JPH1182645A - Automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve assembling capability of a connector and a wire harness while securing compactness, by setting up a shaft length of a counter shaft to be shorter than a shaft length of a transmission mechanism disposition portion of a main shaft and providing a boss for the connector in a space formed in a case of an automatic transmission. SOLUTION: Three shafts, or an input shaft 2, a counter shaft 3, and an axle shaft 4a, 4b, are disposed in this order from the front of a vehicle to the rear, when an automatic transmission A is mounted on the vehicle. A shaft length of the counter shaft 3 is adapted to be shorter than a shaft length of an automatic transmission mechanism 7 disposition portion 2a of the input shaft 2. A space β is formed on the vehicle rear side of a case portion 15a covering the automatic transmission mechanism 7 and on the automatic transmission rear side of a case portion 15b covering the counter shaft 3. A boss 26 for a connector is provided in the space β. A wire harness in the case 15 does not interfere with rotary members of the counter shaft 3. The automatic transmission A can be thereby made compact.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle such as a front-wheel drive vehicle which is mounted laterally and has three axes of an input shaft, a counter shaft, and an axle shaft provided with a transmission mechanism. Automatic transmission in which the input shaft, the counter shaft, and the axle shaft are arranged in the order of the input shaft, the counter shaft, and the axle shaft from the front to the rear of the vehicle when the automatic transmission is mounted on the vehicle, and the counter shaft is disposed at the uppermost position, and the valve body is disposed at the lower portion of the automatic transmission. For attaching a wire honey connector for electrically connecting a solenoid valve such as a linear solenoid valve in a valve body to an electronic control unit (hereinafter also referred to as an ECU) provided in a cab. The boss is provided in the case of the automatic transmission and belongs to the technical field of an automatic transmission that is compact and has good mountability on a vehicle.

[0002]

2. Description of the Related Art For example, in an automatic transmission such as an automobile, a planetary gear unit having a plurality of rotating elements and a plurality of frictional engagement elements including clutches and brakes for engaging or locking the plurality of rotating elements, respectively. Various automatic transmissions having an automatic transmission mechanism having the same have been developed. In this automatic transmission, automatic transmission control is performed by appropriately controlling engagement and disengagement of frictional engagement elements and controlling rotation of a plurality of rotation elements of a planetary gear unit.

In an FF vehicle and the like, an engine room accommodating an automatic transmission is a limited narrow space. In this space, an engine is provided in addition to the automatic transmission.
Although various devices and parts are housed in many cases, new parts and the like are also housed by recent technological development, and in recent years, these devices and parts have been compacted as much as possible without deteriorating their performance. Therefore, it is desired to form the motor so that the vehicle mountability is improved. For these reasons, it is increasingly demanded that the automatic transmission be made as compact and lightweight as possible.

On the other hand, an automatic transmission is provided with a hydraulic servo for controlling engagement and disengagement of a friction engagement element, and for controlling supply and discharge of hydraulic pressure to the hydraulic servo. Is provided with a solenoid valve such as a linear solenoid valve. The solenoid valve is generally housed in a valve body provided at a lower portion of the automatic transmission, and is electrically connected by a wire harness to an ECU provided in a cab behind a vehicle of the automatic transmission. , And is controlled by the ECU. In this case, the wire harness in the case reaching the valve body and the wire harness outside the case are connected by a connector, and the connector is mounted on a connector mounting boss provided in the case.

As an example of a conventional automatic transmission in which such a connector mounting boss is provided on a case, the connector mounting boss is provided on a valve body of an automatic transmission case below an input shaft on which a transmission mechanism is provided. The automatic transmission provided at a very close location is, for example, Japanese Patent Publication No. 1-5946.
No. 7, for example.

According to the automatic transmission disclosed in this publication, the connector mounting boss is provided closer to the valve body, so that the connector mounted on the connector mounting boss and the valve body inside the valve body. The length of the wire harness between the solenoid valve and the solenoid valve is relatively short, so that the wiring harness can be easily handled inside the case of the automatic transmission.

In an automatic transmission of an FF vehicle, the automatic transmission generally includes three axes, an input shaft, a counter shaft, and an axle shaft. When the automatic transmission is mounted on the vehicle, the three input shafts extend from the front to the rear of the vehicle. Although the counter shaft and the axle shaft are arranged in this order, the length of the counter shaft is almost the same as the length of the input shaft, and there is no space behind the input shaft. Therefore, conventionally, the connector mounting boss is often provided obliquely in front of the vehicle of the case of the automatic transmission.

[0008]

When such an automatic transmission is mounted in an engine room of a vehicle, conventionally, before mounting the automatic transmission on the vehicle, the automatic transmission must first be installed in a case of the automatic transmission. And an automatic transmission side connector part connected to the case wire harness, which is one of the male and female connector parts of the connector, and is connected to the solenoid valve of the valve body. After assembling, the automatic transmission is mounted on the vehicle, and then the ECU in the cab,
And a vehicle-side connector portion connected to the outside-case wire harness, which is the other of the male and female connector portions of the connector. In this case, the vehicle-side connector portion is connected to the automatic transmission-side connector portion, and the wire harness outside the case is routed and assembled in the engine room.

However, as described above, if the connector mounting boss is provided below the input shaft of the case of the automatic transmission, the vehicle-side connector is connected to the automatic transmission-side connector after the automatic transmission is mounted. Therefore, connection between these connector portions is not easy, and the workability of assembling the vehicle-side connector portion is poor. In particular, in a vehicle such as an FF vehicle in which the engine room is densely packed with many parts and the compactness and assemblability of the automatic transmission are required, the workability of assembling work of the vehicle-side connector portion is remarkable. It has become. In addition, if the connector mounting boss is provided diagonally in front of the vehicle when the automatic transmission is mounted on the vehicle, the radiator is positioned immediately before the case of the automatic transmission. It is difficult to assemble the connector.

Further, if the connector mounting boss is located below the input shaft in front of the vehicle, a wire harness outside the case must be wired from the front of the automatic transmission to the ECU in the cab behind the vehicle. The length of the wire harness outside the case is long, and it is difficult and complicated to manage the wire harness.

SUMMARY OF THE INVENTION The present invention has been made in view of such circumstances, and has as its object to ensure the compactness of an automatic transmission having three shafts and to improve the assemblability of a connector and a wire harness. It is an object of the present invention to provide an automatic transmission that can be improved to further improve vehicle mountability.

[0012]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a first aspect of the present invention provides a main shaft having a transmission mechanism, a counter shaft for transmitting an output of the transmission mechanism, and a counter shaft for transmitting the output. When the automatic transmission is mounted on the vehicle, the main shaft, the counter shaft, and the axle shaft are arranged in this order from the front to the rear of the vehicle when the automatic transmission is mounted on the vehicle. In an automatic transmission in which a valve body accommodating a solenoid valve is disposed below, a shaft length of a counter shaft is set shorter than a shaft length of a transmission mechanism provided portion of a main shaft, and a case of the automatic transmission. A space is formed on the vehicle rear side of the case portion covering the transmission mechanism, and on at least one side in the front-rear direction of the automatic transmission from the case portion of the case covering the counter shaft. A connector boss, into which a connector electrically connected to an electronic control device disposed behind the vehicle of the solenoid valve and the automatic transmission, is mounted. It is characterized by being provided in the direction.

According to a second aspect of the present invention, the connector boss forms a part of a rib for reinforcing the case, which is provided at least from a case portion covering the transmission mechanism to a case portion covering the counter shaft. It is characterized by having.

Further, according to a third aspect of the present invention, a counter drive gear for transmitting an output of a transmission mechanism to a counter shaft is provided substantially at the center of the main shaft. A friction engagement element that does not engage in either the first speed or the reverse is provided, and the other remaining friction engagement element is provided on the rear side of the automatic transmission of the counter drive gear. Features.

[0015]

In the automatic transmission according to the first to third aspects of the present invention, the three axes of the main shaft, the counter shaft and the axle shaft are moved from the front to the rear of the vehicle when the automatic transmission is mounted on the vehicle. And the counter shaft is located at the uppermost position, and the shaft length of the counter shaft is shorter than the shaft length of the transmission mechanism installation portion of the main shaft, so that the transmission mechanism is on the vehicle rear side, and At least one direction side of the counter shaft in front of and behind the automatic transmission,
A space can be formed. By providing the connector boss in this space, not only can the space be used effectively, but also in the vehicle, compared to a conventional automatic transmission in which the connector boss is provided in front of the vehicle. The size of the automatic transmission mounted in the lateral direction in the vehicle front-rear direction can be reduced, and the size of the automatic transmission can be reduced.

On the other hand, since the connector boss is provided on at least one side of the counter shaft in the front-rear direction of the automatic transmission, a wire harness for electrically connecting the connector to each solenoid valve of the valve body is provided. Interference with the rotating member of the shaft can be prevented.

When the automatic transmission is mounted on a vehicle, the counter shaft is located at the uppermost position. Therefore, the connector boss located at least one side of the counter shaft in the front-rear direction of the automatic transmission is located at the upper position. I will be. Before mounting the automatic transmission on the vehicle, the connector boss is provided with either the male or female automatic transmission side connector part of the connector connected to the wire harness in the case connected to the solenoid valve of the valve body. , The automatic transmission side connector is also located above. With this, after the automatic transmission is mounted on the vehicle, either the male or female vehicle-side connector portion of the connector connected to the wire harness outside the case connected to the ECU provided in the driver's cab is connected to the connector boss. It can be easily connected to the automatic transmission-side connector section that has been assembled in advance from above the engine room, and the assemblability of the vehicle-side connector section is improved. Moreover, at this time, the connector boss is oriented vertically and the connection portion of the automatic transmission side connector portion is oriented upward, so that the connection between both connector portions is further facilitated and the counter shaft is shortened. Because the space formed by this is not affected by other parts and devices arranged in the engine room,
The male and female connector portions can be connected without interfering with these parts and devices, and the assemblability of the connector is further improved.

Further, when the automatic transmission is mounted on the vehicle, the counter shaft is located rearward of the main shaft from the vehicle.
The connector boss is also located on the vehicle rear side of the main shaft. As a result, the wire harness outside the case connected to the ECU provided in the driver's cab is shortened, and the wire harness outside the case is easily handled in the engine room. It is much better than a transmission, and the electrical connectivity between the connector and the ECU is improved.

In particular, according to the second aspect of the invention, the connector boss is provided over a case portion covering the transmission mechanism, a case portion covering the counter shaft, and a case portion covering the axle shaft. As a result, the case can be reinforced while improving the assemblability of the connector.

According to the third aspect of the present invention, it is possible to improve the assemblability of the connector after the automatic transmission is mounted on the vehicle, while reducing the size of the entire automatic transmission and improving the mountability on the vehicle. .

[0021]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a sectional view showing an embodiment of an automatic transmission according to the present invention, FIG. 2 is a skeleton diagram schematically showing the automatic transmission of this embodiment, and FIG. 3 is each element of the automatic transmission of this embodiment. It is a figure which shows the operation state in each range. In FIG. 3, ３ indicates engagement, and X indicates non-engagement. Further, the symbols C1, C2, C3 of the respective clutches and the symbols B1, B2 of the respective brakes used in the following description of the present invention are the respective clutches C1, C2 of the conventional automatic transmission described in the aforementioned publication. , C3 and the brakes B1, B2 do not correspond at all and are different from each other.

As shown in FIGS. 1 and 2, the automatic transmission A of the present embodiment has an input shaft 2 which is a main shaft of a first shaft and a counter of a second shaft which are arranged coaxially with an engine crankshaft 1. Axis 3
And a third axle shaft 4a, 4b, and a lock-up clutch (L / C) 5 on the input shaft 2.
Are provided, a counter mechanism 8 is provided on the counter shaft 3, and a differential device 9 is provided on the axle shafts 4a and 4b.

The automatic transmission mechanism 7 has a planetary gear mechanism, and this planetary gear mechanism has a planetary gear unit 12 in which a single planetary gear 10 and a dual planetary gear 11 are combined. The pinion of the single planetary gear 10 meshing with the second sun gear S2 of the single planetary gear 10, the ring gear R1 of the dual planetary gear 11, and the dual planetary gear 1
The pinion of the dual planetary gear 11 that meshes with one short pinion P1 is integrally formed as a common long pinion P. Further, a carrier supporting the long pinion P and the short pinion P1 is integrally formed as a common carrier CR for both the planetary gears 10, 11. Further, the first sun gear S1 of the dual planetary gear 11 is formed integrally with a first hollow shaft 13 rotatably supported on the outer periphery of the input shaft 2, and the second sun gear S2 of the single planetary gear 10 has a first hollow gear. It is formed integrally with a second hollow shaft 14 supported on the outer periphery of the shaft 13.

The input shaft 2 and the first hollow shaft 13, that is, the first sun gear S1 of the dual planetary gear 11, are connected via a first (forward) clutch C1, and the input shaft 2 and the second hollow shaft are connected. 14, ie, the second sun gear S2 of the single planetary gear 10 is connected via a third (reverse) clutch C3. Also,
The second sun gear S2 is moved by the first brake B1 to the case 1
4 and can be locked to the case 15 by a second brake B2 via a first one-way clutch F1 disposed in series with the second brake B2 when the motor rotates in one direction. It is supposed to be.

Further, the carrier CR is connected to the second clutch C2.
And is connected to the input shaft 2 via a third brake B3.
In addition, a second one-way clutch F2 disposed in parallel with the third brake B3 is locked to the case 15 during one-way rotation. The ring gear R1 of the dual planetary gear 11 is connected to a counter drive gear 16 rotatably supported by the case 15, and the counter drive gear 16 is an output member of the automatic transmission mechanism 7. The counter drive gear 16 is located on the rear side of the automatic transmission (the side opposite to the engine, that is, the left side in FIG. 1; hereinafter, the front-rear direction of the automatic transmission means right and left directions in FIG. 1).
Is rotatably supported via a bearing 23 by a center support 22 provided at the center.

The counter mechanism 8 includes a counter driven gear 17 supported by the counter shaft 3 and meshing with the counter drive gear 16 and a reduction gear 18 supported by the counter shaft 3 and serving as an output member of the counter mechanism 8. It has.

Further, the differential device 9 includes a differential carrier 19 serving as a gear mount case and left and right side gears 20a and 20b. This differential carrier 1
A ring gear 21 is fixed to 9, and this ring gear 21 meshes with the reduction gear 18 of the counter mechanism 8 to constitute a final reduction mechanism. The left and right side gears 20
a, 20b are connected to the left and right axle shafts 4a, 4b, respectively.

The automatic transmission A constructed as described above operates in a hydraulic control circuit (not shown) in each of ranges P, R, N, D, 2, and L set by a manual shift valve in a valve body described later. , The clutches corresponding to the respective ranges of the clutches C1 to C3, the respective brakes B1 to B3, and the respective one-way clutches F1 to F2 are engaged as shown in FIG. Each of the shift speeds 1ST to 4TH in the D range, each of the shift speeds 1ST to 3RD in the 2 range, and each of the shift speeds 1ST to 2ND in the L range are obtained.

The operation will be described below. I. Drive range (D range) In order to perform N → D shift, the manual shift valve is set to the position of the drive range (D range).

In the first speed state in the D range, the first clutch C1 is engaged, and the second one-way clutch F2 is engaged. In this state, the rotation of the input shaft 2 is controlled by the first sun gear S via the first clutch C1.
1 and further transmitted to the short pinion P1, and the rotation of the short pinion P1 is transmitted to the long pinion P. At this time, the long pinion P rotates in the forward direction while idling the second sun gear S2. The rotation of the long pinion P causes the common carrier CR to rotate in the reverse direction, but the second one-way clutch F2 locks the carrier CR to the case 15 against the reverse rotation, so that the carrier CR Is prevented from rotating. Therefore, the ring gear R1 is largely decelerated and rotated in the forward direction, and this rotation is
6 and transmitted to the counter driven gear 17 of the counter mechanism 8. Thereby, the first speed of the D range is achieved.

Further, in the counter mechanism 8, the rotation of the counter driven gear 17 is transmitted to the reduction gear 18 via the counter shaft 3, and further reduced and transmitted to the differential carrier 19 of the differential device 9 via the ring gear 21. Finally, the rotation of the differential carrier 19 is transmitted to the left and right axle shafts 4a, 4b via the left and right side gears 20a, 20b, respectively.

In the second speed state in the D range, the engaged state of the first clutch C1 is maintained. Also, the second
Is engaged, and the first one-way clutch F1 is engaged. In this state, the aforementioned 1
Similarly to the speed, the rotation of the input shaft 2 is transmitted to the long pinion P via the first clutch C1, the first sun gear S1, and the short pinion P1. This long pinion P
, The second sun gear S2 tries to rotate in the reverse direction. However, since the second brake B2 is engaged and the first one-way clutch F1 is engaged with the reverse rotation, The rotation of the second sun gear S2 is prevented. Therefore, the carrier CR rotates in the forward direction, the ring gear R1 rotates in the forward direction, and the rotation of the ring gear R1 is taken out from the counter drive gear 16, thereby achieving the second speed.

In the third speed state in the D range, the engagement state of the first clutch C1 and the second brake B2
Are held respectively. Further, the second clutch C2 is engaged. In this state, the rotation of the input shaft 2 is transmitted not only to the second sun gear S2 via the first clutch C1, but also to the carrier CR via the second clutch C2. Therefore, the first sun gear S1 and the carrier CR rotate integrally in the forward direction, so that both the short pinion P1 and the long pinion P
R, the first sun gear S1, and the input shaft 2 rotate integrally, but do not rotate. At this time, even if the second brake B2 is engaged, the first one-way clutch F
1 does not engage with the forward rotation, the long pinion P rotates around the input shaft 2 and does not rotate, so that the second sun gear S2 rotates integrally with the long pinion P in the forward direction and the ring gear R1 also rotates together with the long pinion P in the forward direction. That is, the ring gear R1 is directly connected to the input shaft 2 and rotates. By extracting the rotation of the ring gear R1 from the counter drive gear 16, the third speed is achieved.

In the fourth speed state in the D range, the engagement state of the second clutch C2 and the second brake B2
Are held respectively. In addition, the first clutch C1 is released, and the first brake B1 is engaged. In this state, the rotation of the input shaft 2 is transmitted to the carrier CR via the second clutch C2, but the first sun gear S1 is disconnected from the input shaft 2, so that the rotation of the input shaft 2 is reduced to the first sun gear S1. Is not transmitted to Therefore, the carrier CR rotates integrally with the input shaft 2 and the rotation of the carrier CR causes the long pinion P
And the short pinion P1 both rotate about the input shaft 2. At this time, the first brake B1 is engaged and the second sun gear S2 does not rotate.
Since 1 is cut off from the input shaft 2 and is free,
The long pinion P and the short pinion P1 both rotate, and the first sun gear S1 idles. Due to the rotation and rotation of the long pinion P about the input shaft 2, the ring gear R <b> 1 rotates at a higher speed than the input shaft 2 in the forward direction. By extracting the rotation of the ring gear R1 from the counter drive gear 16, the fourth speed of the high-speed rotation that overdrives the rotation of the input shaft 2 is achieved.

II. Reverse Range (R Range) In order to perform the N → R shift, the manual shift valve is set to the position of the reverse range (R range).

In the R range, the third clutch C3 is engaged and the third brake B3 is engaged. In this state, the carrier CR is set to the third brake B3.
Are fixed by the engagement of. Further, the rotation of the input shaft 2 is transmitted to the second sun gear S2 via the third clutch C3. Due to the rotation of the second sun gear S2, the long pinion P rotates in the reverse direction, and the carrier CR does not rotate, so that the ring gear R1 rotates at a reduced speed in the reverse direction.
The reverse rotation of the ring gear CR is the counter drive gear 1
It is taken out to 6.

III. Parking range (P range) and neutral range (N range) The manual shift valve is set to the position of the parking range (P range) or the neutral range (N range), respectively.

In the P range or the N range, none of the clutches, any brakes, and any one-way clutches are engaged. In this state, the rotation of the input shaft 2 is not transmitted to the counter gear 16 and the rotation of the axle shaft 4
a and 4b do not rotate.

IV. Second Range (2 Ranges) The manual shift valve is set to the position of the second range (2 ranges).

The first speed state in the two ranges is exactly the same as that in the first speed of the D range, and the first speed in the two ranges is achieved similarly to the first speed in the D range.
In the second speed state of the two ranges, the first brake B1 is further engaged in the case of the second speed of the D range. In this state, the second speed is different from the case of the second speed in the D range.
The sun gear S2 is prevented from rotating in either the forward or reverse direction. As a result, the second speed in the two ranges is achieved, and the engine brake is activated. The state of the third speed in the two ranges is the same as the case of the third speed in the D range, and the third speed in the two ranges is achieved similarly to the third speed in the D range.

V. Low Range (L Range) The manual shift valve is set to the low range (L range) position.

In the first speed state in the L range, the third brake B3 is further engaged in the case of the first speed in the D range. As a result, the engine brake having a relatively large braking force operates. In the 2nd speed state of the L range, the operation is exactly the same as that in the 2nd speed of the 2 range described above.
Second gear in the range has been achieved and engine braking has been activated. The braking force of this engine brake is smaller than the engine brake at the first speed in the L range.
Further, in the 3rd speed state of the L range, the speed is exactly the same as that of the 3rd speed of the 2 range described above, and the 3rd speed in the L range similar to the 3rd speed of the 2 range is achieved.

By the way, in the automatic transmission A of this embodiment, FIG.
The input shaft 2, the counter shaft 3, and the axle shafts 4a, 4b are arranged in this order from the front to the rear of the vehicle when the automatic transmission A is mounted on the vehicle, and the counter shaft 3 is located at the uppermost position as shown in FIG. Have been.

As shown in FIG. 1, a second clutch C2 is provided between the engine and the oil pump O / P on the engine side of the counter drive gear 16, that is, on the front side of the automatic transmission. First and third clutches C1, C3, first to third brakes B,
1, B2, B3 and first and second one-way clutches F1, F2 are arranged on the counter drive gear 16 on the rear side of the automatic transmission, respectively. Second clutch C2
Are the 3rd speed and 4th speed in the D range as is clear from FIG.
The gears are engaged at the third speed of the second range and the third speed of the L range, and are not engaged at other speeds. In this case, at the third speed in the D range in which the second clutch C2 is engaged, the first clutch C1 is also engaged together with the second clutch C2, and the torque from the input shaft 2 is equal to the first clutch C1 and the second clutch C2. And the clutch C2. Further, at the 4th speed in the D range where the second clutch C2 is engaged, the stall torque from the torque converter 6 is not transmitted to the input shaft 2 because the torque converter 6 hardly amplifies the engine output torque.

Therefore, the second clutch C2 does not require a large capacity. That is, the second clutch C2
The axial and radial dimensions are set smaller than those of the clutches and brakes that are engaged in the first and second gears of the D range or the R range. By arranging the small second clutch C2 on the front side of the automatic transmission with respect to the counter drive gear 16,
Even if the counter drive gear 16 is not moved to the rear side of the automatic transmission, a space α is formed between the counter drive gear 16 and the second clutch C2. In this space α, a parking gear 24 provided integrally with the counter drive gear 16 is arranged without overlapping the second clutch C2 in the radial direction. The counter drive gear 16 has a rear cylindrical shaft portion 16 a rotatably supported by the case 15 via a bearing 23 in a cantilever manner. By arranging the parking gear 24 between the counter drive gear 16 and the parking gear 24 in this way, the counter shaft 3 can be connected to the input shaft 2 without the parking gear 24 interfering with the second clutch C2.
Can be approached.

Further, since it is not necessary to move the counter driven gear 17 to the rear side of the automatic transmission, the length of the counter shaft 3 is shorter than the length of the input shaft 2 of the portion 2a of the input shaft 2 provided with the automatic transmission mechanism 7. . Thereby, as shown in FIG. 1, on the rear side of the case portion 15 a covering the automatic transmission mechanism 7 (below the case portion 15 a in FIG. 1) and on the rear side of the automatic transmission of the case portion 15 b covering the counter shaft 3. , A space β is formed. In this space β, a connector boss 26 to which the connector 25 of the wire harness is assembled is provided at a joint position between the case portion 15a on the automatic transmission mechanism side 7 and the case portion 15b on the counter shaft 3 side.
Is provided.

As shown in FIGS. 4 and 5, the connector boss 26 is located above the center of the input shaft 2 and substantially at the rear side of the center of the counter shaft 3 at the rear of the automatic transmission, and is provided vertically. The boss hole 26a (shown in FIG. 1) of the connector boss 26 into which the connector 25 is inserted
It opens upward at a position above the center of the input shaft 2.
Then, similarly to the aforementioned publication, the conventional connector 25
Either of the male and female connector parts is the connector boss 26
Is inserted and fixed oil-tightly into the boss hole 26a. In addition,
Either the male or female connector portion of the connector 25 may be fixed to the connector boss 26 by fitting with the boss hole 26a or by a fixing tool. A wire harness 27a, 27b, 27c, 27d, 27e in the case 15 connected to one of the male and female connectors of the connector 25 as shown in FIG. Each solenoid valve 29, 30, 31, 32, 3 disposed in the body 28
3, 34 respectively. In this case, the wire harness 27d is provided at appropriate places with the clamps 35, 36, 3
7, the wire harness 27d is prevented from being bent or displaced.

A wire harness 27f (shown in FIG. 1) outside the case 15 connected to either the male or female connector portion of the connector 25 is disposed in the driver's cab behind the vehicle of the automatic transmission as in the prior art. ECU not shown
Is electrically connected to

On the other hand, as shown in FIG. 1, a rib 38 for reinforcing the case 15 extends over a case portion 15a covering the automatic transmission mechanism 7, a case portion 15b covering the counter shaft 3, and a case portion 15c covering the axle shafts 4a, 4b. Are formed. In this case, the connector boss 26 is formed as a part of the rib 38. Therefore, the connector boss 26 not only has a function of attaching the connector 25, but also has a case portion 15a and a case portion 15a.
It also has a function to reinforce the case 15 at the joint position with b.

In the automatic transmission A of this embodiment having the above-described configuration, one of the male and female connector portions of the connector 25 and the valve body 28 are mounted before the automatic transmission A is mounted on the vehicle.
Each solenoid valve 29,30,31,32,33,3 in
4 with the wire harnesses 27a, 27b, 2 in the case 15.
7c, 27d, and 27e, respectively,
Wire harness 27a, 27b, 27 in case 15
One of the male and female automatic transmission side connector portions is oil-tightly assembled to the connector boss 26 of the case 15 while performing the routing of c, 27d, and 27e.

In this state, the automatic transmission A is mounted at a predetermined position in the engine room of the vehicle. As described above, when the automatic transmission A is installed, the connector boss 26
Are oriented vertically, and the connection portion of the automatic transmission-side connector portion assembled to the connector boss 26 also faces upward. Then, the other male and female vehicle-side connector connected to the wire harness 27f outside the case 15 connected to the ECU in the cab is connected to the automatic transmission-side connector. Thus, the ECU in the automatic transmission A
And each solenoid valve are connected.

According to the automatic transmission A of this example, the input shaft 2, the counter shaft 3, and the axle shafts 4a, 4b are connected in the order from the front to the rear of the vehicle when the automatic transmission A is mounted on the vehicle, and Since the counter shaft 3 is arranged at the uppermost position and the length of the counter shaft 3 is shorter than the length of the portion 2a of the input shaft 2 where the automatic transmission mechanism 7 is disposed, the automatic transmission A Compactness can be achieved, and vehicle mountability can be improved.

In addition, since the shaft length of the counter shaft 3 is shortened, a space is provided on the vehicle rear side of the case portion 15a covering the automatic transmission mechanism 7 and on the rear side of the automatic transmission of the case portion 15a covering the counter shaft 3. Since the connector boss 26 is provided in the space β, the space β formed by the compact automatic transmission A can be formed.
Not only can be effectively used, but also the size of the automatic transmission A in the vehicle front-rear direction can be reduced as compared with the conventional automatic transmission in which the connector boss is provided on the front side of the vehicle. Also, the automatic transmission A can be made more compact.

On the other hand, the connector boss 26 is connected to the counter shaft 3
Of the connector 2
The wiring harnesses 27a to 27d in the case 15 for electrically connecting the automatic transmission-side connector portion 5 and the solenoid valves 29 to 34 in the valve body 28 cause interference with the rotating member of the counter shaft 3. Absent.

When the automatic transmission A is mounted on the vehicle, the counter shaft 3 is located at the uppermost position. Therefore, the connector boss 26 located on the rear side of the automatic transmission A with respect to the connector is also provided in the aforementioned public notice. It is located far above the connector boss of the automatic transmission disclosed in the publication. Thereby, the vehicle-side connector portion of the connector 25 can be easily connected to the automatic transmission-side connector portion from above the engine room, and the assemblability of the connector 25 is improved. In addition, at this time, the connector boss 26 is oriented in the vertical direction, and the connection portion of the automatic transmission side connector portion assembled to the connector boss 26 is oriented upward, so that the two connector portions can be easily connected to each other. And the space β formed by shortening the counter shaft 3 is not affected by other components and devices arranged in the engine room, so that the two connector portions are connected to each other. The connection operation can be easily performed without interfering with these parts and devices, and the assembling property of the connector 25 is further improved.

Further, when the automatic transmission A is mounted on the vehicle, the counter shaft 3 is located on the vehicle rear side of the input shaft 2, so that the connector boss 26 is also located on the vehicle rear side of the input shaft 2. Become. As a result, the wiring harness 27f outside the case for electrically connecting the ECU in the operator's cab and the connector 25 is easily routed in the engine room, so that the wiring harness is much easier to handle than the conventional automatic transmission. And the electrical connectivity between the connector 25 and the ECU is improved.

Further, the connector boss 26 is provided over the case portion 15a covering the automatic transmission mechanism 7, the case portion 15b covering the counter shaft 3, and the case portion 15c covering the axle shafts 4a, 4b, and reinforces the case 15. Since the connector boss 26 functions as a part of the rib 38, the case 15 can be reinforced by the connector boss 26 while improving the assemblability of the connector 25.

In the above example, the connector boss 26 is used.
Is provided on the rear side of the automatic transmission with respect to the counter shaft 3, but the present invention is not necessarily limited to this, and the space β is provided on the front side of the automatic transmission with respect to the counter shaft 3. Alternatively, the counter shaft 3 may be disposed substantially at the center of the input shaft 2 in the axial direction of the portion 2a where the automatic transmission mechanism 7 is provided, and the space β may be provided on both sides of the counter shaft 3 in the front-rear direction of the automatic transmission.

The present invention is not limited to the above-mentioned gear train, and the counter shaft 3 is located on the vehicle rear side of the input shaft 2 and above the input shaft 2, and the length of the counter shaft 3 is set to be shorter. Portion 2a of input shaft 2 provided with automatic transmission mechanism 7
Can be applied to any automatic transmission as long as the space β is formed by setting the shaft length shorter than the shaft length of the automatic transmission.

Further, in the above example, the oil pump O / P
Between the second drive C and the counter drive gear 16
2 is arranged, but the present invention is not limited to this, and another frictional engagement element may be arranged as long as it is a frictional engagement element that does not engage at the first speed or reverse. it can.

[Brief description of the drawings]

FIG. 1 is a sectional view showing an example of an embodiment of an automatic transmission according to the present invention.

FIG. 2 is a skeleton diagram schematically showing the automatic transmission shown in FIG.

FIG. 3 is a diagram showing an operation state of each clutch, each brake, and each one-way clutch of the automatic transmission shown in FIG. 1 in each range.

FIG. 4 is a side view of the automatic transmission shown in FIG. 1 as viewed from a rear end side.

FIG. 5 is a top view of the automatic transmission shown in FIG.

FIG. 6 is a bottom view of the automatic transmission shown in FIG. 1 with an oil pan removed and a valve body viewed from below.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine crankshaft, 2 ... Input shaft, 2a ... Input shaft 2
3 ... Counter shaft, 4a, 4b ... Axle shaft,
5: Lock-up clutch (L / C), 6: Torque converter, 7: Automatic transmission mechanism, 8: Counter mechanism, 9: Differential device, 10: Single planetary gear, 11: Dual planetary gear, 12: Planetary gear unit, 15: Case , 16: counter drive gear, 17: counter driven gear, 25: connector,
26: boss for connector, 26a: boss hole, 27a, 27
b, 27c, 27d, 27e: wire harness inside the case, 27f: wire harness outside the case, 28: valve body, 29, 30, 31, 32, 33, 34 ... solenoid valve, 38 ... rib, C1 ... first ( Forward) clutch, C2: second clutch, C3: third (reverse) clutch, B1: first brake, B2: second brake, B3: third brake, F1: first one-way clutch, F2: Second one-way clutch

Continued on the front page (72) Inventor Akitoshi Kato 10 Takane, Fujiimachi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Inventor Tokuyuki Takahashi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Masafumi Kinoshita 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (3)

[Claims] An automatic transmission comprises a main shaft having a transmission mechanism, a counter shaft for transmitting the output of the transmission mechanism, and an axle shaft for reducing the output transmitted by the counter shaft. An automatic transmission in which the main shaft, the counter shaft, and the axle shaft are arranged in this order from the front to the rear of the vehicle, and the counter shaft is arranged at the uppermost position, and the valve body housing the solenoid valve is arranged at the lower position. Wherein the shaft length of the counter shaft is set shorter than the shaft length of the transmission mechanism disposed portion of the main shaft, and the counter shaft of the case of the automatic transmission is located on the vehicle rear side of the case portion covering the transmission mechanism and the case. A space is formed on at least one side in the front-rear direction of the automatic transmission with respect to a case portion that covers the solenoid valve and is disposed behind the solenoid valve and the automatic transmission on the vehicle. Automatic transmission, each connector boss connector electrically connected is assembled in the electronic control unit, characterized in that provided in the vertical direction in the case is positioned within said space being. 2. The connector boss according to claim 1, wherein said connector boss forms a part of a rib for reinforcing said case, provided at least from a case part covering a transmission mechanism to a case part covering a counter shaft. Item 6. The automatic transmission according to Item 1. 3. A counter drive gear for transmitting an output of a transmission mechanism to a counter shaft is provided substantially at the center of the main shaft, and a counter drive gear is provided at a front side of the automatic transmission at a first forward speed and at a reverse speed. The friction engagement element which does not engage in any case is provided, and another remaining friction engagement element is provided on the rear side of the automatic transmission of the counter drive gear. 2. The automatic transmission according to 2.