JPS58131450A - Automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To make it possible to lessen the reactive force of bending exerted to a long shaft, by forming, in the long shaft in a shaft, at least at one end thereof, a shaft hole for rotatably supporting a support shaft projecting from the casing of an automatic transmission so that the reactive force is received by the support shaft upon gear transmission at the one end side. CONSTITUTION:In a second planetary gear transmission mechanism 500 arranged between an input shaft 2 of a short shaft in a second shaft 400 and an output shaft 1 of a long shaft, bending stress due to the transmission between an input gear 430 and an output shaft 230 of a first shaft is exerted to the output shaft 1 at a point A as an acting point, upon transmission, and as well bending stress due to the transmission between an output gear 110 and a large driver gear 610 in a differential gear unit is exerted to a point B as an acting point. However, the stress at the acting point B is received through a wide roller bearing 16 by a support shaft 731 fixed to the casing of the automatic transmission unit and fitted in a shaft hole 14 in the output shaft 14, so that the stress is prevented from being applied as bending stress to the output shaft 1. Accordingly, the life of a bearing in each slide part may be prolonged.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a multi-shaft type automatic transmission for a vehicle in which transmission shafts are arranged in parallel.

An automatic transmission consisting of an input shaft connected to the output shaft of an engine through a coupling such as a fluid coupling or a friction clutch, and an output shaft connected in series so as to have a coaxial center with the input shaft and to which an output gear is attached. a first shaft rotatably supported by the case; a long shaft parallel to the first shaft and rotatably supported by the automatic transmission case; and a short shaft rotatably attached to the long shaft. consisting of the major axis or minor axis, -
One is provided with an input shaft that is directly aligned with the output gear of the first shaft, or is connected by a chain, or is connected via an idle gear, and the other is provided with an output gear that is an output shaft. a second shaft having a drive gear connected directly to the output gear of said second shaft or connected via a chain or via an idle gear; A vehicle automatic comprising a first planetary gear transmission provided between an input shaft and an output shaft of a shaft, and a second planetary gear transmission provided between an input shaft and an output shaft of a second shaft. Conventionally, in transmissions, the second gear transmits large torque.
In the shaft, bending stress applied to the input gear and the output gear is generated on the long axis, causing the long axis to bend, causing uneven contact between the bearings of each knob and reducing the service life. In particular, if the WJI point of the output gear of the second shaft, where the transmitted torque is increased due to deceleration, is further away from the bearing that supports the output gear of the second shaft, the bending force applied to the long shaft will increase, The life of the bearing is significantly shortened.

SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic transmission for a vehicle in which the bending stress applied to the long axis of the second shaft can be reduced and the life of the bearings in each knob can be improved.

FIG. 1 shows a front engine, front drive type automatic transmission for an automobile. The transmission device of this automatic transmission is
A torque converter 100, which is a fluid coupling, has an input shaft 210 that is integrated with the output shaft 110 of the torque converter, and an output gear 230 that is concentric with the input shaft 210 and is spline-fitted to the rear end (the end opposite to the engine). a first planetary vehicle transmission mechanism 3 provided between the input shaft 21G of the first shaft and the output shaft 230;
00, the input gear 430 is arranged parallel to the first shaft, and the rear end is spline-fitted with an input gear 430 that meshes with the output key 7230 of the first shaft, and is supported by the automatic transmission case. The end of the input shaft 410 is a long shaft supported by the automatic transmission case via a bearing, and the tip of the input shaft 410 is rotatably connected to the human-powered shaft. ! a second shaft 400 consisting of an output shaft 420 provided with an output gear 440; and an input shaft 4 which is the long shaft.
10 and the output shaft 420 which is the short shaft.
The planetary self-vehicle transmission mechanism 500 includes a differential 600 that is parallel to the second shaft and has a driving large gear 610 that is aligned with the out-noh gear 440 of the second shaft. The torque converter 100 automatically operates through a front cover 102 connected to an engine output shaft 101, a pump impeller 103 connected to the front cover 102, a turbine runner 105 connected to an output shaft 110, and a one-way clutch 106. It consists of a stator 101 connected to the transmission case and a single-tie clamp 108. The first planetary self-vehicle transmission mechanism 300, which is provided between the input shaft 210 and the output shaft 220 of the first shaft 200, is an underdrive mechanism for shifting into three forward speeds and one reverse speed. part planetary gear set 310, rear planetary gear set 320,
A first multi-disc clutch 330, a hydraulic servo 331 that engages and releases the multi-disc clutch, and a second multi-disc clutch 3
40, its hydraulic servo 341, first multi-disc brake 35
0, its hydraulic servo 351, second multi-disc brake 360
, with its hydraulic servo 361 and one-way clutches 370 and 380. Second planetary vehicle transmission mechanism 50 provided between input shaft 410 and output shaft 420 of second shaft 400
0 is a planetary gear set 510, a multi-disc brake 52
0, the hydraulic servo 521, the multi-disc clutch 530, the hydraulic servo 531, and the one-way clutch 540. The differential 600 includes a driving large gear 610 that is aligned with the output gear 440 of the second shaft, and a supporting shaft that is bolted to the driving large gear and that protrudes from both sides and is rotatable to the automatic transmission case via bearings. a differential car box (gearbox) 620 supported by the gearbox 62;
A small #11N shaft 630 is supported at both ends by the wall of the center box of 0 and fixed with pins, and is provided in the rotational direction of the cough gear box 620. A pair of differential small gears 640 and 650 are provided in the gearbox 620, and one differential large wheel 660 and the other differential gear 660 and 650, respectively, are fitted into the differential small gears 640 and 650. Differential person-skewer 670,
It consists of an axle 680 and a skewer shaft 690.

This automatic transmission includes a torque converter housing 710 in which a fastening surface 700A to the engine is open and a torque converter 100 is housed therein, a differential housing 720 in which a surface opposite to the engine is open and a differential 600 is housed therein, and a second A torque converter case 700 consisting of a second shaft support wall 730 that supports the tip of the shaft (the end next to the engine), an 11 room 811 in which the planetary gear transmission mechanism 300 of the first shaft is housed, and a planetary shaft of the w42 shaft. A second room 812 in which the gear transmission mechanism 500 is housed
a transmission case 8001 consisting of a transmission room 810 consisting of a transmission room 810 and a differential room side wall portion 820 covering an opening of the differential housing 720; and a gear cover 900 fastened to the side wall of the transmission case 800 opposite to the torque converter. It is installed inside the automatic transmission case. Reference numeral 910 denotes a hydraulic control unit for the automatic transmission, which adjusts the discharge pressure of the oil pump 130 provided between the torque converter 100 and the planetary gear transmission mechanism 300 to line pressure to control the hydraulic servo, the torque converter, and the necessary lubrication. output as hydraulic oil or lubricating oil to the parts. In this configuration, the rear end of the input shaft 410 of the second shaft 400 is rotatably supported by the gear cover 900 via a bearing 401, and the tip is supported by the second shaft support portion 730 of the torque converter case via a bearing 402. The input gear 430 and the output gear 440 are rotatably supported, and the reaction force that the input gear 430 and the output gear 440 receive during transmission is caused by the input shaft 4 which is the support part of both gears.
The bending stress is generated at points A and 8 of the input shaft 410, and these application points are behind the bearings 411 and 412, which are the fulcrums of the input shaft 410, so the input shaft 410 is caused to bend at the center r of the input shaft 410 due to the large bending stress. O,711$
A displacement of ￥ degrees occurs.

Next, the present invention will be explained based on an embodiment shown in FIG.

In the present invention, the second shaft 400 consists of an output shaft 1 which is a long shaft and a human power shaft 2 which is a short shaft. The rear end of the output shaft 1 is supported by the input gear 430 of the second shaft via a pair of tapered bearings 11 and 12, and is further supported by the automatic transmission case via a bearing 432 fitted in the hub 431 of the input key I. It is rotatably supported by a gear cover 900, and the tip is a large diameter portion 10 with steps 121 and 131.
The shaft hole 14 formed in the center of the large diameter portion 100 of the tip is fitted from the outside into a support shaft mounting hole 732 provided in the wall of the second shaft support portion 730 of the torque converter case, and is fastened with a bolt 773. Roller bearing 1 is attached to the provided spindle 731.
It is rotatably supported through 6. The input shaft 2 includes a cylinder 22 with an inner spline 21 installed in the direction from the input gear 430 to the tip (in the direction of the engine).
It has the following configuration. The 2nd lI & star-heavy speed mechanism 500 provided between the input shaft 2 and the output shaft 1 of the second shaft is connected to the planetary gear set 3, the multi-disc brake 4, and the second room 812 of the transmission case. A hydraulic servo 5 and a multi-disc clutch 6, the distal end of the intermediate wall 850 being formed into a spring wall, which engages or releases the multi-disc brake 4;
The rear end of a parking gear 15 welded to a large diameter portion 10 provided at the tip of the output shaft is formed on a spring wall, and includes a hydraulic servo 7 and a one-way clutch 8 for operating the multi-disc clutch.

The planetary gear set 3 includes a ring gear 31 spline-fitted to the cylindrical input shaft 2 protruding from the input gear and fixed with a snap ring 22, a ring gear 31 fitted externally to the rear end of the output shaft 1, and a hub. The portion 321 is the output shaft 1
A carrier 32 is fixed between the stage 17 provided at the rear end and the stopper ring 18 screwed to the rear end of the output shaft 1, and between the output shaft 10 stage 121 and the carrier 32. A sun gear shaft 3 rotatably fitted onto the output shaft 1
4, a Pufnetari gear 35 rotatably supported by the kitriya 32 and meshed with the i$i'i & 2 ring gear 31 and the sun gear 33, and a governor drive at the tip 32△ of the kitriya 32. gear 36
is welded.

The multi-disc brake 4 is connected to the transmission case 800 via a huff 41 welded to the tip of the sun gear shaft 34.
The clutch 6 engages or disengages the sun gear shaft 34 and the bar flange 15 via the hub 41. -h direction latch 8 is
The rear end of the middle 1i11!850 is attached between the sun gear shaft 34 and a cylindrical portion 851 protruding into the side wall.

In this second planetary gear transmission mechanism, the brake 4 is released,
When clutch 6 is engaged, power is transferred to sun gear 3
3 is fixed to the carrier 32, the human HR shaft 430 → input shaft 2 → ring gear 31 → planetary v735 → carrier 32, (sun gear 33) → output shaft 1, (ring gear shaft 3
4, clutch 6, parking flange 15 and output shaft 1) → output gear 110, and the reduction ratio becomes 1. When brake 4 is engaged and clutch 6 is released, sun gear shaft 34 is transmitted to transmission. case 8
00, power is transmitted in the order of input gear 430 → input shaft 2 → ring gear 31 → carrier 32 → output shaft 1 → output gear 110, and deceleration operation is performed.

This second planetary gear transmission mechanism 500, during transmission,
The output shaft 1 includes an input gear 430 and an output gear 23 of the first shaft.
Bending stress due to transmission between the output gear 110 and the differential driving large gear 610 is applied using point A as a point of action, and bending stress due to transmission between the output gear 110 and the differential drive large gear 610 is applied using point B as a point of action. However, as in the present invention, the stress generated at the point of application B is supported by the support shaft 731 fixed to the automatic transmission case via the wide roller bearing 16, and is prevented from being applied as bending stress to the output shaft 1. Ru. Further, in the output shaft 1, the output gear 230 of the first shaft and the input gear 430 of the second shaft are helical gears.
> thrust 1:1 is tapered roller bearing 11&
3 and 12 and the carrier hub 32B, it is generated in the planetary gear set 3 using a helical gear, and is connected from the ring gear 31 to the input shaft 2 and the human gear 4.
30, taper 0-ra bearing 11.12, and 4
-1 Thrusts 1 to F2 on the left side in the figure are added to the stage 11 via the rear hub 321, and the output gear 110 of the second shaft and the large driving wheel 610 of the dino differential are helical gears, so A thrust F3 is added. The resultant force of the thrusts F1 and F2 is canceled out by the thrust force 3, but the difference is transferred to the roller by the intermediate wall 850 via the seven rings 111 and 112.

FIG. 3 shows the dimensions of another embodiment of the automatic transmission for a vehicle according to the present invention. The same reference numerals as in FIG. 2 indicate the same functional parts.

In this embodiment, the axial clutch is installed between the inner wall of the transmission case 800 and the sun gear shaft, and fi-=
The multi-disc brake 4 is located between the h-direction clutch 8 and the intermediate wall 850.
and its hydraulic servo 5, and the support shaft 731 is a hollow shaft.

FIG. 4 shows yet another embodiment of the invention. The same reference numerals as in FIG. 2 indicate the same functional parts. In this example, the intermediate 1850
is provided on the engine side (tip side), and the clutch 6, brake 4, and these hydraulic servos 5 and 7 are provided between the planetary gear set 3 and the intermediate wall 850, and an axial clutch is provided between the clutch 6 and the brake 4. 8 is attached, and the axial dimension of the support shaft 731 is shortened.

Also in the automatic transmission for a vehicle shown in FIGS. 3 and 4, the bending moment due to the reaction force that the output gear 110 receives during transmission can reduce the bending stress applied to the output shaft 1 of the second shaft supported by the support shaft 731.

In the above embodiment, the case where the support shaft is bolted to the automatic transmission case has been described, but the support shaft may be integrally cast with the automatic transmission case such as the torque converter case, or the second shaft may be bolted to the automatic transmission case. may be supported at both ends by support shafts. In general, the input gear and output gear of the second shaft may be transmitted via an idle gear or a chain.

As described above, the automatic transmission for a vehicle of the present invention has an input shaft connected to the output shaft of an engine via a coupling such as a fluid coupling or a friction clutch, and is connected in series so as to be coaxial with the input shaft. A first shaft is parallel to the first shaft and is rotatably supported by the automatic transmission case, and the output shaft is rotatably supported by the automatic transmission case. It consists of a long shaft and a short shaft rotatably attached to the long shaft, and one of the long shaft and short shaft is an input shaft that meshes directly with the output gear of the first shaft or is connected with a chain. An input gear connected via an idle gear is provided, and the other is an output shaft connected to an output shaft.
The installed second shaft is directly connected to the output key 7 of the second shaft.
A differential with a driving large skewer that is coupled together or C-connected through a chain or connected through an idle gear, and a first one provided in the distance between the 11 human power shafts and the output shaft. Since the second planetary-skewer transmission is installed in the dark, the bending stress applied to the long axis of the second shaft can be reduced, and the life of the bearings in each vibrating section can be improved.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a conventional automatic transmission for a vehicle, and FIG. 2 is a sectional view of the second shaft portion of the automatic transmission for a vehicle according to the present invention.
FIG. 3 shows a second embodiment of the automatic transmission for a vehicle according to the present invention.
FIG. 4 is a sectional view of the second shaft portion of still another embodiment of the automatic transmission for a vehicle according to the present invention. In the diagram: 400...Second axis 1...Output shaft of the second axis
731... Support shaft 14... Shaft hole

Claims (1)

[Claims] 1> An automatic system consisting of an input shaft connected to the Ichinoseki output shaft via a coupling such as a fluid coupling or a friction clutch, and an output shaft connected in series so as to have the same axis as the input shaft and to which an output gear is attached. a first shaft rotatably supported by the transmission case; a long shaft parallel to the first shaft and rotatably supported by the automatic transmission case; one of the long and short shafts is an input shaft that meshes directly with the output gear of the first shaft, or is connected by a chain or connected via an idle gear. A second shaft is provided with an output shaft and an output gear, and the second shaft is an output shaft that is connected directly to the output gear of the second shaft or is connected to the output gear through a chain, or is an idle gear. A differential with a large driving gear connected via a
A vehicular automatic transmission comprising a planetary gear transmission and a second planetary gear transmission provided on a second shaft, wherein the long axis of the second shaft protrudes from the automatic transmission case at least m-. 1. An automatic transmission for a vehicle, characterized in that it has a shaft hole rotatably supported by a support shaft, and the support shaft receives a reaction force that a gear attached to one end receives during transmission.