JP6369480B2 - Powertrain structure - Google Patents

Description

  The present invention belongs to a technical field related to a power train structure including a power source and a speed change mechanism.

  Generally, a power provided with a power source (for example, an engine, an electric motor, etc.) mounted on a vehicle and a speed change mechanism provided on a power transmission path between the power source and a wheel (drive wheel) of the vehicle. In the train structure, a fluid transmission device (torque converter) for transmitting power from the power source to the input shaft of the speed change mechanism is usually disposed on a power transmission path between the power source and the speed change mechanism. (For example, refer to Patent Document 1).

JP 2003-207036 A

  By the way, in the power train structure as described above, when the characteristics of the power source are changed, the structure of the transmission mechanism is also changed according to the change. In particular, when the power source is changed from a low-rotation power source operated at a low rotation to a high-rotation power source operated at a high rotation, the transmission mechanism designed for the low-rotation power source has a high rotation power. The configuration is changed so as to obtain a gear ratio corresponding to the power source, or the rotating member is changed so that durability corresponding to high rotation can be obtained (so that the allowable rotational speed is increased). Such a change of the speed change mechanism requires a considerable amount of time and labor.

  Therefore, even when the power source is changed from the low rotational power source to the high rotational power source, the power transmission path between the power source and the transmission mechanism is not required to change the configuration of the transmission mechanism. In addition, it is conceivable to add a reduction mechanism that decelerates the output of the power source to reduce the rotational speed input to the transmission mechanism.

  However, since the fluid transmission device is disposed on the power transmission path between the power source and the transmission mechanism in the space between the power source and the transmission mechanism, the speed reduction mechanism as described above. In the case where the power train is added, it is necessary to increase the space by the speed reduction mechanism, and there is a problem that the power train becomes long, particularly in the direction in which the power transmission shaft in the power train extends.

  The present invention has been made in view of such points, and an object of the present invention is to configure the speed change mechanism even when the power source is changed from a low rotational power source to a high rotational power source. This is to minimize the change of the power train and to suppress the enlargement of the power train.

In order to achieve the above object, according to the present invention, a power train including a power source mounted on a vehicle and a speed change mechanism provided on a power transmission path between the power source and the wheels of the vehicle. For the structure, a fluid transmission device for transmitting power from the power source to the input shaft of the transmission mechanism is not disposed on the power transmission path between the power source and the transmission mechanism. Provided on a power transmission path between the power source and the transmission mechanism in the space between the power source and the transmission mechanism, decelerates the output of the power source and transmits power to the input shaft of the transmission mechanism A speed reduction mechanism, a connection / disconnection means provided on a power transmission path between the power source and the speed reduction mechanism, for connecting / disconnecting a power transmission path between the power source and the speed reduction mechanism, and the power source The connection / disconnection on the power transmission path with the speed reduction mechanism A one-way clutch that is provided in parallel with the stage and allows only power transmission from the power source side to the speed reduction mechanism side; and a power transmission path between the speed reduction mechanism and the speed change mechanism; And an oil pump that is driven by the rotation of the input shaft as a hydraulic pressure generating source for the speed change mechanism .

  With the above configuration, since the fluid transmission device is not disposed on the power transmission path between the power source and the speed change mechanism, the power source and the speed change can be performed with respect to the conventional power train in which the fluid transmission device is disposed. It is possible to easily dispose the speed reduction mechanism without increasing the space between the mechanisms. In addition, by providing a speed reduction mechanism, even when the power source is changed from a low rotational power source to a high rotational power source, the rotational speed input to the transmission mechanism is the same as that of the low rotational power source. Therefore, it is not necessary to change the configuration of the speed change mechanism, or even if there is a change, the change can be minimized.

Furthermore , the power source can be stopped by disconnecting the power transmission path by the connecting / disconnecting means while the vehicle is traveling. As a result, for example, during downhill traveling or low speed traveling The power source can be stopped. In addition, since the size of the speed reduction mechanism is usually considerably smaller than that of the fluid transmission device, the space between the power source and the speed change mechanism is not increased as compared with the conventional power train provided with the fluid transmission device. However, in addition to the speed reduction mechanism, connection / disconnection means can be provided.

Furthermore , even if the power transmission path is disconnected by the connecting / disconnecting means, power transmission from the power source to the speed reduction mechanism is performed by the one-way clutch, so that the power source is stopped when the vehicle is stopped and the connecting / disconnecting means is used. If the power source is operated while the power transmission path is disconnected, the oil pump can be immediately operated to supply the necessary hydraulic pressure to the transmission mechanism.

In one embodiment of the power train structure , a differential mechanism is provided on a power transmission path between the speed change mechanism and the wheels, and the differential mechanism is disposed in a space between the speed reduction mechanism and the speed change mechanism. positioned.

  Thereby, a differential mechanism can be arrange | positioned in the same position as the conventional power train by which the fluid transmission apparatus was arrange | positioned.

In the power train structure, a differential mechanism is provided on a power transmission path between the speed change mechanism and the wheels, and the differential mechanism is located in a space between the speed reduction mechanism and the speed change mechanism. The oil pump is preferably located in a space between the differential mechanism and the transmission mechanism.

  As a result, the oil pump driven by the output of the speed reduction mechanism can be arranged with high space efficiency.

  When the differential mechanism is provided as described above, the differential mechanism is a rear differential mechanism or a front differential mechanism.

When the differential mechanism is particularly rear differential mechanism, becomes good weight balance in the front-rear direction of the vehicles is particularly advantageous for sports type vehicles.

As described above, according to the power train structure of the present invention, the fluid transmission device that transmits power from the power source to the input shaft of the transmission mechanism is provided on the power transmission path between the power source and the transmission mechanism. A speed reduction mechanism is provided on a power transmission path between the power source and the speed change mechanism in a space between the power source and the speed change mechanism, and the power source, the speed reduction mechanism, On the power transmission path between the power source and the speed reduction mechanism, a connection means for connecting and disconnecting the power transmission path is provided, and on the power transmission path between the power source and the speed reduction mechanism, A one-way clutch that allows only power transmission from the power source side to the speed reduction mechanism side is provided in parallel with the connection / disconnection means, and the speed change mechanism is provided on a power transmission path between the speed reduction mechanism and the speed change mechanism. By rotating the input shaft Is the, by the oil pump as a hydraulic generating source for the speed change mechanism is provided, a power source, even when it is changed from the low rotational power source to a high rotational power source, the configuration of the transmission mechanism Can be minimized, and an increase in the size of the power train can be suppressed. Moreover, a power source can be stopped by making the power transmission path into a disconnected state by the connecting / disconnecting means. Further, when the power source is stopped when the vehicle is stopped and the power transmission path is disconnected by the connecting / disconnecting means, if the power source is operated, the oil pump is operated immediately, which is necessary for the transmission mechanism. Hydraulic pressure can be supplied.

1 is a plan view schematically showing a vehicle to which a powertrain structure according to Embodiment 1 of the present invention is applied. It is the schematic side view (skeleton figure) which looked at the powertrain from the vehicle left side. FIG. 3 is a view corresponding to FIG. FIG. 6 is a view corresponding to FIG.

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

(Embodiment 1)
FIG. 1 schematically shows a vehicle 1 to which a powertrain structure according to Embodiment 1 of the present invention is applied. The vehicle 1 is an FF vehicle, and the front wheel 2 is a driving wheel driven by an engine 11 as a power source mounted on the front portion of the vehicle 1, and the rear wheel 3 is a driven wheel.

  The vehicle 1 is provided with a power train 10 having the engine 11 and a speed change mechanism 12 provided on a power transmission path between the engine 11 and a front wheel 2 (drive wheel) of the vehicle 1. In the present embodiment, the speed change mechanism 12 is also provided at the front portion of the vehicle 1 (the vehicle rear side of the engine 11), like the engine 11.

  On the power transmission path between the engine 11 and the transmission mechanism 12, a fluid transmission device such as a torque converter that transmits power from the engine 11 to the input shaft 13 (described in FIG. 2) of the transmission mechanism 12 is disposed. It has not been.

  In this embodiment, the engine 11 is an in-line four-cylinder engine, and a crankshaft 11a (described in FIG. 2) that is an output shaft of the engine 11 is a vertical engine that extends in the vehicle front-rear direction. The engine 11 may be any engine, and an electric motor may be provided as a drive source instead of the engine 11.

  In this embodiment, the speed change mechanism 12 is a speed change mechanism for an automatic transmission that achieves eight forward speeds and one reverse speed. Although the detailed configuration is omitted, a plurality of planetary gear sets and a plurality of friction engagement elements (for example, 4 planetary gear sets and 5 frictional engagement elements (brake and clutch)). The transmission mechanism 12 is accommodated in the transmission case 14. The input shaft 13 of the speed change mechanism 12 also extends in the vehicle longitudinal direction, and the plurality of planetary gear sets and the plurality of frictional engagement elements are arranged coaxially with the input shaft 13.

  An output gear 15 as an output portion of the speed change mechanism 12 is disposed coaxially with the input shaft 13 at the vehicle rear side portion of the speed change mechanism 12. The output gear 15 is connected to a rotating element of one planetary gear set among the plurality of planetary gear sets. The output gear 15 meshes with a first transmission gear 17 that is fixed to the vehicle rear end of a transmission shaft 18 that extends in the vehicle front-rear direction in parallel with the input shaft 13. The front end portion of the transmission shaft 18 protrudes from the transmission case 14 into a housing 22 (described later) at the connecting portion 21 located on the front side of the vehicle, and a second transmission gear 19 formed of a bevel gear is provided at the protruding portion. It is fixed to rotate integrally.

  The connecting portion 21 is located in a space between the engine 11 and the speed change mechanism 12 and connects the engine 11 and the speed change mechanism 12. The connecting portion 21 constitutes the power train 10 together with the engine 11 and the speed change mechanism 12. The connecting portion 21 includes a housing 22 fixed to the engine 11 and the transmission case 14 on the front side and the rear side of the vehicle, respectively, and the second transmission gear 19 is accommodated in the housing 22.

  The second transmission gear 19 meshes with a diff ring gear 25 of a front differential mechanism 24 provided in the housing 22 of the connecting portion 21. A differential case 26 is fixed to the differential ring gear 25, and the differential ring gear 25 and the differential case 26 are supported by the housing 22 so as to be rotatable about a central axis of the differential ring gear 25 extending in the vehicle width direction. Yes.

  In the differential case 26, two differential pinion gears 27 and two differential side gears 28 arranged concentrically with the differential ring gear 25 are disposed. Each differential pinion gear 27 is rotatably supported by a shaft portion fixed to the differential case 26 and meshes with two differential side gears 28. Each differential pinion gear 27 is configured to rotate about the central axis of the differential ring gear 25 together with the differential case 26 and to rotate about the shaft portion. Each differential pinion gear 27 transmits the rotation to the two differential side gears 28 when the differential case 26 rotates about the central axis of the differential ring gear 25. At this time, if the loads applied to the two differential side gears 28 are the same, the differential pinion gear 27 does not rotate, and the rotation of the differential case 26 is transmitted to the two differential side gears 28 at the same rotational speed. As the differential pinion gear 27 rotates, the differential rotation is transmitted to the two differential side gears 28.

  The two differential side gears 28 are respectively connected to left and right front wheel drive shafts 29 disposed concentrically with the differential side gear 28. The left and right front wheel drive shafts 29 extend in the vehicle width direction and extend to the left and right front wheels 2 respectively. Respectively. Thus, the power generated in the output gear 15 is transmitted to the front wheels 2 of the vehicle 1 via the front differential mechanism 24.

  As shown in FIG. 2, the output (output rotation) of the engine 11 is decelerated on the power transmission path between the engine 11 and the speed change mechanism 12 in the connecting portion 21 (in the housing 22). A speed reduction mechanism 41 that transmits power to the shaft 13 is provided. In this embodiment, the speed reduction mechanism 41 is constituted by a single pinion type planetary gear set.

  Specifically, the speed reduction mechanism 41 includes a sun gear 43 that is always fixed to the housing 22 and an input shaft 13 of the speed change mechanism 12 (projecting from the speed change case 14 of the speed change mechanism 12 to the vehicle front side and extending to the position of the speed reduction mechanism 41. And a ring gear 45 connected to a crankshaft 11a of the engine 11 (more specifically, a one-way clutch 52 described later). The carrier 44 is provided with a single pinion 46. As a result, the output rotation of the engine 11 input from the engine 11 to the ring gear 45 is decelerated and output from the carrier 44.

  The speed reduction mechanism 41 is located on the vehicle front side of the front differential mechanism 24 in the connecting portion 21 (inside the housing 22). In other words, the front differential mechanism 24 is located in the space between the speed reduction mechanism 41 and the speed change mechanism 12.

  In the present embodiment, as shown in FIG. 2, the power between the engine 11 and the speed reduction mechanism 41 is on the power transmission path between the engine 11 and the speed reduction mechanism 41 in the connecting portion 21 (in the housing 22). A connection / disconnection clutch 51 as connection / disconnection means for connecting / disconnecting the transmission path and a one-way clutch 52 that allows only power transmission from the engine 11 side to the speed reduction mechanism 41 side are provided in parallel.

  The connection / disconnection clutch 51 is engaged by supplying hydraulic pressure (oil) from the oil pump 55 provided on the power transmission path between the speed reduction mechanism 41 and the speed change mechanism 12 to the engagement chamber of the connection / disconnection clutch 51. Thus, while the power transmission path between the engine 11 and the speed reduction mechanism 41 is in a connected state, the engine 11 and the speed reduction mechanism 41 are brought into a non-fastened state due to the discharge of hydraulic pressure (oil) from the fastening chamber. The power transmission path of is cut off.

  The oil pump 55 is provided as a hydraulic pressure generation source for the speed change mechanism 12. In the present embodiment, the oil pump 55 also serves as a hydraulic pressure generation source for the connection / disconnection clutch 51. In other words, the oil pump 55 supplies hydraulic pressure (oil) to the brake and clutch engagement chambers of the transmission mechanism 12 and the portions in the transmission mechanism 12 that require lubrication, and also supplies hydraulic pressure ( Oil). The oil pump 55 is attached around the input shaft 13 of the speed change mechanism 12 and is configured to be driven by the rotation of the input shaft 13. The oil pump 55 is located in a space between the front differential mechanism 24 and the transmission mechanism 12 in the connecting portion 21 (in the housing 22).

  By providing the connecting / disconnecting clutch 51, the engine 11 can be stopped by bringing the connecting / disconnecting clutch 51 into a non-engaged state while the vehicle 1 is traveling. The engine 11 can be stopped while the vehicle is traveling, or the engine 11 can be idle-stopped when traveling at a low speed (for example, when the vehicle speed is 10 km / h or less).

Here, if the disengaging clutch 51 at the time of stop of the vehicle 1 is in a disengaged state, operation of the oil pump 5 5 is stopped, it is impossible to conclude state separating clutch 51 by the oil pump 5 5 . In this case, it is necessary to provide an electric oil pump different from the oil pump 55 for bringing the connection / disconnection clutch 51 into the engaged state. Incidentally, if the vehicle 1 is traveling, separating clutch 51 be disengaged state, the input shaft 13 of the speed change mechanism 12 is rotating, the oil pump 5 5 operates.

  In the present embodiment, the one-way clutch 52 is provided in parallel with the connection / disconnection clutch 51 on the power transmission path between the engine 11 and the speed reduction mechanism 41 so that such an electric oil pump need not be provided. ing. Even when the connection / disconnection clutch 51 is in the non-engaged state, power is transmitted from the engine 11 to the speed reduction mechanism 41 and the input shaft 13 by the one-way clutch 52, so that the connection / disconnection clutch 51 is in the non-engaged state when the vehicle 1 is stopped. Even if it exists, the oil pump 55 can be operated and the connection / disconnection clutch 51 can be made into a fastening state. As a result, there is no need to provide an electric oil pump for putting the connection / disconnection clutch 51 into the engaged state.

Further, by providing the one-way clutch 52, when the engine 11 is stopped when the vehicle 1 is stopped and the connecting / disconnecting clutch 51 is not engaged, the oil pump 55 is immediately turned on when the engine 11 is operated. By actuating, the required hydraulic pressure can be supplied to the transmission mechanism 12 .

  Here, it is also conceivable to provide only the one-way clutch 52 on the power transmission path between the engine 11 and the speed reduction mechanism 41 without providing the connection / disconnection clutch 51. However, in this case, the one-way clutch 52 makes it impossible to transmit power from the speed reduction mechanism 41 side to the engine 11 side, so that the engine brake cannot be applied when the vehicle 1 is decelerated. Therefore, by providing the connecting / disconnecting clutch 51 and putting the connecting / disconnecting clutch 51 in the engaged state when the vehicle 1 is decelerated, the engine brake can be applied.

  As described above, the connection / disconnection clutch 51 and the one-way clutch 52 are provided in parallel on the power transmission path between the engine 11 and the speed reduction mechanism 41, thereby providing various advantages.

  The engine 11 of this embodiment is a high-speed engine (for example, a rotary piston engine) that is operated at a relatively high speed, and has a high maximum rotational speed. On the other hand, the speed change mechanism 12 is designed for a low-speed engine (for example, a gasoline engine) that operates at a lower speed than the engine 11 that is a high-speed engine and has a maximum speed lower than the maximum speed of the engine 11. However, it is used in combination with the low-speed engine. At that time, a fluid transmission device such as a torque converter may be disposed on a power transmission path between the low-speed engine and the speed change mechanism 12. The high-speed engine is not limited to a rotary piston engine, and may be a gasoline engine for sports cars that can be operated at high speed.

  When changing from the low speed engine to the high speed engine, the speed change mechanism 12 designed for the low speed engine is usually changed to a gear ratio corresponding to the high speed engine, The rotating member is changed so that durability corresponding to the rotation can be obtained (so that the allowable number of rotations is increased). However, in this embodiment, it is not necessary to change the configuration of the speed change mechanism 12 by providing the speed reduction mechanism 41 and reducing the speed input to the speed change mechanism 12 to the same speed as that of the low speed engine. Or, if there is a change, the change can be minimized.

  In the present embodiment, a conventional power train in which a fluid transmission device such as a torque converter is not provided on the power transmission path between the engine 11 and the speed change mechanism 12 is provided. The speed reduction mechanism 41, the connection / disconnection clutch 51, and the one-way clutch 52 of the connecting portion 21 are provided at the same position as the position where the fluid transmission device is provided. Accordingly, the speed reduction mechanism 41, the connection / disconnection clutch 51, and the one-way clutch 52 can be reduced without increasing the space between the engine 11 and the speed change mechanism 12 with respect to the conventional power train provided with the fluid transmission device. It can be easily arranged. Therefore, it can suppress that the powertrain 10 enlarges. In particular, the power train 10 can be prevented from being elongated in the direction in which the power transmission shaft (the input shaft 13 or the like) in the power train 10 extends (in the present embodiment, the vehicle longitudinal direction).

  Further, in the present embodiment, the fluid transmission device is not disposed as described above, but even if the fluid transmission device is not disposed, the friction engagement clutch (particularly, the first gear is fastened in the transmission mechanism 12). By setting the brake) to a semi-engaged state (a state in which the friction plates are sliding), the engine 11 can be brought into an operating state when the vehicle 1 is stopped, and the semi-engaged state is changed to the engaged state. Thus, the vehicle 1 can be started immediately. Further, when the torque converter is not provided, the torque amplification effect by the torque converter cannot be obtained, but the required torque for the low speed stage can be secured by setting the gear ratio of the low speed stage large. In this case, since the forward speed of the speed change mechanism 12 is eight, the gear ratio of the low speed can be set large without increasing the gear step between the speeds. Therefore, it is possible to ensure the necessary torque for the low speed while making it possible to smoothly switch the speed.

(Embodiment 2)
FIG. 3 shows a second embodiment of the present invention, in which the same powertrain structure as that of the first embodiment is applied to a four-wheel drive vehicle. In the following embodiments, portions different from those of the first embodiment will be mainly described.

  That is, in this embodiment, the power train 10 includes a power transfer unit 61 provided on the vehicle rear side of the transmission mechanism 12 in addition to the engine 11, the transmission mechanism 12 and the connecting portion 21 similar to those in the first embodiment. doing. In connection with the provision of this power transfer unit 61, in this embodiment, the output portion of the speed change mechanism 12 is arranged coaxially with the input shaft 13 in place of the output gear 15 of the first embodiment, and the power transfer unit. The output shaft 20 extends into the unit 61. The output shaft 20 is connected to the same rotating element as the rotating element to which the output gear 15 of the first embodiment is connected.

  The output of the speed change mechanism 12 is input to the power transfer unit 61 via the output shaft 20 of the speed change mechanism 12, and the output of the speed change mechanism 12 is distributed to the front wheels 2 and the rear wheels 3 in the power transfer unit 61. . A front wheel output shaft 62 extends from the power transfer unit 61 to the front side of the vehicle, and a rear wheel output shaft 63 extends to the rear side of the vehicle. A front transmission gear 64 similar to the second transmission gear 19 in the first embodiment is fixed to the front end portion of the front wheel output shaft 62 integrally with the rotation, and the front transmission gear 64 is connected to the differential of the front differential mechanism 24. It meshes with the ring gear 25.

  The rear wheel output shaft 63 extends from the power transfer unit 61 through the center in the vehicle width direction of the vehicle 1 to the rear portion of the vehicle 1, and the rear transmission gear 65 rotates at the vehicle rear end of the rear wheel output shaft 63. The rear transmission gear 65 is meshed with the diff ring gear 72 of the rear differential mechanism 71. The configuration of the rear differential mechanism 71 is the same as the configuration of the front differential mechanism 24, and two differential pinion gears 74 and two differential side gears 75 are disposed in the differential case 73. Two differential side gears 75 are respectively connected to left and right rear wheel drive shafts 76 arranged concentrically with the differential side gear 75. The left and right rear wheel drive shafts 76 extend in the vehicle width direction and extend to the left and right rear wheels. Each is connected to a wheel 3.

  Also in the present embodiment, as in the first embodiment, the fluid transmission device is not disposed, and the same position as the position of the fluid transmission device in the conventional power train in which the fluid transmission device is disposed. In addition, since the speed reduction mechanism 41, the connection / disconnection clutch 51, and the one-way clutch 52 of the connecting portion 21 are provided, the same effects as those of the first embodiment can be obtained.

(Embodiment 3)
FIG. 4 shows a third embodiment of the present invention, in which an engine 11 similar to that in the first embodiment is disposed in the front portion of the vehicle 1, while a connecting portion 21 and a transmission mechanism 12 similar to those in the first embodiment are provided. The vehicle 1 is disposed at the rear. The vehicle 1 is an FR vehicle in which the rear wheels 3 are drive wheels.

  That is, in the present embodiment, the engine 11 is disposed at a position overlapping the front wheel 2 in the vehicle front-rear direction, and the connecting portion 21 is disposed at a position overlapping the rear wheel 3 in the vehicle front-rear direction. The mechanism 12 is disposed on the vehicle rear side with respect to the rear wheel 3. With this arrangement, in this embodiment, the differential mechanism in the connecting portion 21 is not the front differential mechanism 24 but the rear differential mechanism 71 that drives the rear wheel 3 as described in the second embodiment, and the transmission shaft. A second transmission gear 19 that is rotatably and integrally fixed to the front end portion of the vehicle 18 is engaged with a diff ring gear 72 of the rear differential mechanism 71. The rear differential mechanism 71 is located in the connecting portion 21 at the same position as the front differential mechanism 24 in the first and second embodiments (a space between the speed reduction mechanism 41 and the speed change mechanism 12 and a space in front of the oil pump 55 in the vehicle). ).

  In the present embodiment, the crankshaft 11a of the engine 11 and the speed reduction mechanism 41 (specifically, the connecting / disconnecting clutch 51 and the one-way clutch 52) of the connecting portion 21 extend in the vehicle longitudinal direction center of the vehicle 1 in the vehicle longitudinal direction. It is connected by a propeller shaft 81. The propeller shaft 81 is accommodated in a shaft case 82 fixed to the housing 11 of the engine 11 and the connecting portion 21 on the front side and the rear side of the vehicle, respectively. In the present embodiment, in addition to the engine 11, the speed change mechanism 12, and the connecting portion 21, the propeller shaft 81 and the shaft case 82 also constitute the power train 10.

  Also in the present embodiment, as in the first embodiment, since the fluid transmission device is not provided, even if the speed reduction mechanism 41, the connection / disconnection clutch 51, and the one-way clutch 52 are provided in the connecting portion 21, the power train 10 The length in the vehicle front-rear direction can be shortened as much as possible, and the overall length of the vehicle 1 can be shortened.

  Further, by arranging the engine 11 in the front part of the vehicle 1 and arranging the connecting part 21 and the speed change mechanism 12 in the rear part of the vehicle 1, the weight balance in the front-rear direction of the vehicle 1 is improved. Such an arrangement is particularly advantageous for sports cars.

  The present invention is not limited to the embodiment described above, and can be substituted without departing from the spirit of the claims.

  The above-described embodiments are merely examples, and the scope of the present invention should not be interpreted in a limited manner. The scope of the present invention is defined by the scope of the claims, and all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  The present invention is useful for a power train structure that includes a power source mounted on a vehicle and a speed change mechanism provided on a power transmission path between the power source and the wheels of the vehicle.

1 Vehicle 2 Front Wheel 3 Rear Wheel 10 Powertrain 11 Engine (Power Source)
12 Transmission mechanism 24 Front differential mechanism 41 Deceleration mechanism 51 Connection / disconnection clutch (connection / disconnection means)
52 One-way clutch 55 Oil pump 71 Rear differential mechanism

Claims (5)

A powertrain structure comprising a power source mounted on a vehicle, and a speed change mechanism provided on a power transmission path between the power source and the wheels of the vehicle,
A fluid transmission device that transmits power from the power source to the input shaft of the transmission mechanism is not disposed on the power transmission path between the power source and the transmission mechanism.
Provided on a power transmission path between the power source and the transmission mechanism in the space between the power source and the transmission mechanism, decelerates the output of the power source and transmits power to the input shaft of the transmission mechanism A speed reducing mechanism to
Connection / disconnection means provided on a power transmission path between the power source and the speed reduction mechanism, for connecting / disconnecting a power transmission path between the power source and the speed reduction mechanism,
A one-way clutch provided in parallel with the connecting / disconnecting means on the power transmission path between the power source and the speed reduction mechanism, and allowing only power transmission from the power source side to the speed reduction mechanism side;
An oil pump provided on a power transmission path between the speed reduction mechanism and the speed change mechanism and driven by rotation of an input shaft of the speed change mechanism as a hydraulic pressure generation source for the speed change mechanism; Powertrain structure characterized by The powertrain structure according to claim 1 ,
A differential mechanism is provided on the power transmission path between the speed change mechanism and the wheel,
The power train structure, wherein the differential mechanism is located in a space between the speed reduction mechanism and the speed change mechanism. The powertrain structure according to claim 1 ,
A differential mechanism is provided on the power transmission path between the speed change mechanism and the wheel,
The differential mechanism is located in a space between the speed reduction mechanism and the speed change mechanism,
The oil pump is located in a space between the differential mechanism and the transmission mechanism. In the powertrain structure according to claim 2 or 3 ,
The power train structure is characterized in that the differential mechanism is a rear differential mechanism. In the powertrain structure according to claim 2 or 3 ,
A power train structure, wherein the differential mechanism is a front differential mechanism.

Images