JP7435289B2 - Vehicle power transmission device - Google Patents

Description

The present invention relates to a power transmission device for a vehicle.

A vehicle drive device that transmits engine power to a transmission via a torque converter and a clutch is known (see Patent Document 1).

This vehicle drive device includes a torque converter that is installed between the engine crankshaft and the input shaft of the transmission, and that transmits the power of the crankshaft from the output shaft (turbine shaft) to the input shaft, and a torque converter that is installed in the torque converter. , a lock-up clutch that directly connects the output shaft of the torque converter and the crankshaft, and a friction clutch that transmits or interrupts power from the output shaft of the torque converter to the input shaft of the transmission.

The friction clutch includes a clutch drive plate provided to be rotatable integrally with the output shaft of the torque converter, and a clutch drive plate rotatable integrally with the input shaft of the transmission and movable in the axial direction of the input shaft of the transmission, It has a clutch pressure plate connected to the clutch drive plate via a clutch facing or separated from the clutch drive plate.

Japanese Patent Application Publication No. 2001-12600

In conventional vehicle drive systems, for example, when the output shaft shifts axially from its initial position due to hydraulic pressure acting on the lock-up clutch, the clutch drive plate integrated with the output shaft shifts in the axial direction of the output shaft. There is a risk of it shifting.

As a result, the clutch drive plate may deviate from its initial position, and the engagement start position and engagement completion position of the clutch drive plate and clutch pressure plate may deviate from their normal positions, which deteriorates the accuracy of friction clutch control. There is a risk.

The present invention has been made with attention to the above-mentioned circumstances, and it is possible to prevent the engagement start position and engagement end position of the clutch from shifting from the normal position due to the influence of the oil pressure of the torque converter, etc., and to improve clutch control. It is an object of the present invention to provide a power transmission device for a vehicle that can prevent deterioration of accuracy.

The present invention includes a first rotating shaft having a plurality of first gears, and a second rotating shaft having a plurality of second gears meshing with the plurality of first gears, and the second rotating shaft has an internal combustion engine. a transmission mechanism that changes the speed of engine power; and a transmission mechanism installed between the crankshaft of the internal combustion engine and the first rotating shaft of the transmission mechanism, the transmission mechanism transmitting the power of the crankshaft from the turbine shaft to the first rotating shaft. A fluid coupling for transmitting power, a lock-up clutch provided in the fluid coupling to directly connect the turbine shaft and the crankshaft, and a clutch for transmitting or interrupting power from the turbine shaft to the first rotating shaft. , the clutch includes a first clutch member provided to be rotatable integrally with the turbine shaft; and a first clutch member rotatable integrally with the first rotating shaft and movable in the axial direction of the first rotating shaft. a second clutch member that is provided and fastened to the first clutch member or separated from the first clutch member; It is characterized by having a biasing member that is provided between the rotating shafts of the turbine shaft and urges the turbine shaft and the first rotating shaft in the axial direction.

As described above, according to the present invention, it is possible to prevent the engagement start position and the engagement end position of the clutch from shifting from their normal positions due to the influence of the oil pressure of the torque converter, etc., and to prevent deterioration of clutch control accuracy. can.

FIG. 1 is a longitudinal cross-sectional view of a vehicle power transmission device according to an embodiment of the present invention. FIG. 2 is a configuration diagram of a torque converter, an oil pump, and a friction clutch of a vehicle power transmission device according to an embodiment of the present invention.

A vehicle power transmission device according to an embodiment of the present invention includes a first rotating shaft having a plurality of first gears, and a second rotating shaft having a plurality of second gears each meshing with the plurality of first gears. A transmission mechanism is installed between the crankshaft of the internal combustion engine and the first rotation shaft of the transmission mechanism, and is configured to include a first rotation shaft of the transmission mechanism, and transmits the power of the crankshaft to the turbine shaft. a fluid coupling that transmits power from the turbine shaft to the first rotating shaft; a lock-up clutch that is provided in the fluid coupling and directly connects the turbine shaft and the crankshaft; and a clutch that transmits or interrupts power from the turbine shaft to the first rotating shaft. , the clutch includes a first clutch member provided to be rotatable integrally with the turbine shaft, and a clutch member rotatable integrally with the first rotating shaft and movable in the axial direction of the first rotating shaft. , a vehicular power transmission device having a second clutch member that is fastened to the first clutch member or separated from the first clutch member, the power transmission device having a second clutch member that is connected to the first clutch member or separated from the first clutch member, It is characterized by having a biasing member that is provided and biases the turbine shaft and the first rotating shaft in the axial direction.

As a result, the vehicle power transmission device according to the embodiment of the present invention can prevent the engagement start position and engagement end position of the clutch from shifting from their normal positions due to the influence of the oil pressure of the torque converter, etc., and control the clutch. It is possible to prevent the accuracy from deteriorating.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle power transmission device according to an embodiment of the present invention will be described below with reference to the drawings.
1 and 2 are diagrams showing a vehicle power transmission device according to an embodiment of the present invention. In Figures 1 and 2, the up, down, front, back, left and right directions are based on the vehicle power transmission device installed in the vehicle, and the front and back direction of the vehicle is the front and back direction, and the left and right direction of the vehicle (vehicle width direction) is the left and right direction. , the vertical direction of the vehicle (vehicle height direction) is defined as the vertical direction.

First, the configuration will be explained.
In FIG. 1, a transmission 2 is mounted on a vehicle 1, and the transmission 2 is vertically installed below a floor panel 1A of the vehicle 1 while being connected to an engine 3. That is, the vehicle 1 of this embodiment is a rear wheel drive vehicle. The transmission 2 of this embodiment constitutes the vehicle power transmission device of the present invention, and the engine 3 constitutes an internal combustion engine.

The transmission 2 includes a transmission case 4, and the transmission case 4 includes a front case 6, a center case 7, a rear case 8, and an extension case 9.

The engine 3 is connected to the front end of the front case 6 by bolts (not shown). The engine 3 burns fuel and converts thermal energy into mechanical energy.

A torque converter 10 is housed in the front case 6 (see FIG. 2). Torque converter 10 includes a front cover 11 and a pump shell 12 connected to front cover 11.

Front cover 11 is connected to crankshaft 3A of engine 3 via drive plate 13, and front cover 11 and pump shell 12 rotate together with crankshaft 3A.

Torque converter 10 includes a pump impeller 14 fixed to pump shell 12 and a turbine runner 15 facing pump impeller 14. Turbine runner 15 is connected to turbine shaft 16 .

Hydraulic oil is supplied to the torque converter 10, and when power is transmitted from the engine 3 to the pump shell 12, the centrifugal force caused by the rotation of the pump impeller 14 causes the hydraulic oil inside the torque converter 10 to be transferred from the pump impeller 14. A flow is created towards the turbine runner 15.

The flow of this hydraulic oil rotates the turbine runner 15, and the power of the engine 3 is transmitted from the turbine runner 15 to the turbine shaft 16.

The torque converter 10 is provided with a lockup clutch 17, and the lockup clutch 17 connects the crankshaft 3A and the turbine shaft 16.

The lock-up clutch 17 is housed in a front cover 11 and a pump shell 12, and the interior of the front cover 11 and pump shell 12 is divided into an apply chamber 18 and a release chamber 19 with the lock-up clutch 17 as a boundary. There is.

That is, inside the front cover 11 and the pump shell 12, an apply chamber 18 is formed on the turbine runner 15 side with the lock-up clutch 17 as a boundary, and a release chamber 19 is formed on the front cover 11 side.

When the lock-up clutch 17 is engaged, hydraulic oil (hereinafter referred to as apply pressure) is supplied to the apply chamber 18 and is discharged from the release chamber 19. When the apply pressure increases and the pressure of the hydraulic oil in the release chamber 19 decreases, a pressure difference in the longitudinal direction acts on the lockup clutch 17, so the lockup clutch 17 moves in a direction closer to the front cover 11.

Then, the lock-up clutch 17 is pressed against the front cover 11, and the lock-up clutch 17 is switched to the engaged state. Thereby, the turbine shaft 16 and the crankshaft 3A are directly connected, and the power of the engine 3 is transmitted to the turbine shaft 16 without using fluid.

On the other hand, when the lock-up clutch 17 is released, hydraulic oil is supplied to the release chamber 19 (this hydraulic oil is referred to as release pressure), and the hydraulic oil is discharged from the apply chamber 18.

When the apply pressure decreases and the release pressure increases, a pressure difference in the longitudinal direction acts on the lockup clutch 17, and the lockup clutch 17 moves in a direction away from the front cover 11. As a result, the lock-up clutch 17 is separated from the front cover 11, and the lock-up clutch 17 is switched to the released state.

Thereby, the power of the engine 3 is transmitted from the pump impeller 14 to the turbine shaft 16 via the turbine runner 15. That is, the power of the engine 3 is transmitted to the turbine shaft 16 via fluid.

A stator 15S is installed between the pump impeller 14 and the turbine runner 15. The stator 15S amplifies the power of the engine 3 by converting the flow of operation from the turbine runner 15 toward the pump impeller 14 so as to follow the rotational direction of the pump impeller 14.

A partition wall 21A is formed in the front case 6, and the partition wall 21A extends in a direction perpendicular to the axial direction of the turbine shaft 16, and defines a space inside the front case 6 as a torque converter chamber (hereinafter referred to as a torque converter chamber) that accommodates the torque converter 10. , a torque converter chamber) 22, and a clutch chamber 23 that accommodates a friction clutch 31.

The turbine shaft 16 is rotatably supported by the partition wall 21A via a bearing 24A. An enlarged diameter portion 16A is formed at the rear end of the turbine shaft 16, and the enlarged diameter portion 16A is formed to have a larger diameter than the front end and central portion of the turbine shaft 16.

As shown in FIG. 2, a groove is formed in a portion of the turbine shaft 16 on the front side of the enlarged diameter portion 16A, and a circlip 25 is fitted into the groove. The front surface of the bearing 24A is in contact with the circlip 24, and the rear surface of the bearing 24A is in contact with the front surface of the enlarged diameter portion 16A. Thereby, the turbine shaft 16 is positioned in the longitudinal direction by the bearing 24A, and movement in the longitudinal direction is restricted.

As shown in FIG. 1, an oil pump 26 is housed in the torque converter chamber 22 of the front case 6, and the oil pump 26 is comprised of, for example, a trochoid type oil pump.

The oil pump 26 includes a rear pump case 26A fixed to the partition wall 21A on the torque converter chamber 22 side by bolts (not shown), and a front pump case 26B fastened to the front end of the rear pump case 26A by bolts (not shown).

A pump chamber 26P is formed in an internal space sandwiched between the rear pump case 26A and the front pump case 26B, and the pump chamber 26P is provided with an inner rotor and an outer rotor (not shown). The inner rotor is attached to a part of the pump shell 12 so as to rotate together with the pump shell 12.

The outer rotor is provided radially outward of the inner rotor, and rotates as the inner rotor rotates. The trochoid type oil pump 26 has a plurality of internal teeth (not shown) that accommodate oil between the external teeth and the internal teeth by contacting a plurality of internal teeth formed on the outer rotor and a plurality of external teeth formed on the inner rotor. A working chamber is formed.

In the oil pump 26, when the power of the engine 3 is transmitted to the inner rotor by the pump shell 12, the inner rotor and the outer rotor rotate in one direction. At this time, as the volume of the working chamber continuously increases and decreases, oil is sucked into the working chamber from a suction port (not shown), and oil pressurized by the working chamber is discharged from a discharge port (not shown).

A dry friction clutch 31 is housed in the clutch chamber 23 of the front case 6, and the friction clutch 31 is installed at the front end portion 41a of the input shaft 41. The input shaft 41 is housed in the front case 6, the center case 7, and the rear case 8, and extends in the longitudinal direction of the vehicle 1.

The input shaft 41 is rotatably supported by a partition wall 21B formed in the center case 7 via a bearing 24B at a front end 41a side in the axial direction, and rotatably supported by an output shaft 42 at a rear end 41b. There is.

The front end portion 41a of the input shaft 41 is supported by the inner peripheral portion of the enlarged diameter portion 16A of the turbine shaft 16 via a bearing 27, and the input shaft 41 rotates relative to the turbine shaft 16.

The output shaft 42 faces the input shaft 41 in the axial direction of the input shaft 41. The output shaft 42 is rotatably supported by a partition wall 21C formed at the rear end of the rear case 8 and a rear wall 21D formed at the rear end of the extension case 9 via bearings 24C and 24D. Rotates relative to 41. The turbine shaft 16, input shaft 41, and output shaft 42 are installed on the same axis.

The friction clutch 31 is fastened to the turbine shaft 16 with bolts 30, and includes a clutch wheel disk 32 that rotates integrally with the turbine shaft 16, and an input shaft 41, which is rotatable integrally with the input shaft 41 and movable in the axial direction of the input shaft 41. , and a clutch disc 33 that rotates integrally with the input shaft 41.

The friction clutch 31 is fastened to the clutch wheel disc 32 by a bolt (not shown), and is attached to a clutch cover 34 that rotates together with the clutch wheel disc 32 and the turbine shaft 16, and is attached to the clutch cover 34, and urges the clutch disc 33. It includes a diaphragm spring 35 that presses the clutch disc 33 against the clutch wheel disc 32.

A release bearing 43 is installed outside the input shaft 41. When the release bearing 43 is moved forward (toward the friction clutch 31 side) in the axial direction of the input shaft 41 by the release fork 44 (see FIG. 2), the release bearing 43 presses the vicinity of the center of the diaphragm spring 35 forward.

As a result, the biasing force applied to the clutch disc 33 by the diaphragm spring 35 is released, the pressing force on the clutch disc 33 disappears, and the clutch disc 33 is separated from the clutch wheel disc 32. As a result, the power of the crankshaft 3A of the engine 3 is no longer transmitted to the input shaft 41 via the turbine shaft 16 of the torque converter 10.

When the release bearing 43 is moved rearward in the axial direction of the input shaft 41 by the release fork 44, it leaves the vicinity of the center of the diaphragm spring 35.

In this state, the diaphragm spring 35 urges the clutch disc 33 to press the clutch disc 33 against the clutch wheel disc 32, and the clutch disc 33 is held between the clutch disc 33 and the clutch wheel disc 32.

Thereby, the power of the crankshaft 3A of the engine 3 is transmitted to the input shaft 41 via the turbine shaft 16 of the torque converter 10.

In this way, the friction clutch 31 is switched between a power transmission state in which the power of the crankshaft 3A of the engine 3 is transmitted from the turbine shaft 16 to the input shaft 41 and a power cutoff state in which the power is cut off.

As shown in FIG. 2, the release fork 44 is connected to a hydraulic clutch actuator 45 and is operated by the clutch actuator 45.

The torque converter 10 of this embodiment constitutes the fluid coupling of the present invention, and the friction clutch 31 constitutes the clutch of the present invention. Clutch wheel disc 32 constitutes the first clutch member of the present invention, and clutch disc 33 constitutes the second clutch member of the present invention.

As shown in FIG. 1, a counter shaft 46 is housed in the center case 7 and rear case 8, and the counter shaft 46 is rotatably supported by the partition wall 21B and the partition wall 21C via bearings (not shown). Counter shaft 46 extends parallel to input shaft 41 and output shaft 42 .

The input shaft 41 includes, from the friction clutch 31 side toward the output shaft 42, a 4th speed input gear 41A, a 3rd speed input gear 41B, a 2nd speed input gear 41C, a 1st speed input gear 41D, and a reverse gear, which constitute gears for shifting. An input gear 41E is installed.

A 5-speed clutch gear 42A is provided at the front end of the output shaft 42, and the 5-speed clutch gear 42A is composed of a dog that rotates integrally with the output shaft 42.

The counter shaft 46 is provided with a 4th speed counter gear 46A, a 3rd speed counter gear 46B, a 2nd speed counter gear 46C, a 1st speed counter gear 46D, and a counter drive gear 46E from the friction clutch 31 side toward the output shaft 42. .

4th speed counter gear 46A, 3rd speed counter gear 46B, 2nd speed counter gear 46C, and 1st speed counter gear 46D are 4th speed input gear 41A, 3rd speed input gear 41B, and 2nd speed input gear 41C, which constitute the same gear stage, respectively. , is meshed with the first speed input gear 41D. The counter drive gear 46E meshes with a counter driven gear 42B provided on the output shaft 42.

The input gears 41A to 41D of this embodiment constitute the first gears of the present invention, and the counter gears 46A to 46D constitute the second gears of the present invention.

The power of the crankshaft 3A of the engine 3 is transmitted from the turbine shaft 16 of the torque converter 10 to the input shaft 41, and then from the input gears 41A, 41B, 41C, 41D constituting the same gear stage to the counter gears 46A, 46B, It is transmitted to the counter shaft 46 via 46C and 46D.

The power of the crankshaft 3A of the engine 3 transmitted to the countershaft 46 is transmitted from the counter drive gear 46E of the countershaft 46 to the output shaft 42 via the counter driven gear 42B. A differential device, a drive shaft, and a driving rear wheel (all not shown) are connected to the output shaft 42 via a propeller shaft (not shown).

Thereby, the power transmitted to the output shaft 42 is transmitted to the differential device via the propeller shaft, distributed to the left and right drive shafts by the differential device, and then transmitted to the driving rear wheels.

The input shaft 41 of this embodiment constitutes the first rotating shaft of the present invention, and the counter shaft 46 constitutes the second rotating shaft of the present invention.

Input shaft 41, output shaft 42, counter shaft 46, 4th speed input gear 41A, 3rd speed input gear 41B, 2nd speed input gear 41C, 1st speed input gear 41D, 4th speed counter gear 46A, 3rd speed counter gear 46B, 2nd speed The counter gear 46C and the first-speed counter gear 46D constitute a transmission mechanism 50 that changes and outputs the power (rotational speed) of the engine 3.

The torque converter 10 of this embodiment is installed between the crankshaft 3A of the engine 3 and a transmission mechanism 50, which will be described later and includes an input shaft 41, and transfers the power of the crankshaft 3A to a turbine shaft. 16 to the input shaft 41.

As shown in FIG. 2, a concave portion 16a is formed in the enlarged diameter portion 16A, which is the rear end portion of the turbine shaft 16. As shown in FIG. The recess 16a has an open end 16b that opens toward the input shaft 41 (rear side) in the axial direction of the turbine shaft 16, and a front end surface 16c that is located on the opposite side of the open end 16b in the axial direction of the turbine shaft 16. , the front end surface 16c is closed.

The front end 41a of the input shaft 41 is inserted into the recess 16a so as to be rotatable relative to the turbine shaft 16, and the input shaft 41 is inserted between the outer peripheral surface of the front end 41a of the input shaft 41 and the inner peripheral surface of the recess 16a. A radial gap is formed.

A bearing 27 is housed in the recess 16a. The bearing 27 has an outer ring 27A that is fitted into the inner peripheral surface of the recess 16a and rotates together with the turbine shaft 16, and an outer ring 27A that is fitted into the outer peripheral surface of the front end 41a of the input shaft 41 and rotates at one end with the input shaft 41. It has an inner ring 27B and a ball member 27C provided between the outer ring 27A and the inner ring 27B.

Thereby, the input shaft 41 is connected to the turbine shaft 16 via the bearing 27 so as to be relatively rotatable.

The outer circumferential surface of the outer ring 27A is loosely fitted to the inner circumferential surface of the recess 16a (with a large play), and the inner circumferential surface of the inner ring 27B is loosely fitted to the outer circumferential surface of the front end 41a of the input shaft 41. ing. The ball member 27C of this embodiment constitutes the rolling element of the present invention.

A coil spring 28 is housed in the recess 16a, and the coil spring 28 is provided between the turbine shaft 16 and the input shaft 41.

Specifically, the front end (one end) of the coil spring 28 is in contact with the front end surface 16c of the recess 16a, and the rear end (other end) of the coil spring 28 is in contact with the outer ring 27A of the bearing 27. ing.

Therefore, the coil spring 28 biases the turbine shaft 16 and the input shaft 41 so that the turbine shaft 16 and the input shaft 41 are separated in the axial direction. That is, the coil spring 28 biases the turbine shaft 16 forward and biases the input shaft 41 rearward.

The inner ring 27B is in contact with a step 41c formed on the front end 41a of the input shaft 41, and the inner ring 27B of the bearing 27 is pressed against the step 41c by the biasing force of the coil spring 28.

The coil spring 28 of this embodiment constitutes the biasing member of the present invention. Note that the biasing member is not limited to the coil spring 28, and any biasing member may be used as long as it can bias the turbine shaft 16 and the input shaft 41 in the axial direction.

A circlip 29 is fitted into the open end 16b of the recess 16a, and the inner diameter of the circlip 29 is smaller than the outer diameter of the outer ring 27A of the bearing 27. This prevents the outer ring 27A of the bearing 27 from coming into contact with the circlip 29 and coming out of the recess 16a when the bearing 27 moves rearward.

Further, when the outer ring 27A of the bearing 27 is urged rearward by the coil spring 28, the outer ring 27A contacts the circlip 29, thereby restricting the movement of the bearing 27 rearward in the axial direction.

As shown in FIG. 1, a valve body 51 is attached to the lower part of the front case 6, and the valve body 51 is housed in an oil pan 52 provided at the lower part of the front case 6. Hydraulic oil is stored in the oil pan 52.

The valve body 51 includes a regulator, a lock-up valve, an electromagnetic solenoid, etc., all of which are not shown. The valve body 51 regulates the pressure of hydraulic oil stored in the oil pan 52 by a regulator.

When the lock-up valve is driven by an electromagnetic solenoid, the valve body 51 is switched to select an oil path for engaging the lock-up clutch or an oil path for releasing the lock-up clutch, both of which are not shown.

When the lock-up valve is driven by the electromagnetic solenoid and an oil path for engaging the lock-up clutch is selected, hydraulic oil whose pressure is regulated by the regulator is formed between the pump shell 12 and the turbine shaft 16 by the oil pump 26. The oil is supplied to the apply chamber 18 through an oil passage 53 (see FIG. 2) that constitutes a part of the oil passage for engaging the lock-up clutch.

The lock-up clutch 17 is fastened to the front cover 11 by apply pressure supplied to the apply chamber 18 . Thereby, the power of the engine 3 is directly transmitted from the front cover 11 to the turbine shaft 16 without using fluid, and from the turbine shaft 16 to the input shaft 41.

When the lock-up valve is driven by the electromagnetic solenoid and the oil path for releasing the lock-up clutch is selected, the hydraulic oil regulated by the regulator is transferred to the lock-up clutch formed on the turbine shaft 16 by the oil pump 26 for releasing the lock-up clutch. The oil is supplied to the release chamber 19 through an oil passage 16d that constitutes a part of the oil passage.

The lock-up clutch 17 is separated from the front cover 11 by the release pressure supplied to the release chamber 19. As a result, the lock-up clutch 17 is released, and the power of the engine 3 is transmitted to the turbine shaft 16 via the fluid, and from the turbine shaft 16 to the input shaft 41.

Next, the effect will be explained.
When the lock-up clutch 17 is released, release pressure is supplied to the release chamber 19 through the oil passage 16d for releasing the lock-up clutch. At this time, the turbine shaft 16 receives release pressure.

The turbine shaft 16 has a circlip 25 fitted in the groove, and the front surface of the bearing 24A contacts the circlip 25, and the rear surface of the bearing 24A contacts the front surface of the enlarged diameter portion 16A, so that the bearing 24A Movement in the front and rear directions is restricted.

The groove and the circlip 25 have some play in the axial direction, and the outer circumferential surface of the outer ring 27A of the bearing 27 is loosely fitted into the inner circumferential surface of the recess 16a, so that when the turbine shaft 16 receives release pressure, , the turbine shaft 16 moves toward the input shaft 41 by the amount of play between the groove and the circlip 25.

At this time, the clutch wheel disk 32, which is fastened to the turbine shaft 16 with bolts 30 and rotates together with the turbine shaft 16, moves toward the input shaft 41 side together with the turbine shaft 16. This causes the clutch wheel disc 32 to shift from the initial position toward the input shaft 41 (toward the release side of the friction clutch 31).

Here, a position sensor (not shown) learns the engagement completion position where the engagement of the friction clutch 31 is completed and the engagement start position where the engagement of the friction clutch 31 is started from the engagement completion position, and the transmission torque of the friction clutch 31 (clutch actuator) is learned. 45 working oil pressure) will be considered.

If the clutch actuator 45 is controlled based on the transmission torque calculated by learning in this way, the position of the friction clutch 31 and the relationship between the clutch transmission torque and the position of the friction clutch 31 will deviate.

Therefore, the friction clutch 31 cannot be smoothly controlled from the engagement start position to the engagement completion position, and the accuracy of control of the friction clutch 31 may deteriorate.

On the other hand, 4th speed counter gear 46A, 3rd speed counter gear 46B, 2nd speed counter gear 46C, 1st speed counter gear 46D, 4th speed input gear 41A, 3rd speed input gear 41B, 2nd speed input gear 41C, 1st speed input gear 41D The input shaft 41 may move toward the turbine shaft 16 due to the thrust force caused by the meshing of the two.

In this case, the input shaft 41 may shift in the axial direction with respect to the counter shaft 46, and the meshing positions of the 4th speed counter gear 46A, 4th speed input gear 41A, etc. may shift in the axial direction.

The transmission 2 of this embodiment includes an input shaft 41 having input gears 41A to 41D, and a counter shaft 46 having counter gears 46A to 46D meshing with input gears 41A to 41D, respectively. It has a transmission mechanism 50 that changes the speed of the power of the engine 3.

The transmission 2 also includes a torque converter 10 that is installed between the crankshaft 3A and the input shaft 41 of the engine 3, and that transmits the power (rotational speed) of the crankshaft 3A from the turbine shaft 16 to the input shaft 41; The converter 10 includes a lock-up clutch 17 that is provided in the converter 10 and directly connects the turbine shaft 16 and the crankshaft 3A.

The transmission 2 also includes a friction clutch 31 that transmits or interrupts power from the turbine shaft 16 to the input shaft 41.

The friction clutch 31 includes a clutch wheel disk 32, a clutch cover 34, and a diaphragm spring 35, which are provided so as to be rotatable together with the turbine shaft 16, and are rotatable together with the input shaft 41, and are movable in the axial direction of the input shaft 41. The clutch disc 33 is provided at the clutch wheel disc 32 and is fastened to the clutch wheel disc 32 or separated from the clutch wheel disc 32.

In addition, the transmission 2 includes a coil spring 28 that is provided between the turbine shaft 16 and the input shaft 41 and biases the turbine shaft 16 and the input shaft 41 in the axial direction.

As a result, when the turbine shaft 16 deviates from the initial position toward the input shaft 41, the coil spring 28 can bias the turbine shaft 16 in a direction away from the input shaft 41, and the turbine shaft 16 returns to the initial position. Can be maintained.

Therefore, the position of the clutch wheel disc 32 that is integrated with the turbine shaft 16 can be maintained at the initial position. Therefore, the engagement completion position and the engagement end position of the friction clutch 31 can be maintained at the initial position, and the friction clutch 31 can be smoothly controlled from the engagement start position to the engagement completion position. As a result, it is possible to prevent the accuracy of control of the friction clutch 31 from deteriorating.

Further, when the input shaft 41 deviates from the initial position toward the turbine shaft 16, the coil spring 28 can bias the input shaft 41 in a direction away from the turbine shaft 16, and return the input shaft 41 to the initial position. be able to.

Therefore, the input shaft 41 can be prevented from shifting in the axial direction of the counter shaft 46, and the meshing positions of the 4th speed counter gear 46A, 4th speed input gear 41A, etc. can be prevented from shifting in the axial direction.

Further, according to the transmission 2 of this embodiment, a recess 16a is formed at the rear end of the turbine shaft 16, and a bearing 27 is accommodated in the recess 16a.

The front end 41a of the input shaft 41 is accommodated in the recess 16a, and is supported by the turbine shaft 16 via a bearing 27 so as to be rotatable relative to the turbine shaft 16, and the coil spring 28 is accommodated in the recess 16a.

Thereby, the coil spring 28 can be installed on the turbine shaft 16 using the space of the recess 16a of the turbine shaft 16, and the installation space for the coil spring 28 can be reduced.

Further, by housing the coil spring 28 in the recess 16a, the coil spring 28 can be easily assembled.

Further, by housing the coil spring 28 in the recess 16a, it is possible to prevent the coil spring 28 from expanding in the radial direction when the coil spring 28 expands and contracts. Therefore, it is possible to prevent the coil spring 28 from being bent, and to prevent the biasing force of the coil spring 28 in the axial direction of the turbine shaft 16 from decreasing.

As a result, it is possible to prevent the coil spring 28 from increasing in size and urge the turbine shaft 16 and the input shaft 41 in the axial direction.

Further, according to the transmission 2 of the present embodiment, the bearing 27 is fitted into the inner peripheral surface of the recess 16a, and the outer ring 27A rotates integrally with the turbine shaft 16, and the outer peripheral surface of the front end 41a of the input shaft 41. It has an inner ring 27B that is fitted into the input shaft 41 and rotates at one end with the input shaft 41, and a ball member 27C provided between the outer ring 27A and the inner ring 27B.

The recess 16a has an open end 16b that opens toward the input shaft 41 in the axial direction of the turbine shaft 16, and a front end surface 16c located on the opposite side of the open end 16b in the axial direction of the turbine shaft 16.

In addition, the front end of the coil spring 28 is in contact with the front end surface 16c of the recess 16a, and the rear end of the coil spring 28 is in contact with the outer ring 27A, so that when the lock-up clutch 17 is released, the turbine shaft When the turbine shaft 16 receives release pressure and attempts to move toward the input shaft 41, the coil spring 28 can urge the turbine shaft 16 in a direction away from the input shaft 41.

Specifically, the outer peripheral surface of the outer ring 27A of the bearing 27 is loosely fitted into the inner peripheral surface of the recess 16a. In addition, the inner ring 27B is in contact with a step 41c formed on the front end 41a of the input shaft 41, and the bearing 27 is restricted from moving rearward.

As a result, when the turbine shaft 16 receives release pressure, the turbine shaft 16 tends to move toward the input shaft 41 with respect to the outer ring 27A.

At this time, the coil spring 28 biases the turbine shaft 16, which is about to move toward the input shaft 41, in a direction away from the input shaft 41, so that the turbine shaft 16 can be maintained at the initial position.

On the other hand, when the input shaft 41 receives thrust force due to gear meshing, the stepped portion 41c of the input shaft 41 presses the inner ring 27B toward the turbine shaft 16, and the outer ring 27A connected to the inner ring 27B via the ball member 27C It attempts to move toward the torque converter 10 along the inner circumferential surface of the recess 16a.

Therefore, the input shaft 41 tends to move toward the turbine shaft 16 side. At this time, the coil spring 28 biases the input shaft 41, which is about to move toward the turbine shaft 16, in a direction away from the turbine shaft 16, so that the input shaft 41 can be maintained at the initial position.

Furthermore, if the coil spring 28 is installed so as to contact the front end surface 16c of the recess 16a and the front end surface of the input shaft 41, the coil spring 28 may be worn out or fatigued when the turbine shaft 16 and the input shaft 41 rotate relative to each other. This deteriorates the durability of the coil spring 28.

In contrast, in the transmission 2 of this embodiment, the front end of the coil spring 28 is in contact with the front end surface 16c of the recess 16a, and the rear end of the coil spring 28 is in contact with the outer ring 27A. It can be rotated together with 16.

Therefore, it is possible to prevent the coil spring 28 from being worn out or fatigued, thereby preventing the durability of the coil spring 28 from deteriorating. As a result, the positions of the turbine shaft 16 and the input shaft 41 can be reliably and stably maintained at the initial positions by the coil spring 28.
Note that although the vehicle power transmission device of this embodiment is applied to a transmission, it is not limited to a transmission.

Although embodiments of the invention have been disclosed, it will be apparent that modifications may be made by one skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

2...Transmission (vehicle transmission), 3...Engine (internal combustion engine), 3A...Crankshaft, 10...Torque converter (fluid coupling), 16...Turbine shaft, 16a. ..recess, 16b...open end, 16c...front end surface, 17...lock-up clutch, 27...bearing, 27A...outer ring, 27B...inner ring, 27C...ball member (rolling element), 28... coil spring (biasing member), 31... friction clutch (clutch), 32... clutch wheel disc (first clutch member), 33... clutch disc (first 2 clutch member), 41... Input shaft (first rotation shaft), 41A, 41B, 41C, 41D... Input gear (first gear), 41a... Front end (first rotation Front end of shaft), 46...Counter shaft (second rotating shaft), 46A, 46B, 46C, 46D...Counter gear (second gear), 50...Transmission mechanism

Claims (3)

The shaft is configured to include a first rotating shaft having a plurality of first gears, and a second rotating shaft having a plurality of second gears that mesh with the plurality of first gears, respectively. A transmission mechanism that changes speed;
a fluid coupling installed between the crankshaft of the internal combustion engine and the first rotating shaft of the transmission mechanism, and transmitting the power of the crankshaft from the turbine shaft to the first rotating shaft;
a lock-up clutch provided in the fluid coupling and directly connecting the turbine shaft and the crankshaft;
a clutch that transmits or interrupts power from the turbine shaft to the first rotating shaft,
The clutch includes a first clutch member provided to be rotatable integrally with the turbine shaft, and a first clutch member rotatable integrally with the first rotating shaft and movable in an axial direction of the first rotating shaft. and a second clutch member that is connected to the first clutch member or separated from the first clutch member,
A power transmission device for a vehicle, comprising an urging member that is provided between the turbine shaft and the first rotating shaft and urges the turbine shaft and the first rotating shaft in the axial direction. A recess is formed at the rear end of the turbine shaft,
A bearing is housed in the recess,
A front end portion of the first rotating shaft is accommodated in the recess and supported by the turbine shaft via the bearing so as to be rotatable relative to the turbine shaft,
The vehicle power transmission device according to claim 1, wherein the biasing member is housed in the recess. The bearing is fitted into an inner peripheral surface of the recess and rotates integrally with the turbine shaft, and an outer ring is fitted into an outer peripheral surface of a front end of the first rotating shaft and rotates integrally with the second rotating shaft. an inner ring that rotates at one end, and a rolling element provided between the outer ring and the inner ring,
The recess has an open end that opens toward the first rotating shaft in the axial direction of the turbine shaft, and a front end surface that is located on the opposite side of the open end in the axial direction of the turbine shaft,
3. The vehicle power transmission device according to claim 2, wherein one end of the biasing member is in contact with the front end surface, and the other end of the biasing member is in contact with the outer ring.

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