JP2005113974A - Vehicular automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a compact vehicular automatic transmission with friction plates having enlarged areas by improving the configuration of friction engaging elements. <P>SOLUTION: The automatic transmission 1<SB>1</SB>comprises friction plates 74, 73 for brakes B-4, B-3 arranged on the outer periphery side and on the inner periphery side, respectively, of a planetary gear unit PU<SB>1</SB>with their axial positions almost aligned at one side in the axial direction and hydraulic servos 60a, 60b for the brakes B-4, B-3 arranged on the outer periphery side and on the inner periphery side, respectively, of the planetary gear unit PU<SB>1</SB>with their axial positions almost aligned at the opposite side to the friction plates 74, 73 in the axial direction. An annular member 91 is spline joined to the inner peripheral face of a case 3 between the friction plate 74 and the hydraulic servo 60a, the friction plate 73 is spline joined to the inner peripheral face of a drum portion 91d, and the friction plate 74 is spline joined to the inner peripheral face of the case 3 on the outer periphery side of the drum portion 91d. Furthermore, through an insertion hole 91c which is made in the annular member 91 through its position opposite to a piston member 63a of the hydraulic servo 60a, a piston member 63a is inserted so as to thrust the friction plate 74. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an automatic transmission mounted on a vehicle or the like, and more particularly to an arrangement structure of friction engagement elements such as a brake improved so as to contribute to a compact transmission.

  In recent years, in an automatic transmission mounted on a vehicle or the like, a multi-stage transmission has been required due to a demand for improving fuel consumption. Such an automatic transmission includes a reduction planetary gear capable of outputting a reduced rotation obtained by reducing the input rotation input to the input shaft, and a planetary gear unit having a plurality of rotation elements, and the rotation element of the planetary gear unit decelerates the rotation. It is known that a speed reduction rotation from a planetary gear is configured to be input via a clutch or the like, thereby enabling multi-stage shifting.

  In such an automatic transmission, for example, by improving the arrangement of friction engagement elements such as a brake for locking / releasing the rotation element of the speed reduction planetary gear, the transmission can be made compact in the axial direction or radial direction. However, for example, in the case of a conventional automatic transmission of about three speeds, there is one having a brake arrangement structure for responding to the request for downsizing (for example, see Patent Document 1).

Japanese Patent Publication No. 7-30816

  However, when considering the brake arrangement structure in the above-described multi-stage automatic transmission in consideration of the brake arrangement structure disclosed in Patent Document 1, there are the following problems.

  That is, in the brake arrangement structure of Patent Document 1, the brakes and the one-way clutch are arranged together with different positions in the radial direction, and the hydraulic servos for the brakes are also substantially the same in the axial direction with different positions in the radial direction. It is arranged at a position, and the axial direction is particularly compact. Specifically, a first brake for directly stopping the sun gear of the planetary gear unit between the planetary gear unit and the oil pump is disposed on the outer peripheral side of the planetary gear unit, and the sun gear is stopped via a one-way clutch. Two brakes are arranged on the inner peripheral side of the first brake. A first hydraulic servo that engages and disengages the first brake and a second hydraulic servo that engages and disengages the second brake are arranged to face the first brake and the second brake, respectively, and By arranging the first and second brakes and the first and second hydraulic servos at different positions in the radial direction and substantially in the same position in the axial direction, the automatic transmission, particularly in the axial direction, can be made compact. ing.

  However, in the brake arrangement structure described above, the friction plates of the first and second brakes are connected to the first and second annular protrusions protruding in one direction on the outer peripheral side and the inner peripheral side of the oil pump case, respectively. The first and second hydraulic servos are provided at positions corresponding to the friction plates of the first and second brakes in the oil pump case, and the one-way clutch is disposed on the inner peripheral side of the second brake. Therefore, although a structure that firmly supports the friction plate and hydraulic servo of each brake can be obtained, the expansion of the area of the friction plate of the second brake is restricted both in the outer diameter direction and in the inner diameter direction. There is a concern that it is difficult to obtain a sufficient torque capacity.

  Therefore, the present invention improves the arrangement structure of the friction engagement elements such as brakes, thereby providing a structure that firmly supports the friction plate and the hydraulic servo of the friction engagement elements. To provide an automatic transmission for a vehicle that can increase the area of the friction plate of the friction engagement element on the inner peripheral side as well as the friction plate of the inner periphery and that can realize a compact transmission. It is intended.

The present invention according to claim 1 (see, for example, FIGS. 1 to 10) includes at least two friction engagement elements (eg, B-4, B-3) at least partially overlapping each other in the axial direction, A vehicle automatic transmission (1 ₁ , 1 ₂ , 1 ₃ ) comprising a case (3) containing a frictional engagement element,
The first and second hydraulic servos (60a, 60b) of each friction engagement element (for example, B-4, B-3) are connected to the first and second friction plates (74, 73) of the friction engagement element. ) Are disposed on the outer peripheral side and the inner peripheral side so that at least a part thereof overlaps with each other in the axial direction on the support portion (3a) located on one side in the axial direction and extending from the case (3),
An annular drum member (91) is non-rotatably coupled to the case (3) through between the first friction plate (74) and the first hydraulic servo (60a), and the annular drum member (91) The second friction plate (73) is non-rotatably coupled to the inner peripheral surface of the drum-shaped portion (91d), and the first inner surface of the case (3) on the outer peripheral side of the drum-shaped portion (91d) The friction plate (74)
An insertion hole (91c) is formed through the annular drum member (91) at a position facing the piston member (63a) of the first hydraulic servo (60a), and the piston member (91c) is inserted into the insertion hole (91c). 63a) is inserted through the first friction plate (74) so that it can be pressed.
It is in the automatic transmission for vehicles (1 ₁ , 1 ₂ , 1 ₃ ) characterized by this.

According to the second aspect of the present invention (see, for example, FIGS. 1, 4 to 9), the speed reduction planetary gear (PU ₁ ) that decelerates and outputs the input rotation of the input shaft (12) is used as the first and second frictions. The at least two friction engagement elements (for example, B-4, B-3) provided on the other axial side of the plates (74, 73) are at least two rotation elements (S1) of the reduction planetary gear (PU ₁ ). , S2), and
The first and second friction plates (74, 73) are substantially aligned in axial direction between the first and second hydraulic servos (60a, 60b) and the speed reduction planetary gear (PU ₁ ). Are arranged on the outer peripheral side and the inner peripheral side,
It exists in the automatic transmission for vehicles (1 ₁ , 1 ₂ , 1 ₃ ) according to claim 1.

According to a third aspect of the present invention (see, for example, FIGS. 4 to 9), the first friction plate (74) rotates via a spline (SP ₁ ) formed on the inner peripheral surface of the case (3). The annular drum member (91) is impossibly coupled to the inner peripheral surface of the case (3) using the spline (SP ₁ ) commonly coupled to the first friction plate (74). Splined,
It exists in the automatic transmission (1 ₁ , 1 ₂ , 1 ₃ ) for vehicles according to claim 1 or 2.

According to a fourth aspect of the present invention (see, for example, FIGS. 4 to 9), the annular drum member (91) is disposed on the first friction plate (74) side with the locking means (99) and the first Between the support portion (3a) located on the hydraulic servo (60a) side of
It exists in the automatic transmission (1 ₁ , 1 ₂ , 1 ₃ ) for vehicles according to any one of claims 1 to ₃ .

According to a fifth aspect of the present invention (see, for example, FIGS. 5, 7, 9 and 11), the support portion (3a) is further provided with the first inner side of the annular drum member (91). And one return plate (64) corresponding to the second hydraulic servo (60a, 60b) in common is supported in a non-rotatable manner.
It exists in the automatic transmission (1 ₁ , 1 ₂ , 1 ₃ ) for vehicles according to any one of claims 1 to 4.

According to a sixth aspect of the present invention (see, for example, FIGS. 5, 7, 9 and 11), the return plate (64) is a piston member of the first and second hydraulic servos (60a, 60b). (63a, 63b) are provided with insertion holes (64a, 64b) that are movably inserted therethrough, and a plurality of fixing brackets (64c) that protrude toward the inner periphery, and the insertion holes (64a, 64b) have the above-mentioned The piston member (63a, 63b) is inserted, and the outer peripheral side is fixed to the support portion (3a) via the fixing bracket (64c) in a state where the outer peripheral side is fitted to the inner periphery of the annular drum member (91). Become,
It exists in the automatic transmission for vehicles (1 ₁ , 1 ₂ , 1 ₃ ) according to claim 5.

According to the seventh aspect of the present invention (see, for example, FIGS. 5, 7, 9 and 10), a spline (SP ₁ ) is formed on the inner peripheral surface of the case (3) in substantially half of the circumferential direction. And
The annular drum member (91) has splines (SP ₂ ) formed in substantially half of the circumferential direction on the outer peripheral surface so as to correspond to the splines (SP ₁ ) on the inner peripheral surface of the case (3). Become,
It exists in the automatic transmission for vehicles (1 ₁ , 1 ₂ , 1 ₃ ) according to any one of claims 1 to 6.

The present invention according to claim 8 (see, for example, FIGS. 5, 7, 9, and 11) includes the piston members (63 a, 63 b) and the return of the first and second hydraulic servos (60 a, 60 b). Between the plate (64), return springs (65a, 65b) respectively corresponding to the piston members (63a, 63b) are arranged approximately on the outer peripheral side and inner peripheral side of the return plate (64), respectively. It is arranged in a reduced form,
It exists in the automatic transmission (1 ₁ , 1 ₂ , 1 ₃ ) for vehicles according to any one of claims 5 to 7.

According to the ninth aspect of the present invention (see, for example, FIGS. 5, 7 and 9), the first and second hydraulic servos (60a, 60b) are respectively piston members of the hydraulic servos (60a, 60b). (63a, 63b) and an anti-rotation member (62a, 62b) interposed between the piston chamber and the cylinder chamber (66a, 66b) in which the piston member is movably fitted to prevent the piston member from rotating relative to the cylinder chamber. 62b)
It exists in the automatic transmission (1 ₁ , 1 ₂ , 1 ₃ ) for vehicles according to any one of claims 1 to 8.

The present invention according to claim 10 (see, for example, FIGS. 1, 4 to 9) includes at least two reduction transmission clutches (C- 1, C--) that enable transmission of reduced rotation through the reduction planetary gear (PU ₁ ). 3) and a planetary gear set (PU ₂ ) having a rotating element (for example, S4, S3) to which reduced rotation is transmitted through these deceleration transmission clutches, and performing multi-stage shifting.
The two friction engagement elements are two brakes (for example, B-4 and B-3) that can respectively lock the two rotation elements (for example, S1 and S2) of the reduction planetary gear (PU ₁ ).
It exists in the automatic transmission (1 ₁ , 1 ₂ , 1 ₃ ) for vehicles according to any one of claims 2 to 9.

The present invention according to claim 11 (see, for example, FIG. 1, FIG. 3, FIG. 4 to FIG. 9), the first and second friction plates of the two brakes (for example, B-4, B-3) are: One having a large torque capacity (74) required for braking is arranged on the outer peripheral side, and the other having a small torque capacity is arranged on the inner peripheral side (73).
The vehicle automatic transmission according to claim 10 (1 ₁ , 1 ₂ , 1 ₃ ).

According to the twelfth aspect of the present invention (see, for example, FIG. 1, FIG. 3, FIG. 4 to FIG. 9), the two brakes (for example, B-4 and B-3) are respectively engaged with the reduction planetary gear (PU ₁ ) Can be decelerated two steps, and
Of the two brakes, one (B-4) for a gear stage having a large reduction ratio is arranged on the outer peripheral side.
It exists in the automatic transmission for vehicles (1 ₁ , 1 ₂ , 1 ₃ ) according to claim 10 or 11.

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, the first friction plate of the two friction engagement elements corresponding to the two rotation elements is coupled to the case inner peripheral surface, and the second friction plate is connected to the case inner periphery. Since the first and second friction plates of the friction engagement element are supported by the inner surface of the case and the annular drum member, the first and second friction plates are coupled to the inner peripheral surface of the annular drum member coupled to the surface. Compared with the case where the drum member for the second friction plate is extended from between both hydraulic servos, the distance between the first and second hydraulic servos can be reduced, so the diameter of the second hydraulic servo is increased. As a result, the capacity can be secured. Further, since the annular drum member is non-rotatably coupled to the case through the first friction plate and the first hydraulic servo, the diameter of the annular drum member can be increased and the rigidity is improved. Therefore, compared with the case where the drum member for the second friction plate is extended from between both the first and second hydraulic servos, the diameter of the friction material can be increased, so that the torque capacity can be increased. . In addition, since the first friction plate can be pressed by the piston member inserted through the insertion hole of the annular drum member, the first and second friction plates and the first and second hydraulic servos are overlapped in the radial direction. Therefore, the torque capacity can be set large by increasing the diameters of the second friction material and the hydraulic servo while shortening the axial length. In this way, while the torque capacity of the two friction engagement elements can be increased, for example, the axial dimension of the automatic transmission for a vehicle can be suppressed, which contributes to downsizing of the entire transmission. it can.

  According to the second aspect of the present invention, the first and second friction plates are substantially aligned in the axial direction between the first and second hydraulic servos and the reduction planetary gear, and are arranged on the outer peripheral side and the inner peripheral side. Therefore, it is possible to reduce the size of the automatic transmission for a vehicle, particularly in the axial direction, and contribute to the downsizing of the entire transmission.

  According to the third aspect of the present invention, it is possible to reduce the diameter in the radial direction and reduce the number of processing steps by sharing the splines. That is, if the splines are configured separately without sharing them, the spline for the annular drum member needs to have a larger diameter than the splines for the first friction plate, but this becomes unnecessary due to the common use of the splines. It is.

  According to the fourth aspect of the present invention, since the annular drum member is sandwiched between the locking means located on the first friction plate side and the support portion located on the first hydraulic servo side, for example, the annular drum member Compared to the case where both ends in the axial direction are supported by a snap ring or the like, by positioning one side of the annular drum member in the axial direction by a support portion such as an oil pump body, the snap ring or the like to be disposed on the one side Thus, the shaft length can be further shortened and the transmission can be made compact.

  According to the fifth aspect of the present invention, the support portion further supports the non-rotatable one return plate corresponding to the first and second hydraulic servos on the inner peripheral side of the annular drum member. Therefore, the structure can be greatly simplified and the diameter can be reduced as compared with the case where the two return plates respectively corresponding to the piston members of the two hydraulic servos are provided.

  According to the sixth aspect of the present invention, the return plate includes an insertion hole through which each piston member of the first and second hydraulic servos is movably inserted, and a plurality of fixing brackets protruding to the inner peripheral side. Since the piston member is inserted into the insertion hole and the outer peripheral side is fitted to the inner periphery of the annular drum member, the return plate is fixed to the support portion via the fixing bracket. It can be firmly fixed with extremely high rigidity, and thereby the piston member of each hydraulic servo can be stably supported.

  According to the seventh aspect of the present invention, the case inner peripheral surface is formed with a spline substantially in half in the circumferential direction, and the annular drum member corresponds to the spline on the case inner peripheral surface. Since splines are formed in approximately half of the outer circumferential surface in the circumferential direction, for example, the lower half of the inner peripheral surface of the case has a configuration without splines, and the structure of the inner peripheral surface of the case is simplified. Can do.

  According to the eighth aspect of the present invention, the return springs corresponding to the piston members are provided between the piston members and the return plate of the first and second hydraulic servos, respectively, on the outer peripheral side and the inner periphery of the return plate. Since they are arranged in a substantially line-shaped manner on the sides, the structure can be simplified.

  According to the ninth aspect of the present invention, each of the first and second hydraulic servos is interposed between the piston member and a cylinder chamber in which the piston member is movably fitted, and the piston member is placed in the cylinder chamber. Since the anti-rotation member that prevents the rotation is provided, the circumferential position of the piston member with respect to the cylinder chamber can be surely positioned while having a simple configuration.

  According to the tenth aspect of the present invention, there is provided at least two reduction transmission clutches that can transmit reduced rotation via the reduction planetary gear, and a planetary gear set having a rotating element that transmits the reduced rotation through these reduction transmission clutches. Further, in addition to performing multi-stage shifting, the two friction engagement elements are composed of two brakes that can respectively lock the two rotation elements of the speed reduction planetary gear, so that the torque capacity that can be braked can be increased. One of the gears for which a larger torque capacity is required due to the magnitude of the reduction ratio can be arranged in the friction engagement element on the outer peripheral side.

  According to the present invention of claim 11, the first and second friction plates of the two brakes are arranged such that one having a large torque capacity required for braking is disposed on the outer peripheral side and the other having the small torque capacity is the inner peripheral side. Therefore, it is possible to secure a sufficient torque capacity of one brake whose diameter is increased by being arranged on the outer peripheral side.

  According to the twelfth aspect of the present invention, each of the two brakes is configured to be able to decelerate the speed reduction planetary gear by two steps by engagement, and one of the two brakes for a gear stage having a large reduction ratio is an outer periphery. Since it is arranged on the side, it is possible to ensure a sufficient torque capacity of the brake on the side with the large reduction ratio.

  Hereinafter, embodiments according to the present invention will be described with reference to the drawings. 1 is a skeleton diagram showing a gear train of an automatic transmission for a vehicle according to the present invention (hereinafter also simply referred to as an automatic transmission), FIG. 2 is an operation table showing an operating state of the automatic transmission shown in FIG. These are the speed diagrams of an automatic transmission. 4 and FIG. 5 are a sectional view showing the entire automatic transmission in the first embodiment realizing the gear train shown in FIG. 1, and a sectional view showing a part thereof enlarged, and FIG. 6 and FIG. FIG. 8 and FIG. 9 are respectively a sectional view showing an entire automatic transmission of the second embodiment realizing the gear train and a partial enlarged sectional view thereof, and FIGS. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a cross-sectional view showing an entire automatic transmission according to an embodiment and a cross-sectional view showing an enlarged part thereof. FIGS. 10 and 11 are front views of an annular member (annular drum member) and a return plate, respectively, commonly applied to the first to third embodiments.

In the following description, FIG. 1, and the upper in Fig. 4 to in FIG. 9, bottom, left, right, in this order, the actual vehicular automatic transmission 1 _1, 1 _2, 1 "up" in the ₃ ' The description will be made corresponding to “down”, “front”, and “back”. According to this, for example, the input shaft 11 of the automatic transmission 1 (1 ₁ ) and the speed change mechanism 2 (2) are arranged in order from the left to the right on the same straight line at approximately the center in the vertical direction in FIGS. _Although the input shaft 12, the intermediate shaft 13, and the output shaft 15 of ₁ ) are illustrated, these are actually arranged in this order from front to back. Here, in the input shaft 12 and the intermediate shaft 13 described above, the rear portion of the input shaft 12 and the front portion of the intermediate shaft 13 are spline-coupled to form an input shaft in a broad sense. In addition, the direction along the longitudinal direction of the input shaft is referred to as “axial direction”, the direction orthogonal to the axial direction is referred to as “radial direction”, and the position in the radial direction is referred to as “inner diameter side (inner The circumferential side) ”, and the side far from the shaft is called the“ outer diameter side (outer circumference side) ”.

  First, the gear train of the vehicle automatic transmission according to the present invention will be described with reference to FIG. As shown in the figure, an automatic transmission 1 suitable for use in, for example, an FR (front engine / rear drive; referred to as FR in this specification) type vehicle has an input shaft 11 that can be connected to an engine (not shown). The torque converter 7 and the speed change mechanism 2 are provided around the axial direction of the input shaft 11.

  The torque converter 7 includes a pump impeller 7a connected to the input shaft 11 of the automatic transmission 1, and a turbine runner 7b to which the rotation of the pump impeller 7a is transmitted via a working fluid. 7 b is connected to the input shaft 12 of the speed change mechanism 2 arranged coaxially with the input shaft 11. The torque converter 7 includes a lock-up clutch 10. When the lock-up clutch 10 is engaged by hydraulic control of a hydraulic control device (not shown), the rotation of the input shaft 11 of the automatic transmission 1 is changed to a transmission mechanism. Is directly transmitted to the two input shafts 12.

The speed change mechanism 2 includes a planetary gear unit (reduction planetary gear) PU ₁ and a planetary gear unit (planetary gear set) PU ₂ on an input shaft 12 (and an intermediate shaft 13 described later in detail).

The planetary gear PU ₁ meshes with a sun gear S1, a sun gear S2, a carrier CR1 (CR2) located on the outer peripheral side of the sun gears S1 and S2, and a pinion P2 (described later) supported by the carrier CR1, and an input shaft. 13 is connected to the ring gear R1 (R2). The planetary gear PU ₁ further supports the carrier CR1 as a long pinion in which a pinion P1 meshing with the sun gear S1 and the pinion P2 meshing with both the sun gear S2 and the ring gear R1 are connected in a uniaxial manner.

That is, the planetary gear unit PU ₁ is connected to the input shaft 12 of the speed change mechanism 2 and generates first and second rotations that are decelerated so that the number of rotations is smaller than the rotation of the input shaft 12. The single-pinion type planetary gear carriers CR1 and CR2 and ring gears R1 and R2 are connected and shared. The planetary gear unit PU ₁ has sun gears S 1 and S 2 having different diameters rotatably supported on the input shaft 12 of the speed change mechanism 2, and small and large diameters that are uniaxially connected to mesh with the sun gears S 1 and S 2, respectively. The pinions P1 and P2 are connected to the input shaft 12 so as to mesh with the pinions P2 and the common carriers CR1 and CR2 rotatably supported on the input shaft 12 by rotatably supporting the pinions P1 and P2. And common ring gears R1 and R2. The brakes B-3 and B-4 are connected to the sun gears S2 and S1 via hub members 72 and 89, respectively. These sun gears S2 and S1 are connected (locked) to the transmission case 3, respectively. The rotation is selectively restricted to cause the carriers CR1 and CR2 to selectively generate different rotations at a rotation speed lower than that of the input shaft 12.

On the other hand, the planetary gear unit PU ₂ includes a sun gear S3, a sun gear S4, a carrier CR3 (CR4), and a ring gear R3 (R4) as four rotating elements. It is configured as a so-called Ravigneaux type planetary gear comprising a long pinion P3 meshing with a short pinion P4 meshing with the sun gear S4 and the long pinion P3.

In the planetary gear unit PU ₂ , the sun gear S 3 is connected to the first brake B- 1 and can be fixed to the transmission case 3, and is connected to the third clutch C- 3 to the clutch C- 3. The input rotation of the carrier CR1 can be freely input via the. Further, the sun gear S4 is connected to the first clutch C-1, so that the input rotation of the carrier CR1 can be input.

  The carrier CR3 is connected to the second clutch C-2 to which the rotation of the input shaft 12 is input via the intermediate shaft 13, and the input rotation can be input via the second clutch C-2. . The carrier CR3 is connected to the one-way clutch F-1 and the second brake B-2, and the rotation in one direction with respect to the transmission case 3 is restricted via the one-way clutch F-1, and the second The rotation can be fixed via the brake B-2. The ring gear R3 is connected to an output shaft 15 that outputs rotation to a drive wheel (not shown).

Next, based on the above configuration, the operation of the speed change mechanism 2 will be described with reference to FIGS. 1, 2, and 3. In the velocity diagram shown in FIG. 3, the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements. Further, in the portion of the planetary gear unit PU ₁ in the velocity diagram, the lateral outermost end vertical axis (left side in FIG. 3) corresponds to the sun gear S2, and later, the vertical axis to the right side in the drawing Corresponding to the sun gear S1, the carriers CR1 and CR2, and the ring gears R1 and R2, respectively. Further, in the planetary gear unit PU ₂ of the velocity diagram, the vertical axis at the lateral end (right side in FIG. 3) is the sun gear S4, and thereafter, the vertical axis is sequentially to the left side in the drawing. It corresponds to the ring gears R3 and R4, the carriers CR3 and CR4, and the sun gear S3, respectively.

  In the automatic transmission 1 described above, the first to third clutches C-1 to C-3 are selectively engaged and disengaged, and the brakes B-1 to B-4 are selectively operated to each of the rotating elements of the planetary gear. By controlling the rotation, gear ratios of 12 forward speeds and 2 reverse speeds can be achieved. In FIG. 2, ◯ indicates the engagement state of the clutch and brake, (◯) indicates that the engine (E / G) is engaged during braking, ● indicates the engagement state without torque transmission, and * indicates the third state. The fact that the brake B-3 can be engaged is also shown.

  For example, in the D (drive) range, at the first forward speed (1st), as shown in FIG. 2, the first clutch C-1 and the fourth brake B-4 are operated, respectively, and the carriers CR1, CR2 and the sun gear are operated. S4 is connected and the sun gear S1 is restricted from rotating, and the one-way clutch F-1 is actuated to restrict the reverse rotation of the carriers CR3 and CR4. As a result, the rotation input to the input shaft 12 is lower than the rotation of the input shaft 12 by the ring gears R1 and R2, the sun gear S1 whose rotation is restricted and supporting the reaction force, and the carriers CR1 and CR2. Reduced to the second rotation, the first gear C-1, the sun gear S4, and the ring gears R3, R4 through the carriers CR3, CR4 that support the reaction force with the reverse rotation restricted by the one-way clutch F-1. The output shaft 15 is forwardly driven at a gear ratio of the first forward speed.

  Further, during engine braking (coasting), the second brake B-2 is locked to fix the carrier CR3, and the state of the first forward speed is maintained by preventing the carrier CR3 from rotating forward. maintain. Further, at the first forward speed, the one-way clutch F-1 prevents the carrier CR3 from rotating in the reverse direction and enables the forward rotation, so that the first forward speed when the non-traveling range is switched to the traveling range, for example. Can be smoothly achieved by the automatic engagement of the one-way clutch F-1. The same applies to the second forward speed, which will be described later.

  In the second forward speed (2nd) of the D range, the first clutch C-1 and the third brake B-3 are operated, the carriers CR1, CR2 and the sun gear S4 are connected, and the sun gear S2 rotates. The one-way clutch F-1 is activated and the reverse rotation of the carriers CR3 and CR4 is restricted. Thereby, the rotation input to the input shaft 12 is lower than the input shaft 12 by the ring gears R1 and R2, the sun gear S2 whose rotation is restricted to support the reaction force, and the carriers CR1 and CR2, and higher than the second rotation. The motor is decelerated to one revolution, and is transmitted to the ring gears R3 and R4 via the carriers CR3 and CR4 that support the reaction force with the reverse rotation restricted by the first clutch C-1, the sun gear S4, and the one-way clutch F-1, and the output shaft 15 Is driven forward at a gear ratio of the second forward speed.

  In the third forward speed (3rd) of the D range, the first clutch C-1, the first brake B-1, and the fourth brake B-4 are operated, and the carriers CR1, CR2 and the sun gear S4 are respectively The sun gears S1 and S3 are connected to be restricted from rotating. Thus, the rotation input to the input shaft 12 is decelerated to the second rotation by the ring gears R1, R2, the sun gear S1 whose rotation is restricted and supporting the reaction force, and the carriers CR1, CR2, and the first clutch C-1, The sun gear S4 is transmitted to the ring gears R3 and R4 via the sun gear S3, the rotation of which is regulated to support the reaction force, and the carriers CR3 and CR4, and the output shaft 15 is driven to rotate forward at a gear ratio of the third forward speed.

  In the fourth forward speed (4th) of the D range, the first clutch C-1, the first brake B-1, and the third brake B-3 are operated, and the carriers CR1, CR2 and the sun gear S4 are respectively connected. The sun gears S2 and S3 are connected to be restricted from rotating. Thereby, the rotation input to the input shaft 12 is decelerated to the first rotation by the ring gears R1 and R2, the sun gear S2 whose rotation is restricted and supporting the reaction force, and the carriers CR1 and CR2, and the first clutch C −1, the sun gear S4, the sun gear S3 whose rotation is restricted to support the reaction force, and the carriers CR3 and CR4, are transmitted to the ring gears R3 and R4, and the output shaft 15 has a gear ratio of the forward fourth speed. Drive forward.

  In the fifth forward speed (5th) of the D range, the first clutch C-1, the third clutch C-3, and the fourth brake B-4 are operated, and the carriers CR1 and CR2 and the sun gears S3 and S4 are operated. Are connected to each other, and the rotation of the sun gear S1 is restricted. Thus, the rotation input to the input shaft 12 is decelerated to the second rotation by the ring gears R1, R2, the sun gear S1 whose rotation is restricted and supporting the reaction force, and the carriers CR1, CR2, and the clutch C-1 , C-3 to be transmitted to the sun gears S3 and S4, and the ring gears R3 and R4 are rotated according to the rotation of the sun gears S3 and S4 via the carriers CR3 and CR4, so that the output shaft 15 has a gear ratio of the fifth forward speed. Drive forward.

  In the 6th forward speed (6th) of the D range, the first clutch C-1, the third clutch C-3, and the third brake B-3 are respectively operated, and the carriers CR1 and CR2 and the sun gears S3 and S4 are operated. Are connected to each other, and the rotation of the sun gear S2 is restricted. Thereby, the rotation input to the input shaft 12 is decelerated to the first rotation by the ring gears R1 and R2, the sun gear S2 whose rotation is restricted and supporting the reaction force, and the carriers CR1 and CR2, and the clutch C-1 , C-3 and transmitted to the sun gears S3 and S4, the ring gears R3 and R4 are rotated according to the rotation of the sun gears S3 and S4 via the carriers CR3 and CR4, and the output shaft 15 has a gear ratio of the sixth forward speed. Drive forward.

  At the seventh forward speed (7th) in the D range, the first clutch C-1, the second clutch C-2, and the fourth brake B-4 are operated, and the carriers CR1, CR2 and the sun gear S4 are respectively operated. The input shaft 12 and the carriers CR3 and CR4 are connected to each other, and the sun gear S1 is restricted from rotating. Thereby, the rotation input to the input shaft 12 is decelerated to the second rotation by the ring gears R1 and R2, the sun gear S1 whose rotation is restricted and supporting the reaction force, and the carriers CR1 and CR2, and the first clutch C -1 is transmitted to the sun gear S4 and directly to the carriers CR3 and CR4 via the second clutch C-2, and the ring gears R3 and R4 are transmitted in accordance with the rotational difference between the sun gear S4 and the carriers CR3 and CR4. The output shaft 15 is rotated in the forward direction at a gear ratio of the seventh forward speed.

  In the 8th forward speed (8th) of the D range, the first clutch C-1, the second clutch C-2, and the third brake B-3 are operated, and the carriers CR1, CR2 and the sun gear S4 are respectively operated. The input shaft 12 is connected to the carriers CR3 and CR4, and the sun gear S2 is restricted from rotating. Thereby, the rotation input to the input shaft 12 is decelerated to the first rotation by the ring gears R1, R2, the sun gear S2 whose rotation is restricted and supporting the reaction force, and the carriers CR1, CR2, and the first clutch C-1 is engaged. Is transmitted to the sun gear S4 through the second clutch C-2 and directly transmitted to the carriers CR3 and CR4, and the ring gears R3 and R4 are rotated in accordance with the rotational difference between the sun gear S4 and the carriers CR3 and CR4. The output shaft 15 is driven to rotate forward at a gear ratio of the eighth forward speed.

  In the 9th forward speed (9th) of the D range, the first clutch C-1, the second clutch C-2, and the third clutch C-3 are respectively operated, and the sun gears S3 and S4 are respectively connected. The rotation input to the input shaft 12 is directly transmitted to the carriers CR3 and CR4 by the second clutch C-2, and the ring gears R3 and R4 are rotated through the integrated sun gears S3 and S4, so that the output shaft 15 Is driven forward at a gear ratio of 9 forward speeds.

  At the 10th forward speed (10th) of the D range, the second clutch C-2, the third clutch C-3, and the third brake B-3 are respectively operated, and the carriers CR1, CR2 and the sun gear S3 are respectively operated. Connected, the sun gear S2 is restricted from rotating, and the input shaft 12 and the carriers CR3 and CR4 are connected to each other. Thus, the rotation input to the input shaft 12 is decelerated to the first rotation by the ring gears R1 and R2, the sun gear S2 whose rotation is restricted and supporting the reaction force, and the carriers CR1 and CR2, and the third clutch C -3 to the sun gear S3 and also directly to the carriers CR3 and CR4 via the second clutch C-2, the ring gears R3 and R4 are caused to have a rotational difference between the sun gear S3 and the carriers CR3 and CR4. Accordingly, the output shaft 15 is driven to rotate forward at a gear ratio of 10 forward speeds.

  At the 11th forward speed (11th) in the D range, the second clutch C-2, the third clutch C-3, and the fourth brake B-4 are operated, and the carriers CR1, CR2 and the sun gear S3 are respectively operated. Connected, the sun gear S1 is restricted from rotating, and the input shaft 12 and the carriers CR3 and CR4 are connected to each other. Thereby, the rotation input to the input shaft 12 is decelerated to the second rotation by the ring gears R1, R2, the sun gear S1 whose rotation is restricted and supporting the reaction force, and the carriers CR1, CR2, and the third clutch C-3 is engaged. Is transmitted to the sun gear S3 through the second clutch C-2 and directly transmitted to the carriers CR3 and CR4, and the ring gears R3 and R4 are rotated in accordance with the rotational difference between the sun gear S3 and the carriers CR3 and CR4. The output shaft 15 is driven to rotate forward at a gear ratio of the 11th forward speed.

  In the 12th forward speed (12th) of the D range, the second clutch C-2 and the first brake B-1 are operated, the input shaft 12 and the carriers CR3 and CR4 are connected, and the sun gear S3 rotates. Be regulated. As a result, the rotation input to the input shaft 12 is transmitted to the carriers CR3 and CR4 via the second clutch C-2, and the reaction force is supported by the sun gear S3 whose rotation is restricted to rotate the ring gears R3 and R4. The output shaft 15 is driven to rotate forward at a gear ratio of 12 forward speeds.

  In the first reverse speed (Rev1), the third clutch C-3, the second brake B-2, and the fourth brake B-4 are operated, and the carriers CR1 and CR2 and the sun gear S3 are connected to each other. The sun gear S1 and the carriers CR3 and CR4 are restricted from rotating. Thus, the rotation input to the input shaft 12 is decelerated to the second rotation by the ring gears R1, R2, the sun gear S1 whose rotation is restricted and supporting the reaction force, and the carriers CR1, CR2, and the third clutch C-3 is engaged. The reaction force is supported by the carriers CR3 and CR4, which are transmitted to the sun gear S3 and restricted in rotation, so that the ring gears R3 and R4 are rotated in the reverse direction, and the output shaft 15 is reversely driven at the gear ratio of the first reverse speed.

  In the second reverse speed (Rev2), the third clutch C-3, the second brake B-2, and the third brake B-3 are operated, and the carriers CR1 and CR2 and the sun gear S3 are connected to each other. The sun gear S2 and the carriers CR3 and CR4 are restricted from rotating. Thus, the rotation input to the input shaft 12 is decelerated to the first rotation by the ring gears R1, R2, the sun gear S2 whose rotation is restricted and supporting the reaction force, and the carriers CR1, CR2, and the third clutch C-3 is engaged. The reaction force is supported by the carriers CR3 and CR4, which are transmitted to the sun gear S3 and restricted in rotation, so that the ring gears R3 and R4 are rotated in the reverse direction, and the output shaft 15 is driven in reverse at a gear ratio of the second reverse speed.

Incidentally, for example, in the P (parking) range and N (neutral) range, the first clutch C-1, second clutch C-2, and the third clutch C-3 is released, the planetary gear unit PU ₁ and the planetary gear unit PU ₂ is disconnected, the power transmission between the input shaft 12 and the planetary gear units PU ₁ and PU ₂ is disconnected, and the power transmission between the input shaft 12 and the output shaft 15 is disconnected. Become.

Next, the automatic transmission 11 according to the first embodiment that realizes the gear train shown in FIG. ₁ will be described with reference to FIGS. 4 and 5. In the following description, the terms clutch (first to third clutches C-1 to C-3) and brake (first to fourth brakes B-2 to B-4) are respectively friction plates (external friction). Plate and inner friction plate) and a hydraulic servo that connects and disconnects them.

<First embodiment>
As shown in FIG. 4, the case 4 of the automatic transmission 1 ₁ as a whole, generally the front side (left side in FIG. 4) is a large diameter, has a smaller diameter cylindrical as rear. The entire case 4 is configured by joining three divided cases, that is, a front housing case 6, an intermediate transmission case 3, and a rear extension case 9 at joint surfaces H1 and H2, respectively. A flange-shaped partition wall member 3a is fixed to the front end of the transmission case 3 located in the vicinity of the front joint surface H1 among the joint surfaces H1 and H2. The partition member 3a is composed of, for example, a pump case. A boss portion 3b projects rearward from the inner diameter side of the rear surface of the partition member 3a. On the other hand, a flange-shaped partition wall 3c is provided integrally with the transmission case 3 at the rear end of the transmission case 3 located in the vicinity of the rear joining surface H2.

At the center of the above-described case 4, in order toward from front, the automatic transmission 1 ₁ of the input shaft 11, the input shaft 12 of the speed change mechanism 2 _1, intermediate shaft 13, the output shaft 15, disposed coaxially Has been. The axial position, the input shaft 11 of the automatic transmission 1 ₁ is located in the front of the housing case 6, the input shaft 12 of the speed change mechanism 2 _1, the center of the partition member 3a from just behind the input shaft 11 And extends substantially to the center of the mission case 3. The intermediate shaft 13 is splined at the front part to the inside of the rear part of the input shaft 12, and the rear end extends substantially to the joining surface H <b> 2 on the rear side. The output shaft 15 has a front portion fitted on the outer peripheral surface of the intermediate shaft 13 and a rear portion protruding rearward of the extension case 9. As described above, the input shaft 12 and the intermediate shaft 13 are integrally configured to form a broad-defined input shaft.

Inside the housing case 6 above, the torque converter 7 described above on the input shaft 12 of the speed change mechanism 2 ₁ is housed. An oil pump 8 is disposed on the inner diameter side of the partition member 3 a that partitions the inside of the housing case 6 and the inside of the transmission case 3.

In the transmission case 3, the planetary gear unit PU ₂ on the intermediate shaft 13 is disposed, on the front side in the axial direction of the planetary gear unit PU ₂ (one side), the first clutch C-1 and the planetary gear unit PU ₁ and the third clutch C-3 are arranged. The first brake B-1 is disposed on the outer peripheral side of the clutch drum 42 (see FIG. 5) of the third clutch C-3, and the fourth brake B-4 and the third brake B-3 are further disposed on the front side thereof. And are arranged.

On the other hand, the rear side in the axial direction of the planetary gear unit PU ₂ (the other side), the second clutch C-2 is disposed. Further, on the outer peripheral side of the planetary gear unit PU _2, the second is disposed brake B-2 is disposed the one-way clutch F-1 is between the planetary gear unit PU ₂ and the first clutch C-1 In addition, between the one-way clutch F-1 and the first clutch C-1, a diameter that receives hydraulic pressure from a hydraulic control device (not shown) so as to be adjacent to the hydraulic servo 40 of the clutch C-1. An annular member 76 having a directional oil passage 76a is disposed. The oil passage 76a communicates hydraulic oil sent from the hydraulic control device (not shown) to the oil passage c30 in a form communicating with an oil passage c30 (see FIG. 5) that opens to the inside of the mission case 3. A through hole is formed along the radial direction so that the hydraulic servo 40 of C-3 can be supplied from the inner diameter side.

  More specifically, on the inner side of the front half of the transmission case 3, that is, the inner side of the front side of the one-way clutch F-1, the friction plate 73 of the third brake B-3, The friction plate 74 of the 4 brake B-4, the friction plate 61 of the first brake B-1, the friction plate 41 of the third clutch C-3, and the friction plate 21 of the first clutch C-1 are included in the transmission case 3. It is disposed on the relatively outer diameter side.

A hydraulic servo 60a for the fourth brake B-4 is provided immediately before the friction plate 74, and a third brake B- is provided immediately before the friction plate 73 located on the inner diameter side of the friction plate 74. The hydraulic servo 60b of the first brake B-1 is disposed immediately before the friction plate 61. Further, a friction plate 41 is located on the inner diameter side of the friction plate 61, and a third clutch C that presses and releases the friction plate 41 further behind the friction plate 21 arranged immediately after the friction plate 41. -3 hydraulic servo 40 is provided. Further, the planetary gear unit PU ₁ is disposed on the inner diameter side of the friction plate 41, and the hydraulic servo 20 of the first clutch C- 1 is disposed on the inner diameter side of the friction plate 21. That is, the hydraulic servos 60a, 60b, 75, the planetary gear unit PU ₁ , and the hydraulic servos 20, 40 are disposed in order from the front in the front half of the mission case 3.

On the other hand, the inside of the latter half portion of the transmission case 3, i.e. on the inside of the rear side of the one-way clutch F-1, the planetary gear unit PU ₂ is disposed on the intermediate shaft 13. The outer peripheral side of the front half portion of the planetary gear unit PU _2, the second friction plate 71 of the brake B-2 is disposed, of the planetary gear unit PU ₂ on the outer diameter side in the rear, of the second clutch C-2 A friction plate 31 is provided. A hydraulic servo 30 of the second clutch C-2 is disposed from the rear side to the inner diameter side of the friction plate 31, and a part of the hydraulic servo 30 passes from the rear side to the outer diameter side of the friction plate 31 from the rear side. The hydraulic servo 70 of the second brake B-2 extending to the friction plate 71 is disposed.

  Next, with reference to FIG. 5, the configuration inside the mission case 3 will be described in detail. The support structure and oil passage structure of each component will be described later together.

As described above, the planetary gear PU ₁ disposed inside the transmission case 3 includes the sun gears S1 and S2, the carrier CR1 (CR2), and the ring gear R1 (R2). Among these, the sun gear S2 is provided on the outer periphery of the rear end portion of the hub member 72 that is rotatably fitted so as to extend over the outer peripheral surface of the boss portion 3b extending rearward from the rear inner diameter side of the partition member 3a and the outer peripheral surface of the input shaft 12. It is fixed (linked). The hub member 72 has a flange portion 83 that extends forward and then expands in the outer diameter direction. The sun gear S1 is fixed (connected) to the outer periphery of the rear end of the hub member 89 that is rotatably fitted to the outer peripheral surface of the hub member 72 via bushes b22 and b23.

  The carrier CR1 (CR2) includes a front carrier plate 84a and a rear carrier plate 84b that are opposed to each other in the axial direction, and a small-diameter pinion P1 and a large-diameter pinion P1 that are integrally provided on the shaft member 86. A pinion P2 having a diameter is supported so as to be rotatable from the front and rear. The pinion P1 is meshed with the sun gear S1, and the pinion P2 is meshed with the sun gear S2 and the ring gear R1 (R2). The rear carrier plate 84b is formed to extend in a flange shape from the rear outer peripheral surface of the input shaft 12 toward the outer diameter side. On the other hand, the front carrier plate 84a is formed in an annular shape, and a cylindrical portion 84c extending forward from the inner periphery is rotatably fitted to the outer periphery of the hub member 89 having the sun gear S1 via the bush b26. .

  The ring gear R1 (R2) is fixedly supported at the outer diameter end of a flange member 85 integrally coupled to the input shaft 12, and a drum member 90 is disposed on the outer peripheral side thereof. An inner friction plate 41b of a third clutch C-3, which will be described later, is splined to the outer peripheral surface of the drum member 90. A first brake B-1 described later is disposed on the outer peripheral side of the third clutch C-3. Further, after the drum member 90, a clutch drum 22 of a hydraulic servo 20 to be described later is rotatably fitted on the input shaft 12, and the drum member 90 is fixed to the front surface of the clutch drum 22 on the outer diameter side. Has been. An outer friction plate 21a of the first clutch C-1 described later is splined to the inner peripheral surface of the drum portion 22b on the outer diameter side of the clutch drum 22.

Then, the immediately in front of the planetary gear PU ₁ third brake B-3, is disposed on the outer diameter side of the flange portion 83 of the hub member 72 having a sun gear S2, the outer peripheral side of the third brake B-3 Has a fourth brake B-4. A hydraulic servo 75 for the first brake B-1 is interposed between the fourth brake B-4 and the first brake B-1.

The first clutch C-1 is uniaxially arranged on the rear side of each friction plate 41 of the planetary gear unit PU ₁ and the third clutch C-3, which are arranged coaxially with the input shaft 12 in the radial direction. The friction plate 21 includes an outer friction plate 21a and an inner friction plate 21b, and a hydraulic servo 20 that connects and disconnects the friction plate 21. The outer friction plate 21a is splined to the inner peripheral surface of the drum portion 22b of the clutch drum 22 described above. The inner friction plate 21 b is splined to the outer peripheral surface of the drum portion 102 b of the connecting member 102. The connecting member 102 is connected to the sun gear S4 (described above) via a flange portion 102a that extends to the inner diameter side from the rear portion of the drum portion 102b and a sleeve-shaped hub portion 102c that extends rearward from the inner periphery of the flange portion 102a. (See FIG. 4).

  The hydraulic servo 20 has a clutch drum 22, a piston member 23, a return plate 24, and a return spring 25, and these constitute an oil chamber 26 and a cancel oil chamber 27. The clutch drum 22 has a flange portion 22a extending from the inner diameter side to the outer diameter side, a drum portion 22b extending forward from the outer periphery of the flange portion 22a, and a hub portion 22c extending rearward from the inner periphery of the flange portion 22a. ing. The hub portion 22c is attached to the rear outer peripheral surface of the input shaft 12 so as to be relatively rotatable.

  The piston member 23 is disposed behind the clutch drum 22 so as to be movable in the front-rear direction, and the oil-tight oil chamber 26 is formed between the piston member 23 and the clutch drum 22 by two seal rings a8 and a9. ing. The piston member 23 has an outer peripheral portion opposed to the front surface of the friction plate 21 from the front side. The return plate 24 is prevented from moving rearward by the snap ring 29 fitted to the hub portion 22c. A return spring 25 is contracted between the return plate 24 and the piston member 23. The return plate 24 and the piston member 23 define an oil-tight cancel oil chamber 27 by two seal rings a8 and a10. Forming.

The third clutch C-3 is disposed in the unit PU ₁ coaxially at immediately outside diameter side of the planetary gear unit PU _1, the friction plate 41 composed of outer friction plates 41a and inner friction plates 41b, the friction And a hydraulic servo 40 for connecting and disconnecting the plate 41. The inner friction plate 41b is splined to the outer peripheral surface of a drum member 90 that is fixed to the outer diameter side front portion of the clutch drum 22 and extends forward in the axial direction so as to surround the outer periphery of the ring gear R1. The outer friction plate 41a is splined to the inner peripheral surface of a drum portion 42b of a clutch drum 42 described later. The drum portion 42 b is disposed so as to partially overlap the drum member 90.

  The hydraulic servo 40 includes a clutch drum 42, a piston member 43, a return plate 44, and a return spring 45, and these constitute an oil chamber 46 and a cancel oil chamber 47. The clutch drum 42 includes a flange portion 42a extending in the outer diameter direction, a hub portion 42c on the inner peripheral side of the flange portion 42a, and the above-described drum portion 42b extending forward from the outer periphery of the flange portion 42a. Yes. The hub portion 42c is fitted in a sleeve shape on the outer peripheral surface of the hub portion 102c extending rearward from the inner periphery of the connecting member 102, and is supported by the hub portion 102c so as to be relatively rotatable.

  The piston member 43 is disposed in front of the clutch drum 42 so as to be movable in the front-rear direction. An oil-tight oil chamber 46 is formed between the piston member 43 and the clutch drum 42 by two seal rings a6, a7. Yes. The piston member 43 has a portion on the outer peripheral side opposed to the rear surface of the friction plate 41 through the outer peripheral portion of the friction plate 21. The return plate 44 is prevented from moving forward by a snap ring 49 fitted to the hub portion 42c. A return spring 45 is contracted between the return plate 44 and a piston member 43 disposed behind the return plate 44, and an oil-tight cancel oil chamber 47 is formed by two seal rings a7 and a11. ing. The above-described annular member 76 is interposed between the clutch drum 42 and the one-way clutch F-1 in a form fixed to the inner peripheral surface of the transmission case 3. The hydraulic servo 40 is operated by hydraulic oil supplied from the oil passage 76a of the annular member 76 via the oil passage c19 formed in the hub portion 42c.

  The fourth brake B-4 is disposed in the vicinity of the outer diameter side of the partition member 3a. The fourth brake B-4 includes a friction plate 74 including an outer friction plate 74a and an inner friction plate 74b, and a hydraulic servo 60a for connecting and disconnecting the friction plate 74. The outer friction plate 74a is splined to the inner surface of the transmission case 3, and the inner friction plate 74b is splined to the outer peripheral surface of the portion of the sun gear S1 that extends to the outer periphery of the hub member 89.

  The hydraulic servo 60a includes a cylinder chamber 66a that is formed in a concave shape in the circumferential direction on the outer peripheral side of the rear surface of the partition member 3a, a piston member 63a that is movably fitted in the cylinder chamber 66a, a return plate 64, and a return plate. A spring 65a is provided. In the bottom of the cylinder chamber 66a, an axial hole is formed at an appropriate location in the circumferential direction, and an axial hole is also formed at a position facing the hole of the piston member 63a. The rotation prevention pin 62a that is slidably fitted in both of these hole portions prevents rotation of the annular portion fitted in the cylinder chamber 66a of the piston member 63a. This structure is the same in the hydraulic servo 60b of the third brake B-3, which will be described later. In the hydraulic servo 60b, the rotation of the annular portion is prevented by the rotation stop pin 62b.

  In addition, hydraulic oil from a hydraulic control device (not shown) is supplied to the hydraulic servo 60a through an oil passage (not shown) formed in the partition member 3a, as in the later-described hydraulic servo 60b. A part of the rear end of the piston member 63 a passes through both the return plate 64 and an annular member (annular drum member) 91 described later, and faces the front end of the friction plate 74. Between the piston member 63a and the cylinder chamber 62a, an oil-tight shape is maintained by two seal rings a11 and a12. The return plate 64 is configured as an annular plate member, and the inner peripheral side thereof is fixed to the rear surface of the partition wall member 3a with a plurality of bolts 82 (only one is shown for convenience). The return spring 65a is contracted between the return plate 64 and the piston member 63a.

  The friction plate 73 of the third brake B-3 is a friction plate of the fourth brake B-4 at least in the second half on the inner peripheral side of the fourth brake B-4 in the vicinity of the outer diameter side of the partition member 3a. 74 is arranged so as to overlap with 74 in the axial direction. The third brake B-3 includes a friction plate 73 including an outer friction plate 73a and an inner friction plate 73b, and a hydraulic servo 60b that connects and disconnects the friction plate 73. The outer friction plate 73a is splined to the inner peripheral surface of an annular member 91 having a cross-sectional shape extending from the front end side of the transmission case 3 to the inner periphery at the front portion of the friction plate 74 of the fourth brake B-4. Yes. On the outer diameter side of the annular member 91, an insertion hole 91c through which the above-described piston member 63a is inserted is pierced. The inner friction plate 73 b is splined to the outer peripheral surface of the flange portion 83 of the hub member 72.

  The hydraulic servo 60b is disposed on the inner diameter side (inner peripheral side) of the hydraulic servo 60a, and has a cylinder chamber 66b formed in a concave shape in the circumferential direction on the rear inner peripheral side of the partition wall member 3a, and the cylinder chamber 66b. And a piston member 63b fitted to be movable in the front-rear direction, a return plate 64 and a return spring 65a common to the hydraulic servo 60a. The piston member 63 b faces the front end of the friction plate 73 through the return plate 64 at the rear end thereof. Between the piston member 63b and the cylinder chamber 66b, an oil-tight state is maintained by two seal rings a50 and a51. A return spring 65b is contracted between the return plate 64 and the piston member 63b.

  As described above, the friction plates 73 and 74 of the third brake B-3 and the fourth brake B-4 at least partially overlap each other in the axial direction. , B-4 friction plates 73, 74 are arranged on the outer peripheral side of the fourth brake B-4 friction plate 74 having a large torque capacity required for braking, and the third brake B-3 friction plate having a small torque capacity. 73 is arranged on the inner peripheral side. The magnitude of the torque capacity of these brakes B-4 and B-3 can be understood from the speed diagram of FIG.

  Here, detailed configurations of the annular member 91 and the return plate 64 that support the third brake B-3 and the fourth brake B-4 will be described with reference to FIGS. 5, 10, and 11.

First, referring to FIG. 5 and FIG. 10 together, the spline SP ₁ is formed on the inner peripheral surface of the transmission case 3 adjacent to the partition wall member 3a in approximately half in the circumferential direction (upper half in the figure). ing. Further, the annular member 91 so as to correspond to the spline SP ₁ of 3 inner peripheral surface the transmission case, the spline SP ₂ is formed in a substantially half of the circumferential direction in the outer peripheral surface. The spline SP ₁ consists spline keys 94a and the spline grooves 94b, the spline SP ₂ consists spline keys 91a and the spline groove 91b.

The annular member 91, to the spline SP ₁ of the inner peripheral surface of the transmission case 3 between the friction plate 74 of the fourth brake B-4 hydraulic servo 60a, is attached via the spline SP _2, On the inner peripheral side, there is a drum-like portion 91d extending rearward in the installed state of FIG. The annular member 91 is restricted from moving rearward in the axial direction by a snap ring 99 fitted to the inner peripheral surface of the case 3 while being spline-coupled to the inner peripheral surface of the transmission case 3. A spline 91b is formed on the inner peripheral surface of the drum-shaped portion 91d, and the outer friction plate 73a of the third brake B-3 is spline-coupled to the spline 91b. Further, the inner peripheral surface of the outer peripheral side of the transmission case 3 of the drum-like portion 91d, by using the spline SP ₁ where the annular member 91 is spline-coupled to a common, outer friction plates 74a of the fourth brake B-4 is spline Are connected.

That is, the friction plate 74 of the fourth brake B-4 (74a) is splined through the spline SP ₁ formed third inner peripheral surface the transmission case, and the annular member 91, the friction plates 74 (74a) Since the spline SP ₁ to be coupled to each other is spline coupled to the inner peripheral surface of the transmission case 3, the diameter of the radial dimension can be reduced and the number of processing steps can be reduced by using the spline in common. That is, if the splines are configured separately without being shared, it is necessary to make the spline for the annular member 91 larger in diameter than the splines for the friction plate 74, but this is unnecessary due to the common use of the splines. .

  As described above, the annular member 91 is constituted by the snap ring (locking means) 99 located on the friction plate 74 side of the fourth brake B-4 and the partition member (support portion) 3a located on the hydraulic servo 60a side. As compared with the case where both axial ends of the annular member 91 are supported by snap rings, the axial front side of the annular member 91 is positioned by the support portion (3a) such as an oil pump body so that A snap ring (not shown) to be arranged can be eliminated, and thereby further shortening of the shaft length can be realized, contributing to a compact transmission. In this embodiment, the snap ring 99 is used as a means for locking the rear side of the annular member 91. However, the present invention is not limited to this. For example, the step provided in the transmission case 3 is used as the locking means for positioning. Such a configuration can also be realized.

The above-described piston member 63a is slidably fitted into a cylinder chamber 66a formed in the circumferential direction of a partition wall member (a support portion extending from the transmission case 3) 3a also serving as an oil pump body, and a fourth brake B-4. A plurality of protruding portions (63a) for pressing the friction plate 74 are formed to protrude in the circumferential direction at equal angular intervals (six in this embodiment). Similarly, the above-described piston member 63b is slidably fitted into a cylinder chamber 66b formed in the circumferential direction, and a protruding portion (63b) that presses the friction plate 73 of the third brake B-3. However, a plurality (six in this embodiment) of protrusions are formed at equal angular intervals in the circumferential direction. Then, the annular member 91, a plurality at equal angular intervals in the circumferential portion 91e, in the circumferential direction between the outer peripheral portion and the inner peripheral portion of the spline SP ₂ is formed (six in this embodiment) The through-hole 91c is penetrated. Each of the plurality of insertion holes 91c has an arc shape with a predetermined length along the circumferential direction of the circumferential portion 91e, and the distal end portion of the piston member 63a is inserted into the piston member 63a. (Protruded portion) is inserted movably. In other words, the insertion hole 91c is formed through the annular member 91 at a position facing the piston member 63a of the hydraulic servo 60a, and the piston member 63a penetrates the friction plate 74 through the insertion hole 91c.

  Next, referring also to FIGS. 5 and 11, as described above, the hydraulic servo 60a, 60b is arranged. On the inner peripheral side of the annular member 91, a single return plate 64 corresponding to the hydraulic servos 60a and 60b is supported on the partition wall member 3a in a non-rotatable manner. That is, the return plate 64 has a plurality of (five in the present embodiment) fixing brackets 64c that are formed to protrude at equal angular intervals on the inner peripheral side, and the partition wall member 3a is interposed via the brackets 64c. It is fixed to.

  The return plate 64 has an annular shape having an outer diameter that is accommodated in alignment with the inner peripheral surface of the annular member 91, and a plurality of (for example, six) annular members 91 are included in the annular portion. A plurality of (six in this embodiment) insertion holes 64a are formed through the outer peripheral side at equal angular intervals in the circumferential direction. Further, in the annular portion, the return plate 64 is fixed to the partition member 3a in the circumferential direction so as to face a plurality of (for example, six) piston members 63b of the hydraulic servo 60b. A plurality (six in the present embodiment) of insertion holes 64b are formed through the inner periphery side at equal angular intervals. The plurality of insertion holes 64b are arranged so that the angular positions in the circumferential direction coincide with the same number of the insertion holes 64a.

  Between the piston members 63a and 63b of the hydraulic servos 60a and 60b and the return plate 91, return springs 65a and 65b respectively corresponding to the piston members 63a and 63b are provided on the outer peripheral side and inner peripheral side of the return plate 64. Each side is arranged to be reduced in a row. A plurality (four in this embodiment) of the return springs 65a are arranged between the insertion holes 64a on the outer peripheral side of the annular portion of the return plate 64, and the return springs 65b are arranged in the annular shape. On the inner peripheral side of the portion, a plurality (four in this embodiment) are arranged between the insertion holes 64b.

  The first brake B-1 is disposed on the outer peripheral side of the third clutch C-3 so as to overlap the friction plate 61 with the friction plate 41 in the axial direction. A friction plate 61 composed of a plate 61b and a hydraulic servo 75 for connecting and disconnecting the friction plate 61 are provided. The hydraulic servo 75 is disposed immediately after the friction plate 74 of the fourth brake B-4 and immediately before the first brake B-1 on the inner peripheral surface of the transmission case 3. The outer friction plate 61a is splined to the inner peripheral surface of the transmission case 3, and the inner friction plate 61b is splined to the back side (outer peripheral side) of the outer friction plate 41a in the clutch drum 42 described above.

  The hydraulic servo 75 includes a cylinder case 77 having a substantially U-shaped cross section and opened rearward, a piston member 78 accommodated on the inner peripheral side of the cylinder case 77 so as to be movable in the front-rear direction, A return plate 80 and a return spring 79 are provided. An oil-tight oil chamber 56 is formed between the piston member 78 and the cylinder case 77 by the two seal rings a52 and a53.

  Next, the support structure of each component, that is, the bearing will be described.

  A bearing b1 is interposed between the rear side inner peripheral surface of the boss 3b of the partition wall member 3 and the outer peripheral surface of the input shaft 12, and the input shaft 12 is rotatably supported with respect to the transmission case 3. Yes. A bearing b2 is interposed between the front surface and the rear surface on the inner diameter side of the rear carrier plate 84b between the rear end surface of the sun gear S2 and a bearing b3 is interposed between the flange member 85 and the rear member plate 84b. Further, bearings b4 and b5 are interposed between the outer peripheral surface of the boss portion 3b and the inner peripheral surface of the hub member 72 of the sun gear S2, and the rear side inner peripheral surface of the hub member 72 and the outer peripheral surface of the input shaft 12 are interposed. Between them, a bearing b20 is interposed. Thus, the hub member 72 having the sun gear S2 is supported so as to be rotatable relative to the boss portion 3b and the input shaft 12.

  Bushings b22 and b23 are interposed between the outer peripheral surface of the hub member 72 and the inner peripheral surface of the hub member 89 of the sun gear S1, and between the rear surface of the flange portion 83 of the hub member 72 and the front end of the hub member 89. A bearing b24 is interposed therebetween. Thereby, the hub member 89 having the sun gear S1 is supported so as to be rotatable relative to the hub member 72 having the sun gear S2. A bearing b25 and a bush b26 are interposed between the front carrier plate 84a and the hub member 89, and a bush b27 is interposed between the inner peripheral surface of the rear carrier plate 84b and the outer peripheral surface of the hub member 72. It is disguised. As a result, the carrier CR1 is supported with high accuracy in such a manner that the carrier CR1 is rotatable relative to both the sun gear S1 and the sun gear S2. Furthermore, a bearing b21 is interposed between the rear end of the flange member 85 and the inner diameter side front end of the clutch drum 22. A bearing b6 is interposed between the rear end of the hub portion 22c and the hub portion 102c of the connecting member 102, and a bearing b29 is interposed between the hub portion 102c and the hub portion 42c of the clutch drum 42. The bearing b30 is interposed between the hub portion 42c and the front end on the inner diameter side of the annular member 76.

  Next, the oil passage structure of each component will be described.

  The input shaft 12 is formed with an oil passage c1 directed rearward from the front end and oil passages c2 and c3 directed forward from the rear end. The oil passage c1 is a radial oil passage c4, c5, the oil passage c2 is a radial oil passage c6, the radial oil passage c7, and the oil passage c3 is a radial oil passage c8 indicated by a broken line. , C9 and a radial oil passage c10 communicate with the outer peripheral surface of the input shaft 12, respectively.

  Further, the hydraulic servo 20 of the first clutch C-1 is connected to the oil passage c7 of the input shaft 12 (that is, from the hydraulic control device) via the oil passage c18 provided in the hub portion 22c of the clutch drum 22. ) Hydraulic oil is supplied. Note that an oil passage c18 communicating with the cancel oil chamber 27 of the hydraulic servo 20 is formed in the hub portion 22c. Further, the hydraulic servo 40 of the third clutch C-3 is connected to the radial oil passage 76a provided in the annular member 76 through the oil passage c19 provided in the hub portion 42c of the clutch drum 42 (that is, Hydraulic oil (from the hydraulic control unit) is supplied. The hub portion 42c is provided with an oil passage c20 communicating with the cancel oil chamber 47 of the hydraulic servo 40.

  On the outer peripheral side of the input shaft 12, seal rings d1, d2, d3, and d4 for sealing the boss portion 3b and the oil passages c4, c5, c10, and c6 are provided. Are provided with seal rings d7 and d8 for sealing the oil passage c7 and the oil passage c18 of the hub portion 22c. Furthermore, seal rings d20 and d21 for sealing the oil passage c30 of the mission case 3 and the oil passage 76a of the annular member 76 are provided. As shown in FIG. 4, the hydraulic servo 30 of the second clutch C-2 includes an oil passage c24 provided in the partition 3c of the transmission case 3, an oil passage c25 provided in the output shaft 15, and an intermediate shaft. The hydraulic oil from the hydraulic control device is supplied through an oil passage c <b> 26 provided in the (input shaft) 13.

  Next, the supply of lubricating oil will be described.

That is, when the lubricating oil is supplied to the oil passage in the boss portion 3b based on the hydraulic pressure generated by the oil pump 8 described above, the lubricating oil is supplied to the oil passage (not shown) of the boss portion 3b. It is scattered toward the outer peripheral side of the boss 3b. The lubricating oil supplied from the oil pump 8 to the oil passage in the boss 3b is supplied to the oil passage c10 of the input shaft 12 in a form sealed by the seal rings d2 and d3, and the oil passages c8 and c9. Is scattered toward the outer peripheral side of the input shaft 12. Thereby, each member in the transmission case 3, that is, each gear of the planetary gear PU ₁ , each member of the third clutch C-3, each member of the first brake B-1, particularly the friction plates 41 and 61, the bearing, the bush Etc. are lubricated. For example, the oil in the cancel oil chamber 27 of the first clutch C-1 is also supplied in the same manner as the lubricating oil via the oil passage c11, and when discharged, the mission is combined with other lubricating oil. Each member in the case 3 is lubricated.

  Next, the supply of hydraulic oil will be described.

  For example, based on the hydraulic pressure generated by the oil pump 8, a first clutch C-1, a second clutch C-2, a third clutch C-3, a first brake B-1, a second brake in a hydraulic control device (not shown). B-2, the third brake B-3, the fourth brake B-4, and the engagement hydraulic pressure of the lockup clutch 10 are generated by hydraulic control.

  When hydraulic oil for engaging the lockup clutch 10 is supplied to the oil passage in the boss portion 3b, the oil is supplied to the oil passages c4 and c5 from the oil passage in the boss portion 3b so as to be sealed to the seal rings d1 and d2. Is done. The hydraulic oil supplied to the oil passages c4 and c5 is supplied to the friction plate of the lockup clutch 10 via the oil passage c1 and acts on the friction plate, and the flange-like member provided on the input shaft 11 The friction plate is pressed, whereby the lockup clutch 10 is engaged. When releasing the lock-up clutch based on the hydraulic control of the hydraulic control device, the hydraulic oil is discharged through the oil passages c1, c4, and c5.

  When hydraulic oil for engaging the first clutch C-1 is supplied to the oil path c7 via the oil path c2 of the input shaft 12, the hydraulic oil supplied to the oil path c7 is sealed with the seal ring d7, The oil is supplied to the oil passage c18 in a form sealed by d8, that is, from the oil passage c7 of the input shaft 12 that can rotate relative to each other to the oil passage c18 of the clutch drum 22. Then, the hydraulic oil is supplied to the oil chamber 26 of the hydraulic servo 20 of the first clutch C-1 via the oil passage c18, the piston member 23 is pressed rearward, and the friction plate 21 is pressed, thereby the first One clutch C-1 is engaged. When releasing the first clutch C-1 based on the hydraulic control of the hydraulic control device, the piston member 23 is pressed forward by the urging force of the return spring 25, so that the hydraulic oil in the oil chamber 26 is discharged. On the contrary, the oil is discharged through oil passages c18, c7, c2, and c6.

  Further, the hydraulic oil from the hydraulic control device (not shown) for engaging the third clutch C-3 passes through the oil passage c30 of the transmission case 3 and the oil passage 76a of the annular member 76, and the seal rings d20 and d21. Is supplied to a radial oil passage c50 formed in the hub portion 42c. As a result, the hydraulic oil is supplied from the oil passage c50 to the oil chamber 46 of the hydraulic servo 40 via the oil passage c19 of the hub portion 42c, the piston member 43 is pressed forward, and the friction plate 41 is pressed. Thus, the third clutch C-3 is engaged. When releasing the third clutch C-3 based on the hydraulic control of the hydraulic control device, the piston member 43 is pressed rearward by the urging force of the return spring 45, so that the hydraulic oil in the oil chamber 46 is discharged. On the contrary, the oil is discharged via oil passages c19, c50, 76a, and c30.

  Further, when hydraulic fluid for engaging the first brake B-1 is supplied to the oil chamber 56 of the hydraulic servo 75 via an oil passage (not shown), the piston member 78 is pressed rearward and the friction plate 61 is pressed. As a result, the first brake B-1 is engaged. When releasing the first brake B-1 based on the hydraulic control of the hydraulic control device, the piston member 78 is pressed forward by the urging force of the return spring 79, so that the hydraulic oil in the oil chamber 56 is It is discharged through an oil passage (not shown).

  When hydraulic oil for engaging the fourth brake B-4 is supplied to the oil chamber 66a of the hydraulic servo 60a via an oil passage (not shown), the piston member 63a is pressed rearward and the friction plate 74 is pressed. As a result, the fourth brake B-4 is engaged. When releasing the fourth brake B-4 based on the hydraulic control of the hydraulic control device, the piston member 63a is pressed forward by the urging force of the return spring 65a, whereby the hydraulic oil in the oil chamber 66a is It is discharged through an oil passage (not shown).

  When hydraulic oil for engaging the third brake B-3 is supplied to the oil chamber 66b of the hydraulic servo 60b via an oil passage (not shown), the piston member 63b is pressed rearward and the friction plate 73 is pressed. As a result, the third brake B-3 is engaged. When releasing the third brake B-3 based on the hydraulic control of the hydraulic control device, the piston member 63b is pressed forward by the urging force of the return spring 65b, whereby the hydraulic oil in the oil chamber 66b is It is discharged through an oil passage (not shown).

In the vehicular automatic transmission 1 ₁ having the above configuration, the fourth brake B-4 and the third brake B-3 which corresponds to sun gear S1, S2 of the planetary gear unit PU _1, the friction plate 74 of the casing 3 the inner peripheral The friction plate 73 is splined to the inner peripheral surface of the annular member 91 splined to the inner surface of the case 3, and the friction plates 74 and 73 are supported by the inner surface of the case 3 and the annular member 91. Since this is done, for example, the distance between the hydraulic servos 60a and 60b can be reduced compared to the case where a drum member (not shown) for the friction plate 73 is extended between both hydraulic servos 60a and 60b. The capacity can be secured by increasing the diameter of the servo 60b. Furthermore, since the annular member 91 is splined to the inner surface of the case 3 through the space between the friction plate 74 of the fourth brake B-4 and the hydraulic servo 60a, the diameter of the annular member 91 can be increased and the rigidity is improved. Therefore, compared with the case where the drum member (not shown) for the friction plate 73 is extended from between both the hydraulic servos 60a and 60b, the diameter of the friction material can be increased, so that the torque capacity can be increased. .

In addition, since the friction plate 74 can be pressed by the piston member 63a inserted through the insertion hole 91c of the annular member 91, the friction plates 74 and 73 and the hydraulic servos 60a and 60b can be arranged to overlap each other in the radial direction. The torque capacity can be set large by increasing the diameters of the friction material 73 and the hydraulic servo 60b while reducing the axial length. Thus, despite those capable of increasing the fourth brake B-4 and the third example torque capacity of the brake B-3, is suppressed especially axial dimension of the automatic transmission 1 ₁ for a vehicle, the transmission This can contribute to the overall compactness.

Further, the spline SP ₁ is formed on the inner peripheral surface of the mission case 3 in approximately half of the circumferential direction thereof, and the annular member 91 corresponds to the spline SP ₁ on the inner peripheral surface of the case 3. Since the spline SP ₂ is formed in approximately half of the outer circumferential surface in the circumferential direction, a configuration having no spline in the lower half of the inner circumferential surface of the case 3 is obtained, and the structure of the inner circumferential surface of the case is simplified. can do.

  Further, since one return plate 64 corresponding to the hydraulic servos 60a, 60b in common with the hydraulic servos 60a, 60b is supported on the flange-shaped partition wall member 3a on the inner peripheral side of the annular member 91, the hydraulic servos 60a, 60a, Compared with the case where two return plates respectively corresponding to the piston members 63a and 63b of 60b are provided, the structure can be greatly simplified and the size can be reduced. The return plate 64 includes insertion holes 64a and 64b through which the piston members 63a and 63b of the hydraulic servos 60a and 60b are movably inserted, and a plurality of fixing brackets 64c protruding to the inner peripheral side. Since the piston members 63a and 63b are inserted into the 64a and 64b and the outer peripheral side is fitted to the inner periphery of the annular member 91, the return plate 64 is fixed to the partition wall member 3a via the fixing bracket 64c. The partition member 3a can be firmly fixed to the partition member 3a with a very high rigidity, whereby the piston members 63a and 63b of the hydraulic servos 60a and 60b can be stably supported.

  Further, between the piston members 63a and 63b of the hydraulic servos 60a and 60b and the return plate 64, return springs 65a and 65b respectively corresponding to the piston members 63a and 63b are provided on the outer peripheral side and the inner peripheral side of the return plate 64. Therefore, the structure can be greatly simplified.

Then, according to the present vehicular automatic transmission 1 _1, the fourth brake B-4 and the third brake B-3 is, since the sun gear S1, S2 of the planetary gear unit PU ₁ can be halted respectively engaged, the braking torque that can be capacity In particular, the fourth brake B-4 on the outer peripheral side can be arranged for a gear stage that requires a larger torque capacity due to the magnitude of the reduction ratio. The friction plates 74 and 73 of the brakes B-4 and B-3 are arranged such that one having a large torque capacity (B-4) required for braking is arranged on the outer peripheral side and the other having a small torque capacity (B-3). ) Is arranged on the inner peripheral side, it is possible to secure a sufficient torque capacity of one brake B-4 whose diameter is increased by being arranged on the outer peripheral side. Furthermore, the brake B-4, B-3, respectively, are configured so as to the planetary gear unit PU ₁ is decelerated two stages by the engagement, and a large gear stage of the reduction ratio of the brake B-4, B-3 Since one (B-4) is arranged on the outer peripheral side, it is possible to secure a sufficient torque capacity of the brake on the side with the larger reduction ratio.

  Furthermore, the hydraulic servo 60a of the fourth brake B-4 and the hydraulic servo 60b of the third brake B-3 are respectively piston members 63a and 63b and cylinder chambers 66a and 63b in which the piston members 63a and 63b are movably fitted. The anti-rotation pins (anti-rotation members) 62a and 62b that are interposed between the anti-rotation members 66b and 66b and prevent the rotation of the piston members 63a and 63b with respect to the cylinder chambers 66a and 66b are provided. The circumferential positions of the piston members 63a and 63b with respect to the cylinder chambers 66a and 66b can be reliably determined.

The present according to the automatic transmission 1 ₁ for a vehicle, the sun gear S1, S2 is a rotary element of the planetary gear unit PU ₁ for deceleration, turn on the boss portion 3b of the transmission case 3 for rotatably supporting the input shaft 12 The hub members 89 and 72 connected to the two hub members 89 and 72, which are overlapped and fitted so as to be relatively rotatable, are linked to the fourth brake B-4 and the third brake B-3, respectively, on the boss portion 3b. I go through the book. Therefore, if the hydraulic servos 20 and 40 of the clutches C-1 and C-3 are arranged on the outer peripheral side of the hub member 89, the oil tightness is maintained when hydraulic oil is supplied to the hydraulic servos 20 and 40. Therefore, it is necessary to further provide a seal ring for the outer peripheral side of the hub member 89. In that case, the sliding resistance by the seal ring interposed between the boss 3b and the hub-like member that supports the hydraulic servos 20, 40 on the boss 3b increases. In this case, the outer diameter of the boss portion 3b and the outer diameter of the hub-like member are added to increase the seal ring diameter, which increases the contact area during sliding and further increases the sliding resistance due to the seal ring. become.

However, in the vehicular automatic transmission _{1 1,} disposed on the fourth brake B-4 and the third one axial side of the brake B-3 and the planetary gear unit PU ₁ their hydraulic servo 60a, a 60b, first clutch the C-1 and the third hydraulic servo 20, 40 of the clutch C-3, since the place in the other axial side of the planetary gear unit PU _1, the sealing ring for the hydraulic oil supply to these hydraulic servos 20 and 40 Is not required to be further provided on the outer peripheral side of the hub member 89. Therefore, the sliding resistance due to the seal ring as described above does not increase. Thereby, the efficiency and controllability of the automatic transmission can be improved, and an improvement in fuel consumption can be expected.

Further, both the brake B-4, B-3 and their hydraulic servo 60a, disposed 60b the axially front side of the planetary gear unit PU ₁ (one axial side), the two clutches C-1, C-3 of the hydraulic servo 20, 40 by disposing axially rear side of the planetary gear unit PU ₁ (axial side) can be reduced radial dimension of the automatic transmission 1 ₁ for a vehicle. That is, it is possible to conventional in type to the automatic transmission minimal changes, totally compact vehicular automatic transmission 1 _1. Further, both the brake B-4, B-3 and their hydraulic servo 60a, and 60b, and the hydraulic servo 20, 40 of the two clutches C-1, C-3 is disposed on both axial sides of the planetary gear unit PU ₁ As a result, the areas of the friction plates 74 and 73 of both brakes B-4 and B-3 can be made relatively large in diameter, and the torque capacity capable of braking can be increased.

Further, according to the present vehicular automatic transmission 1 _1, the first hydraulic servo 20 of the clutch C-1 is disposed on the input shaft 12, the third hydraulic servo 40 of the clutch C-3 is, the first clutch C-1 and is disposed on the planetary gear unit PU ₂ and the hub portion 102c of the coupling member 102 for coupling the and the hydraulic servo 20 supplies the oil pressure through the oil passage c2, c7 provided on the input shaft 12, the hydraulic servo 40, oil pressure is supplied through the oil passage 76a of the annular member 76, so that a seal ring may not be interposed between the hub portion 42c of the clutch drum 42 and the hub portion 102c of the connecting member 102. The number of seal rings can be reduced.

Further, in the vehicle automatic transmission ₁₁ , the friction plates 73 and 74 of the third brake B-3 and the fourth brake B-4 are arranged so that at least a part thereof overlaps with each other in the axial direction. since the friction plates 73 and 74 of the two brake B-3, B-4 as compared with the case of arranging side by side in the axial direction, can be made compact vehicular automatic transmission 1 ₁ axially. The friction plates 73 and 74 of the two brakes are arranged on the outer peripheral side because the friction plate 74 having a large torque capacity required for braking is disposed on the outer peripheral side and the friction plate 73 having a small torque capacity is disposed on the inner peripheral side. It is possible to secure a sufficient torque capacity of the fourth brake B-4 whose diameter is increased by being disposed in the position.

Further, since the first brake B-1 and the third friction plate 41 of the clutch C-3 is disposed so as to at least partly overlap with each other in the axial direction at the outer peripheral side of the planetary gear unit PU _1, the vehicle the axial dimension of the use the automatic transmission 1 ₁ it becomes possible to reduce. The friction plate 21 of the first clutch C-1 is arranged on the inner peripheral side of the friction plate 41 of the third clutch C-3 on the rear side in the axial direction of the third clutch C-3 (the other side in the axial direction). by being, it is possible to reduce the radial dimension of the automatic transmission 1 ₁ for a vehicle, it is possible to contribute to the overall compactness of the vehicle automatic transmission 1 _1.

Further, the planetary gear unit PU sun gear S1, S2 are two rotating elements _1, the input shaft 12 of the overlapping rotatably on the boss portion 3b provided in the transmission case 3 so as to support relatively rotatably sequentially be Since the two hub members 89 and 72 are connected to each other, the two sun gears S1 and S2 can be favorably supported. Further, fourth brake B-4, the third brake B-3, respectively, are configured so as to the planetary gear unit PU ₁ is decelerated two stages by the engagement, and the two brakes B-4, B-3 Since the brake B-4, which is one of the gears with a large reduction ratio, is arranged on the outer peripheral side, a sufficient torque capacity of the brake B-4 on the side with the large reduction ratio can be ensured.

Furthermore, with only a minimal change to the conventional automatic transmission, the rotation of the input shaft 12 can be shifted with a gear ratio of 7 or more forward steps that are appropriately separated and transmitted to the output shaft, and the overall length is short. with compact vehicular automatic transmission 1 ₁ can be realized by being able to close the gear ratio of the high gear speed side, it is possible to pull out the engine performance optimally at a high speed range of the vehicle speed. Thereby, the change of the gear ratio (change in vehicle speed) at the time of gear change can be reduced, and a good driving feeling can be obtained. In addition, with minimal changes to the conventional automatic transmission, the rotation of the input shaft 12 can be changed to a gear ratio of 12 forward and 2 reverse gears that are appropriately separated and transmitted to the output shaft 15. capable of realizing vehicular automatic transmission 1 _1.

Then, the connected to the axially opposite side of the planetary gear unit PU ₁ for the planetary gear unit PU _2, the carrier CR3 which is one of the engaging rotary elements of the planetary gear unit PU ₂ the input shaft 12 when shifting to a high-speed gear Since the two clutch C-2 is arranged and oil is supplied to the clutch C-2 from the oil passages c24, c25, c26 on the rear end side in the axial direction of the transmission case 3, the oil passage structure is simplified. be able to.

<Second embodiment>
Next, a second embodiment that realizes the gear train of FIG. 1 by partially changing the above-described first embodiment will be described with reference to FIGS. 6 and 7. The present vehicular automatic transmission 1 ₂ of the second embodiment, compared to the vehicular automatic transmission 1 ₁ of the first embodiment shown in FIGS. 4 and 5, the third clutch C-3 of the hydraulic servo 40 The operation oil is not supplied through the annular member 76 but through the oil passage c51 provided separately in the input shaft 12 and the other parts are substantially the same. Are denoted by the same reference numerals and description thereof is omitted.

That is, as shown in FIGS. 6 and 7, the third clutch C-3 with the automatic transmission 1 ₂ for the vehicle, but the arrangement position of the friction plate 41 are the same as in FIG. 5 described above, the friction plate The hydraulic oil supply path to the hydraulic servo 40 that connects and disconnects 41 is different.

  That is, the hub portion 102c of the connecting member 102 that supports the inner friction plate 21b of the first clutch C-1 extends longer than that of the first embodiment, and the input shaft 12 correspondingly corresponds to the hub portion 102c. On the inner peripheral side of the hub portion 102c, it is extended rearward longer than in the first embodiment. An oil passage c54 is formed through the extending portion of the hub portion 102c so as to correspond to an oil passage c19 formed for the hydraulic servo 40 in the hub portion 42c. In addition to the axial oil passages c2 and c3, the input shaft 12 is provided with an axial oil passage (not shown), and a radial oil passage c51 communicating with the axial oil passage is provided above. A through hole is formed at a position corresponding to the oil passage c54. Seal rings d32 and d33 for sealing the hub portion 102c and the oil passage c51 are provided on the outer peripheral side of the input shaft 12, and the hub portion 42c and the oil are provided on the outer peripheral side of the hub portion 102c. Seal rings d30 and d31 for sealing the path c54 are provided.

  Accordingly, when the hydraulic fluid for engaging the third clutch C-3 is supplied to the axial oil passage (not shown) of the input shaft 12, the seal rings d32 and d33 are connected from the oil passage c51 communicating with the axial oil passage. The oil passage c54 is supplied to the oil passage c54, the oil passage c54 is supplied to the oil passage c19 in a form sealed to the seal rings d30 and d31, and supplied to the oil chamber 46 of the hydraulic servo 40. The member 43 is pressed forward and the friction plate 41 is pressed, whereby the third clutch C-3 is engaged.

  According to the second embodiment, substantially the same operational effects as those of the first embodiment described above can be obtained, and the following effects can be obtained.

That is, in the second embodiment, the hydraulic servo 20 of the first clutch C-1 is disposed on the input shaft 12, and the hydraulic servo 40 of the third clutch C-3 is connected to the first clutch C-1 and the planetary gear unit PU. _The hydraulic servo 20 is provided with hydraulic pressure via oil passages c3 and c7 provided on the input shaft 12, and is connected to the hydraulic servo 40. Hydraulic pressure is supplied through an oil passage c51 provided in the input shaft 12 and an oil passage c54 provided in the hub portion 102c. As a result, the seal ring has a total of two stages including the pair of d32 and d33 and the pair of d30 and d31. However, the seal rings d32 and d33 are directly fitted to the input shaft 12, and the seal rings d30 and d31. Is smaller than the diameter of the hub 102c from the input shaft 12 in the radial direction. For example, as compared with the case where the hydraulic servo 40 is provided on the boss 3b, the seal ring the sliding resistance is reduced, improving the efficiency and controllability of the vehicular automatic transmission 1 _2, improvement in fuel consumption can also be expected.

<Third embodiment>
Subsequently, a third embodiment in which the above-described first embodiment is partially changed to realize the gear train of FIG. 1 will be described with reference to FIGS. 8 and 9. The present vehicular automatic transmission 1 ₃ of the third embodiment, compared to the vehicular automatic transmission 1 ₁ of the first embodiment shown in FIGS. 4 and 5, the third clutch C-3 first clutch The only difference is that the friction plates 21 and 41 of both clutches C-1 and C-3 are arranged so as to overlap each other in the axial direction. Since they are the same, the same reference numerals are given to the main parts and description thereof is omitted.

That is, in the third embodiment, the clutch drum 42 having the drum portion 42b that extends long in the front side along the piston member 43 on the outer peripheral side of the friction plate 21 in the first embodiment is used as the upper inner surface of the transmission case 3. constitute a clutch drum 42 ₃ having a drum portion 42b extending to the front of the friction plate 61 along. Then, the inner peripheral surface of the clutch drum 42 _3, the third clutch C-3 of the outer friction plates 41a and spline-coupled to the outer peripheral surface of the drum portion 22b of the clutch drum 22, the inner friction of the third clutch C-3 The plate 41b is splined.

In the third embodiment, the piston member 43 extending to the vicinity of the inner periphery of the first brake B-1 in the first embodiment is positioned on the outer peripheral side of the friction plate 21 of the first clutch C-1. and a piston member 43 _third short simple configuration only reach the friction plate 41 of the clutch C-3 to. Further, the front end portion of the clutch drum 42 ₃ are connected the shape of the drum member 93 extending axially forward after bending the inner peripheral side once, the outer peripheral surface of the drum member 93, the first brake B- One inner friction plate 61b is splined. The outer friction plate 61a of the first brake B-1 is splined to the upper inner surface of the transmission case 3 as in the first embodiment.

  According to the third embodiment, substantially the same operational effects as those of the first embodiment described above can be obtained, and the following effects can be obtained.

That is, in the vehicular automatic transmission _{1 3} according to the present embodiment, in addition to the first clutch C-1 and the third hydraulic servos 20, 40 of the clutch C-3, the two clutches C-1, C-3 itself Since it is arranged on the rear side in the axial direction of the planetary gear unit PU ₁ (the other side in the axial direction), it becomes possible to increase the area of the friction plates 21 and 41 of both clutches C-1 and C-3. It is possible to increase the transmittable torque capacity of both clutches C-1 and C-3 for transmitting the reduced speed rotation. Here, in the present embodiment, the friction plates 21 and 41 of both the clutches C-1 and C-3 are arranged such that the third clutch C-3 having a large capacity that can be transmitted is arranged on the outer peripheral side and the first having a small capacity. The clutch C-1 is disposed on the inner peripheral side. The third clutch C-3 on the outer peripheral side is a clutch that engages when the friction plate 41 rotates at a high speed and contributes to gear shifting. Therefore, the amount of heat generated is likely to increase due to slipping at the time of engagement, but is located on the outer peripheral side. As a result, the clutch C-3 can be configured to have a large capacity that can be transmitted, for example, a heat capacity, and therefore, a measure that significantly increases heat resistance is not necessary.

  In the present embodiment, the friction plates 21 and 41 of both clutches C-1 and C-3 are arranged so as to overlap each other substantially completely in the axial direction. , 41 may be arranged so as to overlap each other in the axial direction. In this case, substantially the same effect can be obtained.

Further, the friction plates 21, 41 of the two clutches C-1, C-3 is disposed so as to substantially overlap with each other in the axial direction, and first friction plate 61 of the brake B-1 is the outer periphery of the planetary gear unit PU ₁ The two brakes B-4 and B-3 and their hydraulic servos 60a and 60b, and the two clutches C-1 and C-3 and their hydraulic servos 20 and 40 are arranged in a planetary gear unit. is arranged axially on both sides of the PU _1, not the third clutch C-3 positioned between the friction plate 61 and the planetary gear unit PU ₁ of the first brake B-1 minute, the first brake B-1 The friction plate 61 can be enlarged in the inner diameter direction, and its torque capacity can be increased.

In the above description, the vehicle automatic transmission 1 includes the torque converter 7. However, the present invention is not limited to this, and the vehicle automatic transmission 1 may include a starting clutch, for example. In the above description, for example, with reference to the FR type suitable vehicular automatic transmission 1,1 1, _{1 2,} 1 ₃ has been described as an example, not limited to this, for example, FF (front engine, The present invention may be applied to an automatic transmission for a vehicle that can be used for a front drive type, and further to an automatic transmission for a vehicle that is used in a hybrid vehicle, for example, that includes a motor directly connected to an engine. The present invention may be applied.

  INDUSTRIAL APPLICABILITY The vehicle automatic transmission according to the present invention is useful for use in an automatic transmission for vehicles such as passenger cars, trucks, and buses, and in particular, a vehicle that needs to improve the arrangement structure of friction engagement elements such as brakes. Suitable for use as an automatic transmission.

The skeleton figure which shows the gear train of the automatic transmission for vehicles which concerns on this invention. The operation | movement table | surface which shows the operation | movement condition of the automatic transmission for vehicles shown in FIG. The speed diagram of the automatic transmission for vehicles. Sectional drawing which shows the whole automatic transmission of 1st Example which implement | achieved the gear train shown in FIG. Sectional drawing which expands and shows a part of automatic transmission of 1st Example. Sectional drawing which shows the whole automatic transmission of 2nd Example which implement | achieved the gear train shown in FIG. Sectional drawing which expands and shows a part of automatic transmission of 2nd Example. Sectional drawing which shows the whole automatic transmission of 3rd Example which implement | achieved the gear train shown in FIG. Sectional drawing which expands and shows a part of automatic transmission of 3rd Example. The front view of the annular member and return plate which are applied in common to the 1st thru | or 3rd Example. The front view of the annular member and return plate which are applied in common to the 1st thru | or 3rd Example.

Explanation of symbols

1,1 ₁ , 1 ₂ , 1 ₃ Vehicle automatic transmission 3 Case (mission case)
3a Support part (partition wall member)
12 Input shaft 60a First hydraulic servo (fourth brake hydraulic servo)
60b Second hydraulic servo (third brake hydraulic servo)
63a, 63b Piston member 64 Return plates 64a, 64b Insertion hole 64c Fixing brackets 65a, 65b Return spring 73 Second friction plate (friction plate of third brake)
74 First friction plate (Friction plate of fourth brake)
91 Annular drum member (annular member)
91b Spline 91c Insertion hole 91d Drum-like part 91e Circumferential part 99 Locking means (snap ring)
B-3 Friction engagement element (third brake)
B-4 Friction engagement element (fourth brake)
C-1 Deceleration transmission clutch (first clutch)
C-3 Deceleration transmission clutch (third clutch)
PU ₁ reduction planetary gear (planetary gear unit)
PU ₂ planetary gear set (planetary gear unit)
S1, S2, S3, S4 Rotating element (sun gear)
SP ₁ , SP ₂ spline

Claims (12)

In an automatic transmission for a vehicle comprising: at least two friction engagement elements at least partially overlapping each other in an axial direction; and a case containing these friction engagement elements.
At least one of the first and second hydraulic servos of each friction engagement element is disposed on a support portion that is located on one axial side of the first and second friction plates of the friction engagement element and extends from the case. Arranged on the outer peripheral side and the inner peripheral side so that the parts overlap each other in the axial direction,
An annular drum member is non-rotatably coupled to the case through between the first friction plate and the first hydraulic servo, and the second friction plate is disposed on the inner peripheral surface of the drum-shaped portion of the annular drum member. The first friction plate is non-rotatably coupled to the inner peripheral surface of the case on the outer peripheral side of the drum-like portion,
An insertion hole is formed through the annular drum member at a position facing the piston member of the first hydraulic servo, and the piston member is inserted into the insertion hole so that the first friction plate can be pressed. ,
The automatic transmission for vehicles characterized by the above-mentioned. A reduction planetary gear that decelerates and outputs an input rotation of the input shaft is provided on the other axial side of the first and second friction plates, and the at least two friction engagement elements are at least two rotations of the reduction planetary gear. Corresponding to the element,
The first and second friction plates are arranged on the outer peripheral side and the inner peripheral side, respectively, with their axial positions substantially aligned between the first and second hydraulic servos and the reduction planetary gear.
The automatic transmission for a vehicle according to claim 1. The first friction plate is non-rotatably coupled via a spline formed on the inner peripheral surface of the case, and the annular drum member shares the spline to which the first friction plate is coupled. Used to be splined to the inner peripheral surface of the case,
The automatic transmission for a vehicle according to claim 1 or 2. The annular drum member is sandwiched between locking means positioned on the first friction plate side and the support portion positioned on the first hydraulic servo side.
The automatic transmission for a vehicle according to any one of claims 1 to 3. The support portion further supports a non-rotatable one return plate corresponding to the first and second hydraulic servos on the inner peripheral side of the annular drum member.
The automatic transmission for a vehicle according to any one of claims 1 to 4. The return plate includes an insertion hole through which each piston member of the first and second hydraulic servos is movably inserted, and a plurality of fixing brackets protruding to the inner peripheral side. The piston member is inserted, and the outer peripheral side is fixed to the support portion via the fixing bracket in a state of being fitted to the inner periphery of the annular drum member.
The vehicle automatic transmission according to claim 5. A spline is formed in approximately half of the circumferential direction on the inner peripheral surface of the case, and
The annular drum member is formed with splines formed in approximately half of the circumferential direction on the outer peripheral surface so as to correspond to the splines on the inner peripheral surface of the case.
The automatic transmission for a vehicle according to any one of claims 1 to 6. Between the piston members of the first and second hydraulic servos and the return plate, return springs respectively corresponding to the piston members are arranged substantially on the outer peripheral side and inner peripheral side of the return plate, respectively. It is arranged in a reduced form,
The automatic transmission for a vehicle according to any one of claims 5 to 7. Each of the first and second hydraulic servos is interposed between each piston member of the hydraulic servo and a cylinder chamber in which the piston member is movably fitted, and the piston member is attached to the cylinder chamber. Comprising a detent member for detent,
The automatic transmission for a vehicle according to any one of claims 1 to 8. And further comprising at least two reduction transmission clutches capable of transmitting reduced rotation through the reduction planetary gear, and a planetary gear set having a rotating element to which the reduced rotation is transmitted via the reduction transmission clutch. Become
The two friction engagement elements are two brakes that can respectively lock the two rotation elements of the reduction planetary gear.
The vehicle automatic transmission according to any one of claims 2 to 9. The first and second friction plates of the two brakes are arranged such that one having a large torque capacity required for braking is disposed on the outer peripheral side, and the other having the small torque capacity is disposed on the inner peripheral side.
The automatic transmission for a vehicle according to claim 10. Each of the two brakes is configured to be able to decelerate the speed reduction planetary gear by two stages by engagement; and
One of the two brakes for a gear stage having a large reduction ratio is disposed on the outer peripheral side.
The automatic transmission for a vehicle according to claim 10 or 11.

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