JPH04302748A - Automatic transmission - Google Patents

Abstract

PURPOSE:To avoid interference among required main members by disposing drive gears on the first shaft of a transmission between each friction engaging element and a torque converter, and thereby projecting only the friction engaging elements from the end section of the transmission at the opposite side of the torque converter with the second shaft of the transmission shortened. CONSTITUTION:A retainer 13 is coupled in the other end of the input shaft 12 of a transmission one end of which is connected to an engine crank shaft via a torque converter 11. And an under drive cylinder 15 at one end side of which a hub 14 faced to the retainer 13 is formed, is rotatably coupled in the input shaft 12 of the transmission. And furthermore, an under drive clutch 16 is interposed between the retainer 13 and the hub 14. On the other hand, an output carrier 19 which is coupled in a drive gear 18 at one end side of the carrier, is rotatably coupled in the under drive cylinder 15 between a sun gear 17 and the hub 14. And an intermediate shaft 36 is shortened with the drive gear 18 put aside in position from one end of the input shaft 12 of the transmission to the torque converter 11 side, so that a part of the clutch 16 is thereby projected at the rear end of a transmission case 20.

Description

[Detailed description of the invention]

0001

[Industrial Application Field] The present invention relates to a second transmission shaft that has a transmission gear that meshes with a drive gear incorporated in a first shaft of a transmission, and that transmits the rotation of the first shaft of the transmission to the driving wheels. The present invention relates to an automatic transmission for a vehicle incorporating a transmission mechanism.

0002

BACKGROUND OF THE INVENTION In recent years, multi-speed automatic transmissions have been promoted for the purpose of improving fuel efficiency and shifting feeling. The number of gears in conventional automatic transmissions is generally around 3 forward gears or 4 forward gears, but in order to achieve a multi-stage automatic transmission with more than 3 forward gears, it is necessary to use gearboxes arranged coaxially with the engine crankshaft. Assembling all the planetary gear mechanisms and the frictional engagement elements that engage or disengage these rotating elements on the machine input shaft will result in an elongated transmission;
Particularly in a front-wheel drive vehicle with a horizontally mounted engine, this cannot be easily changed because it involves changing the vehicle body panel.

[0003] For example, a conventional automatic transmission with four forward speeds is well known from US Pat. The transmission has a first shaft in which a transmission mechanism is incorporated, a transmission gear that meshes with a drive gear provided on the first shaft of the transmission, and the rotation of the first shaft of the transmission is controlled by a differential device of the driving wheels. It has a transmission second shaft that transmits data to the side.

[0004] As shown in FIG. 4, which shows a schematic plan structure when such an automatic transmission is mounted on a front-wheel drive vehicle, and FIG. When the engine 101 with a large displacement is mounted, the engine 101 and the transmission 102 are arranged across the width of the vehicle body,
Side structure 10 forming part of the vehicle body frame
3 overhangs the end of the transmission first shaft 104.

[0005] In the figure, reference numeral 105 denotes a transmission mechanism built into the first transmission shaft 104, and 106 has a transmission gear 108 at one end that meshes with a drive gear 107 provided on the first transmission shaft 104. A second transmission shaft 109 is a front wheel drive shaft connected to a pair of left and right front wheels (not shown), and 110 is a second transmission shaft 1 to which this front wheel drive shaft 109 is connected.
This is a front differential having a front wheel input gear 112 that meshes with a transmission output gear 111 provided at the other end of the 06.

[0006]

[Problems to be Solved by the Invention] When it is planned to increase the number of gears in an automatic transmission without changing the vehicle body panels shown in FIGS. 4 and 5, the transmission first shaft 104 as shown in FIG.
In addition to the transmission mechanism 105 incorporated in the transmission second shaft 1
It is conceivable to incorporate the transmission mechanism 107 into the 06 as well. In this case, the distance L between the first transmission shaft 104 and the second transmission shaft 106 increases compared to the structures shown in FIGS. 4 and 5 in which the transmission second shaft 106 does not incorporate a transmission mechanism. As a result, the drive gear 10 provided on the transmission first shaft 104
7 and the drive gear 10 provided on the transmission second shaft 106.
It is necessary to increase the diameter of the transmission gear 108 that meshes with the transmission gear 7.

As a result, the minimum ground clearance of the vehicle decreases due to the increase in the diameter of the transmission gear 108 of the transmission second shaft 106.
In order to ensure the minimum ground clearance of this vehicle without changing the positional relationship with 09, it is necessary to reverse the second transmission shaft 106 to the position shown by the two-dot chain line in FIG.

However, the transmission second shaft 106 in FIG.
Even if you try to shift it to the position shown by the two-dot chain line, the transmission 102
In a vehicle where the side structure 103 overhangs the end of the transmission first shaft 104, the end of the transmission interferes with the side structure 103 that constitutes a part of the vehicle body frame. Two shafts 106
It was impossible to incorporate the transmission mechanism 107 into the

[0009]

OBJECTS OF THE INVENTION The present invention provides a vehicle in which the side structure that constitutes a part of the body frame overhangs the end of the first shaft of the transmission, without any transmission mechanism being attached to the second shaft of the transmission. The purpose of the present invention is to provide an automatic transmission for a vehicle that can be installed without problems.

0010

[Means for Solving the Problems] The automatic transmission for a vehicle according to the present invention includes a first transmission shaft that is coaxially connected to the crankshaft of an engine via a torque converter, and a first transmission shaft that is incorporated in the first transmission shaft. a transmission second shaft having a transmission gear to which power is transmitted from the drive gear and transmitting the rotation of the first transmission shaft to the driving wheels; In an automatic transmission for a vehicle in which a transmission mechanism is incorporated in each shaft, a part of the transmission mechanism is configured at an end of the first shaft of the transmission opposite to the torque converter, and a plurality of forward gears are achieved. The present invention is characterized in that a frictional engagement element is arranged for the transmission, and the drive gear is positioned on the first shaft of the transmission between the frictional engagement element and the torque converter.

[0011]

[Operation] At the end of the first shaft of the transmission opposite to the torque converter, a frictional engagement element is arranged that forms part of the transmission mechanism and is used to achieve multiple forward gears. The side structure constituting the part overhangs the frictional engagement element.

In other words, only the frictional engagement element protrudes from the end of the transmission opposite to the torque converter, and the drive gear of the first shaft of the transmission is located closer to the center of the vehicle body than the frictional engagement element. It will be located on the side. As a result, no interference occurs between the transmission gear of the second shaft of the transmission and the side structure.

[0013]

[Embodiment] Fig. 1 shows a skeleton of an embodiment in which the present invention is applied to a front-wheel drive vehicle equipped with a five-speed forward automatic transmission, and Fig. 2 shows a cross-sectional structure of a part thereof. An underdrive clutch retainer 13 is integrally connected to the other end of a transmission input shaft (transmission first shaft) 12, one end of which is coaxially connected to the crankshaft of an engine (not shown) via a torque converter 11. is fitted with a spline. An underdrive cylinder 15 having an underdrive clutch hub 14 formed on one end side facing the underdrive clutch retainer 13 is rotatably fitted to the transmission input shaft 12. An underdrive clutch 16 is interposed between the underdrive clutch hub 14 and the underdrive clutch 16 to switch the engagement states thereof.

An underdrive sun gear 17 is integrally formed on the other end side of the underdrive cylinder 15, and an underdrive cylinder between this underdrive sun gear 17 and the underdrive clutch hub 14. An output carrier 19 having a drive gear 18 spline-fitted to one end thereof is rotatably fitted to the output carrier 15 . A bearing 2 that rotatably holds the output carrier 19 is located between the output carrier 19 and the transmission case 20.
1 is interposed.

On the other hand, an overdrive cylinder 23 having an overdrive carrier 22 spline-fitted to one end thereof is rotatably fitted to the transmission input shaft 12 between the torque converter 11 and the underdrive cylinder 15. An overdrive clutch hub 24 is integrally formed on the other end side of the overdrive cylinder 23. Further, a reverse sun gear 26 integrally provided with a clutch brake hub 25 is rotatably fitted into the overdrive cylinder 23 between the overdrive carrier 22 and the overdrive clutch hub 24.

The clutch brake hub 2 is located between one end of the clutch brake hub 25 and the transmission case 20.
A 2-speed brake 27 is interposed to switch the state of restraint of rotation of the motor 5. A reverse clutch retainer 28 surrounding the other end of the clutch brake hub 25 and the overdrive clutch hub 24 is spline-fitted to the transmission input shaft 12, and the reverse clutch retainer 28 and the clutch brake hub A reverse clutch 29 and an overdrive clutch 30 are interposed between the clutch 25 and the overdrive clutch hub 24, respectively, to switch the engagement states of these clutches.

The overdrive carrier 22 includes:
A low-reverse internal gear 31 that faces the underdrive sun gear 17 is integrally protruded, and between the outer peripheral side of the low-reverse internal gear 31 and the transmission case 20, the low-reverse internal gear A low reverse brake 32 is interposed to switch the rotation restraint state of the overdrive carrier 22 together with the overdrive carrier 31.

[0018] Also, the overdrive carrier 22 includes:
A first planetary gear 34 that meshes with an output internal gear 33 integrally formed at the other end of the output carrier 19 and the reverse sun gear 26 is rotatably attached to the output carrier 19. A second planetary gear 35 that meshes with the low-reverse internal gear 31 and the underdrive sun gear 17 is rotatably attached.

At one end side of the intermediate shaft (transmission second shaft) 36 arranged parallel to the transmission input shaft 12, there is a directly connected carrier cylinder rotatably supported by the transmission case 20 via a bearing 37. 38 is spline-fitted, and the other end side of the intermediate shaft 36 forming a front wheel output gear 39 is directly rotatably supported by a bearing 40 with respect to the transmission case 20.

The drive gear 18 is connected to the directly connected carrier cylinder 38.
A transmission gear 41 that meshes with the transmission gear 41 is fitted through a bearing 42 so as to be relatively rotatable, and a directly coupled sun gear 43 is formed on one end of the intermediate shaft 36 between the directly coupled carrier cylinder 38 and the front wheel output gear 39. A sun gear barrel 44 is rotatably fitted therein. Further, the direct-coupled internal gear 45, which faces the direct-coupled sun gear 43, is spline-fitted to the transmission gear 41.
A third planetary gear 46 that meshes with the direct-coupled sun gear 43 and the direct-coupled internal gear 45 is rotatably attached to the direct-coupled carrier cylinder 38.

A direct-coupled clutch hub 47 is integrally protruded from the other end of the direct-coupled carrier tube 38 , and a direct-coupled clutch retainer 48 surrounding the direct-coupled clutch hub 47 is attached to the other end of the sun gear tube 44 . Fixed on the side. A direct-coupling clutch 49 is interposed between the direct-coupling clutch hub 47 and the direct-coupling clutch retainer 48 to switch the engagement state of these.
A reduction brake 50 is interposed between the outer circumferential side of the transmission case 8 and the transmission case 20 to switch the restraint state of the rotation of the sun gear cylinder 44 together with the direct clutch retainer 48 .

A one-way clutch 51 is interposed between the other end of the sun gear barrel 44 and the transmission case 20 to regulate the rotational direction of the sun gear barrel 44. By combining the operations of the clutches 16, 29, 30, 49 and the brakes 27, 32, 50 as shown in FIG. 3, five forward gears and one reverse gear are achieved. In FIG. 3, the x mark indicates that when the driving force from the engine is being transmitted to the intermediate shaft 36 side, the one-way clutch 51 is in a state where the rotation of the sun gear cylinder 44 is restrained.

The front output gear 39 of the intermediate shaft 36 includes:
The input gears 53 of the front differential 52 are in mesh with each other, and both ends are connected to the transmission case 2 via bearings 54.
The front differential 52 rotatably supported at 0 has a drive shaft 55 connected to left and right front wheels (not shown).
are connected via a universal joint 56.

In this way, the position of the drive gear 18 is shifted from one end of the transmission input shaft 12 to the torque converter 11 side,
By shortening the intermediate shaft 36 and making the underdrive clutch 16 portion protrude to the rear end of the transmission case 20, the second transmission shaft 106 corresponding to the intermediate shaft 36 is shortened as shown by the two-dot chain line in FIG. Even if the position of transmission gear 10 is reversed,
8 and the side structure 103 of the vehicle body can be prevented.

It should be noted that it is naturally possible to adopt a structure other than this example with respect to the structure of the transmission itself, but in any case, the transmission mechanism is installed at the end of the first shaft of the transmission opposite to the torque converter. It is necessary to arrange a frictional engagement element that constitutes a part of the transmission gear and to achieve multiple forward stages, and to position a drive gear provided on the first shaft of the transmission between this frictional engagement element and the torque converter. There is. Furthermore, the present invention can be applied as is to an automatic transmission in which an idle gear is interposed between the drive gear 18 and the transmission gear 41.

[0026]

Effects of the Invention According to the automatic transmission for a vehicle of the present invention, a part of the transmission mechanism is provided at the end of the first shaft of the transmission opposite to the torque converter, and a friction mechanism for achieving a plurality of forward gears is provided. By arranging the engagement element and positioning the drive gear on the first shaft of the transmission between the frictional engagement element and the torque converter, the second shaft of the transmission is shortened and the gear can be shifted on the side opposite to the torque converter. Only the frictional engagement element can protrude from the end of the machine.

As a result, even if a new transmission mechanism is added to the second shaft of the transmission, the drive gear of the first shaft of the transmission is located closer to the center of the vehicle body than the friction engagement element, and the drive gear of the first shaft of the transmission It is possible to prevent interference between the transmission gear and the side structure, and at the same time ensure minimum ground clearance.

[Brief explanation of drawings]

FIG. 1 is a skeleton diagram of an embodiment in which the present invention is applied to a front-wheel drive vehicle equipped with a five-speed forward automatic transmission.

FIG. 2 is a sectional view of this embodiment.

FIG. 3 is a map showing the relationship between the engagement state of each frictional engagement element and each gear stage.

FIG. 4 is a schematic plan view showing the structure of a vehicle equipped with a conventional automatic transmission.

FIG. 5 is a schematic side view showing the shape of the right side thereof.

FIG. 6 is a schematic plan view showing the structure of another vehicle equipped with a conventional automatic transmission.

[Explanation of symbols]

11 is a torque converter, 12 is a transmission input shaft, 13 is an underdrive clutch retainer, 14 is an underdrive clutch hub, 15 is an underdrive cylinder, 16
is an underdrive clutch, 17 is an underdrive sun gear, 18 is a drive gear, 19 is an output carrier, 20
is a transmission case, 21, 37, 40, 42, 54 are bearings, 22 is an overdrive carrier, 23 is an overdrive cylinder, 24 is an overdrive clutch hub, 25
is the clutch brake hub, 26 is the reverse sun gear, 2
7 is the 2nd speed brake, 28 is the reverse clutch retainer,
29 is a reverse clutch, 30 is an overdrive clutch, 31 is a low reverse internal gear, 32 is a low reverse brake, 33 is an output internal gear, 34 is a first planetary gear, 35 is a second planetary gear, 36 is an intermediate shaft , 38 is a direct coupling carrier cylinder, 39 is a front wheel output gear, 41 is a transmission gear, 43 is a direct coupling sun gear, 44 is a sun gear barrel, 45 is a direct coupling internal gear, 46 is a third planetary gear, 47 is a direct coupling clutch hub, 48
49 is a direct coupling clutch, 50 is a reduction brake, 51 is a one-way clutch, 52 is a front differential, 53 is an input gear, and 55 is a drive shaft.

Claims (1)

[Claims] Claim 1: A transmission having a first shaft coaxially connected to the crankshaft of an engine via a torque converter, and a transmission gear to which power from a drive gear incorporated in the first shaft of the transmission is transmitted. and a second transmission shaft that transmits the rotation of the first transmission shaft to the driving wheels, and a vehicular automatic transmission in which a transmission mechanism is incorporated in each of the second transmission shaft and the first transmission shaft. A frictional engagement element forming part of the transmission mechanism and for achieving a plurality of forward gears is disposed at an end of the first shaft of the transmission opposite to the torque converter, An automatic transmission for a vehicle, characterized in that the frictional engagement element is located on the first shaft of the transmission between the frictional engagement element and the torque converter.