JP4844115B2 - Automatic transmission - Google Patents

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission having a structure in which an opening on the opposite side of a transmission case that interlocks with a horizontally mounted engine and includes a transmission mechanism is closed by a cover member. Belongs.

  In general, an automatic transmission mounted on an automobile includes a torque converter that inputs rotation of an engine output shaft, an input shaft that inputs output rotation of the torque converter, a transmission mechanism that changes the rotation of the input shaft, An output member for outputting the rotation input from the speed change mechanism to the wheel side, and the power transmission path of the speed change mechanism is switched by selectively actuating a plurality of frictional engagement elements such as a clutch and a brake. And a control valve unit that hydraulically controls an actuator composed of the frictional engagement element or the like.

  In the case of an automatic transmission that is connected to an FF type horizontal engine, the transmission case is usually provided with an opening at the end on the side opposite to the engine, and the opening is closed by a cover member.

  An example of this transmission case will be described. The configuration shown in FIG. 13 is a torque converter case 510 that is connected to the engine 500 and contains a torque converter, and is joined to or integrally formed with the torque converter case 510. A transmission case 520 that includes the mechanism, and a cover member 530 that closes an opening at the end of the transmission case 520 on the side opposite to the engine. The control valve unit 540 is attached to a predetermined position (in this case, the lower part) around the transmission case 520 because it is desirable in terms of controllability to be disposed close to the transmission mechanism.

In the conventional automatic transmission, for example, as described in Patent Document 1, the joint surface A between the end portion of the transmission case 520 provided with the opening and the cover member 530 is perpendicular to the axial direction. It is customary to form.
JP-A-11-82644

  By the way, the control valve unit 540 constitutes a hydraulic control circuit by disposing spools, solenoid valves and the like in a plurality of valve bodies in which oil passages are formed. At this time, if the circuit becomes complicated as the number of shift speeds increases, the required capacity of the valve body increases, and the number of stages of the valve body may be configured to be, for example, three or more. If the number of stages increases in this way, the height of the control valve unit 540 increases, which is disadvantageous in terms of layout.

  To cope with this, it is conceivable to suppress the number of steps or height of the valve body while securing capacity by enlarging the valve body in the horizontal direction, that is, forming it thin and wide. A large installation area of the control valve unit 540 must be secured in the machine case 520.

  However, as described in Patent Document 1, when the axial dimension La of the transmission case 520 is increased to Lb, the cover member 530 erodes the space on the anti-engine side by the enlarged dimension (Lb−La). Therefore, the clearance C between the cover member 530 and the vehicle body frame 550 cannot be secured, and the interference between the two becomes a problem.

  Therefore, the present invention has a structure in which the opening on the side opposite to the engine of the transmission case including the transmission mechanism is closed by the cover member in conjunction with the horizontally installed engine, and the control valve unit is provided on the peripheral surface of the transmission case. It is an object of the present invention to increase the installation area of the control valve unit while ensuring a clearance between the cover member and the vehicle body frame.

  In order to solve the above problems, the present invention is configured as follows.

First, an invention according to claim 1 of the present application is directed to an input shaft extending in the same direction as the crankshaft, which is interlocked with an engine crankshaft mounted in an engine room with an axial direction directed in a vehicle width direction, and a wheel. An output member that is linked to the input shaft, a transmission mechanism that is interposed between the input shaft and the output member, and that shifts the rotation of the input shaft and transmits the rotation to the output member; A transmission case in which an opening is formed, a cover member that is joined to the transmission case at a joint surface to close the opening of the transmission case, an actuator that operates the transmission mechanism, and the transmission An automatic transmission having a control valve unit attached to a peripheral surface of a transmission case and performing hydraulic control of the actuator, wherein an end of the transmission case provided with an opening and a cover member are in contact with each other. Surfaces, the site control valve unit in the circumferential surface of the transmission case is attached is so as to protrude from the site on the opposite side to the opposite side to the engine is inclined with respect to a plane perpendicular to the direction of extension of said input shaft It is characterized by.

According to a second aspect of the present invention, in the automatic transmission according to the first aspect, the control valve unit is attached to a lower portion of a peripheral surface of the transmission case, and an opening of the transmission case is provided. The joint surface between the provided end and the cover member is inclined with respect to a surface perpendicular to the direction in which the input shaft extends so that the lower part of the peripheral surface of the transmission case protrudes from the upper part to the engine side. It is characterized by being.

Next, the invention according to claim 3 is the automatic transmission according to claim 1, wherein the control valve unit is attached to one side portion of a peripheral surface of the transmission case, and the transmission case The joint surface between the end provided with the opening and the cover member has a direction in which the input shaft extends such that one side of the peripheral surface of the transmission case protrudes from the other side to the engine side. It is characterized in that it is inclined with respect to a plane perpendicular to.

Next, according to a fourth aspect of the present invention, in the automatic transmission according to the first aspect, the control valve unit is attached to an upper portion of a peripheral surface of the transmission case, and an opening portion of the transmission case. The joint surface between the end provided with the cover member and the cover member is inclined with respect to a surface perpendicular to the direction in which the input shaft extends so that the upper part of the peripheral surface of the transmission case protrudes from the lower part to the engine side. It is characterized by.

Next, according to a fifth aspect of the present invention, in the automatic transmission according to the first aspect, the control valve unit is disposed at a portion between a lower portion of the peripheral surface of the transmission case and one side portion. The joint surface between the cover member and the end portion provided with the opening of the transmission case and the cover member is located between the lower portion and one side portion of the peripheral surface of the transmission case. It is inclined with respect to a plane perpendicular to the direction in which the input shaft extends so as to protrude to the side opposite to the engine from the portion between.

Next, according to a sixth aspect of the present invention, in the automatic transmission according to the first aspect, the vehicle rear side and the engine side above the speed change mechanism are interposed between the speed change mechanism and the output member. And the control valve unit is attached to a peripheral surface of the transmission case on the side opposite to the engine of the auxiliary transmission mechanism and provided with an opening of the transmission case. The joint surface of the portion and the cover member is perpendicular to the direction in which the input shaft extends so that the upper rear side where the auxiliary transmission mechanism is provided on the peripheral surface of the transmission case protrudes from the lower front side to the opposite engine side. Inclined with respect to the surface.

  Furthermore, the invention according to claim 7 is the automatic transmission according to any one of claims 1 to 6, wherein the joint surface between the end portion of the transmission case provided with the opening and the cover member. Is characterized in that it is inclined within a range in which the piston of the actuator provided on the non-engine side of the speed change mechanism can be accommodated.

According to an eighth aspect of the present invention, in the automatic transmission according to any one of the first to seventh aspects, the cover member is a bolt screwed in parallel with the direction in which the input shaft extends. It is joined to the transmission case.

First, according to the first to sixth aspects of the present invention, a transmission case connected to an engine placed horizontally in an engine room, including a speed change mechanism and having an opening on the side opposite to the engine, A cover member for closing the opening of the transmission case, and a control valve unit attached to the peripheral surface of the transmission case, an end portion provided with the opening of the transmission case, and a cover member The joint surface of the input shaft extends in the direction in which the input shaft extends (hereinafter, this direction is referred to as “axial direction”) so that the portion where the control valve unit is mounted on the peripheral surface of the transmission case protrudes from the opposite portion to the engine side since inclined with respect to a plane perpendicular to) of the axial dimension of the side of the control valve unit in the circumferential surface of the transmission case is attached is enlarged On the other hand, the dimensions of the portions of the opposite side is not larger, or become reduced as possible.

  As described above, the axial dimension on the side where the control valve is mounted on the peripheral surface of the transmission case is enlarged. As a result, the installation area of the control valve unit is increased, and the capacity of the unit can be increased with a thin and wide shape. It becomes possible. Further, the axial dimension of the portion opposite to the side where the control valve unit is installed is not enlarged or reduced, so that the cover member does not erode the space on the anti-engine side, or on the anti-engine side. Space is effectively secured, a clearance between the cover member and the vehicle body frame is secured, which is advantageous in terms of layout.

  In particular, according to the invention described in claim 2, the installation area of the control valve unit is increased at the lower portion of the peripheral surface of the transmission case, and the upper portion of the cover member erodes the space on the anti-engine side. When the body frame is disposed in this space, a clearance between the cover member and the body frame is ensured.

  According to the invention of claim 3, while the height of the transmission case is suppressed, the installation area of the control valve unit is increased on one side of the peripheral surface of the transmission case, and the cover member The other side portion of the vehicle does not erode the space on the anti-engine side, and when a vehicle body frame or the like is disposed in this space, a clearance between the cover member and the vehicle body frame or the like is ensured.

  According to the fourth aspect of the present invention, the installation area of the control valve unit is increased at the upper part of the peripheral surface of the transmission case, and the lower part of the cover member does not erode the space on the anti-engine side. When a vehicle body frame or the like is disposed in this space, a clearance between the cover member and the vehicle body frame or the like is ensured.

  According to the fifth aspect of the present invention, the installation area of the control valve unit is increased at the portion between the lower portion of the peripheral surface of the transmission case and the one side portion, and the upper portion or the other portion of the cover member. This side portion does not erode the space on the anti-engine side, and when a vehicle body frame or the like is disposed in this space, a clearance between the cover member and the vehicle body frame or the like is ensured.

  According to the sixth aspect of the present invention, the auxiliary transmission mechanism interposed between the transmission mechanism and the output member is provided on the vehicle rear side and the engine side above the transmission mechanism. In the configuration in which the control valve unit is arranged close to the non-engine side of the auxiliary transmission mechanism to improve controllability, the installation area of the control valve unit is secured at the upper rear part of the transmission case, and the lower part of the cover member or the front of the vehicle The side portion on the part side does not erode the space on the anti-engine side, and when the vehicle body frame or the like is disposed in this space, a clearance between the cover member and the vehicle body frame or the like is ensured.

  On the other hand, the piston provided in the actuator that operates the transmission mechanism may be accommodated in the cover member. In this case, the inclination of the joint surface between the end portion where the opening of the transmission case is provided and the cover member is inclined. If it is too large, the space for accommodating the piston is compressed, and the piston may not be properly accommodated.

  On the other hand, according to the seventh aspect of the invention, since the inclination of the joint surface is set in a range in which the piston can be properly accommodated, the function of the actuator provided on the non-engine side in the speed change mechanism is achieved. The operational effects of the first to sixth aspects of the invention can be obtained without loss.

  Further, when the transmission case and the cover member are joined by fastening with bolts, when the bolt is screwed in a direction perpendicular to the inclination of the joining surface, the tip of the bolt is brought into the inside of the transmission case. Therefore, it is necessary to secure a wall thickness for providing a bolt hole in the transmission case, which causes a reduction in the internal capacity of the case.

  On the other hand, according to the invention described in claim 8, since the cover member and the transmission case are screwed together by a bolt parallel to the axial direction, the thickness of the transmission case is reduced in order to provide the bolt hole. Without increasing the size, the internal capacity of the transmission case is not reduced as described above.

  Hereinafter, a first embodiment of the present invention will be described.

  First, a mechanical schematic configuration of the entire automatic transmission 1 according to the present embodiment will be described with reference to the skeleton diagram of FIG. This automatic transmission 1 inputs the rotation of the output shaft 2 of the engine placed horizontally in the engine room, shifts this rotation, and transmits it to the wheels.

  The automatic transmission 1 includes a torque converter 10 and a transmission mechanism 20 driven by the output of the converter 10 as main components. The output rotation of the transmission mechanism 20 is input to the intermediate transmission mechanism 50, and the output rotation of the intermediate transmission mechanism 50 is input to the differential device 60.

  The speed change mechanism 20 includes first to fourth planetary gear sets 21 to 24 and a plurality of friction elements 31 to 35 such as clutches and brakes for switching a power transmission path formed by the planetary gear sets 21 to 24. Thus, forward 1 to 6 speed and reverse speed are obtained.

  The torque converter 10 includes a case 11 connected to the engine output shaft 2, a pump 12 fixed in the case 11, and a pump 12 disposed facing the pump 12 via hydraulic oil. A driven turbine 13, a stator 15 interposed between the pump 12 and the turbine 13, and supported by the transmission case 120 via the one-way clutch 14 to increase torque, and the case 11 The lockup clutch 16 is provided between the turbine 13 and directly connects the engine output shaft 2 and the turbine 15 via the case 11. The rotation of the turbine 15 is output to the planetary gear sets 21 to 24 via the input shaft 17. An oil pump 18 that is driven by the engine output shaft 2 via a case 11 of the torque converter 10 is disposed behind the torque converter 10.

  On the other hand, each of the first to fourth planetary gear sets 21 to 24 has sun gears 21a to 24a, a plurality of pinions 21b to 24b meshed with the sun gears 21a to 24a, and a carrier that supports these pinions 21b to 24b. This is a single pinion type planetary gear set composed of 21c to 24c and ring gears 21d to 24d engaged with the pinions 21b to 24b.

  The first planetary gear set 21 has a configuration in which the sun gear 21 a is spline-fitted to the wall portion of the transmission case 120 and the ring gear 21 d is fixed to the input shaft 17 by the first member 41. In the second planetary gear set 22, the sun gear 22 a is splined to the wall portion of the cover member 130 that supports the input shaft 17, and the ring gear 22 d is fixed to the input shaft 17 by the second member 42.

  On the other hand, the ring gear 23d of the third planetary gear set 23 and the carrier 24c of the fourth planetary gear set 24 are connected by a third member 43 so as to rotate together, and the output gear 25 is connected to the carrier 24c of the fourth planetary gear set 24. They are connected so as to rotate together. Further, the carrier 23c of the third planetary gear set 23 and the ring gear 24d of the fourth planetary gear set 24 are connected by a fourth connecting member 44 so as to rotate integrally. Here, the third and fourth planetary gear sets 23 and 24 are connected to each other so as to have a total of four rotating elements.

  Then, the first to third clutches 31 to 33 and the first and second brakes 34 and 35 are selectively engaged and the power transmission path from the input shaft 17 to the output gear 25 is switched, thereby moving forward 6. Speed and reverse speed are obtained.

  The first clutch 31 is a clutch that connects and disconnects a power transmission path between the carrier 21 c of the first planetary gear set 21 and the sun gear 24 a of the fourth planetary gear set 24. The second clutch 32 is a clutch that connects and disconnects a power transmission path between the ring gear 21 d of the first planetary gear set 21 and the sun gear 23 a of the third planetary gear set 23. The third clutch 33 connects and disconnects a power transmission path between the carrier 22 c of the second planetary gear set 22 and the sun gear 23 a of the third planetary gear set 23.

  On the other hand, the first brake 34 connects and disconnects the sun gear 23 a of the third planetary gear set 23 to the transmission case 120. The second brake 35 connects and disconnects the transmission member 120 with a fourth member 44 that connects the carrier 23 c of the third planetary gear set 23 and the ring gear 23 d of the fourth planetary gear set 23. A one-way clutch may be disposed in parallel with the second brake 35.

  The output gear 25 is meshed with the first intermediate gear 52 on the intermediate shaft 51 constituting the intermediate transmission mechanism 50, and the second intermediate gear 53 on the intermediate shaft 51 and the input gear of the differential device 60. 61, the rotation of the output gear 25 is input to the differential case 62 of the differential device 60, and the left and right axles 63 and 64 are driven through the differential device 60.

Here, Table 1 shows the relationship between the operating states of the friction elements of the clutches 31 to 33 and the brakes 34 and 35 and the gear position.

  In the first speed, the first clutch 31 and the second brake 35 are engaged. At this time, since the carrier 21c of the first planetary gear set 21 and the sun gear 24a of the fourth planetary gear set 24 are first connected by the engagement of the first clutch 31, it is input from the input shaft 17 to the ring gear 21d of the first planetary gear set 21. The rotation is decelerated and output from the carrier 21 c of the first planetary gear set 21 and input to the sun gear 24 a of the fourth planetary gear set 24. In the fourth planetary gear set 24, since the ring gear 24d is fixed by fastening the second brake 35, the rotation input to the sun gear 24a is decelerated and output from the carrier 24c.

  In this way, at the first speed, the input rotation decelerated in the first planetary gear set 21 is further decelerated according to the gear ratio between the ring gear 24d and the pinion 24b of the fourth planetary gear set 24 and output to the output gear 25. Will be.

  In the second speed, the first clutch 31 and the first brake 34 are engaged. At this time, first, the sun gear 23a of the third planetary gear set 23 is fixed by the engagement of the first brake 31, and the reduced rotation from the first planetary gear set 21 is performed by the engagement of the first clutch 31 as in the first speed. Input to the sun gear 24 a of the fourth planetary gear set 24.

  As described above, when the sun gear 24a of the fourth planetary gear set 24 is rotated, the carrier 24c of the fourth planetary gear set 24 is decelerated and rotated as in the first speed, but the third planetary gear is integrated with the carrier 24c. The ring gear 23d of the set 23 rotates. Since the sun gear 23a of the third planetary gear set 23 is fixed by fastening the first brake 34, the carrier 23c of the third planetary gear set 23 also rotates in the same direction.

  As a result, the ring gear 24d of the fourth planetary gear set 24 that is always connected to the carrier 23c of the third planetary gear set 23 rotates, and in response to this rotation, the reduced rotation from the sun gear 24a of the fourth planetary gear set 24 to the carrier 24c occurs. Since the speed is increased, at the second speed, a decelerated rotation that is faster than the first speed is output to the output gear 25.

  In the third speed, the first clutch 31 and the third clutch 33 are engaged. At this time, first, as in the case of the first and second speeds, the reduced rotation from the first planetary gear set 21 is input to the sun gear 24 a of the fourth planetary gear set 24 by the engagement of the first clutch 31.

  On the other hand, since the carrier 22c of the second planetary gear set 22 and the sun gear 23a of the third planetary gear set 23 are connected by the engagement of the third clutch 33, the rotation input from the input shaft 17 to the sun gear 22a of the second planetary gear set 22 is performed. Decelerated and input from the carrier 22c to the sun gear 23a of the third planetary gear set 23.

  The reduced rotations input to the sun gears 23a and 24a of the third and fourth planetary gear sets 23 and 24 are combined and output from the carrier 24c of the fourth planetary gear set 24 to the output gear 25.

  In the fourth speed, the first clutch 31 and the second clutch 32 are engaged. Also at this time, the reduced rotation from the first planetary gear set 21 is input to the sun gear 24 a of the fourth planetary gear set 24 by engaging the first clutch 31 as in the first to third speeds.

  At the same time, by the engagement of the second clutch 32, the rotation of the ring gear 22d of the second planetary gear set 22, that is, the input rotation from the input shaft 17 remains as it is, the carrier 23c of the third planetary gear set 23 (and the fourth planetary gear set that rotates integrally therewith). 24 ring gears 24d). Then, the rotations respectively input to the ring gear 24d and the sun gear 24a of the fourth planetary gear set 24 are combined in the fourth planetary gear set 24 and output from the carrier 24c to the output gear 25.

  At the fifth speed, the second clutch 32 and the third clutch 33 are engaged. At this time, the rotation of the ring gear 21d of the first planetary gear set 21, that is, the input rotation from the input shaft 17 is transmitted to the carrier 23c of the third planetary gear set 23 as it is by engaging the first clutch 31 as in the case of the fourth speed. Is done.

  As in the third speed, the reduced rotation from the second planetary gear set 22 is input to the sun gear 23 a of the third planetary gear set 23 by engaging the third clutch 33. Then, the rotations respectively input to the sun gear 23a and the carrier 23c are combined in the third planetary gear set 23 and output to the ring gear 23d. Further, the rotation of the ring gear 23d of the third planetary gear set 23 is output to the output gear 25 via the carrier 24c of the fourth planetary gear set 24 that rotates integrally therewith. At the fifth speed, the input rotation is slightly increased and output.

  In the sixth speed, the second clutch 32 and the first brake 34 are engaged. At this time, since the sun gear 23a of the third planetary gear set 23 is fixed by the engagement of the first brake 34, the rotation of the input shaft 17 remains as it is in the fourth speed and the fifth speed as is the carrier 23c of the third planetary gear set 23. Is transmitted to and accelerated. This rotation is output from the ring gear 23d of the third planetary gear set 23 to the output gear 25 via the carrier 24c of the fourth planetary gear set 24. At the sixth speed, the input rotation is substantially increased only through the third planetary gear set 23.

  At the reverse speed, the third clutch 33 and the second brake 35 are engaged. At this time, the input rotation decelerated by the second planetary gear set 22 is transmitted to the sun gear 23a of the third planetary gear set 23 via the third clutch 33, as in the third and fifth gears. As in the case of the first speed, the carrier 23c of the third planetary gear set 23 is fixed by engaging the second brake 35. Therefore, the reduced rotation transmitted to the sun gear 23a is reversed, and the ring gear 23d transfers to the output gear 25. Will be output.

  By the way, as shown in FIG. 2, the power unit housing 100 which accommodates each said mechanism is provided. The power unit housing 100 is composed of three members: a torque converter case 110 containing the torque converter 10, a transmission case 120, and a cover member 130.

  The transmission case 120 includes a transmission mechanism housing portion 121 that houses the transmission mechanism 20, and an intermediate transmission mechanism housing portion 122 that is provided above the transmission mechanism housing portion 121 and on the vehicle rear side to house the intermediate transmission mechanism 50. And a differential device accommodating portion 123 that is provided below the intermediate transmission mechanism accommodating portion 122 and on the vehicle rear side and accommodates the differential device 60. An oil pan 140 is attached to the lower part of the speed change mechanism accommodating portion 121, and a control valve unit 150 constituting a hydraulic control circuit is provided on the oil pan 140 by disposing a spool, a solenoid valve or the like in the valve body. Is housed.

  The transmission mechanism accommodating portion 121 is formed in a substantially cylindrical shape having openings 121a on the engine side and the non-engine side (only the opening on the anti-engine side is shown in FIG. 3). As shown, the cover member 130 is formed in a substantially disk shape and rotatably supports the end of the input shaft 17 on the side opposite to the engine. And the opening edge part of the non-engine side of the transmission mechanism housing part 121 and the outer peripheral part of the cover member 130 are a plurality of bolts 160... 160 so as to close the opening part 121a of the transmission mechanism housing part 121 on the non-engine side. It is joined.

  By the way, the joint surfaces 121 ′ and 130 ′ between the transmission mechanism housing portion 121 and the cover member 130 are formed so as to be inclined with respect to the plane A perpendicular to the axial direction. Here, as shown in FIG. 3, the joint surfaces 121 ′ and 130 ′ are inclined with respect to a surface perpendicular to the axial direction so as to expand toward the anti-engine side toward the lower side, and both are joined by bolts 160. Has been. For this reason, as for the bolt 160 ... 160 which joins the speed change mechanism accommodating part 121 and the cover member 130, the fastening portion is located on the engine side as the upper one is located, so that the upper side of the cover member 130 is on the side opposite to the engine. Space will be secured. For example, as shown in FIG. 3, the head of the lower bolt 160a is positioned on the engine side with respect to the head of the upper bolt 160b.

  In addition, a plurality of bolt holes 161... 161 for screwing the bolt 160 are formed in a direction parallel to the axial direction at the end of the transmission mechanism housing 121 opposite to the engine. Accordingly, the bolts 160... 160 are screwed in a direction parallel to the axial direction regardless of the inclination of the joint surfaces 121 ′ and 130 ′ between the transmission mechanism housing portion 121 and the cover member 130.

  Next, the structure of the first brake 34 will be described. The first brake 34 is connected to friction plates 301... 301 that are spline-fitted on the inner peripheral surface of the transmission mechanism housing 121 in the transmission case 120 on the side opposite to the engine and the sun gear 23 a of the third planetary gear set 23. The friction plates 302... 302 are spline-fitted to the hub member 303, and the friction plates 301 and 302 are alternately arranged in the axial direction.

  An annular groove 130a is formed on the outer peripheral side of the engine side surface of the cover member 130, and a piston 304 is accommodated in the annular groove 130a so as to be movable in the axial direction. A spring receiving member 305 fixed to the cover member 130 is disposed on the engine side of the piston 304. Further, a return spring 306 is mounted between the piston 304 and the spring receiving member 305, and the piston 304 is urged toward the non-engine side by the spring 306. The piston 304 is integrally provided with a projecting portion 304a whose tip projects from the spring receiving member 305 to the engine side.

  A hydraulic chamber 307 is formed on the back of the piston 304 in the annular groove 130a, and the cover member 130 communicates with the hydraulic chamber 307 and an oil passage 308 provided on the side opposite to the engine of the cover member 130. An oil hole 309 is provided. When hydraulic pressure is supplied to the hydraulic chamber 307 through the oil passage 308 and the oil hole 309, the piston 304 moves to the engine side against the urging force of the spring 306, and the protruding portion 304a of the piston 304 is moved. The friction plates 301 and 302 are pressure-bonded, and the first brake 34 is in a fastening state.

As a result of the above, as shown in FIG. 4, it has a speed change mechanism accommodating part 121 that is connected to the engine Eng placed horizontally in the engine room, contains the speed change mechanism 20, and is provided with an opening 121a on the non-engine side. In the configuration in which the transmission case 120 and the cover member 130 that closes the opening 121a of the transmission mechanism accommodating portion 121 are provided, and the control valve unit 150 is attached to the lower part of the peripheral surface of the transmission mechanism accommodating portion 121. The joint surfaces 121 ′ and 130 ′ between the transmission mechanism housing portion 121 and the cover member 130 are inclined with respect to a plane perpendicular to the axial direction so that the lower part of the peripheral surface of the transmission mechanism housing portion 121 protrudes to the opposite engine side. because it is formed by, together with the size L ₁ of the lower part is expanded in the circumferential surface of the transmission mechanism housing portion 121, the dimension L ₂ is an enlarged of the top Not, or become reduced as possible.

Results dimension L ₁ of the lower part is expanded in the circumferential surface of the thus shifting mechanism accommodating portion 121 becomes larger footprint of the control valve unit 150, while suppressing the height H, of the unit 150 with a thin wide shape The capacity can be expanded. In this case, the dimension L ₂ of the upper is not enlarged, or reduced outcome, prevents the cover member 130 is eroded space opposite side to the engine, or that the anti-engine side of the space is effectively ensured Become. As a result, a necessary clearance C is ensured between the cover member 130 and the vehicle body frame 400 and the like, and interference between the two is avoided, which is advantageous in terms of layout.

  On the other hand, as described above, when the piston 304 provided in the first brake 34 is accommodated in the cover member 130, the joint surfaces 121 ′ and 130 between the transmission mechanism accommodating portion 121 and the cover member 130. If the inclination of ′ is too large, the space for accommodating the piston 304 is compressed, which may cause a problem that the piston 304 cannot be properly accommodated. On the other hand, the inclination of the joint surfaces 121 ′ and 130 ′ is set in a range in which the piston 304 can be satisfactorily accommodated, that is, it is not excessively inclined. Will be housed.

  Further, when the transmission mechanism accommodating portion 121 and the cover member 130 are joined by fastening the bolts 160 ... 160, the bolts 160 ... 160 are screwed in a direction perpendicular to the inclination of the joining surfaces 121 ', 130'. The front ends of the bolts 160... 160 may reach the inside of the transmission mechanism accommodating portion 121, and it is necessary to secure a wall thickness for providing the transmission case 120 with the bolt holes 161. As a result, the internal capacity of the transmission mechanism accommodating portion 121 is reduced.

  On the other hand, as shown in FIG. 3, when the cover member 130 and the transmission mechanism housing 121 are joined, the bolts 160 ... 160 are screwed in a direction parallel to the axial direction. Since the thickness of the transmission case 120 is not increased in order to provide the holes 161... 161, the internal capacity of the transmission mechanism accommodating portion 121 is not reduced as described above.

  In the present embodiment, the control valve unit 150 is attached to the lower part of the peripheral surface of the transmission mechanism accommodating portion 121 in the transmission case 120. This attachment position is the periphery of the transmission mechanism accommodating portion 121. Any position on the surface may be used. Below, typical ones as the mounting positions of the control valve unit 150 will be described as second to fifth embodiments.

  First, as shown in FIG. 5, in the second embodiment of the present invention, a control valve unit 150a is disposed on the side of the vehicle front side around the transmission mechanism housing portion 121a, and the height of the transmission mechanism housing portion 121a is increased. Is configured to be suppressed. As shown in FIG. 6, the joint surfaces 121a ′ and 130a ′ of the transmission mechanism housing portion 121a and the cover member 130a are arranged such that the side of the transmission mechanism housing portion 121a on the front side of the vehicle projects toward the non-engine side. It is formed to be inclined with respect to a plane a perpendicular to the axial direction.

  In this case as well, as in the first embodiment, the installation area of the control valve unit 150a in the transmission mechanism accommodating portion 121 is increased, and a space is provided on the side opposite to the engine of the vehicle rear side portion of the cover member 130a. Therefore, the clearance C between the cover member 130a and the vehicle body frame 400a and the like is ensured particularly when the vehicle body frame 400a and the like are disposed in this space. As a result, interference between the cover member 130a and the vehicle body frame 400a is avoided, which is advantageous in terms of layout. In addition, you may arrange | position the control valve unit 150a in the side part of the vehicle rear side.

  Further, as shown in FIG. 7, the third embodiment of the present invention has a configuration in which a control valve unit 150b is arranged at an upper portion around the transmission mechanism housing portion 121b. As shown in FIG. 8, the joint surfaces 121b 'and 130b' between the transmission mechanism housing part 121b and the cover member 130b are perpendicular to the axial direction so that the upper part of the transmission mechanism housing part 121b protrudes toward the non-engine side. It is formed to be inclined with respect to the plane a.

  Also in this case, as in the first embodiment, the installation area of the control valve unit 150b in the transmission mechanism accommodating portion 121b is enlarged, and a space is secured on the side opposite to the engine below the cover member 130b. In particular, when the vehicle body frame 400b or the like is disposed in this space, the clearance C between the cover member 130b and the vehicle body frame 400b or the like is secured. As a result, interference between the cover member 130b and the vehicle body frame 400b is avoided, which is advantageous in terms of layout.

  Further, in the fourth embodiment of the present invention, as shown in FIG. 9, the control valve unit 150c is disposed obliquely at a portion between the vehicle front portion and the lower portion around the transmission mechanism housing portion 121c. It is. As shown in FIG. 10, the joint surfaces 121c 'and 130c' between the transmission mechanism housing portion 121c and the cover member 130c are arranged in the axial direction so that the lower front portion of the transmission mechanism housing portion 121c projects toward the non-engine side. It is inclined with respect to the vertical plane a.

  Also in this case, as in the first embodiment, the installation area of the control valve unit 150c in the transmission mechanism accommodating portion 121c is enlarged, and a space is secured on the side opposite to the engine on the upper rear portion of the cover member 130c. Therefore, especially when the vehicle body frame 400c and the like are disposed in this space, the clearance C between the cover member 130c and the vehicle body frame 400c and the like is ensured. As a result, interference between the cover member 130c and the vehicle body frame 400c is avoided, which is advantageous in terms of layout.

  And the 5th Embodiment of this invention is the automatic transmission 1 which has the intermediate transmission mechanism 50 by which the subtransmission mechanism 50a was provided in the said intermediate shaft 51, as shown in FIG. The subtransmission mechanism 50 a further shifts the rotation of the output gear 25 of the transmission mechanism 20 and transmits it to the operating device 60. Further, the control valve unit 150d is disposed in the space on the opposite side of the engine from the intermediate transmission mechanism accommodating portion 122d in the transmission mechanism accommodating portion 121d, and the sub-transmission mechanism 50a and the control valve unit 150d are disposed close to each other, thereby improving controllability. It is set as the structure which aims at. Then, as shown in FIG. 12, the joint surfaces 121d 'and 130d' between the transmission mechanism housing part 121d and the cover member 130d are perpendicular to the axial direction so that the upper rear part of the transmission mechanism housing part 121d protrudes toward the non-engine side. It is inclined with respect to the correct surface.

  Also in this case, as in the first embodiment, the installation area of the control valve unit 150d in the transmission mechanism accommodating portion 121d is enlarged, and a space is secured on the side opposite to the engine on the lower front portion of the cover member 130d. Therefore, especially when the vehicle body frame 400d is disposed in this space, a clearance C between the cover member 130d and the vehicle body frame 400d is secured. As a result, interference between the cover member 130d and the vehicle body frame 130d is avoided, which is advantageous in terms of layout.

  The present invention relates to an automatic transmission that is connected to a horizontally mounted engine and has a configuration in which an opening on the side opposite to the engine of a transmission case including a transmission mechanism is closed by a cover member, and can be widely used in the automobile industry.

1 is a skeleton diagram showing a schematic configuration of an automatic transmission according to a first embodiment of the present invention. It is explanatory drawing of a power unit housing. It is sectional drawing which shows the structure of a cover member periphery. It is an arrow line view by the arrow AA line of FIG. It is explanatory drawing of the 2nd Embodiment of this invention. It is an arrow view by the arrow BB line of FIG. It is explanatory drawing of the 3rd Embodiment of this invention. It is an arrow view by the arrow CC line of FIG. It is explanatory drawing of the 4th Embodiment of this invention. It is an arrow view by the arrow DD line of FIG. It is explanatory drawing of the 5th Embodiment of this invention. It is an arrow view by the arrow EE line of FIG. It is explanatory drawing of a prior art.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Automatic transmission 2 Engine output shaft 17 Input shaft 25 Output member 34 1st brake 120 Transmission case 121 Transmission mechanism accommodating part 121a Opening part 130 Cover member 150 Control valve unit 160 Bolt 304 Piston

Claims (8)

An input shaft extending in the same direction as the crank shaft, an output member interlocking with wheels, and the input shaft and the output member linked to the crank shaft of the engine mounted in the engine room with the axial direction facing the vehicle width direction A transmission mechanism that shifts the rotation of the input shaft and transmits it to the output member, a transmission case that includes the transmission mechanism and that has an opening at the opposite end of the engine, and A cover member that is joined to the transmission case at the joint surface to close the opening of the transmission case, an actuator that operates the transmission mechanism, and a hydraulic pressure of the actuator that is attached to the peripheral surface of the transmission case An automatic transmission having a control valve unit for controlling,
The joint surface between the end of the transmission case where the opening is provided and the cover member is such that the part where the control valve unit is mounted on the peripheral surface of the transmission case protrudes to the opposite engine side from the part on the opposite side. The automatic transmission is inclined with respect to a plane perpendicular to the extending direction of the input shaft . The automatic transmission according to claim 1,
The control valve unit is attached to the lower part of the peripheral surface of the transmission case,
The joint surface between the end of the transmission case where the opening is provided and the cover member is perpendicular to the direction in which the input shaft extends so that the lower part of the peripheral surface of the transmission case protrudes from the upper part to the engine side. An automatic transmission that is inclined with respect to a smooth surface. The automatic transmission according to claim 1,
The control valve unit is attached to one side of the peripheral surface of the transmission case,
Bonding surface between the end portion and the cover member which is provided with an opening of the transmission case, as one side in the circumferential surface of the transmission case protrudes from the other side to the opposite side to the engine, said input An automatic transmission which is inclined with respect to a plane perpendicular to a direction in which a shaft extends . The automatic transmission according to claim 1,
The control valve unit is attached to the upper part of the peripheral surface of the transmission case,
The joint surface between the end of the transmission case where the opening is provided and the cover member is perpendicular to the direction in which the input shaft extends so that the upper part of the peripheral surface of the transmission case protrudes from the lower part to the engine side. An automatic transmission that is inclined with respect to a smooth surface. The automatic transmission according to claim 1,
The control valve unit is attached to a portion between a lower portion of the peripheral surface of the transmission case and one side portion,
The joint surface between the end portion where the opening of the transmission case is provided and the cover member is located between the lower portion and one side portion of the peripheral surface of the transmission case between the upper portion and the other side portion. An automatic transmission that is inclined with respect to a plane perpendicular to the direction in which the input shaft extends so as to protrude to the side opposite to the engine from the part. The automatic transmission according to claim 1,
A sub-transmission mechanism interposed between the transmission mechanism and the output member is provided on the vehicle rear side and the engine side above the transmission mechanism,
The control valve unit is attached to the opposite engine side of the auxiliary transmission mechanism on the peripheral surface of the transmission case,
As for the joint surface between the end of the transmission case where the opening is provided and the cover member, the upper rear side where the auxiliary transmission mechanism is provided on the peripheral surface of the transmission case protrudes from the lower front side to the anti-engine side. Thus, the automatic transmission is inclined with respect to a plane perpendicular to the extending direction of the input shaft . In the automatic transmission according to any one of claims 1 to 6,
The joint surface between the cover member and the end provided with the opening of the transmission case is inclined in a range that can accommodate the piston of the actuator provided on the non-engine side of the transmission mechanism. Automatic transmission. In the automatic transmission according to any one of claims 1 to 7,
The automatic transmission, wherein the cover member is joined to the transmission case by a bolt screwed in parallel to a direction in which the input shaft extends .

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