JPH01316559A - Power transmission - Google Patents

Abstract

PURPOSE:To reduce the dimension also in the width direction at a right angle to an axis by providing a coupling means for linking a driven member to the input shaft of a speed change gear on the opposite side to the speed change gear and an engine across a primary reduction gear in the axial direction. CONSTITUTION:In a power transmission 10, a speed change gear 50 is placed on the side of an engine 1 and the transmission of power from the engine 1 to the speed change gear 50 is carried out by a belt means 40. In this case, a main clutch 20 for carrying out the connection/disconnection control of the transmission of power is provided coaxially with the input shaft 51 of the speed change gear 50 and opposite thereto across the belt means 40. Therefore, there is no problem of interference between the main clutch 20 and speed change gear 50 at all. As a result, the speed change gear 50 can be provided fairly close to the engine 1, reducing not only the dimension in the axial direction of the engine 1 and power transmission 10 as a whole but also the dimension in the width direction perpendicular to the axis, enabling the whole transmission 10 to be compactly formed.

Description

DETAILED DESCRIPTION OF THE INVENTION A1.Object of the invention (industrial application field) The present invention relates to a power transmission device used for a vehicle, etc., and in particular, the present invention relates to a power transmission device used for a vehicle, etc. The present invention relates to a power transmission device configured as follows.

(Prior Art) A power transmission device for a vehicle includes an engine, a coupling means (a clutch, a fluid coupling, a torque converter, etc.) connected to the engine output shaft, and a power transmission device that transmits power through the coupling means. A typical configuration includes a transmission that changes the engine output, and the output of the transmission is transmitted to the wheels via a differential mechanism or the like to drive the vehicle.

Conventionally, an engine, a coupling means, and a transmission have generally been arranged in a line, and a power transmission device having such a structure has been arranged in a front engine compartment of a vehicle. However, in such an arrangement,
The dimension from the front end of the engine to the rear end of the transmission becomes longer, and when the engine is installed vertically, the rear part of the transmission protrudes into the passenger compartment, compressing the cabin space, and when the engine is installed horizontally, the engine room There is a problem in that the dimension in the vehicle width direction becomes large. For this reason, the axial dimensions of the engine and transmission are often restricted, which poses problems such as, for example, making it difficult to mount a multi-cylinder engine on a vehicle.

For this reason, for example, JP-A-55-60756
As disclosed in Japanese Patent Application Laid-Open No. 58-42850, a transmission is installed side by side with an engine, and the engine output shaft and the transmission input shaft are connected by a chain mechanism. Attempts have been made to solve the above problems by using a transmission device to reduce the axial dimension of an integrated engine and transmission.

(Problem to be solved by the invention) When the transmission is installed side by side with the engine as described above,
A coupling means such as a clutch or a torque converter is attached to the end of the engine output shaft.
This coupling means has a large outer diameter and protrudes in a radial direction. Therefore, in order to avoid interference with this radially protruding coupling means, the transmission needs to be disposed at a certain distance laterally from the engine. For this reason, even if the axial dimension becomes shorter, the width dimension increases, making it necessary to make the engine room that much wider.
There is a problem in that it may become difficult to make the vehicle body more compact.

The present invention has been developed in view of the above-mentioned problems, and it is possible to reduce the axial dimension of the power transmission device by disposing the transmission on the side of the engine, and also to reduce the axial dimension of the power transmission device by placing the transmission quite close to the side of the engine. It is an object of the present invention to provide a power transmission device configured such that it can be installed at different times.

1. Structure of the Invention (Means for Solving the Problem) In order to achieve the above object, in the power transmission device of the present invention, the input shaft of the engine is parallel to the output shaft of the engine at a predetermined distance. A transmission is disposed on the side, and a primary reduction means consisting of a drive member, a driven member, and a belt, chain, or gear train for transmitting rotational power between these two members is arranged coaxially with the drive member and the engine output shaft. Further, a coupling means for connecting the driven member and the transmission input shaft is arranged coaxially with the transmission input shaft, and this coupling means is connected to the primary reduction member and the transmission input shaft. The transmission is located on the opposite side of the transmission and the engine in the axial direction.

(Example) Preferred examples of the present invention will be described below with reference to the drawings.

1 and 2 are schematic diagrams showing the front part of a vehicle equipped with a power transmission device according to the present invention as seen from the side and above, and show an engine 1 and an engine in the engine room at the front part of the vehicle. A power transmission bag ra, 10 is provided which is integrally joined.

The engine 1 is disposed behind the radiator 2 with a crankshaft extending in the vehicle width direction and a cylinder shaft extending diagonally rearward and upward. A power transmission device 10 is connected to the output shaft side end of the engine 1, and the power transmission device 10 connects a transmission 50 disposed on the rear side of the engine 1, and a transmission from the engine 1 to the transmission 50. The main clutch 20 is disposed between the belt means 40 and the transmission 50 and serves as a coupling means for controlling connection between the two. The belt means 40 includes a drive pulley 41 and a main clutch 20.
The primary reduction means is composed of a driven pulley 41 connected to the input shaft of the primary reduction means, a tensioner 46, and a rubber belt 43 passed between the pulleys 41 and 42, and transmits the engine output to the transmission 50 at a predetermined reduction ratio. Acts as.

In this power transmission device 50, the belt means 40 and the main clutch 20 are disposed in an integrally connected housing, and the transmission 50 is also integrally connected to the engine 1. The housing housing the belt means 40 and the housing housing the transmission 50 are separate bodies, and the output side of the main clutch 20 and the input shaft 51 of the transmission 50 are connected. Note that the detailed structure of this power transmission device 10 will be described later.

In this power transmission device 10, the engine output shaft 1a and the drive pulley 41 are coaxial. A driven pulley 42 connected to the drive pulley 41 via a rubber belt 43 is located behind the engine output shaft 1a when viewed from the side of the vehicle, as shown in FIG. It is connected coaxially with the side,
Furthermore, it is also coaxial with a transmission input shaft 51 to which the output side of the main clutch 20 is connected.

The transmission 50 is a countershaft type transmission, and the transmission output shaft 53 is located coaxially with the transmission input shaft 51, and the transmission counter shaft 52 is parallel to and above the transmission input shaft 51. Both extend in the width direction of the vehicle. This transmission output shaft 53 is connected to a differential mechanism 70 via a planetary type final reduction gear, and left and right axle shafts 81 and 82, which are separated into left and right from the differential mechanism 70, are connected to left and right front wheels 83 and 84. The rotation center and axle shaft 81.82 of these final reducers and differential mechanisms are connected to the transmission input/output shaft 51.5.
It is coaxial with 3.

The left and right front wheels 83, 84 driven in this manner are connected to the steering gear box 3c via a tie rod (not shown), and the steering wheel 3a
This operation is transmitted to the steering box 3c via the steering shaft 3b, and the left and right front wheels 83, 84 are steered.

As described above, the engine 1 and the power transmission device 10 configured integrally therewith include the bracket 1b attached to the engine 1 and the transmission 50, which are attached to the horizontal frames 4a and 4b extending in the vehicle width direction at the front and rear of the engine 1. The horizontal frames 4a and 4b support the horizontal frames 4a and 4b.

As described above, if the transmission 50 is arranged parallel to the crankshaft of the engine 1 on the rear side of the engine 1 and the two are connected by the belt means 40, the engine 1 and the power transmission device 10 It is possible to shorten the axial dimension (dimension B in FIG. 2) when the two are integrated. Therefore, the space in the engine compartment in the vehicle width direction can be small. On the other hand, if the engine room space is left as is, it becomes possible to install a multi-cylinder engine with a long axial dimension, and it is also possible to strengthen this by widening the width of the fir frames 5a and 5b that extend forward and backward on both sides of the vehicle body. .

Furthermore, in the case of this configuration, the main clutch 20 having a large outer diameter is coaxial with the transmission input shaft, and the belt means 40 is coaxial with the transmission input shaft.
Since the main clutch 20 and the transmission 50 are arranged opposite to each other, there is no problem of interference between the main clutch 20 and the transmission 50.
0 can be arranged to the side of the engine 1 and quite close to it. Therefore, the longitudinal dimension of this entire device (the dimension perpendicular to the engine crankshaft, dimension A in Figure 2) can be reduced, and the longitudinal space of the engine room can also be reduced. , this point will be discussed later.

Next, the power transmission device 10 will be explained in detail using FIG. 3. This power transmission device 10 is comprised of a first assembly 10a joined to the output side end of the engine 1, and a second assembly 10b joined to the rear side of the engine 1. The first assembly 10a includes spaces 16a and 16b surrounded by the first to third housings 12a to 12c.
A belt means 40 and a main clutch 20 are disposed therein. The second assembly llb includes spaces 16c and 1 surrounded by the fourth to sixth housings 13a to 13c.
6d, a countershaft type transmission 50 and a differential gear flI70 are arranged.

The belt means 40 includes first and second housings 12a,
It is arranged in a space 16a surrounded by 12b. An engine output shaft 1a connected to the engine crankshaft is disposed passing through this space 16a, and a driven pulley 41 is attached to this engine output shaft 1a. In this space 16a, a rotating shaft 44, which serves as the input shaft of the main clutch 20, is arranged parallel to the engine output shaft 1a and at a predetermined distance, and a driven pulley 42 is attached to this rotating shaft 44. ing. A rubber belt 43 is passed between these pulleys 41 and 42 to form a belt means 40. This rubber belt 43 is a toothed belt having teeth on its inner surface, and both of the belts 41 and 42 have external teeth on their outer peripheral surfaces that mesh with the teeth of the belt 43, ensuring highly efficient power transmission without slipping. It will be done.

This belt means 40 is arranged in the space 16a, and for example, an oil pump drive pulley 44, a balancer shaft drive pulley 45, etc. are arranged in this space 16a, and the rubber belt 43 is attached to these pulleys 44. ，
45 may also be provided to drive an oil pump, balancer shaft, etc. (i.e., a part of engine auxiliary equipment).

The engine output shaft 1a protrudes outward through the space 16a on the opposite side from the engine, and engine auxiliary drive pulleys 31a to 34a and a small flywheel 35 are attached to this protrusion.

The main clutch 20 includes a support disk 21, a friction disk 22, a pressure disk 23, and a diaphragm spring 24, which are arranged in this order in the axial direction, and the support disk 21 is integrally connected to a rotating shaft 44. There is.

The friction disk 22 is spline-coupled to the transmission input shaft 51 at its inner circumference, and the friction member at its outer circumference is sandwiched between the support disk 21 and the pressure disk 23. The diaphragm spring 24 presses the pressure disk 23 toward the friction disk 22 by its spring force, and this pressing force normally causes the friction disk 22 to
is integrally connected to the support disk 21. Therefore, in this state, the engine output transmitted by the belt means 40 remains unchanged to the transmission input shaft 51.
is transmitted to.

Further, a release bearing 25 is arranged on the inner circumference of the diaphragm spring 24 and faces from the side, and this release bearing 25 is connected to a clutch pedal by a cable or the like. Therefore, when the clutch pedal is depressed, the release bearing 25 is moved in the axial direction and presses the inner circumference of the diaphragm spring 24 to the left in the figure. As a result, the pressure on the friction plate 22 by the diaphragm spring 24 is released, and the connection of the main clutch 20 is released. In this way, the main clutch 20 controls the connection and disconnection of engine power to the transmission 50.

The transmission 50 is a countershaft type manually operated transmission, and includes a transmission input shaft 51 connected to the friction disc 22 as described above, and a transmission input shaft 51 disposed coaxially with the transmission input shaft 51. It has a machine output shaft 53 and a transmission counter shaft 52 arranged parallel to and at a certain distance from these two shafts 51, 53, and these three shafts 51, 52, 53. are all rotatably supported. The left end of the transmission input shaft 51 and the right end of the transmission output shaft 53 are engaged with each other via a roller bearing 51a so as to be relatively rotatable.

A drive gear 61 a integrally formed on the left side of the transmission input shaft 51 meshes with a driven gear 61 b attached to the transmission counter shaft 52 . In between, there are five sets of gear trains 62a, 62b, 63a, 6 that mesh with each other.
3b, 64a, 64b, 65a, 65b, 66a, 66
b (however, gears 66a and 66b mesh with each other via an idler gear).

Synchromesh mechanisms 55, 56, and 57 are arranged on the transmission counter shaft 52 and the transmission output shaft 53, and the operation of these mechanisms causes power to be transmitted by one of the five sets of gear trains. It looks like this. Note that the synchromesh mechanism 55 is capable of directly connecting the transmission input shaft 51 and the transmission output shaft 53, and therefore, by selective operation of the synchromesh mechanism f1155, 56.57, It is possible to set five forward speeds and one reverse speed.

On the left side of the transmission 50 in the figure, a planetary final reduction gear 75 and a differential mechanism 70 are disposed coaxially with the transmission output shaft 53, covered by a differential cover 71.

The final reduction gear 75 includes a sun gear 76 spline-coupled to the left end of the transmission output shaft 53, and a sun gear 76 connected to the left end of the transmission output shaft 53 by a spline.
6, and a ring gear 78 that meshes with the planetary gear 77a and is fixed to the sixth housing. The planetary carrier 77 is integrally connected to the differential case 72, so that the rotation of the transmission output shaft 53 is reduced in speed by the final reducer 75 and transmitted to the differential mechanism 70.

In the differential mechanism 70, the power transmitted to the differential R mechanism 70 is divided and transmitted to the left and right axle shafts 81 and 82 by the action of a differential gear set within the differential case 72.

Here, since the axle shaft 81.82 is coaxial with the transmission input/output shaft 51.53, both the transmission input shaft 51 and the transmission output shaft 53 are formed hollow, and the right axle shaft 82 is These two shafts 51. ．． 53 and the through hole 44a of the hollow rotating shaft 44 of the belt means 40, and further penetrates the main clutch 20. The axle shafts 81.82 arranged in this way are connected to the left and right wheels 83.84, and the power distributed by the differential machine [70] is transmitted to these axle shafts 81.82.
The signal is transmitted to the left and right wheels 83 and 84 via the.

As described above, in this power transmission device 10, the transmission 50 is disposed on the side of the engine 1, and power is transmitted from the engine 1 to the transmission lR50 by the belt means 40. Since the main clutch 20 that performs connection/disconnection control is disposed coaxially with the transmission input shaft 51 and opposite to the transmission input shaft 51 with the belt means 40 in between, there is no problem of interference between the main clutch 20 and the speed change fi 50. Therefore, the transmission lR50 can be arranged quite close to the engine 1, and the dimensions of the entire engine 1 and power transmission device 10 in the vehicle longitudinal direction (dimension A in FIG. 2) can be suppressed, and the entire device can be Can be made compact.

In the above, the belt means 40 constitutes the primary reduction means, but it is a matter of course that a chain means, a gear train, etc. may be used in place of this.4 Also, a manual transmission may be used as the transmission. Although an example is shown in which an automatic transmission is used instead, an automatic transmission may be used, and in this case, a torque converter is often used in place of the main clutch 20.

C.1 As described in detail, according to the present invention, a transmission is disposed on the side of the engine, and the engine output shaft and the transmission input shaft are connected to the primary transmission shaft consisting of a belt, a chain, or a gear train. A coupling means for connecting the driven member and the transmission input shaft by the reduction means is disposed coaxially with the transmission input shaft, and in this case, the coupling means is the primary Since the transmission is located on the opposite side of the transmission and engine in the axial direction across the reduction, there is no problem of interference between the main clutch and the transmission, and the transmission is placed to the side of the engine so that it is close to the transmission. It can be placed separately. Therefore, not only the overall axial dimension when the power transmission device is attached to the engine, but also the width dimension perpendicular to the axis can be reduced, and the entire device can be configured compactly.

[Brief explanation of the drawing]

1 and 2 are a schematic side view and a schematic plan view showing the front part of a vehicle having a power transmission device according to the present invention, viewed from the side and above, and FIG. 3 is a detailed view of the power transmission device. FIG. 1... Engine 2... Radiator 10.
...Power transmission device 20...Main clutch 21.
・・Support disk

Claims (1)

[Claims] 1) A transmission having an input shaft parallel to the output shaft of the engine at a predetermined distance and disposed on the side of the engine, and coaxially connected to the output shaft of the engine. drive parts,
A primary reduction means comprising a driven member located on the same axis of the input shaft of the transmission, and a belt, chain, or gear train for transmitting rotational power between these two members, and a primary reduction means located on the same axis of the input shaft of the transmission. a coupling means located on a line and connecting the driven member and the transmission input shaft, the coupling means being located on the opposite side of the transmission and the engine in the axial direction with the primary reduction means in between. A power transmission device characterized in that: