JPS5817896B2 - Automotive drive unit - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a drive system for a motor vehicle, 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 front-wheel drive systems have become popular, with an emphasis on interior space.

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

In a drive system applied to a horizontally mounted front wheel drive with an engine that has these advantages, it is possible to incorporate an automatic transmission that provides four forward speeds and one reverse speed in order to further improve the vehicle's fuel efficiency and reduce noise. The overall length becomes long, and the problem arises that the suspension system of the automobile interferes with 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 invention provides a compact drive system that incorporates an automatic transmission capable of providing at least four forward speeds and one reverse speed into the drive system, and avoids interference with the suspension system of an automobile.

Next, the present invention will be described in detail with reference to the drawings. 3 FIG. 1 shows the engine and the drive device in a skeleton diagram.

These wheels may be front wheels or rear wheels.

) comprises an internal combustion engine 1 installed laterally in the vehicle.

The crankshaft 2 of this engine 1 is the automatic transmission 70 of the drive device.
is connected to.

This drive device is composed of an automatic transmission 70 and a final reduction gear 60, and the automatic transmission 70 is composed of a hydraulic torque converter 3, an auxiliary transmission 11, and a transmission device 71, and is assembled to the engine 1 in the lateral direction of the automobile. It is attached.

The hydraulic torque converter 3 is of known type and includes a pump impeller 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, an overdrive device 13, and an underdrive device 12, ↓ and an overdrive device 13, which are provided coaxially with respect to the crankshaft 2.

An input shaft 14 of the undertribe device 12 is coupled to the turbine lamp 8 .

The underdrive device 12 includes a gear 1 and a second planetary gear device 15, 16. The first planetary gear device 15 has a carrier 20 that rotatably supports a sun gear 17, a planetary pinion 18, a ring gear 19, and a planetary pinion 18. Consists of.

The clutch device 23 controls the connection between the manpower shaft 14 and the ring gear 19, the clutch device 24 controls the connection between the manpower shaft 14 and the sun gear pin 27 coupled to the sun gear 17,
The brake device 25 controls the reading between the sun gear 17 and 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 sun gear 30 is connected to the sun gear shaft 27, and a one-way clutch 34 and a brake device 35 are provided in series between the sun gear shaft 27 and the first drive case 73.

A one-way clutch 36 and a brake device 37 are provided in parallel with each other between the carrier 33 and the first drive case 73.

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, and is connected to the carrier 20 and the ring gear 32, and is connected to the underdrive device 1.
2 is transmitted 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.

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

The ring gear 44 corresponds to the output of the overdrive device 13, and an output gear 53 is integrally connected to the ring gear 44.

The one-way clutch 54 includes a carrier 45 and a ring gear 44.
Controls the connection with the output gear 53.

In the transmission device 71, a transmission shaft (counter shaft) 55 extends substantially parallel to the intermediate shaft 40, has a driven gear 56 meshing with the output gear 53 at one end, and a driving gear 57 at the other end. have.

In order to locate the final reduction gear 60 at the center of the vehicle in the left-right direction, the gear 57 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, and left and right axle shafts 62 and 63 extend from side gears 64 and 65 in 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 rotatably supporting pinions 66, 67 which mesh with side gears 64, 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 engaged 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 that constitutes this device.

In the 1st and 2nd speeds of the D (drive range), the one-way clutches 36 and 34 are maintained in the engaged state to achieve the 1st and 2nd speeds, but in the L (low) range and the 2nd ( When the engine is coasting in the second) range, the brake devices 37 and 25 are engaged by hydraulic pressure, and the first and second gears (engine braking) are engaged, respectively.
is maintained.

Figures 2a and 2b specifically show the automatic transmission and transmission device of the drive device, and each configuration will be explained in more detail based on these.

1 drive device includes a hydraulic torque converter 3 and an underdrive device 1 for an auxiliary transmission 11 arranged coaxially therewith.
2, a transmission device 71 installed diagonally below the auxiliary transmission 11; It has an auxiliary case 74 that almost houses the installed overdrive device 13. One end of this drive case 73 is fastened to the right side of the engine with a plurality of bolts (not shown), and the other end is A plurality of bolts 77 are inserted into the auxiliary case 74.
It has been concluded by

An underdrive device 1 is provided on the engine side of this drive case 73.
2 is built in, and in the middle there is an oil pump 78 as a hydraulic source that supplies hydraulic oil for operating each clutch device and brake device and hydraulic oil for a hydraulic torque converter via a hydraulic control device (not shown). is attached to the drive case 73 by a bolt 75 on the input shaft.

An auxiliary transmission 11 is provided on the engine side of the underdrive device 12.
A clutch device 25.24 connected via a drum 79 and a bub 80 welded to the human power shaft 14 also fixes a sun gear shaft 27, which will be described later.
A brake band 82 of the brake device 25 is installed on the outer periphery of the drum 81 of No. 4, and on the other side, a hollow sun gear shaft 27 is provided coaxially with the human power shaft 14 with teeth formed on both ends. Two planetary gear units 1 connected to
5 and 16 are installed.

The clutch device 24 for R (IJ berth) range and direct connection (3rd speed, overdrive) is a drum or cylinder 8.
The brake device 25, which is built into the motor vehicle 1 and has a brake band 82, is activated only to achieve the second speed of the second range.

The sun gear shaft 27 is connected to the planetary gear device 15 and the clutch device 23.
The clutch device 24 is spline-fitted to the outer periphery of the drum 81 of the clutch device 24 via a drive 83 that includes a drive 83 inside.

In addition, the teeth at both ends of the sun gear shaft 27 are the planetary gear device 15,
The planetary gear set 15 includes a pinion 18 which meshes with the sun gear 17 and is rotatably supported by the carrier 20, and a ring gear 19 which meshes with the pinion 18. .

The ring gear 19 is connected to the clutch device 23, and the intermediate shaft 40 has one end supported by the input shaft 14 via a bush 84, passes through the hollow of the sun gear shaft 27, and connects bearings to a cylindrical case 76 and an auxiliary case 74, which will be described later. The i-shaft 20 is spline-fitted to the intermediate shaft 40.

A disc 88 is located between the carrier 20 and the end of the manpower shaft 14 and is supported on the intermediate shaft 40 by a spline fit.

The ring gear 19 has a clutch device 2 on its outer peripheral surface.
3 and is spline-fitted to the disc 88 on its inner circumferential surface, so that the disc 88 can receive thrust force.

Further, the sun gear 17 is spline-fitted to the aforementioned drive 83.

The ring gear 32 of the planetary gear set 16 is spline-fitted to the intermediate shaft 40 via a ring 89, and the carrier 33 is mounted on the outer periphery of the planetary gear set 16 in order to be fixed during first gear (engine coast). The one-way clutch 36 is connected to the brake device 37 in the first gear via a groove 91 formed integrally with an inner race 90 of the one-way clutch 36 that is engaged in the first speed.

This one-way clutch 36 is provided between the two planetary gear devices 15 and 16 in the axial direction.

A one-way clutch 34 that engages the sun gear shaft 27 during second speed is built inside the inner race 90 of the one-way clutch 36 between the sun gear shaft 27 and the sun gear shaft 27 .

The outer race 92 of the one-way clutch 36 is spline-fitted to the drive case 73 on the right side of the brake device 37 in the figure, and the outer race 93 of the one-way clutch 34 is connected to the drive case 92 via a bub 94. A servo mechanism 95 of the brake device 35 that is fixed to the servo mechanism 73 is formed.

In this way, two one-way clutches 34 (for 2nd speed) 36 (
(for 1st speed) are provided in layers in the space between the two planetary gear units 15 and 160, and the servo mechanism of the brake device 35 of one one-way clutch 34 is connected to the other one-way clutch 3.
By providing these on the outer race 92 of No. 6, they can be arranged compactly, and the length of the auxiliary transmission 11 in the axial direction can be shortened.

The servo mechanism 95 includes a cylinder 121, a piston 96 built into the cylinder 121, and an oil passage 97 that guides hydraulic pressure to an oil chamber. It is formed.

In addition, the brake device 35 including the servo mechanism 95 includes the outer race of the one-way clutch 34 for second speed (
It controls the connection between the outer ring) 93 and the drive case 73.

The brake device 37 for speed (1) or R range and the brake device 35 for second speed commonly use an inner circumferential surface 122 having a spline groove for engagement with the drive case 73.

A common friction material can therefore be used for the brake devices 37,35.

The cylinder 121 is held at its outer circumferential surface by spline fitting to the inner circumferential surface 122 of the drive case 73.

An overdrive device 13 is provided at one end of the drive case 73.
An auxiliary case 74 containing a built-in auxiliary case 74 is fastened with a plurality of bolts 77.

A U-shaped cylindrical case 76 is fitted into inner cylinder surfaces 98a and 98b of the same radius at the joint between the auxiliary case 74 and the drive case 73, and a plurality of bolts 99 are fitted in the auxiliary case 74. It has been concluded.

A recess is provided in the cylindrical case 76, and a cylinder 124, which is a component of the brake device 37, is formed by this recess.

Inside the cylinder 124 is a piston 12 of the brake device 37.
5 is accommodated.

The cylinder 124 and the piston 125 constitute the servo mechanism 103 of the brake device 37.

The cylinder 124 is thus arranged radially outwardly of the planetary gear set 16 and substantially overlapping it in the axial direction.

In this way, the overdrive device 13 is attached to the auxiliary case 74.
After installing the cylindrical case 76 and the intermediate shaft 40, the cylindrical case 76 is attached to the auxiliary case 74, and the cylindrical surface 98b of the drive case 73 is attached.
After inserting it into the holder, it is fastened with a bolt 77.

The overdrive device 13 is built in a space partitioned by the auxiliary case 74 and the cylindrical case 76, and the carrier 45 rotatably supports the pinion 43 of the planetary gear device 41 installed approximately in the center of this space. The bush 10 is integrally connected to the intermediate shaft 40 and meshes with the pinion 43.
The hollow sun gear 42 held through the auxiliary case 74 is connected to the carrier 45 via a clutch device 48 provided at the end of the auxiliary case 74, and a cylindrical shaft 101 spline-fitted to the clutch device 48. The sun gear 42 is connected to a brake device 49 provided between the planetary gear set 41 and the circumferential inner surface of the auxiliary case 74 for fixing the sun gear 42 to the auxiliary case 74 .

The servo mechanism 102 of the brake device 49 is provided in a cylindrical case 76, and the servo mechanism 102 and the servo mechanism 1 of the brake device 37 are provided in the cylindrical case 76.
03 hydraulic supply oil passages 104 and 105 are formed.

Servo mechanism 102 of overdrive brake device 49
The return spring 136 for the piston 135 of the servo mechanism 102 is held in a hole 137 (FIG. 3) provided in the auxiliary case 74 and is pressed against the friction material of the brake device 49. located radially outward.

In addition, in FIG. 3, 138 is a screw hole for the bolt 99.

Further, the output gear 53, which is an output member of the auxiliary transmission 11, is disposed between the planetary gear device 41 and the cylindrical case 76, and is spline-fitted to the ring gear 44 of the planetary gear device 41.

The one-way clutch 54 is engaged when the overdrive device 13 is directly connected, but in the axial direction, the output gear 53 is connected to the carrier 45 as an input element of the planetary gear device 41 and the ring gear 44 as an output element. In the radial direction, it is located between the output gear 53 and the bearings 109 and 10B that support the output gear 53.

In this manner, by providing the one-way clutch 54 inside the member that is the output gear, the overdrive device 13 is made compact and its axial dimension is shortened.

Further, in order to rotatably support the intermediate shaft 40 in the drive case 73 and the auxiliary case 74, a first thrust bearing 106 is provided between the end of the intermediate shaft 40 and the auxiliary case 74, and a first thrust bearing 106 is provided between the intermediate shaft 40 and the cylindrical case. A second thrust bearing 107 is provided between the case 76 and the case 76 .

These two bearings 106107 are installed to receive thrust forces in opposite directions that act on the intermediate shaft 40 when the automobile moves forward and backward.

A third thrust bearing 108 in contact with the second thrust bearing 107 is provided between the intermediate shaft 40 and the output gear 53, and a fourth thrust bearing 108 is adjacent to the third thrust bearing 108 and in contact with the carrier 45. A thrust bearing 109 is similarly provided between the intermediate shaft 40 and the output gear 53.

These two bearings 108 and 109 are installed to receive thrust forces in opposite directions that act on the intermediate shaft 40 when the vehicle moves forward and backward.

The reaction force of the thrust bearings 108 and 109 is transmitted to the cylindrical case 7 through the thrust bearings 107 and 106.
6 and an auxiliary case 74.

Note that the thrust bearings 106 to 109 are all roller bearings.

Since a circular hole 139 is formed in the center of the end surface of the cylindrical case 76, the leftward thrust force of the planetary gear set 15, 160 in FIG. 1
40.

A hole 128 is provided in the center of the end surface of the auxiliary case 74, and a thread groove is formed in the hole 128.

The nut 129 is screwed into the hole 128 and exerts a force on the intermediate shaft through the thrust bearing 106 in a direction to the right in FIG. 2a.

In this way, thrust bearings 106-109 are preloaded.

A hole 130 for a lubricating circuit is formed in the nut 129, and lubricating oil is supplied to an inner peripheral surface 131 of the nut 129 through the hole 130. Works as a moving surface.

An O-ring 141 is provided in the hole 128, and the auxiliary case 7
4 and the nut 129.

This output gear 53 is rotatably mounted on bearings 11 at both ends of the auxiliary case 74 diagonally downward with respect to the axis of the auxiliary transmission.
It meshes with a driven gear 56 provided at one end of a transmission shaft 55 supported at 0,111.

Further, the drive gear 5 provided on the engine side of the transmission shaft 55
7 meshes with the ring gear 61 of the final reduction gear 60 and transmits the power transmitted from the output gear 53 to the final reduction gear 60.

The driven gear 56 has a larger diameter than the driving gear 57 and has a parking gear 114 integrally therein.

The driver moves the shift lever (not shown) in the driver's cab to P.
(Parking) When the range is operated, the pawl 113 engages with the parking gear 114 via the transmission link member 112, thus restraining the driven gear.

Further, a hydraulic governor device 116 is provided on the transmission shaft 55 between the drive gears 57 to detect heavy speed.

In FIG. 2b, a hole is provided in the auxiliary case portion on the left side of the transmission shaft 55, and a cap 142 is attached to this hole to close the inside.

A snap lithog 143 and an O-ring 144 are provided on the outside and inside of the periphery of the cap 142, respectively.

Note that the bearing 110 is arranged in the auxiliary case 74 because the output gear 53 that meshes with the driven gear 56 of the roller transmission device 71 is arranged at the front of the overdrive device 13, that is, it is arranged closer to the engine than the planetary gear 41. The auxiliary case 74 is closer to the end 74a of the auxiliary transmission 11 portion.
The end portion 74b of the transmission device 71 (the cap 142 is recessed toward the engine side).

In other words, the clutch device 48\r and the lever brake device 49 for the overdrive device 13 are built inside the protruding portion 74a of the auxiliary case 74 of the auxiliary transmission 11.

Below the protrusion 74a of the auxiliary case 74, a strut bar (also serving as a stabilizer) of a strut-type suspension system, which will be described later, is slidably disposed on the side of the protrusion 74b.

In FIG. 4, the strut bar (also used as a stabilizer) of the suspension system is slidably arranged.

FIG. 4 schematically shows the arrangement of the suspension device and the drive device.

This allows the wheels 117 to roll and steer at the axle 6.
3. It is connected to the tie rod 11B via a steering knuckle 119.

In addition, the steering knuckle 119 is attached to the lower arm 12 of the strut type suspension system in order to fix the wheel 117 to the vehicle body.
0, a strut par 150 (also used as a stabilizer) is connected.

The stabilizer 150 is provided below the auxiliary case 74 in which the overdrive device for the automatic transmission 11 is built, and on the side of the portion 74a of the auxiliary case 74.

As described above, according to the present invention, a plurality of bearings 106 to 109 are disposed on the outer circumference of the carrier 45 of the planetary gear set 41, and the bearing 106107 is the drive case 73 and the auxiliary case 7 as the case of the auxiliary transmission.
4 respectively.

In this way, it is possible to achieve downsizing of the automobile drive device.

In the embodiment, the thrust bearing 1 is connected by the nut 129.
Appropriate preload can be applied to 06-109.

Therefore, the ease of assembling the overdrive device 13 can be improved.

In order to apply a preload to the thrust bearings 106 to 109, a sealing member such as an O-ring 141 is required between the nut 129 and the auxiliary case 74.

In the embodiment, a lubrication hole 130 is provided between such a sealing member and the threaded portion of the reservoir for applying a preload, so that the lubrication circuit is sealed from the outside and the inside (thread side). There is no need to provide a special sealing member, which is generally required.

Also, due to the preload in the bearings 106-109, proper centering between the intermediate shaft 140 and the case 7374 is ensured, and the sealing between the nut 129 and the intermediate shaft 40 is improved.

Since the hole 130 performs lubrication from the end of the intermediate shaft where power is not transmitted, there is no need to provide a lubrication hole in the center of the intermediate shaft where power is transmitted, and the strength of the intermediate shaft 40 can be improved.

In the embodiment, the case reaction force due to the tooth load of the output gear 53 is received by two axially long bearings 108 and 109.

Therefore, the moment load due to the thrust load can be reduced.

In the embodiment, a rotation difference occurs between the output gear 53 and the intermediate shaft 40 only in the overdrive state.
If the overdrive gear ratio is i and the rotation speed of the intermediate shaft is n, then the rotation difference between the two is (1-1)n, which is a very small value.

Further, the transmission torque of the output gear 53 at that time is
If the human torque from is T, it is iT, which is small,
Therefore, a small capacity of the bearings 108 and 109 is sufficient.

In the embodiment, the preload of the bearings 106-109 is applied by the nut 129, i.e. externally, so that
Assemblability can be improved.

In the embodiment, the bearings 108 and 109 are arranged inside the output gear 530 in the radial direction, so that the space inside the output gear 53 can be effectively utilized.

In the embodiment, since the intermediate shaft 40 is reliably supported by the bearings 106 to 109, the centering of the components of the auxiliary transmission 11 is excellent.

In the embodiment, the one-way clutch 54 for direct coupling of the overdrive device 13 is arranged between the carrier 45 and the output gear 53 in the axial direction, and between the teeth of the output gear 53 and the bearing 108 supporting the output gear in the radial direction. , 109.

Therefore, the space between the output gear 53 and the bearings 108, 109 is effectively utilized.

Since the inner ring and outer ring of the one-way clutch 54 are securely held by the bearing, centering is excellent.

The lubricating oil sent to the inner bearing of the output gear 53 is
The lubricating oil is sent to the one-way clutch 54 through the wall between the output gear 53 and the carrier 45 by a large centrifugal oil pressure, thereby improving the efficiency of lubricating oil usage.

The one-way clutch 54 generates relative rotation during overdrive, which is frequently used, and when directly connected (1st to 3rd speeds), power is directly transmitted from the intermediate shaft 40 to the output gear 53 via the one-way clutch 54. Therefore, it is possible to improve the life of the planetary gear device 41, which has a significant decrease in durability.

In the embodiment, the return spring 1 of the brake device 49
36 is held within the hole 137 of the auxiliary case 74.

Therefore, for example, the return sheet force v −1−, <1 + as required in the brake device 37
-1+11 -r bp+-C♂y -Rushi←J
EE-A I'l trr J-1-A screw hole 138 is provided for the 99, but the hole 137 is provided using the circumferential spacing of the screw hole 138, and the circumferential distance of the auxiliary case 740 is It can be used effectively.

In the embodiment, the driven gear 56 includes teeth 1 of the parking mechanism.
14 are integrally provided.

The parking gear 114 is used for the driven gear 5.
6, there is no power transmission, and sufficient strength can be ensured by providing the parking gear 114 on the driven gear 56 having sufficient strength and rigidity,
Further, it is possible to eliminate the need for a separate space for the parking gear.

In the embodiment, the 1-speed one-way clutch 36 and the 2-speed one-way clutch 34 are connected to the planetary gear device 1 in the axial direction.
5 and 16, and are arranged on the outside and inside, respectively, in the radial direction.

Therefore, the axial dimension can be reduced and the space outside the radial direction of the one-way clutch 340 for second speed can be effectively utilized.

Furthermore, the lubricating oil of the two-speed one-way clutch 34 can also be used for the single-speed one-way clutch 36.

In the embodiment, the cylinder 121 of the second speed brake device 35
is integral with the outer ring of the one-way clutch 36 for one set.

Therefore, it is advantageous in terms of space reduction, and the number of parts can be reduced to reduce manufacturing costs.

Further, when the second speed brake device 35 is engaged, the first speed one-way clutch 36 is in a released state, and when the I speed one-way clutch 36 is engaged, the second speed brake device 35 is in a released state. Since the splines are in the released state, eccentricity caused when one spline is engaged can be released to the other spline in the released state, which is advantageous.

In the embodiment, the second speed brake device 35 and the first speed brake device 37 utilize a common spline groove on the inner peripheral surface 122.

Therefore, manufacturing costs can be reduced and productivity and assemblability can be improved.

Furthermore, the outer periphery of the cylinder 121 can also be held in a common spline groove.

In the embodiment, the clutch device 24 for R range and direct connection (3rd speed, overdrive) is built into a cylinder (drum) 81, and the cylinder 81 is fixed to the drive case 73.
The brake band 82 of the brake device 25 acts only during engine braking.

Therefore, since the one-way clutch 340 operates only during engine braking, that is, during driving, the capacity of the brake band 82 can be reduced, and the width of the band and the area of the servo piston can be reduced.

Further, since the band width is small, the space outside the cylinder 810 in the radial direction can be used effectively.

For example, when installing the oil pump 78, the radial position of the bolt 75 can be placed inside, and the outer diameter of the single drive case 73 can be reduced.

In the embodiment, the brake device 37 for 1st speed and R range
The cylinder is formed in a cylindrical case 76 and is disposed radially outward of the planetary gear set 16.

Therefore, the arrangement of the hydraulic pressure supply circuit 105 is easy, and it is also advantageous in terms of reducing the axial dimension.

In the embodiment, a hole 139 is provided in the center of the cylindrical case 76, and a portion of the planetary gear set 16 that is integral with the ring gear 32 can come into contact with the inner ring 140 of the bearing 107 through the hole 139.

That is, the leftward thrust force in the diagram of the two planetary gear sets 15 and 16 can be received by the ring gear 32 at the inner ring 140 of the bearing 107.

The ring gear 32 is spline-fitted to the intermediate shaft 40, and there is no relative rotational difference between the ring gear 32 and the inner ring 140 of the bearing 107.

! In addition, there is no need to specifically install thrust bearings and thrust races for the planetary gear devices 15 and 16.
Manufacturing costs can be reduced and axial dimensions can be reduced.

The inner ring of the bearing 108 provided between the output gear 53 and the intermediate shaft 40 is in contact with the inner ring 140 of the bearing 107, but the thrust force generated in the bearing 108 and the thrust force from the ring gear 32 cancel each other out. Therefore, thrust force does not appear externally.

Further, at this time, the excess thrust force generated by the output wheel 53 is received by the cylindrical case 76, so that this excess force is prevented from affecting the ring gear 32.

A hole 147 is formed in the center of the intermediate shaft 40 in the axial direction, and radial holes 148 and 149 extending from the hole 147 to the outer circumference in the radial direction are provided at predetermined locations in the axial direction.

The lubricating oil directed through hole 147 and radial hole 148 lubricates bearings 108, 109 and is directed radially outward by centrifugal force to also lubricate one-way clutch 54.

A radial hole 145 is formed in the sun gear shaft 27 at an axial position corresponding to the radial hole 149, and a radial hole 146 is further formed in the inner race 90 of the one-way clutch 36.

In this way, the lubricating oil guided through the hole 147 and the radial hole 149 of the intermediate shaft 40 lubricates the one-way clutch 34 , and is further guided radially outward through the radial hole 146 by centrifugal force, so that the one-way clutch 36 Lubricate.

[Brief explanation of drawings]

FIG. 1 is a skeleton diagram of a drive device according to the present invention. FIGS. 2a and 2b are cross-sectional views specifically showing the drive device according to the present invention with some parts omitted, and FIG. 3 is an auxiliary for a return spring. FIG. 4 is a partial side view of the auxiliary case showing holes provided in the case, and a diagram showing the arrangement relationship between the drive device and the automobile suspension system according to the present invention. 3...Fluid torque converter, 11...
... Auxiliary transmission, 41 ... Planetary gear device, 45
...Carrier, 53...Output gear, 5
5...Transmission shaft (counter shaft), 56...
・Driven gear, 60... Final reduction gear, 106,
107... Thrust bearing.

Claims (1)

[Claims] 1 Hydraulic torque converter, an auxiliary transmission that has multiple forward speeds and reverse speeds including overdrive, is provided coaxially with the hydraulic torque converter, and transmits power from the hydraulic torque converter to output means a counter shaft provided parallel to the axial direction of the auxiliary transmission; a first gear provided on the output means of the auxiliary transmission; a first gear provided on the counter shaft; In an automobile drive system comprising a second gear meshing with the countershaft and a final reduction gear transmitting the power from the countershaft to the left and right axle shafts, the input element of the planetary gear system that achieves overdrive is the carrier; A drive device for an automobile, characterized in that at least one of the plurality of bearings that can be arranged on the outer periphery of the carrier is held in a case of the auxiliary transmission.