershaft must be determined in order to secure the strength, and the input portion to the countershaft, that is, the countershaft is formed integrally. Carrier cover part, output part of counter shaft,
In other words, because the distance between the shaft and the output gear is short,
The torsional rigidity of the shaft becomes very large. As a result, when torque is transmitted from the countershaft to the final drive device via the output gear and the final gear meshing with the output gear, there is a problem that noise is inevitable.

An object of the present invention is to solve such a conventional problem and to provide an automatic transmission capable of preventing generation of noise and reducing the overall size.

[0006]

In order to achieve the above object, the present invention provides a method for transmitting torque from a main transmission to an auxiliary transmission,
An output from the auxiliary transmission is input, and a shaft engaged with the auxiliary output gear via a shaft rotatably supported by a transmission case by a bearing with a bearing and an auxiliary output gear provided on the shaft. in automatic transmission so as to transmit the Narugia, before
The input torque is coupled to the coupling of the shaft from which the torque is output.
Of the bearing formed integrally with the auxiliary output gear.
The position of the part to be coupled provided on the inner ring is
The position of the meshing part with the final gear
Separated from the side where the output of the auxiliary transmission is input
It is characterized by being in a direction . Also, the engine output shaft
The main input shaft to which the torque is transmitted, and the axis of the main input shaft
Planetary gear set and clutch arranged on a rotation axis concentric with
And a main transmission comprising a brake and
Main output gear that outputs torque, facing the main input shaft
And both ends are rotated by bearings in the transmission case.
A shaft rotatably supported, and the main output gear disposed on the shaft.
A sub-input gear that meshes with a
Automatic transmission having an auxiliary output gear meshing with a gear
The shaft is provided on one end side of the shaft and the auxiliary input gear is provided.
An input part for inputting torque from the shaft, and the other end of the shaft
And when it is coupled to the coupled portion of the sub output gear
And a coupling section for outputting torque from the input section.
Meshing between the auxiliary output gear and the final gear
The position along the axis direction of the shaft in the section is the input section.
And a coupling portion of the shaft and a coupling portion of the auxiliary output gear.
It is characterized by being in between. Further, the bearing
Are connected to the connected portion of the auxiliary output gear and the connected portion of the shaft.
May be arranged on the outer peripheral portion of the vehicle.

[0007]

According to the present invention, the input torque is output.
And is formed integrally with the auxiliary output gear
The position of the connected part provided on the inner ring of the bearing
More on the axis than the position of the meshing part between the force gear and the final gear
Separated from the side where the output of the auxiliary transmission is input
Direction, the torsion length of the shaft is reduced without increasing the shaft length.
It is longer than the conventional device. Therefore, the torsional rigidity of the shaft is low.
Noise is prevented, and the transmission
Impact is achieved.

Therefore, generation of noise is reduced.

[0009]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIGS. 1 and 2 show an automatic transmission of five forward speeds and one reverse speed for an FF vehicle to which the present invention is applied.

In the automatic transmission according to the present embodiment, a main transmission 100 having four forward speeds and an auxiliary transmission 200 capable of switching between a high speed stage and a low speed stage are arranged such that their rotation axes are parallel to each other. It is configured.

Here, since the basic structure of the power transmission groove in the main transmission 100 is known, only the outline thereof will be described with reference to the skeleton diagram of FIG. The power transmission mechanism includes a main input shaft I _M through which torque from an engine output shaft is transmitted via a torque converter (not shown), and a hollow main output shaft O _M.
Preparative has the concentric axis of rotation, the both axes I _M and O on _M first planetary gear set G1, second planetary gear set G2, the first clutch C1, second clutch C2, third clutch C3 , 4th clutch
C4, a first brake B1, a second brake B2, a first one-way clutch OWC1, and a second one-way clutch OWC2 are arranged.

The first planetary gear set G1 includes a sun gear S1, an internal gear R1, and a pinion carrier PC1 that supports a pinion P1 that meshes with both gears S1 and R1 simultaneously. G2 also includes a sun gear S2, an internal gear R2, and a pinion carrier PC2 that supports a pinion P2 that meshes with both gears S1 and R1 at the same time.

The above-mentioned components are connected as shown in FIG. 1 to form first to fourth clutches C1 to C4.
And the first brake B1 and the second brake B2 (the first and second one-way clutches OWC1 and OWC2) are shown in FIG.
(See section "Brief description of the drawings" for a view of this figure.) By operating in various combinations, as shown in the drawings, the elements of the first and second planetary gear sets G1 and G2 ( S1, S2, R1, R2, the rotational state of PC1 and PC2) can be changed, thereby, the main output shaft O _M with respect to the rotational speed of the main input shaft I _M, thus attached integrally to the main output shaft O _M The rotation speed of the main output gear _OGM can be varied.

Next, the power transmission mechanism in the auxiliary transmission 200 is also, as shown as a skeleton view in FIG. 1, a main output gear O sub input gear rotation force is transmitted from the _GM I _GS, final drive device and an auxiliary output shaft O _S for transmitting a driving force to the secondary output gear O _GS to the ring gear and meshes.
Further, the sub-output shaft O _S third planetary gear set on the G3, fifth clutch C5, third brake B3, and the third one-way clutch OWC3 is disposed.

The third planetary gear set G3 is composed of a sun gear S3, an internal gear R3, and a pinion carrier PC3 that supports a pinion P3 that meshes with both gears S3 and R3 at the same time. Pinion carrier PC3 are always connected and the secondary output shaft O _S. The auxiliary input gear _IGs is an internal gear
The pinion carrier PC3 is always connected to R3.
The sun gear S3 can be connected to the sun gear S3 via the clutch C5, and the sun gear S3 can be fixed to the stationary portion by the third brake B3 or the third one-way clutch OWC3.

Thus, as is apparent from FIG. 3, when the main transmission 100 is in the first to third speed states, the auxiliary transmission 20
0, the fifth clutch C5 is released and the third clutch C5 is released.
By the brake B3 is engaged except in the case of predetermined conditions, the sun gear S3 is fixed with respect to the stationary portion becomes the low speed stage state secondary output shaft O _S is driven through the pinion carrier PC3, in this state Thus, the first to third speed ratios associated with the shift of the main transmission 100 can be obtained.

Further, from the third speed state to the fourth speed and the fifth speed
To obtain the speed state, the third brake B3 is released and the fifth clutch C5 is engaged to upshift the auxiliary transmission 200 to the direct connection state, and at the same time, the main transmission 100 is shifted to the third speed and the overdrive state, respectively. What is necessary is just to be in the state of.

Next, the auxiliary transmission 200 shown in the above-described skeleton diagram will be described.
An embodiment in which the power transmission mechanism is actually configured as an actual machine will be described with reference to FIG.

In the figure, reference numeral 300 denotes a main transmission 100 and a sub transmission 200 connected to the aforementioned torque converter T / C.
Is a body case as a transmission case in which is disposed and accommodated.

Reference numeral 202 denotes an auxiliary input gear (I _GS ) that meshes with the main output gear 101. The auxiliary input gear 202 has a cylindrical hub portion 202A, and bearings 203 and 203 are interposed on the inner peripheral portion thereof.
It is supported rotatably. The auxiliary input gear 202 has a disc member 204 at the end of the cylindrical hub portion 202A.
Is press-fitted and fixed.

[0022] secondary output shaft 206 (O _S), the flat portion 206B is provided with a spline groove 206A is formed at one end. The auxiliary output gear 208 (O _GS ) is formed integrally with the inner ring 209A of the bearing 209, and a spline groove 209B is formed on the inner peripheral side of the inner ring 209A. Thus, this inner ring
209A spline groove 209B is the spline groove of sub output shaft 206
While being connected to 206A, the inner peripheral surface of the sub output gear 208 is fitted to the flat portion 206B. In addition, the outer ring of the bearing 209
209C is press-fitted and supported in main body case 300. The auxiliary output gear 208 and the ring-shaped final gear 210 meshing with the auxiliary output gear 208 constitute the final reduction gear of the final drive device, and transmit the driving force to the differential gear.

A sub-output shaft 206 having a spline-connected bearing inner ring 209A integral with the sub-output gear 208 at one end.
The other end has a bearing hole, and is rotatably supported by a cylindrical support member 212 fixed to the main body case 300 with a bolt 308.

Further, the outer periphery of the disk member 204 is integrally connected to an internal gear 216R (R3) which is one of the components of the third planetary gear set 216 (G3), and the sun gear 21
6S is loosely fitted on the outer periphery of the auxiliary output shaft 206. Further, a pinion carrier 216PC (PC3) supporting a pinion 216P (P3) meshing with the internal gear 216R and the sun gear 216S.
Are fitted and connected to the sub output shaft 206 described above. The pinion carrier 216PC and the sun gear 216S can be connected via a fifth clutch 218 (C5).

That is, a parking gear 220 is fixed to the pinion carrier 216PC, and
A cylindrical holding member 218A for slidably holding the multiple disc friction engagement element of the fifth clutch 218 is fixed to 220. On the other hand, the drum member 218B for slidably holding the multi-plate friction engagement element of the fifth clutch 218 is also a cylindrical support member.
212 is rotatably supported, and one end thereof is engaged with an extension of the sun gear 216S. The drum member 21
As is well known, a piston 218C, a return spring 218D, and a spring retainer 218E for pressing the multi-plate frictional engagement element are housed in 8B. Further, the drum member 218B
Brake band 22 that constitutes third brake B3
2 are provided. The tubular support member 212 forms an inner race of the third one-way clutch 224 (OWC3). The outer race 224A of the third one-way clutch 224 is connected to the drum member 218B of the fifth clutch 218.

In this embodiment having the above-described structure, the shifting operation of each stage is performed by operating each component in the combination shown in FIG. 3 as already described with reference to the skeleton diagram of FIG. Needless to say, the operation of the auxiliary transmission 200 will be further described, while avoiding redundant description.

In the auxiliary transmission 200, when the main transmission 100 is in the first to third speeds and in the reverse state, the auxiliary output shaft 20
The fifth clutch 21 that can connect the pinion carrier 216 PC connected to the second planetary gear set 6 and the sun gear 216S of the third planetary gear set 216.
8 is in the released state. In addition, the brake band 222 is in a tightened state, and the drum member 218B and the sun gear 216S with which the end of the drum member 218B meshes are fixed. Therefore, in the auxiliary transmission 200, the auxiliary input gear
The rotational force input to 202 is transmitted to the sub output shaft 206 in the underdrive state via the disk member 204, the internal gear 216R integrally connected to the disk member 204, and the pinion carrier 216PC. The third one-way clutch OW
C3 is activated only when the vehicle is accelerating.

In the fourth and fifth speeds, the brake band 222 is released and the fifth clutch 218 is engaged. Then, the pinion carrier 216PC and the sun gear 216S are directly connected via the fifth clutch 218 to be in a directly connected state.

In any of the above cases, torque is input to the sub output shaft 206 from the pinion carrier 216PC, and the torque is transmitted to the spline groove 206A as a coupling portion.
Through the connection with the spline groove 209B as the connected portion
After being input to the right end of the bearing inner ring 209A Te, which the output from the integral secondary output gear 208. Therefore,
The spline groove 206A and the spline groove 209B
Of the auxiliary output gear 208 is
Since it is located on the bearing inner ring 209A side, the auxiliary output shaft 20
6 is simply sub output gear 208 to the final gear 210
Since the torsional length can be increased as compared with outputting from a portion facing the meshing position, the torsional rigidity can be significantly reduced, and generation of noise in the final gear 210 is prevented.

[0030]

As is apparent from the above description, according to the present invention, the coupling portion of the shaft from which the input torque is output is provided.
Of the bearings that are combined and formed integrally with the secondary output gear
The position of the connected part provided on the wheel is
Auxiliary transmission on shaft rather than position of meshing part with null gear
The shaft is in a direction away from the input side of the
Without increasing the length, the torsional length of the shaft is
To the extent that the torsional rigidity of the shaft is reduced and noise is prevented.
Longer transmission and compact transmission
can do.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an embodiment of the present invention.

FIG. 2 is a sectional view showing one embodiment of the present invention.

FIG. 3 is a diagram showing an operation state of each element of the embodiment of the present invention. In FIG. 3, ○ indicates the operation. However, △ means that it operates only when the first speed is selected by manual operation, and □ means that it operates only during coasting.

[Explanation of symbols]

100 Main transmission I _M Main input shaft O _M Main output shaft O _GM Main output gear 200 Sub transmission 202 (I _GS ) Sub input gear 206 (O _S ) Sub output shaft 208 (O _GS ) Sub output gear 209 Bearing 209A Bearing inner ring 216 (G3) Third planetary gear set 218 (C3) Fifth clutch 222 (B3) Brake band (third brake) 224 (OWC3) Second one-way clutch 300 Body case

Claims (3)

(57) [Claims] 1. A torque transmission from a main transmission is transmitted to an auxiliary transmission.
An output from the auxiliary transmission is input, and a shaft engaged with the auxiliary output gear via a shaft rotatably supported by a transmission case by a bearing with a bearing and an auxiliary output gear provided on the shaft. In an automatic transmission configured to transmit to a null gear, the input torque is coupled to a coupling portion of the shaft from which the torque is output.
And the bearing formed integrally with the auxiliary output gear
The position of the coupled portion provided on the inner ring of the
More than the position of the meshing part with the final gear
Separated from the side where the output of the auxiliary transmission is input
Automatic transmission, characterized in that in the direction that. 2. A main transmission comprising a main input shaft to which a torque from an engine output shaft is transmitted, a planetary gear set, a clutch and a brake disposed on a rotation axis concentric with the axis of the main input shaft; A main output gear for outputting torque from the main transmission, a shaft disposed opposite to the main input shaft and having both ends rotatably supported by bearings in a transmission case, and a main output gear disposed on the shaft. In an automatic transmission having a sub-input gear meshing with an output gear and a sub-output gear arranged on the shaft and meshing with a final gear, the shaft is provided at one end of the shaft and receives torque from the sub-input gear. An input portion, and a coupling portion provided on the other end side of the shaft and coupled to a coupled portion of the sub output gear and outputting a torque from the input portion. The final gear Position along the shaft in the axial direction in the engaging portion of the automatic transmission, characterized in that between the coupling portion and the coupled parts of the sub output gear of the shaft and the input unit. 3. The automatic transmission according to claim 1, wherein the bearing is disposed on an outer peripheral portion of a coupling portion of the auxiliary output gear and a coupling portion of the shaft.