Vehicle transmission

Abstract

To enable reduction of the number of components and secure reliability.SOLUTION: A vehicle transmission 1 changes a speed of power generated in a drive source mounted on a vehicle, outputs the power to the drive shaft side through an output shaft 6, and includes: a bearing part 8 which rotatably supports the output shaft 6; a vehicle speed sensor 11 for detecting a speed of the vehicle based on rotation of the output shaft 6; and an output flange 9 which is fitted in an outer periphery of the output shaft 6 so as to be rotatable integrally with the output shaft 6 at an end 6A located at the drive shaft side relative to the bearing part 8 in the output shaft 6 and is used to connect the output shaft 6 to the drive shaft side. The output flange 9 includes: a pulse rotor part 12 in which a plurality of protruding parts 12A, which are sensed by the vehicle speed sensor 11, are arranged along a circumferential direction at equal intervals on an outer peripheral surface of the output flange 9 and formed by shaving; and an extending end 13 which is provided extending to the bearing part 8 side relative to the pulse rotor part 12 and has an end surface 9C butted against the bearing part 8.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] This case relates to a vehicle transmission. [Background technology]

[0002] 2. Description of the Related Art Conventionally, it is known that an automatic transmission for an automobile is equipped with a sensor for detecting vehicle speed. For example, Patent Document 1 discloses a structure that includes a rotor for a rotation speed detection sensor that detects the rotation speed of the output shaft of an automatic transmission, and a speedometer gear for a vehicle speed detection sensor that detects the vehicle speed, in which the rotor and gear are formed integrally and spline-engaged with the output shaft. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2-278064 Summary of the Invention [Problem to be solved by the invention]

[0004] In the structure of Patent Document 1, the rotor and gear are separate from the output flange ("flange yoke 102" in Patent Document 1) to which the propeller shaft is connected, and the rotor, gear, bearing, and output flange are arranged along the output shaft and fastened with nuts. If the members detected by the sensor (the rotor and gear) are formed separately from the output flange in this way, the number of parts increases, resulting in higher costs. In addition, in Patent Document 1, the rotor is made of a ring-shaped member that runs along the circumferential direction of the output shaft, and the outer periphery is folded back in a claw shape (see FIG. 3 in Patent Document 1). When such a member is attached to the output shaft separately from the output flange, the claw-shaped folded part may be unintentionally bent. In that case, there is a risk that the vehicle speed cannot be detected accurately.

[0005] Furthermore, in the technology of Patent Document 1, the rotor and gear, which are separate from the output flange, are fastened by nuts, so that axial play is likely to occur between the output flange and the rotor and gear. As a result, when the vehicle is used for a long period of time, the adjacent parts may wear out, and the fastening by the nuts may become loose. Therefore, in conventional technology, there is room for improvement in reducing the number of parts in a vehicle transmission equipped with a sensor for detecting vehicle speed, and in ensuring reliability, such as ensuring the detection accuracy of the sensor and the accuracy of part installation.

[0006] The present invention has been devised in consideration of the above-mentioned problems, and aims to provide a vehicle transmission equipped with a sensor for detecting vehicle speed, which can reduce the number of parts while ensuring reliability. [Means for solving the problem]

[0007] The present invention has been made to solve at least part of the above problems, and can be realized in the following aspects or application examples.

[0008] (1) A vehicle transmission according to this application example is a vehicle transmission that changes the speed of power generated by a drive source mounted on a vehicle and outputs it to a drive shaft side via an output shaft, and includes a bearing portion that rotatably supports the output shaft, a vehicle speed sensor that detects the speed of the vehicle based on the rotation of the output shaft, and an output flange that is rotatably coupled to the outer periphery of the output shaft at an end of the output shaft that is closer to the drive shaft than the bearing portion and connects the output shaft to the drive shaft side, and includes a pulse rotor portion that is formed by machining on the outer periphery of the output flange so that a plurality of convex portions that can be detected by the vehicle speed sensor are arranged at equal intervals along the circumferential direction, and an extended end portion that extends beyond the pulse rotor portion toward the side where the bearing portion is located and has an end face that is abutted against the bearing portion.

[0009] In this vehicle transmission, the output flange is provided with a pulse rotor portion having multiple projections that are machined to be detected by the vehicle speed sensor, and an extended end portion that abuts against the bearing portion. Therefore, the pulse rotor portion for the vehicle speed sensor is integrated with the output flange, and the extended end portion of the output flange abuts against the bearing portion directly without a spacer. Therefore, compared to the conventional technology in which the output flange and the rotor for the vehicle speed detection sensor are configured separately, it is possible to reduce the number of parts and the associated costs. Furthermore, since the pulse rotor portion is integral with the output flange, there is less risk of damage occurring during rotor installation compared to the above-mentioned prior art, and the vehicle speed detection accuracy can be ensured. Furthermore, with the reduction in the number of parts, the axial play in the attachment of the output flange is also reduced. As a result, even if the vehicle is used for a long period of time, adjacent parts are less likely to wear out, and the attachment of parts is less likely to become loose compared to the above-mentioned conventional technology. As a result, the accuracy of the attachment of parts can be ensured. Effect of the Invention

[0010] According to the vehicle transmission of the present invention, the number of parts can be reduced and reliability can be ensured. [Brief description of the drawings]

[0011] [Figure 1] 1 is a partial side view illustrating an overall configuration of a transmission of a vehicle according to an application example. [Diagram 2] 2 is an enlarged view of a main portion of a transmission for the vehicle shown in FIG. 1. [Diagram 3] FIG. 3 is a cross-sectional view of the output flange of FIG. 2 taken along line AA. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] The embodiments of the present invention will be described with reference to the drawings. The following embodiments are merely examples, and are not intended to exclude the application of various modifications and techniques not specified in the embodiments. The configurations of the following embodiments can be modified in various ways without departing from the spirit of the embodiments. In addition, they can be selected or combined as necessary.

[0013] [1. Configuration] FIG. 1 is a side view of a vehicle transmission 1 (hereinafter simply referred to as transmission) according to this embodiment, with a portion cut away. The transmission 1 is mounted on a vehicle (not shown) and is a transmission device that changes the speed of the power generated by a drive source (not shown) on the drive source side 2 (shown by a dashed line) and transmits it to a propeller shaft 3 arranged on the drive shaft side. The type of vehicle is not particularly limited, but examples include large vehicles such as buses and trucks. The driving source 2 mounted on the vehicle may be an engine (internal combustion engine) via a clutch (not shown), or an electric motor. The vehicle may be a hybrid vehicle having an engine and an electric motor as driving sources.

[0014] The transmission 1 may be a manual transmission in which the driver manually switches between gear stages, or an automatic transmission in which gear shifting is automatically controlled according to the driving conditions. The transmission 1 includes an input shaft 4 (shown by a dashed line), a speed change mechanism 5 (shown by a dashed line), and an output shaft 6 (shown partially by a dashed line), which are housed within a casing 7. The input shaft 4 is a shaft to which the power (rotational force) of the drive source is input, and is coupled to the output shaft of the drive source by, for example, a spline engagement, and rotates by the power of the drive source. The transmission mechanism 5 includes a plurality of gears (not shown), and is a mechanism for changing the speed of the power input from the input shaft 4 by switching the gear stages through a combination of gears.

[0015] The output shaft 6 is a shaft for transmitting the power changed in speed by the speed change mechanism 5 to the drive shaft (not shown). That is, the transmission 1 changes the speed of the power generated by a drive source mounted on the vehicle by the speed change mechanism 5 and outputs the power to the propeller shaft 3 on the drive shaft side via the output shaft 6 and an output flange 9. FIG. 2 shows an enlarged view of a portion of the transmission 1 related to the output shaft 6. 1 and 2, the transmission 1 is provided with a bearing portion 8 that rotatably supports the output shaft 6. The output shaft 6 is rotatably supported by the bearing portion 8. Note that FIG. 1 shows the bearing portion 8 on the output side (the right side in FIG. 1) of the output shaft 6, and the bearing portion on the input side of the output shaft 6 is omitted.

[0016] An output flange 9 is provided on the output shaft 6 at an end 6A closer to the drive shaft than the bearing portion 8. The output flange 9 is a member for connecting the output shaft 6 to the propeller shaft 3 on the drive shaft side, and transmits the rotation of the output shaft 6 to the propeller shaft 3. Specifically, the output flange 9 is a metallic tubular member extending along the axial direction of the output shaft 6, and is integrally formed by casting, with a hollow portion 9D extending along the axial direction. The output shaft 6 is inserted into the hollow portion 9D of the output flange 9, and the output flange 9 is coupled (fitted) to the outer periphery of the output shaft 6 by, for example, a spline engagement so as to be rotatable integrally with the output shaft 6.

[0017] An end 9A of the output flange 9 on the drive shaft side (the right side in FIG. 2) is formed in an inverted V shape that widens towards the drive shaft side, and protrudes outwards from the casing 7 towards the drive shaft side. A brake drum 10A of a handbrake device 10 provided on the drive shaft side of the transmission 1 and the propeller shaft 3 are fastened together at this end 9A on the drive shaft side, for example by a bolt. On the other hand, an end 9B of the output flange 9 on the bearing portion 8 side (left side in FIG. 2) located opposite the drive shaft side has an end face 9C abutted against the bearing portion 8. That is, the output flange 9 extends between the bearing portion 8 and the propeller shaft 3 (brake drum 10A).

[0018] As shown in FIGS. 1 and 2, the transmission 1 is provided with a vehicle speed sensor 11 at a position facing the outer periphery of the output flange 9 and spaced apart from the outer periphery of the output flange 9. The vehicle speed sensor 11 is a sensor for detecting the speed of the vehicle based on the rotation of the output shaft 6, and is configured as a rotation sensor that generates a pulse signal with a frequency proportional to the rotation speed of the output shaft 6. The principle of detecting the rotation may be any well-known type, such as a "magnetic type" or an "optical type."

[0019] On the outer circumferential surface of the output flange 9, a pulse rotor portion 12 including a plurality of protrusions 12A that are detected by a vehicle speed sensor 11 is provided. The pulse rotor section 12 is disposed at a position facing the vehicle speed sensor 11 on the outer circumferential surface of the output flange 9. In other words, the vehicle speed sensor 11 is disposed at a position facing the pulse rotor section 12. The position of the pulse rotor section 12 on the outer circumferential surface of the output flange 9 is appropriately set in consideration of the position of the vehicle speed sensor 11 and the layout of the surrounding members. The pulse rotor section 12 shown in Figures 1 and 2 is disposed near the end 9B of the output flange 9 on the bearing section 8 side, and slightly spaced from the end 9B towards the drive shaft side.

[0020] FIG. 3 is an explanatory diagram of the pulse rotor portion 12 (output flange 9), and is a cross-sectional view taken along line AA in FIG. 1 to 3, the pulse rotor portion 12 has a plurality of protruding portions 12A formed in a line at equal intervals along the circumferential direction of the output flange 9. The plurality of protruding portions 12A are portions on the outer circumferential surface of the output flange 9 that radially protrude beyond other portions 12B (see FIG. 3) other than the protruding portions 12A. These protruding portions 12A are formed by grinding the outer peripheral surface of the output flange 9 to form other portions 12B, with the unground portions being formed as protruding portions. In other words, the pulse rotor portion 12 is a part of the output flange 9 and is formed integrally with the output flange 9. The number of the multiple protruding portions 12A may be appropriately set depending on the specifications of the vehicle speed sensor 11, and Fig. 3 shows an example in which eight protruding portions 12A are formed around the circumferential direction of the output flange 9.

[0021] 1 and 2, the protrusion 12A forms a ridge extending in the axial direction in side view. Therefore, the area of ​​the protrusion 12A facing the vehicle speed sensor 11 can be easily made wider (longer) along the axial direction. This contributes to improving the degree of freedom in the layout of the vehicle speed sensor 11 and the pulse rotor section 12 and facilitating position adjustment. In addition, the distance between the convex portion 12A and the vehicle speed sensor 11, i.e., the height dimension by which the convex portion 12A protrudes from the outer peripheral surface of the pulse rotor portion 12 and the distance by which the vehicle speed sensor 11 is separated from the pulse rotor portion 12, may be set appropriately depending on the specifications of the vehicle speed sensor 11, etc.

[0022] Since the pulse rotor portion 12 has the above-mentioned convex portion 12A, when the output shaft 6 (output flange 9) rotates, the convex portion 12A and the portion 12B other than the convex portion 12A alternately face the vehicle speed sensor 11 in response to the rotation of the output shaft 6. The vehicle speed sensor 11 can generate a pulse signal having a frequency proportional to the rotation speed of the output shaft 6 by outputting a pulse signal in response to the proximity of the convex portion 12A. This allows the vehicle speed sensor 11 to detect the rotation (rotation speed, number of revolutions) of the output shaft 6 and detect the speed of the vehicle based on the rotation of the output shaft 6.

[0023] 1 and 2, the output flange 9 has an extended end 13 that extends further toward the bearing portion 8 (left side in FIG. 2) than the pulse rotor portion 12. The extended end 13 is a portion provided for directly butting the output flange 9 and the bearing portion 8 together without any gaps. The end of the extended end 13 on the bearing portion 8 side (left side in FIG. 2) is end 9B of the output flange 9, and its end face 9C is butted against the bearing portion 8.

[0024] 1 and 2, a bolt 14 is attached to the end 9A of the output flange 9 on the drive shaft side. As described above, the output flange 9 is fitted onto the outer periphery of the output shaft 6 by spline engagement, and is tightened from the drive shaft side toward the bearing portion 8 side by the bolt 14. The output flange 9 is fastened to the output shaft 6 with the end face 9C of the extended end portion 13 abutting against the bearing portion 8 by the bolt 14.

[0025] [2. Effects] The vehicle transmission 1 according to the present embodiment described above provides the following advantageous effects. In the vehicle transmission 1 according to this embodiment, the output flange 9 is provided with a pulse rotor section 12 having a plurality of projections 12A formed by machining to be sensed by the vehicle speed sensor 11, and an extended end section 13 that abuts against the bearing section 8. As a result, the pulse rotor section 12 for the vehicle speed sensor is integrated with the output flange 9, and the extended end section 13 of the output flange 9 abuts against the bearing section 8 directly without a spacer. This makes it possible to reduce the number of parts and the associated costs, compared to the conventional technology in which the output flange and the rotor for the vehicle speed detection sensor are configured as separate bodies.

[0026] Furthermore, since the pulse rotor portion 12 is integral with the output flange 9, there is less risk of damage occurring during rotor installation compared to the above-mentioned prior art, and the vehicle speed detection accuracy can be ensured.

[0027] Furthermore, with the reduction in the number of parts, the axial backlash in the mounting of the output flange 9 is reduced. Specifically, when the pulse rotor part is separate from the output flange, it is necessary to provide a spacer for the mounting base of the pulse rotor part and for adjusting the gap between the pulse rotor part and the bearing part. In contrast, in the transmission 1 of the present invention, the extension end part 13 of the output flange 9 is butted against the bearing part 8 without providing a spacer. Therefore, the axial backlash in the mounting of the output flange 9 is reduced. As a result, even if the vehicle is used for a long period of time, the adjacent parts are less likely to wear out, and the mounting parts of the parts are less likely to loosen compared to the above-mentioned conventional technology. Specifically, the bolts 14 tightening the output flange 9 are less likely to loosen. As a result, the parts mounting accuracy can be ensured. As described above, the vehicle transmission 1 can reduce the number of parts while ensuring reliability.

[0028] [3.Other] The transmission 1 of the present vehicle is not limited to the above-mentioned structure. For example, the positions of the vehicle speed sensor 11 and the pulse rotor section 12 are not limited to those shown in Figures 1 and 2, and may be set closer to the drive shaft (right side in Figure 2) or closer to the bearing section 8 (left side in Figure 2) than the positions shown in Figures 1 and 2. In addition, although an example has been given in which the protrusions 12A of the pulse rotor portion 12 are formed as ridges extending along the axial direction, the axial dimension of the protrusions 12A may be short as long as it can be detected by the vehicle speed sensor 11. In addition, in the above-mentioned output flange 9, an example has been given in which the propeller shaft 3 is connected to the end 9A on the drive shaft side via the handbrake device 10, but the end 9A of the output flange 9 may be connected to the drive shaft side so as to be capable of transmitting power. [Explanation of symbols]

[0029] 1. Transmission 2 Drive source side 3 Propeller shaft 4 Input Shaft 5. Transmission mechanism 6 Output shaft 6A end 7 Casing 8 Bearing section 9 Output flange 9A end 9B End 9C End face 9D Hollow part 10 Handbrake device 10A Brake drum 11 Vehicle speed sensor 12 Pulse rotor section 12A Convex 12B Other parts 13 Extended end 14 Volts

Claims

[Claim 1] A transmission for a vehicle that changes the speed of power generated by a drive source mounted on the vehicle and outputs the power to a drive shaft side via an output shaft, a bearing portion that rotatably supports the output shaft; a vehicle speed sensor for detecting a speed of the vehicle based on rotation of the output shaft; an output flange that is coupled to an outer periphery of the output shaft at an end of the output shaft closer to the drive shaft than the bearing portion and that is rotatable integrally with the output shaft, and that connects the output shaft to the drive shaft side; The output flange is a pulse rotor portion formed by machining an outer peripheral surface of the output flange so that a plurality of protrusions, which are detected by the vehicle speed sensor, are arranged at equal intervals along a circumferential direction; an extension end portion that extends toward the bearing portion from the pulse rotor portion and has an end face that abuts against the bearing portion; A vehicle transmission characterized in that

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