JPS5814947B2 - Automotive drive unit - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automobile drive system, and more particularly to a drive system in which an automatic transmission and a final reduction gear are combined, which is applied to a transverse engine type front wheel drive or a rear wheel drive.

In recent years, in Japan, cars with a front engine and front wheel drive (FF') system have become popular, with emphasis placed on the interior space of the car.

Automobiles adopting this system have the advantage of having a compact drive unit, reducing vehicle weight, and improving fuel efficiency.

In the drive system k applied to the transverse engine type front wheel drive which has such advantages, it is possible to incorporate an automatic transmission that can provide 4 forward speeds and 1 reverse speed in order to further improve the fuel efficiency of the automobile and reduce noise. The overall length of the device is increased and the problem arises of interference between the suspension system of the motor vehicle and this drive system.

This problem is more important in automobiles that are generally referred to as compact cars.

In view of this problem, the present applicant has already proposed a compact drive device that incorporates an automatic transmission capable of providing at least four forward speeds and one reverse speed into the drive device, and avoids interference with the suspension system of the automobile.

This automotive drive system uses a hydraulic torque converter,
The underdrive device and the overdrive device are arranged coaxially with each other, and the transmission shaft that transmits power to the final reduction gear extends approximately parallel to the axial direction of the hydraulic torque converter. An output gear coupled to the output element transmits the power of the overdrive device to the transmission shaft.

It is an object of the present invention to achieve further miniaturization of such a drive system for a motor vehicle and to improve the durability of the components used in such a drive system for a motor vehicle.

Next, an embodiment of the present invention will be explained with reference to the drawings. FIG. 1 shows a skeleton diagram of an engine and a drive device.

These wheels may be front wheels or rear wheels.

) between which an internal combustion engine 1 is installed transversely at right angles to the axle direction of the vehicle.

The crankshaft 2 of this engine 1 is the automatic transmission 10 of the drive device.
is connected to.

This drive device is composed of an automatic transmission 10 and a final reduction gear 60, and the automatic transmission 10 is composed of a hydraulic torque converter 3, an auxiliary transmission 11, and a transmission device 71. It is assembled to the engine 1 in the lateral direction of the automobile.

The hydraulic torque converter 3 is of known type and includes a pump inverter 4 connected to the crankshaft 2, a stator 7 connected via a one-way clutch 5 to a stationary part 6,
and a turbine runner 8.

The auxiliary transmission 11 includes an underdrive device 12 and an overdrive device 13, which are provided coaxially with the crankshaft 2.

The input shaft 14 of the underdrive device 12 is connected to the crankshaft 2
It extends coaxially with respect to the turbine runner 8 and is connected to the turbine runner 8 .

The underdrive device 12 includes first and second planetary gear devices 15 and 16. The first planetary gear device 15 includes a carrier 20 that rotatably supports the sun gear 17, the planetary pinion 18, the ring gear 19, and the planetary pinion 18. Consists of.

The clutch device 23 controls the connection between the input shaft 14 and the ring gear 19, the clutch device 24 controls the connection between the input shaft 14 and the Sangya shaft 27 connected to the Sangya '17K, and the brake device 25 controls the connection between the input shaft 14 and the Sanghya shaft 27. Controls the connection with the fixed drive case 73.

The second planetary gear device 16 includes a sun gear 30, a planetary pinion 31, a ring gear 32, and a carrier 33 that rotatably supports the planetary pinion 31.

The sangya 30 is connected to the sangya shaft 27, and the one-way clutch 3 is connected between the sangya shaft 21 and the drive case 73.
4 and a brake device 35 are provided in series.

A one-way clutch 36 and a brake device 37 are provided between the carrier 33 and the drive case 26 in parallel with each other.

The one-way clutches 34 and 36 are arranged radially concentrically, that is, axially overlapping.

An intermediate shaft 40 extending to the center of the auxiliary transmission 11 is connected to the input shaft 1
4, is coupled to the carrier 20 and the ring gear 32, and transmits power from the underdrive device 12 to the overdrive device 13.

The overdrive device 13 includes a planetary gear device 41 .

The planetary gear device 41 includes a sun gear 42, a planetary pinion 43, a ring gear 44, and a planetary pinion 43.
It consists of a carrier 45 that rotatably supports.

The carrier 45 is connected to the intermediate shaft 40K, a clutch device 48 controls the connection between the carrier 45 and the sangya 42, and a brake device 49 controls the connection between the sangya 42 and the auxiliary case 74.

The ring gear 44 is an output element of the planetary gear device 41,
An output gear 53 is integrally connected to the ring gear 44.

The one-way clutch 54 includes a sangya 42 and a ring gear 44,
Controls the connection with the output gear 53.

In the transmission device 71, the transmission shaft 55 extends substantially parallel to the intermediate shaft 40, has a driven gear 56 that meshes with the output gear 53 at one end, and a driven gear 56 that meshes with the output gear 53 at the other end.
1.

In order to locate the final reduction gear 60 substantially at the center in the left-right direction of the vehicle, the gear 51 is located closer to the torque converter 3 than the driven gear 56 .

The gear 57 meshes with the gear 61 of the final reduction gear 60.

The final reduction gear 60 is of a well-known type, with left and right axle shafts 62 and 63 extending from side gears 64 and 65 parallel to the axial direction of the auxiliary transmission 11.

Axle shafts 62, 63 are coupled to left and right front wheels (not shown).

A shaft that rotatably supports pinions 66 and 67 that mesh with side gears 64 and 65 rotates together with gear 61.

The operation of the auxiliary transmission will be explained with reference to the following table.

In this table, the numbers represent the illustrated clutch devices, brake devices, and one-way clutches, and ○ indicates that the clutch devices and brake devices are engaged.
△ means that the one-way clutch is in the engaged state when the engine is running.

Engagement and disengagement of each clutch device and brake device is controlled by supplying and discharging hydraulic pressure from a hydraulic control device to a hydraulic servo constituting these devices.

In the first and second speeds of the D (drive range), the one-way clutches 36 and 34 are maintained in the engaged state to achieve the first and second speeds, but in the L (drive range) and the 2nd ( When the engine coasts in the second range,
Brake devices 37 and 25 are engaged by the supply of hydraulic pressure to maintain first and second gear (engine brake), respectively.

FIG. 2 shows the main parts of the invention in detail.

In the underdrive device 12, R (output in reverse range is obtained from the ring gear 32 of the planetary gear device 16 that is disposed closest to the overdrive device 13 among the plurality of planetary gear devices 15, 16 of the underdrive device 12. .

The ring gear 32 includes a portion 80 extending in the axial direction on the outer circumference of the intermediate shaft 40 as an output means of the underdrive device 12.
A spline 81 is formed on the inner circumferential surface of this portion, and the spline 81 is fitted with a spline on the outer circumference of the intermediate shaft 40 .

The carrier 45 of the planetary gear device 41 of the overdrive device 13 (the carrier 45 serves as an input means for the overdrive device 13).

) also has a portion extending in the axial direction on the outer periphery of the intermediate shaft 40, and a spline 82 is formed on the inner peripheral surface of this portion.
The spline 82 is fitted with the spline on the outer periphery of the intermediate shaft 40.

End 84 of the section with spline 81 and spline 82
These two parts are arranged so that the end 83 of the part having the shape can abut against each other on the outer periphery of the intermediate shaft 40.

The intermediate shaft 40 and the carrier 45 are supported by the drive case 13 and the overdrive case 14 via a ball bearing 81 and a twenty dollar bearing 88, respectively.

The overdrive device 13 includes one planetary gear device 41, a multi-disc clutch 48, a multi-disc brake 49, and a one-way clutch 54, and includes a carrier 45 which is an input element of the overdrive device 13 and a sangya 42 which is a reaction force element. A multi-disc clutch 48 is provided between the sangya 42 and the overdrive case 74, a multi-disc brake 49 is provided between the sangya 42 and the ring gear 44, which is the output element of the planetary gear system 41. A one-way clutch 54 is provided.

A cylinder drum 89 of the multi-disc clutch 48 is connected to the sangya 42 at its radially inner end, and has a piston 90 therein.
to accommodate.

A clutch hub 91 of the multi-disc brake 48 is connected to the carrier 45.

Between Sanghya 42 and Kyalya 45 is Watsusha 103.
Washers 101 and 102 are arranged between both ends of the pinion gear 43 in the axial direction and the carrier 45.

The hub 92 of the multi-disc brake 49 is connected to the sangya 45 via the cylinder drum 89, and the one-way clutch 54
is provided with the ring gear 44 as an inner race and the hub 92 as an outer race.

The output gear 53 is connected to the underdrive device 12 in the axial direction.
and the overdrive device 13.

The ring gear 44 as an output element of the planetary gear set 41 has a portion with splines 94.
is spline connected to the output gear 53 via a spline 94, and is connected to the output gear 5 via a retaining ring 95.
It is connected to 3.

The retaining ring 95 limits relative axial movement between the ring gear 44 and the output gear 53.

The output gear 53 is supported on the carrier 45 via roll bearings 96.97.
is fixed to the carrier 45 by a nut 98 via a ball bearing 87, and is prevented from moving in the axial direction.

The driven gear 56 spline-fitted to the shaft 55 at a point 99 meshes with the output gear 53 and is supported by the drive case 73 etc. via a roll bearing 100.

As described above, according to the present invention, the carrier 45 as an input element of the planetary gear device 41 of the overdrive device 13 is
Intermediate shaft 40 as output means of underdrive device 12
has an axial portion 80 extending by a predetermined dimension in the axial direction of the
The axial portion 80 is spline-connected to the intermediate shaft 40 at a spline 82 on its inner circumferential surface, and the output gear 53 is disposed axially intermediate between the underdrive device 12 and the overdrive device 13, and the output gear 53 is and is supported on the outer periphery of the axial portion 80.

Since the output gear 53 is supported on the axial portion 80 having a small outer diameter, the outer diameter of the output gear 53 can be reduced and its durability can be improved.

In the embodiment, the left end 84 of the ring gear 32 and the carrier 45
The right end 83 of the planetary gear units 16 and 41 can come into contact with each other, and by appropriately selecting the pitch diameter or helix angle of the gears, it is possible to achieve internal balance of the thrust forces between the planetary gear units 16 and 41.

Therefore, since there is no need for the cases 73 and 74 to receive reaction forces, thrust washers or bearings can be made unnecessary, and manufacturing costs can be reduced and reliability can be improved.

In the embodiment, the thrust force of the R range ring gear 32 of the planetary gear set 16 and the thrust force of the overdrive sun gear 42 of the planetary gear set 41 face each other in opposite directions (inward). is Watsusha 1 between Sanghya 42 and Kyalya 45
Since the thrust force of the counter gear 53 and the thrust force of the ring gear 44 of the planetary gear device 41 are opposed to each other via the retaining ring 95, all the thrust forces can cancel each other out. In this way, problems such as deterioration of bearing durability and deformation of the case due to thrust forces occurring in the same direction can be eliminated.

In the embodiment, the thrust force (thrust force in the direction toward the output gear 53) due to the helix angle of the ring gear 44 and the output gear 5
The thrust force due to the torsion angle of No. 3 (the thrust force toward the ring gear 44) opposes and cancels out via the retaining ring 95.

Carrier 4 as input element of overdrive device 13
A one-way clutch is provided between the carrier 45 and the ring gear 53 as an output element, and when the overdrive device 13 is directly connected, the carrier 45 is directly connected to the ring gear 53 through the one-way clutch without going through the planetary gear device 41. In an overdrive device to which power is transmitted, the thrust force of the planetary gear device 41 is not generated when the one-way clutch is engaged, and the thrust force of the planetary gear device 16 of the underdrive device 12 cannot be offset.

However, in the embodiment, when the one-way clutch 54 is engaged, the ring gear 44 or sun gear 42 of the planetary gear system 41 is acted upon from the planetary gear system 16 or from the helical gear (output gear) 53 connected to the ring gear 44. The thrust force is also opposed to the thrust force generated in the ring gear 44 or the sun gear 42 when the one-way clutch 54 is engaged.

That is, the thrust force generated in the ring gear 44 or the sangya 42 is transmitted to the carrier 45 via the washer 103, and when the carrier 45 and the ring gear 32 come into contact with each other, both thrust forces are canceled out.

Therefore, by appropriately selecting the pitch diameter or helix angle of the gear, internal cancellation of the thrust force becomes possible.

In the embodiment, a plurality of bearings 87, 96, 97 are arranged on the outer periphery of the carrier 45, and there is at least one bearing each supporting the output gear 53 and the drive case 73 (in the embodiment, the ball bearing 87 is the drive case). The case 73 is supported by a tapered bearing 96 .
97 supports the output gear 53.

). Bearing 96. 97 receives thrust force, and this bearing 96,970 reaction force is applied to bearing 87.88
It is received by the drive case 73 and the auxiliary case 14 via.

In the embodiment, the case reaction force of the tooth load of the output gear 53 is transferred to two bearings 87. By receiving the load at 88, the moment load due to the thrust load can be reduced.

A rotation difference occurs between the output gear 53 and the carrier 45 only in the overdrive state, and the rotation difference is expressed as (1-i)n, where i is the overdrive gear ratio and n is the rotation speed of the carrier 450. The value is extremely low, and the transmission torque of the output gear 53 at that time is as low as iT, where T is the input torque of the carrier 45.

Therefore, the capacity of the bearings 96 and 970 may be small.

The outer ring of the bearing 87 and the drive case 73 are fixed to each other by a retaining ring 109.

In the embodiment, a plurality of bearings 87 are mounted on the carrier 45.
, 96, 97 are provided, and the carrier 45 is spline-fitted to the intermediate shaft 40 of the underdrive device 12 via a spline.

This spline fitting makes it easy to adjust the preload of the tapered bearings 96, 97 using the nut 98, making assembly simple.

In the embodiment, since the intermediate shaft 40 is formed of a round bar, manufacturing costs can be reduced.

Eccentricity between the members (drive case 73 and output gear 53 in the embodiment) that hold the outer rings of the plurality of bearings 87.9697 and the intermediate shaft 40 is absorbed by spline fitting, thereby improving durability and reliability. I can do it.

Similarly, a plurality of binions 43 held in a carrier 45
Eccentricity between the intermediate shaft 40 and the intermediate shaft 40 can also be absorbed by spline fitting.

[Brief explanation of drawings]

FIG. 1 is a skeleton diagram of an embodiment of the present invention, and FIG. 2 is a diagram showing main parts of the present invention in detail. 3... Fluid torque converter, 12... Underdrive device, 13... Overdrive device, 40... Intermediate shaft, 41... Planetary gear device, 44... Ring gear, 45
...Carrier, 53...Output gear, 55...Transmission shaft, 8
o... Curved axis direction portion, 82... Suphline, 96, 97
...Roll bearing.

Claims (1)

[Claims] 1. A hydraulic torque converter, an underdrive device having a plurality of reduction ratios of 1 or more and arranged coaxially and adjacent to the hydraulic torque converter and receiving power from the hydraulic torque converter, 1 or less. An overdrive device having a plurality of reduction ratios and disposed coaxially and adjacent to the underdrive device to receive power from the underdrive device; An automobile drive comprising: an output gear receiving power from an output element of the overdrive planetary gear device; and a transmission shaft extending substantially parallel to the axial direction of the hydraulic torque converter and receiving power from the output gear. In the device, the input means of the overdrive device is a carrier of a planetary gear set of the overdrive device, the carrier has an axial portion extending a predetermined dimension in the axial direction of the output means of the underdrive device; an axial portion is splined at its inner periphery to the output means of the underdrive device, the output gear being disposed axially intermediate the planetary gearing of the underdrive device and the overdrive device; A drive device for an automobile, characterized in that the axial portion supports the output gear via pairing on its outer periphery.