JP6474296B2 - Transmission case for vehicle transmission - Google Patents

Description

  The present invention provides a continuously variable transmission for a vehicle (Continuously Variable Transmission), which mainly includes a belt-type transmission mechanism that transmits a rotational driving force of one pulley to the other pulley by a V-belt wound between two pulleys. CVT) transmission case.

  As a conventional CVT, a transmission case is formed by a converter housing connected to an engine cylinder block (hereinafter simply referred to as an engine) and a transmission housing coupled to the converter housing, and a torque converter is accommodated in the converter housing. A transmission mechanism is housed in the transmission housing.

In a transmission mechanism that has been widely adopted, a primary pulley is disposed with an input shaft connected to a torque converter as a first shaft, a secondary pulley is disposed on a second shaft parallel to the input shaft, and a V-belt is disposed between both pulleys. A belt-type main transmission mechanism is formed by winding, and a counter gear is arranged on the third axis parallel to the input shaft, and a final gear is arranged on the fourth axis. The counter gear rotates the secondary pulley. Transmit to final gear.
The converter housing forms a converter housing portion that is open on the engine side as a driving source in the axial direction and forms a partition on the other side, and the partition forms a support portion for each shaft when coupled to the transmission housing.
An opening peripheral edge of the converter housing portion is a flange portion having a mating surface with the engine.
In some cases, an auxiliary transmission mechanism including a planetary gear is provided between the first shaft and the torque converter.

  By the way, the oil is stored in the lower part of the transmission housing, and the oil level is maintained even when the vehicle posture changes due to the inclined road surface or when starting or braking, etc., in order to ensure the oil supply stability to the lubrication required part of the gear and other rotating members. It is set to hold a predetermined height. On the other hand, in the pulley and the auxiliary transmission mechanism, since the amount of immersion in the oil is large, the agitation resistance is increased and the fuel efficiency is adversely affected.

As a countermeasure, for example, as shown in Japanese Patent Application Laid-Open No. 2011-21626, the primary pulley and the secondary pulley are arranged on the second axis and the third axis that are offset upward from the input axis of the first axis in the in-vehicle posture of the CVT. By doing so, the amount of contact between the pulley and the oil can be reduced while maintaining the height of the oil surface.
In this case, an increase in the number of shafts in the speed change mechanism causes an increase in cost including an increase in the number of bearings and an increase in the size of the transmission housing. It is arranged on the same third axis as the pulley.

Here, the final gear of the fourth axis is set to a position lower than the first axis of the input shaft as much as possible because the differential integrated therewith is connected to the drive shaft of the wheel, but the counter gear (and the secondary pulley) The position is determined by a distance determined by the diameter size of the primary pulley and the secondary pulley from the second shaft (primary pulley) and a distance determined by the diameter size of the counter gear and the final gear from the fourth shaft.
The counter gear of the third axis is smaller in diameter than the final gear and has a final reduction stage with the final gear. Therefore, a large torque is applied when the wheel is driven. It takes a big load such as. For this reason, if there is distortion or the like in the support structure, it will cause vibration noise during vehicle travel.

The support portion of the converter housing partition wall for supporting the counter gear is a cylinder portion that opens to the transmission housing side and protrudes to the engine side, and a bush is press-fitted into the cylinder hole with a jig to The axis is specified. The wall thickness of the cylinder part is equivalent to the general wall thickness of the partition wall.
Here, since the wall thickness of the cylinder part is as thin as the partition wall, there is a possibility that the axis of the cylinder hole may be deformed when the bush is press-fitted, and the flatness of the bearing abutting surface may be deteriorated. Invoke vibration noise.
Therefore, conventionally, as shown in FIG. 6, when the cylinder portion 50 ′ is located outward from the flange portion 36 ′ surrounding the converter housing portion 35, ribs 46 are provided radially from the outer wall of the cylinder portion 50 ′. The rigidity of the cylinder part 50 ′ is increased.

JP 2011-216262 A

  However, depending on the setting of the position of the second shaft, the diameter size of the primary pulley and the secondary pulley, or the diameter size of the counter gear and the final gear, the counter gear (third shaft), that is, the cylinder portion 50 ′ when viewed from the axial direction. Until the position overlaps with the flange portion 36 in some cases. As a result, the cylinder part (outer wall) 50 ′ is exposed in the converter housing part 35.

In this case, even if the flange portion 36 partially fulfills the rib function, a torque converter (not shown) rotates around the axis of the first shaft in the converter housing portion 35, so that the cylinder portion 50 ′ and the converter housing portion 35 Since the reinforcing ribs assuming the radial direction toward the direction cannot be provided, the rigidity balance is lost, and the cylinder portion 50 ′ is distorted when the bush is press-fitted.
This problem applies not only to a transmission case having a converter housing that houses a torque converter, but also to a transmission case having a joint housing in general that houses an electromagnetic clutch and other joints instead of the torque converter.

  Accordingly, in view of the above-described problems, the present invention provides a coupling housing that is coupled to a transmission housing and in which a cylinder portion that supports a counter gear shaft overlaps a flange portion that has a mating surface with a drive source. An object of the present invention is to provide a transmission case with improved performance.

Therefore, the present invention is a transmission case of a vehicle transmission device that includes a joint and a transmission mechanism, and the transmission mechanism includes a counter gear that meshes with a final gear at the wheel-side final stage. The joint storage section is partitioned by a mechanism storage section, and the joint storage section is surrounded by a flange portion connected to the drive source. A cylinder hole is opened on the transmission mechanism storage section side to support the counter gear shaft. As seen from the axial direction, it overlaps with the flange portion, and the cylinder center is located on the flange portion when viewed from the axial direction, and is connected to the outer wall of the cylinder portion inside the joint housing portion. And a reinforcing wall extending along the flange portion.

  According to the present invention, since the reinforcing wall is connected to the outer wall of the cylinder portion and extends along the flange portion, the cylinder portion has high rigidity despite the fact that it is impossible to set the rib toward the inside of the joint housing portion. can get.

It is a figure which shows the power train containing CVT concerning embodiment. It is a cross-sectional development view of CVT. It is a front view of a converter housing. It is a figure which shows the cross section of the cylinder part which supports a counter axis | shaft. It is explanatory drawing of the reinforcement wall set with reference to the push boss for metal mold | die core removal. It is a front view of the converter housing which shows a prior art example.

Hereinafter, an embodiment in which the present invention is applied to a transmission case of a CVT provided with a torque converter as a joint will be described.
FIG. 1 is a diagram showing a power train including a CVT according to the embodiment, and FIG. 2 is a developed sectional view of the CVT.
As shown in FIG. 1, the output of the engine 1 is transmitted to the wheel 6 via the drive shaft 5 via the torque converter 3 and the transmission mechanism 4 of the CVT 2.
In the speed change mechanism 4, the input shaft 10 connected to the torque converter 3 includes a first gear 11, the shaft of the primary pulley 13 (primary shaft 12) includes a second gear 14, and the first gear 11 and the second gear. 14, the output of the torque converter 3 enters the main transmission mechanism 7 including the primary pulley 13, the V belt 15 and the secondary pulley 17, and the output of the main transmission mechanism 7 enters the final drive 9 via the auxiliary transmission mechanism 8.

The final drive 9 includes a counter gear 19 and a final gear 20 that is attached to the differential 21 and meshes with the counter gear 19. The rotation of the final gear 20 is transmitted to the drive shaft 5 through the differential 21.
The auxiliary transmission mechanism 8 is arranged on the axis of the secondary pulley 17 (secondary axis 16), and the axis of the counter gear 19 (counter axis 18) is also on the axis of the secondary axis 16.
A parking gear 22 is also attached to the counter shaft 18.
The power train in FIG. 1 is substantially the same as that described in Japanese Patent Application Laid-Open No. 2010-14269, and details of the auxiliary transmission mechanism 8 will be omitted with reference to the same publication.

As shown in FIG. 2, the components from the power train torque converter 3 to the differential 21 are provided in a transmission case 30 formed by a converter housing 31 and a transmission housing 66. The transmission housing 66 is also a housing body. 67 and a side cover 68.
The torque converter 3 is disposed in the converter housing portion 35 of the converter housing 31, and the input shaft 10 in which the first gear 11 is positioned in the transmission housing 66 passes through the partition wall 32 of the converter housing 31 and extends into the converter housing portion 35. The output of the torque converter 3 is input to the main transmission mechanism 7.
One end of the input shaft 10 connected to the torque converter 3 is supported by the stator shaft 70 a by passing through the stator shaft 70 a extending from the first partition wall 70 of the housing body 67 to the converter housing portion 35, and the other end is supported by the housing body 67. Supported by the second partition wall 71.
From the torque converter 3, a converter sleeve 3a extends from the outer peripheral side of the stator shaft 70a to the transmission housing 66 side.

In the transmission housing 66, the primary shaft 12 is provided in parallel with the input shaft 10, one end in the axial direction sandwiching the primary pulley 13 is supported by the side cover 68, the other is supported by the second partition wall 71, and the second A second gear 14 that meshes with the first gear 11 of the input shaft 10 is provided at the tip that penetrates the partition wall 71.
One end of the secondary shaft 16 in the axial direction sandwiching the secondary pulley 17 is supported by the side cover 68, and the other is supported by the second partition wall 71.

  The counter shaft 18 is disposed on the converter housing 31 side of the secondary shaft 16 on the same axis as the secondary shaft 16, and is supported by a cylinder portion 50 formed on one side of the counter gear 19 on the partition wall 32 of the converter housing 31. The other side is supported by the first partition wall 70 in the housing body 67 and extends through the first partition wall 70 to the secondary shaft 16 side. The auxiliary transmission mechanism 8 disposed between the axial secondary pulley 17 and the counter gear 19 has an input shaft connected to the secondary shaft 16 and an output shaft connected to the counter shaft 18 although not particularly shown.

  When the primary pulley 13 is offset, the input shaft 10 and the primary shaft 12 are connected by the meshing of the first gear 11 and the second gear 14. Therefore, unless the transmission housing 66 is increased in size, The auxiliary transmission mechanism 8 cannot be offset together with the primary pulley 13 while avoiding interference with these gears. For this reason, the subtransmission mechanism 8 is disposed downstream of the secondary pulley 17.

The converter housing 31 has a receding wall portion 32a in which a predetermined portion adjacent to the cylinder portion 50 of the partition wall 32 is retracted by a predetermined amount so as to be further away from the transmission housing 66 than in the converter housing portion 35. The housing body 67 also has an opposing wall portion 73 that is spaced from the mating surface with the converter housing 31 so as to correspond to the receding wall portion 32a. As a result, a differential storage space is formed between the receding wall portion 32a and the opposing wall portion 73, and the differential 21 is supported by the receding wall portion 32a at one end of the shaft and supported by the opposing wall portion 73 at the other end. The gear 20 meshes with the counter gear 19.
The above-mentioned support of each shaft is not particularly indicated except for special mention, but is illustrated via a ball bearing or roller bearing shown in accordance with the load.

Next, details around the cylinder portion 50 of the converter housing 31 that supports the counter shaft 18 will be described.
The cylinder portion 50 is formed with a wall thickness equivalent to the general thickness of the partition wall 32, and has a bearing receiving portion 51 that opens to the transmission housing 66 side as a cylinder hole, and a smaller-diameter sleeve receiving portion 52 that continues to the back thereof. Further, the back of the sleeve receiving portion 52 is a closed shaft end accommodating portion 53 (see FIG. 4B), and the outer wall has a mountain shape rising from the partition wall 32 to the inside of the converter housing 31. .
The bearing receiver 51 holds the outer rotor of the bearing 60 in which the inner rotor is press-fitted into the counter shaft 18. A sleeve 61 is press-fitted into the sleeve receiving portion 52, and the counter shaft 18 is inserted into the sleeve 61 to define the axial center position of the counter shaft. The tip of the counter shaft 18 that passes through the sleeve 61 extends to the shaft end accommodating portion 53.

FIG. 3 is a front view of the converter housing 31 as viewed from the axial engine side.
The peripheral edge surrounding the opening of the converter housing portion 35 is a flange portion 36 having a mating surface with the engine 1, and the flange portion 36 is provided with engine mounting bolt holes 39 at appropriate intervals in the circumferential direction.
Since the flange portion 36 has a predetermined thickness in the axial direction to ensure a surface pressure, a large number of hollow holes 40 are formed in possible portions except around the bolt holes 39 to reduce the weight and material cost. Mitigating. For this reason, the flange portion 36 has a double wall made up of an outer wall 37 and an inner wall 38 that are spaced apart from each other with the lightening hole 40 interposed therebetween. That is, each bolt hole 39 is located within the width between the outer wall 37 and the inner wall 38.

In the center of the converter housing portion 35 of the partition wall 32, a sleeve hole 42 is provided through which the converter sleeve 3a of the torque converter 3 passing through the input shaft 10 passes, and the input shaft 10 passes through the center thereof.
Further, an outer wall (retracting wall portion 32a) of the differential storage space bulges outward from the flange portion 36 in the drawing front direction, and passes through the shaft through which the drive shaft 5 extending from the differential 21 to the wheel 6 outside the transmission case 30 is passed. A hole 55 is provided.
A bearing receiving portion 56 is provided at the end of the shaft passage hole 55 on the transmission housing 66 side to hold a bearing 62 that supports the differential 21 (see FIG. 2).
On the outer surface of the receding wall portion 32a, ribs 57 are provided radially around the shaft passage hole 55 to increase the rigidity and prevent the bearing receiving portion 56 from being deformed or collapsed.
The phantom lines indicate the primary pulley 13 and the secondary pulley 17 that are offset from the input shaft 10 (sleeve hole 42).

The cylinder portion 50 that supports the counter gear 19 overlaps the flange portion 36, and the axial center of the cylinder portion 50 (cylinder hole: bearing receiving portion 51, sleeve receiving portion 52) is positioned on the inner wall 38 of the flange portion 36. doing.
Therefore, in the present embodiment, a reinforcing wall 45 that is connected to the outer wall of the cylinder portion 50 and extends along the flange portion 36 is provided on the inner diameter side of the flange portion 36 (outer wall 37, inner wall 38). The reinforcing wall 45 has a wall thickness equivalent to that of the outer wall 37 and the inner wall 38 that overlap the cylinder portion 50, has an arc shape centered on the sleeve hole 42, and extends from the cylinder portion 50 to the converter housing portion 35. After extending by substantially the same length on both sides in the direction, it joins the inner wall 38 of the flange 36 near the appropriate bolt hole 39 and ends. As a result, at least the sleeve receiving portion 52 of the cylinder portion 50 is accommodated within the width W extending from the flange portion 36 to the reinforcing wall 45 (see FIG. 4B described later).

4A shows a cross section taken along the line AA in FIG. 3, and FIG. 4B shows a cross section taken along the line BB in FIG.
As shown in (a), the axial height of the reinforcing wall 45 is flush with the mating surface M at the upper end of the flange portion 36.
The amount of protrusion of the reinforcing wall 45 from the flange portion 36, in other words, the distance (radius) from the sleeve hole 42 has a limit to avoid interference with the torque converter 3 rotating in the converter housing portion 35, and the rotation It is also necessary to consider the expansion of the torque converter 3 due to the centrifugal force and heat.

Therefore, as shown in FIG. 5, when the push boss 44 for removing the mold core in the casting of the converter housing is set inside the flange portion 36, the position of the push boss 44 interferes with the torque converter 3. The minimum diameter position that is not required may be used. That is, as shown in FIGS. 3 and 5, the inner wall surface of the reinforcing wall 45 may be formed so as to contact the side surface of the push boss 44 that is the shortest distance from the rotation axis of the torque converter 3 (center of the sleeve hole 42).
Here, the push boss 44 protrudes from the flange portion 36 into the converter housing portion 35 and is set at a position overlapping the cylinder portion 50, so that the flange is formed at the top of the cylinder portion 50 as shown in FIG. The inner wall 38 of the portion 36 and the reinforcing wall 45 are connected to each other with a flat upper surface, and this upper surface serves as an end surface of the push boss 44.

  Thus, since the cylinder part 50 overlaps with the flange part 36, the outer wall 37 and the inner wall 38 of the flange part 36 function as ribs connected to the outer wall of the cylinder part 50, respectively. Further, the arc-shaped reinforcing wall 45 also functions as a rib in the portion exposed to the converter housing portion 35, and the radial rib cannot be set, for example, toward the inside of the converter housing portion 35. Rigid balance without bias is obtained with heavy walls. In addition, since the outer wall 37 and the inner wall 38 of the flange portion 36 are higher than the top portion of the cylinder portion 50 and the reinforcing wall 45 has the same height as these, the cylinder portion 50 is given particularly high rigidity.

In the present embodiment, engine 1 is a drive source in the invention, CVT 2 is a vehicle transmission, and torque converter 3 corresponds to a joint. Further, the input shaft 10 corresponds to the first axis, the primary shaft 12 corresponds to the second axis, the counter shaft 18 (and the secondary shaft 16) corresponds to the third axis, and the differential 21 corresponds to the fourth axis.
Converter housing portion 35 of converter housing 31 corresponds to a joint housing portion, and transmission housing 66 corresponds to a transmission mechanism housing portion.
The bearing receiving portion 51 and the sleeve receiving portion 52 each form a cylinder hole.

The embodiment is configured as described above, and in the transmission case 30 of the CVT 2, the partition housing 32 is divided into a converter housing portion 35 that houses the torque converter 3 and a transmission housing 66 that houses the transmission mechanism 4. A cylinder portion 50 surrounded by a flange portion 36 connected to the engine 1 and having a bearing receiving portion 51 and a sleeve receiving portion 52 opening on the transmission housing 66 side and supporting the counter shaft 18 has its outer wall as a converter housing portion 35. The reinforcing portion 45 overlaps with the flange portion 36 when viewed from the axial direction so as to be exposed to the inner surface of the converter housing portion 35 and is connected to the outer wall of the cylinder portion 50 and extends along the flange portion 36. Therefore, the cylinder part 50 is outside the flange part 36. Despite the converter housing part 35 a rib configuration toward inward like when located is impossible, high rigidity to the cylinder unit 50 is obtained.
(Effects corresponding to claim 1)

A sleeve 61 that defines the axis of the counter gear shaft 18 is press-fitted into the sleeve receiving portion 52 of the cylinder portion 50, and at least the sleeve receiving portion 52 is set within a width W extending from the flange portion 36 to the reinforcing wall 45. The sleeve receiving portion 52 is prevented from being deformed and distorted when the sleeve is press-fitted.
(Effects corresponding to Claims 2 and 3)

Since the reinforcing wall 45 has an arc shape centering around the rotational axis of the torque converter 3, interference with the torque converter is caused by interference with the torque converter 45, although it protrudes into the converter housing portion 35 rather than the flange portion 36. Any place along the longitudinal direction is stably avoided. (Effects corresponding to claim 4)
In this case, in particular, by setting the inner wall surface of the reinforcing wall 45 so as to be in contact with the side surface of the pressing boss 44 for removing the die core at the shortest distance from the rotational axis of the torque converter 3, the pressing boss 44 is connected to the torque converter 3. Therefore, reliable interference avoidance can be obtained. (Effects corresponding to claim 5)

The flange portion 36 is a double wall of the outer wall 37 and the inner wall 38, the reinforcing wall 45 has a wall thickness equivalent to that of the outer wall 37 and the inner wall 38, and up to the mating surface M of the flange portion 36 with the engine. Since the triple wall is formed by the flange portion 36 and the reinforcing wall 45 having the same height, the balance is not biased and the rigidity is particularly high.
(Effect corresponding to claim 6)

In the embodiment, the CVT including a torque converter as a joint is shown as an example. However, the joint may be a mechanical clutch, an electromagnetic clutch or the like, and the present invention is not limited to the type of joint. The drive source is not limited to the engine, and an electric motor or the like can be used.
The cylinder portion has a sleeve receiving portion 52 in addition to the bearing receiving portion 51. However, when the sleeve is not used for supporting the counter shaft, the sleeve receiving portion is unnecessary.
In the embodiment, the transmission device has a continuously variable transmission mechanism using pulleys and belts. However, the transmission device may have a continuously variable transmission mechanism of another type, and the cylinder portion may be final in the final drive. The present invention is applicable to a transmission case of a stepped transmission as long as it supports a counter gear shaft that meshes with a gear.

1 Engine 2 CVT
DESCRIPTION OF SYMBOLS 3 Torque converter 3a Converter sleeve 4 Transmission mechanism 5 Drive shaft 6 Wheel 7 Main transmission mechanism 8 Sub transmission mechanism 9 Final drive 10 Input shaft 11 1st gear 12 Primary shaft 13 Primary pulley 14 2nd gear 15 V belt 16 Secondary shaft 17 Secondary Pulley 18 Counter shaft 19 Counter gear 20 Final gear 21 Differential 22 Parking gear 30 Transmission case 31 Converter housing 32 Bulkhead 32a Retreating wall portion 35 Converter housing portion 36 Flange portion 37 Outer wall 38 Inner wall 39 Bolt hole 40 Mouth hole 42 Sleeve hole 44 Push boss 45 Reinforcement wall 46 Rib 50 Cylinder part 51 Bearing receiving part 52 Sleeve receiving part 53 Shaft end accommodating part 55 Shaft passage hole 56 Ring receiver 57 ribs 60 bearing 61 sleeve 62 bearing 66 transmission housing 67 housing main body 68 side cover 70 second partition wall 73 facing wall portion M mating surface first partition wall 70a stator shaft 71

Claims (6)

A transmission case of a transmission for a vehicle having a joint and a transmission mechanism, and including a counter gear that meshes with the final gear of the wheel side final stage in the transmission mechanism,
It is divided into a joint storage part and a transmission mechanism storage part by a partition,
The joint housing part is surrounded by a flange part connected to a drive source,
A cylinder hole that opens on the transmission mechanism housing portion side and supports the shaft of the counter gear overlaps the flange portion when viewed from the axial direction so that the outer wall is exposed to the joint housing portion,
The axial center of the cylinder part is located on the flange part as seen from the axial direction,
A transmission case for a transmission for a vehicle, comprising a reinforcing wall connected to an outer wall of the cylinder portion and extending along the flange portion, inside the joint housing portion.   The transmission case of the transmission for a vehicle according to claim 1, wherein a cylinder hole of the cylinder portion is within a width extending from the flange portion to the reinforcing wall.   The transmission case for a vehicle transmission according to claim 2, wherein the shaft of the counter gear is defined by a sleeve, and the cylinder hole is a sleeve receiving portion into which at least the sleeve is press-fitted.   The transmission case of a transmission for a vehicle according to any one of claims 1 to 3, wherein the reinforcing wall has an arc shape centering on a rotation axis of the joint.   5. The vehicle transmission according to claim 4, wherein the reinforcing wall is set so that an inner diameter side wall surface thereof is in contact with a side surface at a shortest distance from a rotation axis of the joint in a push boss for removing a die core. Equipment transmission case.   The flange portion is a double wall in the radial direction of the joint housing portion, and the reinforcement wall has the same height as the mating surface of the flange portion with the drive source, and the flange portion and the reinforcement The transmission case of a transmission for a vehicle according to any one of claims 1 to 5, wherein a triple wall is formed with the wall.

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