JP7435290B2 - Coupling structure of transmission and internal combustion engine - Google Patents

Description

The present invention relates to a coupling structure for a transmission and an internal combustion engine.

BACKGROUND ART Conventionally, a power transmission device equipped with a torque converter is known as described in Patent Document 1.

In this power transmission device, the torque converter has a front cover connected to a drive plate that rotates integrally with the crankshaft of the engine.

When a power transmission device configured in this manner is assembled into an engine, a drive plate provided integrally with the clutch shaft is connected to a torque converter when the cylinder block of the engine and the case of the power transmission device are connected.

By the way, when assembling the case of the power transmission device to the engine, it is necessary to match the shape of the coupling surface of the engine and the coupling surface of the case, but if the shape of the case of the power transmission device or the shape of the engine is changed, The shape of the coupling surface of the case and the shape of the coupling surface of the engine may not match.

In this case, an intermediate plate may be coupled to the coupling surface of the engine and the coupling surface of the case of the power transmission device, and the power transmission device may be coupled to the engine via the intermediate plate.

JP 2018-169003 Publication

However, when the engine is coupled to the case of the power transmission device via the intermediate plate, the drive plate interferes with the open end surface of the intermediate plate when the engine and the power transmission device are coupled and the drive plate is coupled to the torque converter. It is difficult to connect the drive plate to the torque converter.

Therefore, there is a possibility that the workability of coupling the torque converter and the drive plate may be reduced.

The present invention has been made with attention to the above-mentioned circumstances, and even when an internal combustion engine is connected to a transmission case via an intermediate plate, the work of connecting a torque converter and a drive plate can be avoided. It is an object of the present invention to provide a coupling structure for a transmission and an internal combustion engine, which can prevent a decrease in performance and prevent a decrease in the workability of coupling the internal combustion engine and the transmission.

In the present invention, a crankshaft of an internal combustion engine and a front cover of a torque converter housed in a transmission case of a transmission are coupled via a drive plate, and the internal combustion engine and the transmission case are connected to each other via an intermediate plate. A coupling structure of a transmission and an internal combustion engine, wherein the transmission case has an open end face on the internal combustion engine side, and the torque converter is located on the open end face side. a hollow intermediate plate accommodating a converter, the intermediate plate having a first open end surface coupled to a coupling surface of the internal combustion engine and a second open end surface coupled to the open end surface of the transmission case; The drive plate has a rotation center axis that is the same as the rotation center axis of the crankshaft and the rotation center axis of the torque converter, and the drive plate is connected to a first drive plate connected to the crankshaft. , a second drive plate having the same rotation center axis as the rotation center axis of the first drive plate and connected to the front cover, the radius of the first drive plate being the same as the rotation center axis of the first drive plate. The radius of the second drive plate is smaller than the shortest distance connecting the rotation center axis of the torque converter and the inner peripheral edge of the first opening end surface, and the radius of the second drive plate is smaller than the shortest distance between the rotation center axis of the torque converter and the inner peripheral edge of the first open end surface. The first drive plate and the second drive plate are formed to have a dimension larger than the shortest distance connecting the inner peripheral edge of the first opening end surface, and the first drive plate and the second drive plate are connected to the internal combustion engine and the transmission case. Characterized by the fact that they are sometimes combined.

As described above, according to the present invention, even when the internal combustion engine is coupled to the transmission case via the intermediate plate, it is possible to prevent the workability of coupling the torque converter and the drive plate from decreasing. , it is possible to prevent a decrease in work efficiency in the work of connecting the internal combustion engine and the transmission.

FIG. 1 is a diagram illustrating a coupling structure between a transmission and an internal combustion engine according to an embodiment of the present invention, and is a longitudinal cross-sectional view of a transmission and an internal combustion engine connected to the transmission, viewed from the front. (corresponding to the cross-sectional view taken along the arrow II direction in FIG. 2). FIG. 2 is a sectional view taken along the line II--II in FIG. 1. FIG. 3 is a sectional view taken along the line III--III in FIG. 1. FIG. 4 is a diagram showing a coupling structure between a transmission and an internal combustion engine according to an embodiment of the present invention, and is a front view of the front case with the rear drive plate and intermediate plate removed. FIG. 5 is a diagram showing a coupling structure between a transmission and an internal combustion engine according to an embodiment of the present invention, and is a front view of the front case with the intermediate plate removed. FIG. 6 is a diagram showing a coupling structure between a transmission and an internal combustion engine according to an embodiment of the present invention, and is a diagram of the front case viewed from the front. FIG. 7 is a diagram showing a coupling structure between a transmission and an internal combustion engine according to an embodiment of the present invention, and is a front view of a front case in which a front drive plate is attached to a rear drive plate. FIG. 8 is a diagram showing a coupling structure of a transmission and an internal combustion engine according to an embodiment of the present invention, and is a perspective view of a front drive plate and a rear drive plate. FIG. 9 is a sectional view taken along the line IX-IX in FIG. 1.

In a coupling structure for a transmission and an internal combustion engine according to an embodiment of the present invention, a crankshaft of an internal combustion engine and a front cover of a torque converter housed in a transmission case of a transmission are coupled via a drive plate. In addition, there is provided a coupling structure for a transmission and an internal combustion engine, in which the internal combustion engine and a transmission case are coupled via an intermediate plate, the transmission case having an open end face on the internal combustion engine side, and an open end face on the open end face side. The intermediate plate has a first open end surface coupled to a coupling surface of the internal combustion engine and a second open end surface coupled to an open end surface of the transmission case. The drive plate has a rotation center axis that is the same as the rotation center axis of the crankshaft and the rotation center axis of the torque converter, and a first drive plate connected to the crankshaft. , a second drive plate having the same rotation center axis as the rotation center axis of the first drive plate and connected to the front cover, and the radius of the first drive plate is equal to the rotation center axis of the torque converter. The radius of the second drive plate is smaller than the shortest distance between the central axis and the inner peripheral edge of the first opening end surface, and the radius of the second drive plate is smaller than the shortest distance between the central axis of the torque converter and the inner peripheral edge of the first opening end surface. The first drive plate and the second drive plate are connected when the internal combustion engine and the transmission case are connected.

As a result, the coupling structure of the transmission and the internal combustion engine according to the embodiment of the present invention allows the coupling of the torque converter and the drive plate even when the internal combustion engine is coupled to the transmission case via the intermediate plate. It is possible to prevent the workability of the work from being reduced, and it is possible to prevent the workability of the work of connecting the internal combustion engine and the transmission from being reduced.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A coupling structure between a transmission and an internal combustion engine according to an embodiment of the present invention will be described below with reference to the drawings.
1 to 9 are diagrams showing a coupling structure between a transmission and an internal combustion engine according to an embodiment of the present invention. In Figures 1 to 9, the vertical, longitudinal, and horizontal directions are based on the transmission and internal combustion engine installed in the vehicle, and the longitudinal direction of the vehicle is the front-rear direction, and the left-right direction of the vehicle (vehicle width direction) is the left-right direction. , the vertical direction of the vehicle (vehicle height direction) is defined as the vertical direction.

First, the configuration will be explained.
In FIG. 1, an engine 3 is connected to a transmission 2. As shown in FIG. 2, the transmission 2 and the engine 3 are installed vertically below the floor panel 1A of the vehicle 1. That is, the vehicle 1 of this embodiment is a rear wheel drive vehicle. The engine 3 of this embodiment constitutes an internal combustion engine.

The transmission 2 includes a transmission case 5, and the transmission case 5 includes a front case 6, a center case 7, a rear case 8, and an extension case 9.

The front end of the front case 6 is open, and the engine 3 is connected to the open end surface 6a of the opening via an intermediate plate 51. The engine 3 burns fuel and converts thermal energy into mechanical energy.

As shown in FIG. 1, the engine 3 includes a cylinder block 4A and an oil pan 4B, and a crankshaft 4S is rotatably housed in the cylinder block 4A. The crankshaft 4S converts the reciprocating motion of a piston (not shown) into rotational motion and outputs it to the transmission 2.

As shown in FIG. 2, a torque converter 10 is housed in the front case 6, and the torque converter 10 is located on the open end surface 6a side. Torque converter 10 includes a front cover 11 and a pump shell 12 connected to front cover 11.

The front cover 11 is connected to the crankshaft 4S of the engine 3 via the drive plate 13, and the front cover 11 and the pump shell 12 rotate together with the crankshaft 4S.

The torque converter 10 includes a pump impeller (not shown) fixed to the pump shell 12 and a turbine runner (not shown) facing the pump impeller. The turbine runner is connected to the turbine shaft 16 via a turbine hub (not shown).

Hydraulic oil is supplied to the torque converter 10, and when power is transmitted from the engine 3 to the pump shell 12, the centrifugal force caused by the rotation of the pump impeller causes the hydraulic oil inside the torque converter 10 to be transferred from the pump impeller to the turbine runner. There is a flow towards.

The flow of this hydraulic oil rotates the turbine runner, and the power of the engine 3 is transmitted from the turbine runner to the turbine shaft 16.

A stator (not shown) is installed between the pump impeller and the turbine runner. The stator amplifies the power of the engine 3 by converting the operating flow from the turbine runner to the pump impeller in the direction of rotation of the pump impeller.

A partition wall 21A is formed in the front case 6. The partition wall 21A partitions the interior space of the front case 6 into a torque converter chamber (hereinafter referred to as a torque converter chamber) 22 that accommodates the torque converter 10 and a clutch chamber 23 that accommodates the friction clutch 31.

The turbine shaft 16 is rotatably supported by the partition wall 21A. An oil pump 26 is housed in the torque converter chamber 22 of the front case 6, and the oil pump 26 is, for example, a trochoid type oil pump.

A dry friction clutch 31 is housed in the clutch chamber 23 of the front case 6, and the friction clutch 31 is installed at the front end of the input shaft 41. The input shaft 41 is housed in the front case 6, the center case 7, and the rear case 8, and extends in the longitudinal direction of the vehicle 1.

The front end of the input shaft 41 is relatively rotatably supported by the rear end of the turbine shaft 16, and the rear end of the input shaft 41 is relatively rotatably supported by the output shaft 42.

The friction clutch 31 includes a clutch wheel disk 32 that is coupled to the turbine shaft 16 and rotates integrally with the turbine shaft 16, and is provided to be rotatable integrally with the input shaft 41 and movable in the axial direction of the input shaft 41. 41 and a clutch disc 33 that rotates integrally with the clutch disc 33.

When the clutch disc 33 is coupled to the clutch wheel disc 32, the friction clutch 31 transmits the power of the engine 3 to the input shaft 41 via the torque converter 10, and the clutch wheel disc 32 is separated from the clutch disc 33. Then, the power transmitted from the engine 3 to the input shaft 41 is cut off.

As shown in FIG. 2, a counter shaft 46 is housed in the center case 7 and rear case 8. The input shaft 41 includes, from the friction clutch 31 side toward the output shaft 42, a 4th speed input gear 41A, a 3rd speed input gear 41B, a 2nd speed input gear 41C, a 1st speed input gear 41D, and a reverse gear, which constitute gears for shifting. An input gear 41E is installed.

A 5-speed clutch gear 42A is provided at the front end of the output shaft 42, and the 5-speed clutch gear 42A is composed of a dog that rotates integrally with the output shaft 42.

The counter shaft 46 is provided with a 4th speed counter gear 46A, a 3rd speed counter gear 46B, a 2nd speed counter gear 46C, a 1st speed counter gear 46D, and a counter drive gear 46E from the friction clutch 31 side toward the output shaft 42. .

Counter gear 46A to 1st speed counter gear 46D mesh with 4th speed input gear 41A to 1st speed input gear 41D, which constitute the same gear stage, respectively. The counter drive gear 46E meshes with a counter driven gear 42B provided on the output shaft 42.

The power of the crankshaft 4S of the engine 3 is transmitted from the turbine shaft 16 of the torque converter 10 to the input shaft 41, and then from the input gears 41A, 41B, 41C, 41D constituting the same gear stage to the counter gears 46A, 46B, It is transmitted to the counter shaft 46 via 46C and 46D.

The power of the crankshaft 4S of the engine 3 transmitted to the countershaft 46 is transmitted from the counter drive gear 46E of the countershaft 46 to the output shaft 42 via the counter driven gear 42B. A differential device, a drive shaft, and a driving rear wheel (all not shown) are connected to the output shaft 42 via a propeller shaft (not shown).

Thereby, the power transmitted to the output shaft 42 is transmitted to the differential device via the propeller shaft, distributed to the left and right drive shafts by the differential device, and then transmitted to the driving rear wheels.

Input shaft 41, output shaft 42, counter shaft 46, 4th speed input gear 41A, 3rd speed input gear 41B, 2nd speed input gear 41C, 1st speed input gear 41D, 4th speed counter gear 46A, 3rd speed counter gear 46B, 2nd speed Counter gear 46C and first-speed counter gear 46D constitute a transmission mechanism 50 that changes the speed of power (rotational speed) transmitted from engine 3 via torque converter 10.

The torque converter 10 of this embodiment is installed between the crankshaft 4S of the engine 3 and a transmission mechanism 50, which will be described later and includes an input shaft 41, and transfers the power of the crankshaft 4S to the turbine shaft. 16 to the input shaft 41.

As shown in FIG. 3, the cylinder block 4A of the engine 3 is connected to the front case 6 via a hollow intermediate plate 51. As shown in FIG.

As shown in FIG. 3, a coupling surface 4a is formed on the cylinder block 4A. The open end surface 6a of the front case 6 and the coupling surface 4a of the cylinder block 4A face each other in the direction of the rotation center axis 10a of the torque converter 10.

A rotation center axis 10a of the torque converter 10 is a rotation center axis of a turbine shaft 16 extending in the front-rear direction. The coupling surface 4a of this embodiment constitutes the coupling surface of the internal combustion engine of the present invention.
As shown in FIG. 3, the intermediate plate 51 has a front open end surface 51a (see FIGS. 6 and 7) and a rear open end surface 51b.

The front open end surface 51a is formed at the front end (one end) of the torque converter 10 in the direction of the rotation center axis 10a. It faces the bonding surface 4a.

The rear open end surface 51b is formed at the rear end (other end) in the direction of the rotation center axis 10a of the torque converter 10; It faces the open end surface 6a of the front case 6. The open end surface 6a of this embodiment constitutes the open end surface of the transmission case of the present invention.

As shown in FIG. 3, a plurality of coupling portions (not shown) are formed on the coupling surface 4a of the cylinder block 4A. As shown in FIGS. 6 and 7, a plurality of coupling parts 51c are formed on the front opening end surface 51a of the intermediate plate 51, and the coupling parts 51c are coupled to the coupling parts of the coupling surface 4a by bolts (not shown). There is.

As shown in FIGS. 4 and 5, a plurality of coupling portions 6b are formed on the open end surface 6a of the front case 6. A plurality of coupling parts (not shown) are formed on the rear opening end surface 51b of the intermediate plate 51, and the coupling parts on the rear opening end surface 51b are coupled to the coupling parts 6b on the opening end surface 6a by bolts (not shown).

Thereby, the cylinder block 4A and the front case 6 are coupled to the intermediate plate 51, and the front case 6 is coupled to the cylinder block 4A via the intermediate plate 51. The front open end surface 51a of this embodiment constitutes the first open end surface of the present invention, and the rear open end surface 51b constitutes the second open end surface of the present invention.

As shown in FIG. 3, the drive plate 13 includes a front drive plate 14 and a rear drive plate 15.

The front drive plate 14 has a rotational center axis 14s that is the same as the rotational center axis 4c of the crankshaft 4S and the rotational center axis 10a of the torque converter 10, and is connected to the crankshaft 4S by a bolt 19. Note that the rotation center axis 4c of the crankshaft 4S and the rotation center axis 10a of the torque converter 10 are the same axis.

The rear drive plate 15 has a rotation center axis 15s that is the same as the rotation center axis 4c of the front drive plate 14 (that is, the rotation center axis 4c of the crankshaft 4S and the rotation center axis 10a of the torque converter 10). It is connected to the front cover 11 of.

The front drive plate 14 of this embodiment constitutes the first drive plate of the present invention, and the rear drive plate 15 constitutes the second drive plate of the present invention.

As shown in FIG. 7, the radius L1 of the front drive plate 14 is smaller than the shortest distance L2 connecting the rotation center axis 10a of the torque converter 10 and the inner peripheral edge 51u of the front opening end surface 51a.

Specifically, the shortest distance L2 connecting the rotation center axis 10a of the torque converter 10 and the inner peripheral edge 51u of the front opening end surface 51a is the rotation center axis of the torque converter 10 among the inner peripheral edge 51u of the front opening end surface 51a. This is the distance from the inner peripheral edge 51u closest to 10a to the rotation center axis 10a of the torque converter 10. The inner peripheral edge 51u of this embodiment constitutes the inner peripheral edge of the first opening end surface of the present invention.

As shown in FIG. 6, the radius L3 of the rear drive plate 15 is larger than the shortest distance L2 connecting the rotation center axis 10a of the torque converter 10 and the inner peripheral edge 51u of the front opening end surface 51a.

As shown in FIG. 5, the open end surface 6a of the front case 6A is formed to have a dimension larger than the diameter of the rear drive plate 15 (radius L3+L3 of the rear drive plate 15).

That is, in the radial direction of the intermediate plate 51, the shortest distance of the inner diameter of the rear open end surface 51b is larger than the shortest distance of the inner diameter of the front open end surface 51a.

Thereby, in the state where the cylinder block 4A and the front case 6 are fastened, the rear drive plate 15 does not come off from the intermediate plate 51 toward the engine 3 side. In other words, the rear drive plate 15 cannot be inserted into the intermediate plate 51 from the engine 3 side.

As shown in FIGS. 7 and 8, the front drive plate 14 includes a disc-shaped main body portion 14A and three extended portions 14B.

As shown in FIG. 7, the diameter L4 of the main body portion 14A is approximately the same length as the diameter L5 of the torque converter 10. As shown in FIG. Note that L4 and L5 include the same length.

The expanded portions 14B extend radially outward from a portion of the radially outer peripheral portion 14u of the main body portion 14A, and are provided at equal intervals in the circumferential direction of the main body portion 14A.

As shown in FIGS. 3 and 8, the rear drive plate 15 includes an annular mounting plate portion 15A and a cylindrical portion 15B that protrudes toward the torque converter 10 from a radially outer peripheral portion 15u of the mounting plate portion 15A. There is.

As shown in FIG. 7, a connecting portion 14a consisting of an opening is formed in the expanded portion 14B. As shown in FIG. 6, a coupling portion 15a consisting of an opening is formed in the mounting plate portion 15A.

The front drive plate 14 and the rear drive plate 15 are coupled by inserting bolts 20A through the coupling portions 14a and 15a and tightening nuts 20B to the bolts 20A (see FIGS. 7 and 8).

The coupling portion 14a of this embodiment constitutes a first drive plate side coupling portion of the present invention, and the coupling portion 15a constitutes a second drive plate side coupling portion.

As shown in FIG. 4, the front cover 11 of the torque converter 10 is formed with coupling parts 11a, and the coupling parts 11a are provided on the outer circumferential side of the front cover 11 at equal intervals in the circumferential direction of the front cover 11. There is. The coupling portion 11a has a thread groove into which a bolt 20C (see FIG. 3) is fastened.

As shown in FIG. 5, the mounting plate portion 15A is provided with a coupling portion 15b consisting of an opening. The rear drive plate 15 and the front cover 11 are coupled by fastening bolts 20C inserted through the coupling portion 15b to the coupling portion 11a of the front cover 11. The coupling portion 15b of this embodiment constitutes a torque converter coupling portion of the present invention.

As shown in FIG. 3, the radial outer circumference 14u of the main body 14A is curved from the main body 14A toward the torque converter 10, and covers the bolt 20C from the outside.

The coupling structure of the transmission 2 and engine 3 of this embodiment is such that the front drive plate 14 coupled to the crankshaft 4S is coupled to the rear drive plate 15 coupled to the front cover 11 of the torque converter 10, so that the crankshaft Power from the shaft 4S is transmitted to the torque converter 10 via the drive plate 13.

A toothed portion 15C is formed in the cylindrical portion 15B in the circumferential direction of the cylindrical portion 15B, and the toothed portion 15C protrudes outward from an outer circumferential surface 15n of the cylindrical portion 15B on the torque converter 10 side (see FIG. (See 3). A starter gear (not shown) of a starter motor (not shown) meshes with the teeth 15C, and the rear drive plate 15 is rotationally driven by the starter motor.

As a result, power is transmitted from the rear drive plate 15 to the crankshaft 4S of the engine 3 via the front drive plate 14, and the engine 3 is started.

As shown in FIGS. 8 and 9, a notch 15c is provided in the cylindrical portion 15B, and the notch 15c is located between the tooth portion 15C and the coupling portion 15a in the direction of the rotation center axis 10a of the torque converter 10. (See Figure 9).

As shown in FIG. 7, the radial outer circumferential portion 14n of the expanded portion 14B of the front drive plate 14 extends in the radial direction of the front drive plate 14 to the outer circumferential surface 15n of the cylindrical portion 15B.

Note that the maximum diameter of the front drive plate 14 is formed to be the same size as the outer diameter of the mounting plate portion 15A, and the minimum diameter of the front drive plate 14 is formed to be the same size as the outer diameter of the torque converter 10. That's fine.

That is, the outer diameter of the front drive plate 14 may be between the outer diameter of the mounting plate portion 15A and the outer diameter of the torque converter 10 in the radial direction of the front drive plate 14.

Next, the effects of the coupling structure between the transmission 2 and the engine 3 of this embodiment will be explained.
In the transmission 2 and engine 3 of this embodiment, a crankshaft 4S and a front cover 11 of a torque converter 10 housed in a front case 6 are coupled via a drive plate 13, and a cylinder block 4A of the engine 3 is coupled to a front cover 11 of a torque converter 10 housed in a front case 6. A transmission case 5 is coupled via an intermediate plate 51.

The front case 6 has an open end surface 6a on the engine 3 side, and accommodates the torque converter 10 so that the torque converter 10 is located on the open end surface 6a side.

The intermediate plate 51 is formed in a hollow shape having a front open end surface 51a coupled to the coupling surface 4a of the cylinder block 4A and a rear open end surface 51b coupled to the open end surface 6a of the front case 6.

The drive plate 13 has a rotation center axis 14s that is the same as the rotation center axis 4c of the crankshaft 4S and the rotation center axis 10a of the torque converter 10. The rear drive plate 15 has a rotation center axis 15s that is the same as that of the rear drive plate 15, and is connected to the front cover 11.

Before the transmission 2 and the engine 3 are connected, the front drive plate 14 is connected to the crankshaft 4S of the engine 3, and the rear drive plate 14 is connected to the front cover 11 of the torque converter 10 housed in the front case 6. 15 are connected.

Further, the rear open end surface 51b of the intermediate plate 51 is coupled to the open end surface 6a of the front case 6 with bolts.

When the transmission 2 in this state is coupled to the engine 3, the front open end surface 51a of the intermediate plate 51 coupled to the front case 6 is coupled to the coupling surface 4a of the cylinder block 4A with bolts.

As shown in FIG. 1, a recess 4d is formed in the oil pan 4B, and a notch 51e is formed in the intermediate plate 51. Thereby, the front drive plate 14 and the rear drive plate 15 are visible from the outside of the transmission 2 and the engine 3 through the recess 4d and the notch 51e.

Here, the opening surrounded by the recessed portion 4d and the notch 51e constitutes a service hole 52 through which tools, a worker's hands, etc. can access the inside of the front case 6 from the outside of the transmission 2 and the engine 3.

In the coupling structure between the transmission 2 and the engine 3 of this embodiment, the shape of the open end surface 6a of the front case 6 and the shape of the coupling surface 4a of the cylinder block 4A do not match. It is connected to the cylinder block 4A.

Specifically, since the opening area of the opening end surface 6a of the front case 6 is larger than the opening area of the joining surface 4a of the cylinder block 4A, the front side where the opening end surface 6a of the front case 6 and the joining surface 4a of the cylinder block 4A match. The transmission 2 is coupled to the engine 3 by an intermediate plate 51 having an open end surface 51a and a rear open end surface 51b.

For this reason, when one drive plate is connected to the crankshaft 4S and this drive plate is connected to the front case 6 as in the past, for example, the drive plate interferes with the front opening end surface 51a of the intermediate plate 51, and the drive plate It is difficult to connect the torque converter 10 to the torque converter 10.

In contrast, in the drive plate 13 of this embodiment, the radius L1 of the front drive plate 14 is smaller than the shortest distance L2 connecting the rotation center axis 10a of the torque converter 10 and the inner peripheral edge 51u of the front opening end surface 51a. The radius L3 of the rear drive plate 15 is larger than the shortest distance L2.

The front drive plate 14 and the rear drive plate 15 are coupled when the engine 3 and the front case 6 are coupled.

Thereby, when the engine 3 and the front case 6 are coupled, the front drive plate 14 can be coupled to the rear drive plate 15 while preventing the front drive plate 14 from interfering with the front open end surface 51a of the intermediate plate 51. As a result, it is possible to prevent the workability of connecting the transmission 2 and the engine 3 from decreasing.

Furthermore, since the transmission 2 is connected to the engine 3 via the intermediate plate 51, if the shape of the transmission case 5 or the shape of the cylinder block 4A is changed, the shape of the transmission case 5 or the cylinder block 4A can be changed. However, it is possible to combine the transmission 2 and the engine 3, thereby improving the versatility of the transmission 2 and the engine 3.

Further, by using the intermediate plate 51, there is no need to reduce the opening area of the opening end surface 6a of the front case 6 to match the opening area of the coupling surface 4a of the cylinder block 4A. Therefore, there is no need to reduce the diameter of the torque converter 10 to match the opening area of the coupling surface 4a of the cylinder block 4A.

Therefore, the capacity of the torque converter 10 can be increased, and the torque transmitted from the engine 3 to the transmission mechanism 50 can be increased.

Further, according to the coupling structure of the transmission 2 and the engine 3 of this embodiment, the front drive plate 14 is a disc-shaped main body whose diameter L4 is approximately the same length as the diameter L5 of the torque converter 10. 14A, and an expanded portion 14B that expands radially outward from a part of the radially outer peripheral portion 14u of the main body portion 14A.

In addition, the extended portion 14B has a coupling portion 14a coupled to the rear drive plate 15.

Thereby, the connecting portion 14a of the extended portion 14B can be connected to the rear drive plate 15 that is connected to the front cover 11 in the axial direction of the torque converter 10.

Therefore, a tool (not shown) can be inserted from the outside of the transmission 2 and engine 3 into the front case 6 through the service hole 52, and the connecting portion 14a can be connected to the connecting portion 15a of the rear drive plate 15 with the bolt 20A and nut 20B.

As a result, the workability of joining the front drive plate 14 and rear drive plate 15 can be improved.

Furthermore, since the coupling portion 14a can be provided at a position radially away from the rotation center axis 10a of the torque converter 10, the force exerted is smaller than when the coupling portion 14a is located closer to the rotation center axis 10a of the torque converter 10. (that is, with a small rotational moment), the torque converter 10 connected to the rear drive plate 15 can be rotated.

Therefore, the joint portion 14a of the front drive plate 14 and the joint portion 15a of the rear drive plate 15 can be easily positioned.

As a result, the workability of joining the front drive plate 14 and rear drive plate 15 can be more effectively improved.

Further, according to the coupling structure of the transmission 2 and the engine 3 of this embodiment, the rear drive plate 15 extends from the annular mounting plate portion 15A and the radial outer peripheral portion 15u of the mounting plate portion 15A to the torque converter 10 side. It includes a protruding cylindrical portion 15B.

The mounting plate portion 15A has a coupling portion 15a coupled to the coupling portion 14a of the front drive plate 14, and a coupling portion 15b coupled to the torque converter 10.

The cylindrical portion 15B has a tooth portion 15C provided on an outer circumferential surface 15n on the torque converter 10 side, and a notch 15c provided between the tooth portion 15C and the coupling portion 15a in the direction of the rotation center axis 10a of the torque converter 10. has.

As a result, when positioning the joint portion 14a of the front drive plate 14 and the joint portion 15a of the rear drive plate 15 during the work of joining the front drive plate 14 and the rear drive plate 15, the operator can A finger can be inserted into the notch 15c through the hole 52.

Then, the operator grasps the teeth 15C and rotates the rear drive plate 15 relative to the front drive plate 14, thereby positioning the joint 14a of the front drive plate 14 and the joint 15a of the rear drive plate 15. It can be performed.

As a result, the workability of joining the front drive plate 14 and rear drive plate 15 can be more effectively improved.

Further, according to the coupling structure of the transmission 2 and the engine 3 of this embodiment, the radial outer circumferential portion 14n of the expanded portion 14B of the front drive plate 14 is the outer circumferential surface of the cylindrical portion 15B in the radial direction of the front drive plate 14. It extends to 15n.

Thereby, the connecting portion 14a and the connecting portion 15a can be installed close to the tooth portion 15C. Therefore, there is no need to insert a finger deep into the front case 6 through the service hole 52 from outside the transmission 2 and engine 3, and the front drive plate 14 and rear drive plate 15 can be joined near the tooth portion 15C.

Here, if the connecting portion 15a is provided radially outward than the tooth portion 15C, the gap between the front case 6 and the rear drive plate 15 becomes smaller, making it difficult to grip the rear drive plate 15 with fingers.

On the other hand, if the coupling portion 15a is provided inward from the outer peripheral surface of the torque converter 10, it becomes difficult to insert a finger between the rear drive plate 15 and the torque converter 10, and it becomes difficult to grasp the rear drive plate 15 with the finger. becomes.

In the coupling structure of the transmission 2 and the engine 3 of this embodiment, the coupling part 14a and the coupling part 15a can be installed close to the tooth part 15C, so that the coupling part 14a of the front drive plate 14 and the rear drive plate can be connected near the tooth part 15C. The positioning work of the joint portion 15a of the plate 15 can be performed.

Although embodiments of the invention have been disclosed, it will be apparent that modifications may be made by one skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

2...Transmission, 3...Engine (internal combustion engine), 4a...coupling surface (coupling surface of internal combustion engine), 4c...rotation center axis of crankshaft, 4S...crankshaft, 5 ...Transmission case, 6a...Opening end face (opening end face of transmission case), 10...Torque converter, 10a...Rotation center axis (rotation center axis of torque converter), 11...Front Cover, 13... Drive plate, 14... Front drive plate (first drive plate), 14A... Main body, 14a... Joint part (first drive plate side joint part), 14B. ..Extended part, 14n...Outer periphery (radial outer periphery of the extended part), 14s...Rotation center axis (rotation center axis of the first drive plate), 14u...Outer periphery (main body part ), 15... rear drive plate (second drive plate), 15A... mounting plate part, 15a... coupling part (second drive plate side coupling part), 15B. ..Cylindrical part, 15b...Joining part (joint part for torque converter), 15C...Tooth part, 15c...Notch, 15n...Outer circumference (outer circumference of cylindrical part), 15s... .Rotation center axis (rotation center axis of the second drive plate), 15u...outer periphery (radial outer periphery of the mounting plate), 51...intermediate plate, 51a...front opening end surface (first 1 opening end surface), 51b... Rear opening end surface (second opening end surface), 51u... Inner peripheral edge (inner peripheral edge of the first opening end surface), L1... Radius (first drive plate radius), L2...Shortest distance (the shortest distance connecting the rotation center axis of the torque converter and the inner peripheral edge of the first opening end surface), L3...Radius (radius of the second drive plate), L4 ...diameter (first drive plate diameter), L5...diameter (torque converter diameter)

Claims (3)

A crankshaft of an internal combustion engine and a front cover of a torque converter housed in a transmission case of a transmission are coupled via a drive plate, and the internal combustion engine and the transmission case are coupled via an intermediate plate. A coupling structure between a transmission and an internal combustion engine,
The transmission case has an open end face facing the internal combustion engine, and accommodates the torque converter such that the torque converter is located on the open end face side,
The intermediate plate is formed in a hollow shape having a first open end surface coupled to the coupling surface of the internal combustion engine and a second open end surface coupled to the open end surface of the transmission case,
The drive plate has the same rotational center axis as the rotational center axis of the crankshaft and the rotational center axis of the torque converter, and the first drive plate is connected to the crankshaft, and the first drive plate is connected to the crankshaft. and a second drive plate that has the same rotational center axis as that of the front cover and is connected to the front cover,
The radius of the first drive plate is smaller than the shortest distance connecting the rotation center axis of the torque converter and the inner peripheral edge of the first opening end surface,
The radius of the second drive plate is larger than the shortest distance connecting the rotation center axis of the torque converter and the inner peripheral edge of the first opening end surface,
A coupling structure for a transmission and an internal combustion engine, wherein the first drive plate and the second drive plate are coupled when the internal combustion engine and the transmission case are coupled. The first drive plate includes a disc-shaped body portion whose diameter is approximately the same as the diameter of the torque converter, and a radial outer peripheral portion of the body portion. It has an expansion part that expands radially outward from a part,
The transmission and internal combustion engine coupling structure according to claim 1, wherein the expansion part has a first drive plate side coupling part coupled to the second drive plate. The second drive plate includes a mounting plate portion and a cylindrical portion protruding from a radial outer peripheral portion of the mounting plate portion toward the torque converter,
The mounting plate portion has a second drive plate side coupling portion coupled to the first drive plate side coupling portion, and a torque converter coupling portion coupled to the front cover,
The cylindrical portion includes a tooth portion that protrudes radially outward from an outer circumferential surface of the cylindrical portion on the torque converter side, and a tooth portion that is coupled to the second drive plate side in the direction of the rotation center axis of the torque converter. a notch provided between the parts;
3. The transmission according to claim 2, wherein a radial outer circumferential surface of the expanded portion of the first drive plate extends to an outer circumferential surface of the cylindrical portion in the radial direction of the first drive plate. A combination structure between the aircraft and the internal combustion engine.

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