JPS6330538B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention relates to a multi-stage automatic transmission in which transmissions are configured on a plurality of transmission shafts arranged in parallel, and is mainly used in FF (front engine front wheel drive) vehicles. It is. [Prior Art] Conventionally, Japanese Patent Laid-Open No. 58-5559 proposes an automatic transmission for a front-wheel drive vehicle with a transverse engine, in which a transmission is arranged on a plurality of transmission shafts arranged in parallel. That is, this automatic transmission includes an underdrive device 50 connected to the input shaft 5, an output gear 71 connected to the output shaft of the underdrive device, and a tapered transmission that supports the output gear radially outwardly by a front case 124. A roller bearing 72 is disclosed. [Problems to be Solved by the Invention] However, in this configuration, the tapered roller bearing 72 is connected to the output gear 71 which is a rotating member.
Since the output gear is disposed between the output gear and the front case 124, which is a stationary member, relative rotation always occurs between the output gear and the front case, and even at the highest speed stage where driving is frequently performed, the underdrive device 50 is directly connected Since relative rotation occurs even when the roller bearing is bent, durability of the tapered roller bearing is required. However, in automatic transmissions for front-wheel drive vehicles, space is limited in the upper axial and radial directions of the vehicle, so it is necessary to make tapered roller bearings as compact as possible. Therefore, an object of the present invention is to improve the durability of a tapered roller bearing and to make it more compact, and to minimize the thrust load that the tapered roller bearing receives, thereby making other bearings, etc. more compact. do. [Means for Solving the Problems] The automatic transmission of the present invention includes a torque converter 200 that fluidly transmits power from an engine.
, a first input shaft 1 connected to the output from the torque converter, a first output shaft 4 disposed concentrically with the first input shaft, and the first input shaft 1
a main transmission mechanism 40 concentrically connected between and the first output shaft 4; a second input shaft 8 disposed parallel to the first output shaft; a second output shaft 46 disposed concentrically with the input shaft; a sub-transmission mechanism 60 connected between the second input shaft and the second output shaft; and the second output shaft. In an automatic transmission including a third output shaft 400 disposed parallel to the shaft, the sub-transmission mechanism
an underdrive device 60 disposed on the input shaft of the device and having its input connected to the second input shaft; and a third underdrive device 60 disposed on the second input shaft and connected to the output of the underdrive device 60. The underdrive device 60 has a ring gear R3 connected to the second input shaft, a carrier P3 connected to the output gear, and a carrier P3 connected to the carrier. A planetary gear consisting of a sun gear S3 that meshes with a pinion that meshes with the ring gear R3, a brake B4 that stops the sun gear S3, and a clutch that removably connects any two of the sun gear S3, the carrier P3, and the ring gear R3. C3, the output gear is relatively rotatably supported on the second input shaft via a tapered roller bearing 106, and the second input shaft is engaged to receive the thrust force applied to the tapered roller bearing 106. The stopping means 81 and the fastening means 82 for urging the tapered roller bearing 106 in the axial direction are connected to the tapered roller bearing 106.
It is characterized in that it is arranged at both ends in the axial direction. [Operations and Effects] The sub-transmission mechanism of the automatic transmission of the present invention has the second
an underdrive device 60 disposed on the input shaft of the device and whose input is connected to the second input shaft; and a third underdrive device 60 disposed on the second input shaft and connected to the output of the underdrive device 60. It has an output gear 9 that transmits power to the output shaft 400, and the output gear 9 is relatively rotatably mounted on a tapered roller bearing 106.
Since the underdrive device 60 is supported on the second input shaft 8 via the input shaft 8, the underdrive device 60 is in a deceleration state in a low speed gear, and on the other hand, in a high speed gear, the underdrive device 60 is in a directly connected state. In the deceleration state, a relative rotation (relative rotation = ring gear rotation speed - carrier rotation speed) occurs between the second input shaft 8, which is the input to the underdrive device 60, and the output gear 9, which is the output. Compared to a structure in which the output gear is relatively rotatably supported by a stationary member (relative rotation = rotational speed of the carrier), the relative rotation is very small, and in the direct connection state, the rotation between the second input shaft 8 and the output gear 9 Since there is no relative rotation (relative rotation speed = ring gear rotation speed - carrier rotation speed = 0), the tapered roller becomes smaller than when the output gear 9 is supported by a stationary member (relative rotation = carrier rotation speed). bearing 10
6 only requires a very small load. Therefore,
For example, a compact tapered roller bearing can be installed in an automatic transmission for a front-wheel drive vehicle that has structural restrictions on axial and radial dimensions, which is very useful. Furthermore, the underdrive device 60 is directly connected, for example, at the highest speed stage where the vehicle is frequently driven, so that the durability of the tapered roller bearing 106 can be further improved. Furthermore, the present invention disposes a tapered roller bearing 106 relatively rotatably between the output gear 9 connected to the carrier P3 of the underdrive device 60 and the second input shaft connected to the ring gear R3. Since the input shaft No. 2 has a locking means 81 that receives the thrust force applied to the tapered roller bearing, the thrust load received from the ring gear and the thrust load applied to the output gear connected to the carrier are transferred to the locking means 81 through the tapered roller bearing. By offsetting the thrust load, the structure of the thrust bearing for receiving the thrust load can be made compact. Furthermore, since the tapered roller bearing 106 has a structure in which one end is locked by the locking means 81 on the second input shaft 8 and the other end is urged by the fastening means 82, it is easy to assemble. At this time, the preload of the tapered roller bearing 106 can be easily and accurately adjusted, and the durability of the tapered roller bearing 106 can be prevented from being impaired due to insufficient preload adjustment. [Example] Next, the present invention will be explained based on an example shown in the drawings. First, the conventional automatic transmission related to the present invention will be described first.
FIG. 2 shows a cross-sectional view of an automatic transmission according to an embodiment of the present invention, and FIG. 3 shows a schematic configuration diagram thereof. The automatic transmission 100 shown in FIGS. 2 and 3 is composed of a hydraulic torque converter 200, a transmission 300, and a hydraulic control device (not shown in FIG. 2). The transmission 300 includes a first planetary gear set 40 and a second planetary gear set 5.
0, two multi-disc clutches C1, C2 operated by hydraulic servo, one band brake B1,
A transmission 10 with three forward speeds and one reverse speed includes two multi-disc brakes B2 and B3, one one-way clutch F1, and one one-way brake F2, a third planetary gear set 80, and a hydraulic servo. The underdrive device 60 includes one multi-disc clutch C3, one multi-disc brake B4, and one one-way clutch F4, and is provided with a differential device 90. The housing 110 of the automatic transmission includes a front housing 120 integrally formed with a torque converter 200 and each chamber housing the differential gear 90;
A rear cover 131 of the transmission 10, each chamber housing the underdrive device 60, and the differential device 90.
The front housing 120 and the main housing are made up of a main housing 130 that houses the output gear 6 of the transmission 10 and the input gear 7 of the underdrive device 60, and a rear cover 140 that covers the rear side of the automatic transmission. The housing 130, main housing 130, and rear cover 140 are each firmly fastened with bolts. Torque converter 200 is housed in a torque converter chamber 121 that is open at the front (engine side). An oil pump 15 is installed inside between the torque converter chamber 121 and a cylindrical transmission chamber 132 that is continuous to the rear of the torque converter chamber 121.
An oil pump front cover 151 is firmly fastened to the main housing 130, and has a cylindrical portion 152 which is an annular plate body that accommodates the oil pump 0 and projects forward inwardly. An oil pump cover 154 having a cylindrical front center support 153 protruding rearward coaxially with the shaped portion 152 is fastened, and the oil pump front cover 151 and rear cover 154 form a partition wall 155 between the two chambers. . Furthermore, an intermediate support wall 157 having a cylindrical center support 156 that projects forward is provided at the rear of the transmission chamber 132. A transmission chamber 132 is located between the partition wall 155 and the intermediate support wall 157.
The space between the intermediate support wall 157 and the rear cover 140 forms an output gear chamber 141 of the transmission, and the rear cover 140 has a cylindrical rear center support 142 that is coaxial with the front center support 153 and projects forward. It is set up. A cylindrical underdrive chamber 133 is provided in parallel to the side of the cylindrical transmission chamber 132,
In the center of the front, there is a front housing 12
Hole-shaped front center support 1 in wall 121 of 0
58, and at the rear thereof, there is provided an intermediate support wall 160 to which a cylindrical center support 159 that projects long forward is fastened with bolts, and between the rear cover 140 and the intermediate support wall is the input gear of the underdrive device. Forming a chamber 142, an intermediate support wall 160 and a wall 1
21 to form an underdrive device chamber 133. A fixed shaft 203 of a one-way clutch 202 that supports a stator 201 of a torque converter 200 is fitted inside the front center support 153, and an input shaft of the transmission, which is an output shaft of the torque converter, is fitted inside the fixed shaft 203. 1 (first input shaft) is rotatably supported. The input shaft 1 has a large diameter rear end 2 that projects rearward from the front center support 153, and a rearward hole 3 is formed in the center of the rear end 2. A first intermediate power transmission shaft 4 (first output shaft) arranged in series with the input shaft 1 is rotatably mounted behind the input shaft 1, and the intermediate power transmission shaft 4 has a tip end thereof. hole 3
Bearings 101 and 102 are in sliding contact with each other, and their rear ends are located inside the central cylindrical portion 6A of the output gear 6.
It is rotatably fitted onto the outside via the . The input gear 7 of the underdrive device meshing with the output gear 6 has a rear end portion of the second intermediate transmission shaft 8 (second input shaft) passing through the center of the underdrive device chamber 133 in its inner hole 7B. are connected by splines. The transmission shaft 8 has a rod shape with a flange-like protrusion 81 (locking means) provided at the middle part of the tip and an oil passage formed inside. is supported by a front center support 158. Between the roller bearing 104 on the transmission shaft 8 and the flange-shaped protrusion 81, a pair of nuts (fastening means) 82 with a spring material 105 sandwiched in the middle and tightened at the tip are pre-adjusted and assembled. (Transmission 1
0 and an underdrive device 60) is supported, and the output gear 9
meshes with a large drive gear 91 of a differential device 90, and the large drive gear 91 is connected to the third output shaft 400. Further, a flange-shaped protrusion 81 on the transmission shaft 8
A cylindrical sun gear shaft 61 is rotatably supported between the center support 159 and the center support 159, and a cylindrical inner race shaft 62 is rotatably supported outside the center support 159 through a bearing. The outer rear end of the sun gear shaft 61 and the inner end of the inner race shaft 62 are spline-coupled. In the transmission chamber 132, at the front, a first hydraulic servo drum 11 that opens rearward is rotatably fitted onto a front center support 153, and an annular piston 12 is fitted between its inner and outer circumferential walls to engage the clutch. A clutch C2 is installed inside the inner circumferential wall, forming a hydraulic servo 13 of C2. On the rear side of the first hydraulic servo drum 11, an annular projection 15 is provided at the front and opens at the rear.
A second hydraulic servo drum 16 having a second hydraulic servo drum 16 is fixed to the rear end 2 of the input shaft 1, and an annular piston 17 is fitted between the rear end 2 and the outer peripheral wall to form a hydraulic servo 18 of the clutch C1. A return spring 19 is attached to the inner circumferential side, a clutch C1 is attached to the inner side of the outer circumferential wall, and a clutch C2 is attached to the outer circumference of the annular protrusion 15. , 16 are connected. A first planetary gear set 40 is provided on the rear side of the second hydraulic servo drum 16, a ring gear R1 of which is connected to the second hydraulic servo drum 16 via a clutch C1, and a carrier P1 connected to the tip of the intermediate shaft 4. The sun gear S1 is integrally connected to the sun gear shaft 5 by spline connection. In addition, the first and second hydraulic servo drums 11,
16 and the first planetary gear set 40 in a minimum space.
is fixed at its tip to the outside of the first hydraulic servo drum 11, and its rear end is connected to the sun gear shaft 5 on the rear side of the first planetary gear set 40, and a band brake B1 is provided on the outer circumferential side. 1st planetary gear set 40 (main transmission mechanism)
An annular third hydraulic servo drum 22 that opens rearward is fixed in the surplus space 21 outside the outer connecting drum, and a piston 23 is fitted into the third hydraulic servo drum 22 to operate the brake B2.
A hydraulic servo 24 is formed. The hydraulic servo 24
A brake B is inserted into the spline groove 25 formed inside the rear main housing 130 from the front.
2. The outer race 26 of the one-way clutch F2 and the brake B3 are installed in this order, and the piston 27 is fitted into the annular hole between the outer peripheral side of the center support 156 of the intermediate support wall 157 on the rear side and the housing 120, and the hydraulic pressure of the brake B3 is adjusted. A return spring 29 of the hydraulic servo 28 is supported by a flange plate 30 attached to the tip of the center support 156. A one-way clutch F1 that inner races the sun gear shaft 5 is provided inside the brake B2.
The first outer race 31 is connected to the brake B2, and a second planetary gear set 50 is attached to the rear side of the one-way clutch F1. In the second planetary gear set 50, a sun gear S2 is formed integrally with the sun gear shaft 5, a carrier P2 is connected to the inner race 32 of the outer one-way clutch F2 and also connected to the brake B3, and a ring gear R2 is connected to the intermediate transmission shaft. It is connected to 4. In the underdrive device chamber 133, a large-diameter flange plate-shaped parking gear 111 is fixed to the rear end of the output gear 9, and a governor drive gear 11 is provided in the gap between the output gear 9 and the parking gear 111.
2 is fixed. A third planetary gear set 80 is provided on the rear side of the output gear 9, and its ring gear R3 is coupled to a protrusion 81 of the second intermediate transmission shaft 8 via a flange plate 63, and a planetary gear P3 is connected to the third planetary gear set 80.
is connected to the parking gear 111 via the connecting drum 64.
The sun gear S3 is formed on a sun gear shaft 61. On the rear side of the third planetary gear set 80, a forward-opening fourth hydraulic servo drum 65 is fixed to the inner race shaft 62, and a return spring 68 is attached to the outer peripheral wall and the inner race shaft side.
A clutch C3 is mounted inside the outer circumferential wall and is connected to a carrier P3 via the clutch C3. A one-way brake F3 having the inner race shaft 62 as an inner race is provided on the rear side of the fourth hydraulic servo drum 65, and a brake B4 is provided on the rear side between the inner race shaft 62 and the main housing 130. The outer peripheral side of the center support 159 of the side intermediate support wall 160 and the main housing 1
A piston 70 is fitted into an annular hole 69 between the brake members 30 and 30 to form a hydraulic servo 71 of the brake B4, and return springs 72 are fitted into grooves provided at equal intervals on the outer circumferential side of the brake B4. A differential device chamber 122 is provided on the side of the torque converter chamber 121, a differential device 90 is supported by a tapered roller bearing 107, and an input large gear 91 provided at the rear end is connected to the output gear 9 and teeth. It matches. The transmission 300 engages each clutch and brake using hydraulic pressure selectively output from a hydraulic control device (not shown) to the hydraulic servo of each friction engagement device according to vehicle running conditions such as vehicle speed and throttle opening. Alternatively, the release is performed, and the gear is shifted to four forward speeds or one reverse speed. Table 1 shows an example of the gear range achieved by the operation of each clutch, brake, one-way clutch, and one-way brake.

【table】

[Table] In Table 1, E indicates that the corresponding clutch, brake, one-way clutch, or one-way brake is engaged. However, (E) indicates that the corresponding one-way clutch or one-way brake is engaged only in the engine drive state and not in the engine brake state. Further e
In this case, the corresponding one-way clutch or one-way brake is engaged in the engine drive state, but in that case, the transmission of power is guaranteed by the clutch or brake installed in parallel, so this is not necessarily the case. Indicates that it is not required. As described above, the sub-transmission mechanism of the automatic transmission of the present invention includes the underdrive device 60 which is disposed on the second input shaft and whose input is connected to the second input shaft, and the underdrive device 60 which is disposed on the second input shaft and whose input is connected to the second input shaft. It has an output gear 9 disposed on the input shaft and connected to the output of the underdrive device 60 to transmit power to the third output shaft 400,
Since the output gear 9 is relatively rotatably supported on the second input shaft 8 via a tapered roller bearing 106, the underdrive device 60 is in a deceleration state in the low speed stage, while in the high speed stage. is underdrive device 6
0 is a direct connection state. In the deceleration state, relative rotation (relative rotation = ring gear rotation speed - carrier rotation speed) occurs between the second input shaft 8, which is the input to the underdrive device 60, and the output gear, which is the output. Compared to a structure in which the gear is relatively rotatably supported by a stationary member (relative rotation = rotational speed of the carrier), the relative rotation is very small, and in the directly connected state, the second
Since there is no relative rotation between the input shaft 8 and the second output shaft 46 (relative rotation speed = ring gear rotation speed - carrier rotation speed = 0), when the output gear 9 is supported by a stationary member ( The load applied to the tapered roller bearing 106 is extremely small compared to the relative rotation (number of rotations of the carrier). Therefore, a compact tapered roller bearing can be installed, which is very useful, for example, in an automatic transmission for a front-wheel drive vehicle that has structural restrictions on the axial and radial dimensions. Furthermore, the underdrive device 60 is directly connected, for example, at the highest speed stage where the vehicle is frequently driven, so that the durability of the tapered roller bearing 106 can be further improved. Furthermore, the present invention disposes a tapered roller bearing 106 relatively rotatably between the output gear 9 connected to the carrier P3 of the underdrive device 60 and the second input shaft connected to the ring gear R3. Since the input shaft No. 2 has a locking means 81 that receives the thrust force applied to the tapered roller bearing, the thrust load received from the ring gear and the thrust load applied to the output gear connected to the carrier are transferred to the locking means 81 through the tapered roller bearing. By offsetting the thrust load, the structure of the thrust bearing for receiving the thrust load can be made compact. Furthermore, since the tapered roller bearing 106 has a structure in which one end is locked by the locking means 81 on the second input shaft 8 and the other end is urged by the fastening means 82, it is easy to assemble. At this time, the preload of the tapered roller bearing 106 can be easily and accurately adjusted, and the durability of the tapered roller bearing 106 can be prevented from being impaired due to insufficient preload adjustment.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a conventional automatic transmission, FIG. 2 is a sectional view of an automatic transmission according to the present invention, and FIG. 3 is a schematic diagram thereof. 1...First input shaft, 4...First output shaft,
6... Output shaft of transmission, 7... Input shaft of underdrive device, 8... Second input shaft, 9... Output gear of multi-stage transmission, 10... Transmission, 46
... Second output shaft, 60 ... Underdrive device, 81 ... Locking means, 82 ... Fastening means, 10
3...Roller bearing, 104...Roller bearing, 106...Tapered roller bearing, 400...Third output shaft.

Claims (1)

[Scope of Claims] 1. A torque converter that fluidly transmits power from an engine; a first input shaft connected to the output from the torque converter; and a first input shaft disposed concentrically with the first input shaft. a main transmission mechanism concentrically connected between the first input shaft and the first output shaft; and a main transmission mechanism arranged parallel to the first output shaft. a second input shaft arranged concentrically with the second input shaft; and a sub-input shaft connected between the second input shaft and the second output shaft. In an automatic transmission comprising a transmission mechanism and a third output shaft disposed in parallel with the second output shaft, the sub-transmission mechanism is disposed on the second input shaft and receives an input signal. an underdrive device connected to the second input shaft; and an output gear disposed on the second input shaft and connected to the output of the underdrive device to transmit power to the third output shaft. , the underdrive device comprises a ring gear connected to the second input shaft, a carrier connected to the output gear, a sun gear connected to the carrier and meshed with a pinion meshed with the ring gear; A brake for keeping the sun gear stationary and a clutch for releasably connecting any two of the sun gear, the carrier, and the ring gear, the output gear being relatively rotatably mounted on the second input shaft via a tapered roller bearing. The second input shaft is supported by the tapered roller bearing, and the second input shaft is provided with locking means for receiving thrust force applied to the tapered roller bearing and fastening means for urging the tapered roller bearing in the axial direction, at both ends of the tapered roller bearing in the axial direction. An automatic transmission characterized by the following features: