JPH0429663A - Vehicle power transmission device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a power transmission device for a vehicle equipped with a torque converter.

(Prior Art) As a power transmission device for a vehicle equipped with this kind of torque converter, for example, the one described in the specification and drawings of Japanese Patent No. 62-89353 is known.

In this conventional vehicle, the casing of the torque converter is fixed to the output shaft of the engine, and the output shaft of the torque converter is used as the drive system shaft. A PTO system shaft is provided parallel to the travel system shaft, and the PTO system shaft is movably connected to the casing via a gear.

Furthermore, an oil passage for supplying hydraulic oil into the casing of the torque converter was formed in the output shaft.

(Problems to be Solved by the Invention) In the conventional power transmission device for a vehicle equipped with a torque converter, since the output shaft of the torque converter and the PTO shaft are provided in parallel, a counter gear is required; The structure of the transmission becomes complicated.

In order to eliminate this drawback, it is conceivable to make the output shaft and the PTO shaft a dual shaft structure.

However, since an oil passage must be formed in the output shaft, it has been difficult to create a dual shaft structure.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a power transmission device for a vehicle that solves the above-mentioned problems.

(Means for Solving the Problems) In order to achieve the above object, the present invention requires the following means. That is, the power transmission device for a vehicle according to the present invention is characterized in that in the power transmission device for a vehicle equipped with a torque converter, the output shaft of the torque converter is formed as a cylindrical shaft, and the transmission shaft is disposed within the cylindrical shaft. The transmission shaft is inserted through the torque converter, and the transmission shaft is coupled to the input portion of the torque converter, and an oil passage for supplying hydraulic oil into the torque converter is formed between the inner peripheral surface of the simple shaft and the outer peripheral surface of the transmission shaft. At the point.

(Function) According to the present invention, the output shaft of the torque converter is formed as a cylindrical shaft, the transmission shaft is inserted through the cylindrical shaft, and the transmission shaft is coupled to the input portion of the torque converter. The power of the engine is transmitted to the output shaft, or tsutsusode, via the torque converter.

This cylinder shaft is used as a traveling system, and the transmission shaft is used as a PTO shaft.

Since the transmission shaft is connected to the input part of the torque converter, the power of the engine is directly transmitted to the transmission shaft. Therefore, there is no need for a counter gear to transmit engine power to the transmission shaft.

Further, according to the present invention, hydraulic oil is supplied to the torque converter through the oil passage formed between the inner surface of the cylinder shaft and the outer peripheral surface of the transmission shaft.

Therefore, there is no need to form an oil passage in the cylinder shaft.

(Example) Embodiments of the present invention will be described below based on the drawings.

In FIGS. 1 and 2, a tractor is shown as an example of a vehicle, and numeral 1 is a transmission case that constitutes the body of the tractor. The transmission case 1 is fixed to the rear surface of the engine 2. A flywheel 3 is rotatably provided on the rear side of the engine 2. The flywheel 3 is fixed to the rear end of the crankshaft of the engine 2.

Inside the mission case 1, a torque converter 4,
Hydraulic shuttle clutch 5, main transmission 6, auxiliary transmission 7
, PTO transmission 8 are arranged in this order from the engine 2 side toward the rear.

The torque converter 4 has a casing 9 fixed to the flywheel 3. The front inner peripheral edge of the casing 9 is fixed to a flywheel hub 10 fixed to the center of the flywheel 3. The rear inner peripheral edge of the casing 9 is connected to the partition wall 1 of the mission case 1.
It is rotatably fitted into a boss portion 12 provided at 1 with a seal member 13 interposed therebetween.

Inside the casing 9, a pump blade 14 and a turbine blade 15 are provided facing each other in the axial direction. The pump blade 14 is fixed to the inner surface of the casing 9. The turbine blade 15 is connected to a turbine hub 16.
The turbine hub 16 is rotatably supported by the flywheel hub lO via a bearing 17. A spline 18 is formed on the inner peripheral surface of the turbine hub 16, and a cylindrical shaft is connected to the spline 18. 19 are fitted. A seal member 20 is interposed between the outer peripheral surface of the front end of the cylindrical shaft 19 and the inner peripheral surface of the turbine hub 16.

A stator 21 is provided between the pump blade 14 and the turbine blade 15. The stator 21 is attached to the Fj partition boss portion 12 via a one-way clutch 22.

A lock-up plate 23 is attached to the outer peripheral surface of the turbine hub 16. The front end surface of the outer peripheral portion of the lockup plate 23 is in elastic contact with the inner surface of the casing 9.

The cylindrical shaft 19 passes through the boss portion 12 of the partition wall and extends rearward, and the hydraulic shuttle clutch 5 is attached to the rear of the [#19].
is installed.

The hydraulic shuttle clutch 5 has a key 24 on the cylindrical shaft 19.
It has a clutch case 25 that is fixed via the clutch case 25. The case 25 is partitioned at the center in the axial direction by a partition wall, and has oil chambers before and after the partition wall, and a piston 26 is provided in each oil chamber.
Of the pair of front and rear pistons 26 having 0 front and rear pistons 26, a clutch element 27 with a clutch plate etc. arranged in a row and a reverse gear 28 are provided on the front side of the front piston 26, and a reverse gear 28 is provided on the rear side of the rear piston 26. A clutch element 27 and a forward gear 29 are provided. Each clutch element 27 is moved between the clutch case 25 and the reverse gear 28 by the pressure of the piston 26.
, and connects the clutch case 25 and the forward gear 29 so as to be able to freely come into contact with and separate from each other. Note that 30 is a piston return spring.

The reverse gear 28 is fitted onto the cylindrical shaft 19 via a bearing 31 so as to be relatively rotatable. As shown in FIG. 2, the reverse gear 28 is interlocked with the first gear 33 via a counter gear 32. This first gear 33
is fixed to a first sub-shaft 34 arranged parallel to the cylindrical shaft 19.

The forward gear 29 is spline-coupled to a second sub-shaft 35 arranged in series at the rear end of the cylindrical shaft 19.

This second subshaft 35 is rotatably supported by a partition wall 36 of the mission case 1 via a bearing 37. Furthermore, a bearing 38 is interposed between the forward gear 29 and the rear end portion of the cylindrical shaft 19.

The forward gear 29 is connected to the first countershaft 3 as shown in FIG.
It meshes with a second gear 39 fixed at 4.

A third gear 40 is fixed to the first subshaft 34, and the third gear 40 is coupled to a fourth gear 41. This fourth gear 41 is provided on the third countershaft 42, and
The main transmission 6 and the auxiliary transmission 7 are connected to the countershaft 42 .

The fifth gear 43 of the sub-transmission device 6 is connected to the input gear 45 of the differential device 44, and the output shaft of the differential device 44 is connected to the rear wheel 4.
6.

In addition, the second sub-shaft 35 and the third sub-shaft 42 are arranged in series! Both are formed on the cylindrical shaft.

A PTO shaft 47, which is a transmission shaft, is inserted through the cylindrical shaft 19, the second subshaft 35, and the third subshaft 42 so as to be relatively rotatable. The front end of the PTO shaft 47 is splined to the flywheel hub 10. This PTO shaft 4
The rear end of 7 is connected to the final PT via the PTo transmission 8.
It is coupled to the O shaft 48. This final PTO shaft 48 protrudes rearward from the rear end surface of the mission case 1.

A first oil passage 49 is formed between the inner peripheral surface of the cylindrical shaft 19 and the outer peripheral surface of the PTO shaft 47. The rear part of the first oil passage 49 is sealed by a sealing member 50 that is interposed between the cylinder shaft 19 and the four PTO shafts. This first oil passage 4
The front portion of 9 communicates with the gap between the lockup plate 23 and the casing 9 via the gap between the flywheel hub 1o and the front end surface of the cylindrical shaft 19 and the gap between the bearing 17.

Furthermore, this first oil passage 49 is connected to an oil passage 51 provided in the boss portion 12 of the partition wall of the mission case 1 and to the cylinder shaft 19.
It communicates with a switching valve 53 via an oil passage 52 provided in the. This switching valve 53 is fixed to the boss portion 12.

A second oil passage 54 is formed between the outer peripheral surface of the cylindrical shaft 19 and the inner peripheral surface of the boss portion 12. The rear end of the second oil passage 54 is connected to a seal member 55 interposed between the cylinder shaft 19 and the boss portion 12.
is closed by.

A front end portion of the second oil passage 54 communicates with a gap below the turbine blade 15 . Furthermore, this second oil passage 54 is connected to the switching valve 5 through an oil passage 56 formed in the boss portion 12.
It is connected to 3.

A third oil passage 57 is formed between the inner peripheral edge of the rear end of the casing 9 and the boss portion 12. The front end of the third oil passage 57 communicates with the gap below the pump blade 14 .

This third oil n57 also communicates with the switching valve 53.

According to the embodiment of the present invention having the above configuration, hydraulic oil is supplied from the switching valve 53 through the third oil passage 57 into the casing 9 of the torque converter. and pump blade 1
4 rotates, the hydraulic oil flows into the turbine blade 1.
The bridge is passed to 5 and rotates the turbine blade 15.

This rotation is transmitted to the cylinder shaft 19 via the turbine hub 16, and then to the rear wheel 46 via the hydraulic shuttle clutch 5, the main transmission 6, the auxiliary transmission 7, and the like.

However, at this time, the hydraulic oil in the casing 9 presses the lockab plate 23 forward, so the lockab plate 23 rotates together with the casing 9. Therefore,
In this state, the engine 2 and the cylinder shaft 19 are directly connected.

The hydraulic oil supplied into the casing 9 from the third oil passage 57 is discharged via the second oil passage 54.

On the other hand, when the hydraulic oil is supplied into the casing 9 from the first oil passage 49, the hydraulic oil presses the lock ab plate 23 rearward, so that the pressure contact between the lock ab plate 23 and the casing 9 is released, and the torque is Functions as a converter. At this time as well, the hydraulic oil supplied into the casing 9 is
It is discharged through the second oil passage 54.

Furthermore, the power of the engine 2 is transmitted to the flywheel hub 1.
0 to the PTO shaft 47, and the rear PT
○ It is transmitted to the final PTo shaft 48 via the transmission 8.

What is shown in FIG. 3 is a hydraulic circuit diagram of the torque converter.

Conventionally, hydraulic oil has been supplied to the torque converter in accordance with the pump discharge amount, from low speed rotation to high speed rotation of the engine, and from light penetration load to heavy load.

Therefore, in the past, the same amount of oil flowed into the torque converter whether it was under light load or high load, resulting in poor efficiency in torque conversion during low load.

Therefore, an improved hydraulic circuit shown in FIG. 3 is provided.

That is, in FIG. 3, 60 is the first hydraulic circuit, 61
is the second hydraulic circuit. The first hydraulic circuit 60 and the second hydraulic circuit 61 are connected by a first merging circuit 62 and a second merging circuit 63. The torque converter 4 is interposed in a portion of the first hydraulic circuit 60 that is sandwiched between the first merging circuit 62 and the second merging circuit 63. Further, an electromagnetic valve 64 is interposed in a portion of the second hydraulic circuit 61 that is sandwiched between the first merging circuit 62 and the second merging circuit 63.

Furthermore, a check valve 65 is interposed in the second merging circuit 63. Reference numeral 66 denotes a thermostat for controlling the electromagnetic valve. The thermostat 66 detects the temperature of the oil in the torque converter 4, and operates to close the electromagnetic valve 64 when the temperature reaches a predetermined temperature or higher.

Note that hydraulic oil is supplied to the first hydraulic circuit 60 from a PTO valve and is discharged as shuttle lubrication. The second hydraulic circuit 61 is supplied with power steering surplus oil.

According to FIG. 3, when the temperature of the oil in the torque converter 4 is low, the electromagnetic valve 64 is open, the oil in the second hydraulic circuit 61 does not flow to the torque converter 4, and the oil in the first hydraulic circuit 60 is closed. Only oil flows to the torque converter 4.

On the other hand, when the oil temperature in the torque converter 4 increases, the electromagnetic valve 64 closes, and the oil in the second hydraulic circuit 61 and the oil in the first hydraulic circuit 60 flow into the torque converter 42.

Therefore, since the flow rate is small at low temperatures, efficiency loss in the torque converter 4 can be reduced. Furthermore, since the flow rate increases when the temperature is high, heat generation in the torque converter 4 can be suppressed.

Note that the present invention is not limited to the above embodiments.

(Effects of the Invention) According to the present invention, the output shaft of the torque converter is formed into a cylindrical shaft, the transmission shaft is inserted through the cylindrical shaft, and an oil passage is formed between the outer periphery of the transmission shaft and the inner periphery of the cylindrical shaft. Because of this structure, the output shaft of the torque converter can have a double structure, which simplifies the structure.

[Brief explanation of drawings]

FIG. 1 is a sectional view showing an embodiment of the present invention, FIG. 2 is a power transmission system diagram, and FIG. 3 is a hydraulic circuit diagram. 4...Torque converter, 19...Cylinder shaft, 47...Transmission shaft, 49...Oil passage. Patent applicant Kupota Co., Ltd.

Claims (1)

[Claims] (1) In a power transmission device for a vehicle equipped with a torque converter, the output shaft of the torque converter is formed as a cylindrical shaft, a transmission shaft is inserted through the cylindrical shaft, and the transmission shaft is connected to an input portion of the torque converter. A power transmission device for a vehicle, characterized in that an oil passage for supplying hydraulic oil into the torque converter is formed between the inner peripheral surface of the cylindrical shaft and the outer peripheral surface of the transmission shaft.