JPH02180380A - Hydraulic actuator in automatic transmission - Google Patents

Abstract

PURPOSE:To improve surface pressure resistance and precision by forming a cylinder member in a press mould of ferrous materials and forming the side face for constituting protruded lines and depressed grooves in parallel to an axle as well as constituting a movable member with sintered ferrous alloy. CONSTITUTION:Rotation of an input member 1 is transmitted to a cylinder member 10 and then transmitted to a movable member 69 through protruded lines 69a engaged with it, and an oil pressure is supplied to a hydraulic actuator 72, and when a piston member 70 is extended, a clutch C2 is put in connection and the rotation of the movable member 69 is transmitted to a specified member through the clutch C2. At this time, a large surface pressure affects on the protruded lines 69a and depressed grooves 69b of the movable member 69, but the movable member 69 is made of sintered ferrous alloy having hardness almost as high as that of a cylinder member 10 and a clutch separator plate 100 made of ferrous materials, and because it is sintered and moulded, it has a side face parallel to an axle which has no draft angle and a uniform surface pressure affects on it, and consequently, the protruded lines 69a and the depressed grooves 69b are not deformed in any depressed shape. Additionally, the fitting state is not changed by the change of temperature.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Industrial Application Field The present invention relates to a hydraulic actuator device in an automatic transmission, and more specifically, to a hydraulic actuator device in an automatic transmission with improved surface pressure resistance and accuracy. Regarding the structure of the member.

(b) Prior Art Recently, the applicant has provided a plurality of clutches that connect predetermined rotating elements of a planetary gear unit and an input shaft, as shown in Japanese Patent Laid-Open No. 63-259253, To provide an automatic transmission in which clutches are collectively arranged in a rear case at the rear end of the automatic transmission.

In the automatic transmission, a first hydraulic actuator is formed by a cylinder member connected to an input member and a movable member slidably fitted to the cylinder member, and the first hydraulic actuator is fitted to the movable member and the movable member. A second hydraulic actuator is formed by the combined piston members, a forward clutch is engaged with the cylinder member, a direct clutch is engaged with the movable member, and the inner surface of the cylinder member and the outer circumferential surface of the movable member are engaged with each other. A spline is formed between the two.

The cylinder member is made of pressed iron-based material, and the movable member is made of die-cast aluminum.

(c) Problems to be Solved by the Invention However, the spline-like protrusions 69a shown in FIG. 7 provided on the outer periphery of the movable member and the spline-like grooves shown in FIG. 8 with which the direct clutch engages. 69b, since the movable member 69 is made of aluminum die-casting, the gap between the shaft of the spline and the gap between the groove 69b and the spline-like protrusion of the separator plate 100 of the direct clutch C2 are different in the axial direction. Load concentration occurs on the strips 69a and grooves 69b. Also, since there are parts with a lot of play, abnormal fretting noises occur. Furthermore,
The movable member 69 made of aluminum alloy is connected to the cylinder member 10 made of iron-based material and the separator plate 1 of the clutch.
The movable member 69 and the clutch C are softer than 00, and together with the load concentration and fretting sensitivity mentioned above, the movable member 69 and the like get stuck due to aging due to use.
There was a risk that the axial movement of 2 would become abnormal, making it impossible to move forward, unable to move backward, or unable to change from forward to reverse, or from backward to forward.

Furthermore, since the movable member 69 is made of aluminum alloy, it has a higher coefficient of thermal expansion than the cylinder member 10 made of iron-based material, and the fitting distance at high and low temperatures is poor, especially at low temperatures. At times, the movable member 69 may contract, reducing sealing performance.

Furthermore, when the temperature is high, there is little clearance between the cylinder member and the cylinder member, which may result in poor movement.

Therefore, the present invention provides an actuator device for an automatic transmission that improves surface pressure resistance and accuracy by changing the movable member from aluminum die-casting to iron-based sintered alloy, thereby solving the above-mentioned problems. The purpose is to

(d) Means for solving the problem The present invention has been made in view of the above circumstances, and includes:
For example, referring to FIGS. 1 to 3, a movable member is fitted into a cylinder member (10) connected to an input member (1) so as to freely slide only. )
The inner surface and the outer surface of the movable member (69) constitute a hydraulic chamber of the first hydraulic actuator (3), and the movable member (69)
A clutch (C2) is attached to the outer side of the inner peripheral surface of the clutch (C2), and a piston member (70) is fitted to the inner side of the clutch (C2), so that a second hydraulic pressure is generated between the inner surface of the movable member (69) and the outer surface of the piston member (70). It constitutes the hydraulic chamber of the actuator (72),
Hydraulic actuator device (
In 3) and (72), the cylinder member (10) is formed by press molding of iron-based material, and the movable member (6)
9) is made of iron-based sintered alloy, and the movable member (69
) has a large number of spline-like protrusions (69a) on its outer peripheral surface that engage with the cylinder member (10), and
It has a large number of spline-like grooves (69b) on its inner circumferential surface for mounting the clutch (C2), and these protrusions (
69a) and the groove (69b) are formed parallel to the axis.

Further, a forward clutch (C1) that is engaged during forward movement is attached to the cylinder member (10), and the forward clutch (C,) is connected to the first hydraulic actuator (
The clutch (C2) operated in step 3) and mounted on the movable member (69) is a direct clutch (C2) that is engaged at least when moving backward, and the direct clutch (C2) is operated in the second direction. Hydraulic actuator (7
2).

(f) Effect Based on the above configuration, the rotation of the input member (1) is transmitted to the cylinder member (10), and the rotation of the input member (1) is further transmitted to the cylinder member (10).
It is transmitted to the movable member (69) via the protrusion (69a) that engages with the movable member (69). Then, the second hydraulic actuator (72
] When hydraulic pressure is supplied to the piston member (70) and the piston member (70) extends, the clutch (for example, a direct clutch) (C2) is connected, and the rotation of the movable member (69) is caused by the clutch (C8).
The signal is transmitted to a predetermined member (for example, a sun gear) (Sl) via.

At this time, the protrusion (69a) and the groove (
Although a large surface pressure acts on the movable member (69b),
9) is made of iron-based sintered alloy, and the cylinder member (10) and clutch separator plate (10) are made of iron-based material.
0), and due to sintering, it has side surfaces parallel to the axis with no slope, so it is compatible with uniform surface pressure acting on it. These protrusions (
69a) and the groove (69b) are not deformed into a concave shape. In addition, a movable member (69) and a cylinder member (10)
are made of the same iron-based material and therefore have approximately the same coefficient of thermal expansion, so there is no change in the fitting distance due to temperature changes.

B) Examples Examples according to the present invention will be described below with reference to the drawings.

First, an outline of the automatic transmission A to which the present invention is applied will be explained with reference to FIG.
and front axle shafts 2.3a and 23b, and a torque converter 12 having a lock-up clutch 25 on the input shaft 1 and a first automatic transmission mechanism section 1.
A second automatic transmission mechanism section 27 is supported on the counter shaft 22, and a front axle shaft 23 is supported on the counter shaft 22.
The front differential device 29 is located on a and 23b.
is supported.

The first automatic transmission mechanism section 13 is a single planetary gear 3
0 and a dual planetary gear 31, the planetary gear unit 2 is constructed by integrally connecting the sun gears S1 and the carriers CRI of both planetary gears, and a pinion meshing with the sun gear S1. Or long pinion P
1. The input shaft 1 and the ring gear R1 of the single planetary gear 30 are connected via the first (forward) clutch C1, and the input shaft 1 and the sun gear S1 connect with the second (reverse direct) clutch c2. connected via. Further, the sun gear S1 is directly connected and locked by the first brake B1, and its one-way rotation is locked by the second brake B2 via the first one-way clutch F1. In addition, the ring gear R of the dual planetary gear 31
2 is directly locked by a third brake B3, and is locked for one-way rotation by a second one-way clutch F2. The carrier CRI is connected to a counter drive gear 15 supported by a case partition wall, and the gear 15 serves as an output member of the first automatic transmission mechanism section 13.

Further, the second automatic transmission mechanism section 27 has one single planetary gear 32, and a carrier CR3 of the planetary gear and a sun gear S3 are connected via a third (direct) clutch C3. Also, Sun Gear S
3 is directly locked by a fourth (underdrive) brake B4, and rotation in one direction is stopped by a third one-way clutch F3. A link gear R3 is connected to a counter driven gear 33 that meshes with the counter drive gear 15 and becomes an input member of the automatic transmission mechanism section 27, and a carrier CR3 is connected to the counter shaft 22.

Further, a reduction gear 35 serving as an output member of the automatic transmission mechanism section 27 is fixed to the counter shaft 22.

Further, the front differential device 29 includes a differential carrier 36 and left and right side gears 37a, 37b, and a ring gear 39 is fixed to a gear mount case serving as the differential carrier 36. The ring gear 39 meshes with the reduction gear 35 to constitute a final reduction mechanism, and left and right side gears 37a and 37b are connected to left and right front axle shafts 23a and 23b, respectively.

Next, the operation of the automatic transmission A will be explained with reference to FIG.

The rotation of the engine crankshaft 11 is controlled by the torque converter 12.
or via the lock-up clutch 25 to the input shaft 1. In the first speed state in the D range, the first clutch C1 is in a connected state and the fourth brake B4 is in a locked state. In this state, the first automatic transmission mechanism section 13 transmits the rotation of the input shaft 1 to the single planetary gear 30 via the first clutch C1.
and in this state, the ring gear R2 of the dual planetary gear 31 is prevented from rotating by the second one-way clutch F2.
common carrier C while idling sun gear S1 in the opposite direction.
RI is rotated at a significantly reduced speed in the forward direction, and the rotation is taken out from the counter drive gear 15. In the second automatic transmission mechanism section 27, the sun gear S3 is in a locked state by the fourth play VB4 and the third one-way clutch F3, and the rotation from the counter driven gear 33 is decelerated rotation from the ring gear R3 to the carrier CR3. is extracted as

Therefore, the first speed rotation of the first automatic transmission mechanism 13 and the deceleration rotation of the second automatic transmission mechanism 27 are combined, and the rotation is transmitted to the front differential device 29 via the reduction gear 35 and the ring gear 39. and is further transmitted to the left and right front axle shafts 23a, 23b.

In addition, in the second speed state in the D range, in addition to the engagement of the first clutch C1 and the operation of the fourth brake B4, the second
brake B2 is activated. Then, rotation of the sun gear S1 is stopped by the operation of the first one-way clutch F1 based on the brake B2, and therefore, the rotation of the ring gear R1 from the input shaft 1 is transferred to the carrier CR1 while causing the ring gear R2 of the dual planetary gear 31 to idle in the forward direction. is decelerated and rotated in the positive direction, and this rotation is caused by counter drive gear 1.
5, it is taken out as a 2nd speed. Further, the second automatic transmission mechanism section 27 remains in the deceleration state, and the combination of the second speed of the first automatic transmission mechanism section 13 and the deceleration rotation of the second automatic transmission mechanism section 27 is transmitted to the front axle. Shafts 23a, 23b
transmitted to.

In the 3rd speed state in the D range, the first automatic transmission mechanism section 1
3 maintains the second speed state as it is, releases the fourth brake B4 in the second automatic transmission mechanism section 27, and at the same time
Clutch C3 is engaged. Then, the carrier CR3 and the side gear S3 are integrated, the planetary gear 32 rotates together, and the carrier CR3 and the side gear S3 are rotated together and taken out to the counter shaft 22 for direct rotation. At this time, the fourth brake B4 is released earlier than the engagement of the third clutch C3, and the switching is performed while preventing the third one-way clutch F3 from becoming unable to transmit.

Therefore, the second speed rotation of the first automatic transmission mechanism section 13 and the direct rotation of the second automatic transmission mechanism section 27 are combined to obtain the third speed of the automatic transmission A as a whole.

Furthermore, when downshifting to 2nd or 3rd gear in D range,
The first brake B1 is also activated to apply engine braking during coasting.

The 4th gear suspension in the D range changes from the 3311st state to the 2nd
Clutch C2 is connected. Then, from input shaft 1 to
The rotation is transmitted to the ring gear R1 via the second clutch C1, and is also transmitted to the sun gear S1 via the second clutch C2, and the planetary gear unit 2 rotates together, and the direct rotation is transmitted to the counter drive gear 15. and,
Since the direct rotation of the first automatic transmission mechanism section 13 and the direct rotation of the second automatic transmission mechanism section 27 are combined, and the counter drive gear 15 and the driven gear 33 are in a predetermined speed increasing relationship, the automatic transmission Overdrive rotation is obtained throughout A.

Furthermore, the 3rd range is the same as the state in which the first brake B1 is operated at the 2.3rd speed in the first, second, and third speeds of the D range described above.

Further, the 2nd range is the same as the 1st and 2nd speed states of the 3rd range described above.

Further, in the first speed state, the lunge operates the first clutch C.
In addition to the connection of the first brake B4 and the operation of the fourth brake B4, the third
Brake B3 is activated. In this state, in addition to the ring gear R2 being engaged by the second one-way clutch F2, the third brake B3 is engaged regardless of the rotational direction, thereby operating the engine brake. Further, the 2nd speed state is the same as 2nd speed in the 2nd range.

In the reverse range, the second clutch C
2 is connected, and the third brake B3 and fourth brake B4 are activated. In this state, input shaft 1
rotation is transmitted to the sun gear S1 via the second clutch C2, and in this state, the rotation of the dual planetary gear 31
Since the ring gear R2 of the single planetary gear 30 is fixed by the operation of the third brake B3, the carrier CRI is also reversed while the ring gear R1 of the single planetary gear 30 is being reversed.
The reverse rotation of the carrier is taken out to the counter drive gear 2. Furthermore, the reverse rotation of the counter drive gear 2
The speed is decelerated by the automatic transmission mechanism section 27 and transmitted to the front axle shafts 23a and 23b.

Next, an embodiment embodying the above-mentioned automatic transmission 1IIA will be described based on FIG. 6.

The automatic transmission A has an integrated case consisting of a transaxle case 6, a transaxle housing 41, and a rear cover 5, and the case includes an input shaft 1, a counter shaft 22, and a ring gear mount that serves as a differential carrier for a front differential device 29. A case 36 is rotatably supported. On the input shaft 1, a torque converter 12 having a lock-up clutch 25 and a first
A second automatic transmission mechanism section 13 is disposed on the counter shaft 22, and a second automatic transmission mechanism section 27 is disposed on the counter shaft 22. Further, a valve body 44 is disposed in the transaxle case 6.

The first automatic transmission mechanism section 13 includes an engine crankshaft 11
The brake section 43 and the output section 4 move toward the rear in the axial direction.
5. The planetary gear unit 2 and the clutch section 47 are arranged in this order, and an oil pump 49 is arranged between the brake section 43 and the torque converter 12, and is fitted onto the input shaft 1 to rotate. Freely hollow shaft 50
is supported.

The planetary gear unit 2 consists of a single planetary gear 30 and a dual planetary gear 31 (
(see Figure 4), the single planetary gear 30 has a hollow shaft 5
A carrier C that supports a sun gear S1, a ring gear R1, and a pinion P1 that meshes with these gears.
RI, and the dual planetary gear 31 supports a sun gear S1 and a ring gear R2 formed on the hollow shaft 50, and a first pinion P1 that meshes with the sun gear S1 and a second pinion P2 that meshes with the ring gear R2 so as to mesh with each other. It consists of a carrier CRI. In both of these planetary gears 30 and 31, the sun gear S1 is composed of a single gear with the same number of teeth formed on the hollow shaft 50, the carrier CR1 is integrally constructed, and the pinion P1 is an integral long pinion. It is composed of

Further, in the brake section 43, a one-way clutch F1, a first brake B1 consisting of a multi-disc brake, and a second brake B2 consisting of a multi-disc brake are disposed in order from the inner diameter side toward the outer diameter direction. ing. The first one-way clutch F1 has an inner race in which the tip of the hollow shaft 50 is engaged with a spline, and a second brake hub 1 is fixed to its outer race. Further, a first brake hub is fixed to the front side (engine side) of the inner race of the one-way clutch F1.

On the other hand, the oil pump 49 consists of an oil pump assembly in which a pump cover 20 made of die-cast aluminum is integrally fixed to the pump body 19 with bolts across a pump plate, and the cover 20 portion is inserted into the transaxle case 6. In this state, it is fixed to the case 6 with bolts. And the oil pump cover 20
The comb-like part of the first flange formed on the rear side and the first
The first brake B1 is interposed between the brake hub and the second brake B2 is interposed between the comb tooth-shaped portion of the second flange and the second brake hub. ing. Furthermore, a cylinder of a first brake hydraulic actuator 60 is configured on the rear surface of the pump cover 20, and a second brake hydraulic actuator 62 is configured.
A first brake B1
and the second brake B2.

On the other hand, the torque converter 12 is connected to the engine crankshaft 1
1 (FIG. 4), a turbine impeller 93 connected to the input shaft 1 together with a pump impeller 92 and a lock-up clutch 25 connected to the housing, and A stator impeller 94 is provided between these two impellers. A pump sleeve 49a is fixed to the base of the tip of the converter housing 91, and the sleeve 49a extends into the pump body 19 and is fixed to the pump drive gear at its tip. On the other hand, the stator impeller 94 is fixed to an outer race of a one-way clutch 95, and an inner race of the one-way clutch 95 is spline-engaged with a stator shaft 96. The stator shaft 96 is a hollow shaft made of steel, and the pump sleeve 49a is located on the outer periphery of the stator shaft 96, and the input shaft 1 is located on the inner periphery of the stator shaft 96, forming a triple shaft that is relatively rotatable. Furthermore, one end of the stator shaft 96 is spline engaged with the inner race of the one-way clutch 95, and the other end is engaged with the inner race of the one-way clutch 95.
It is press-fitted into the center hole.

On the other hand, the output section 45 has a counter drive gear 15 located approximately in the center of the first automatic transmission mechanism section 13, and the counter drive gear 15' is connected to a partition wall formed in the axle case 6. 6c via a double taper roller bearing 45a, and its boss portion is connected to the carrier CRI of the planetary gear unit 2. Furthermore, the bearing 45a
The outer race is spline-engaged and fitted to the inner circumferential surface of the case partition wall 6C, and a second one-way clutch F2 is attached to the outer circumferential surface of the race extension.

The outer race of the second one-way clutch F2 is connected to the ring gear R of the dual planetary gear 31.
2, and the ring gear R2 is connected to the counter gear boss section and the carrier C through a thrust bearing.
It is supported by a support plate held between it and the RI. Therefore, the second one-way clutch F2 is arranged in parallel in the axial direction between the planetary gear unit 3 and the case partition wall 6C. Further, a third brake B3 is interposed between the outer periphery of the ring gear R2 and the axle case 6, and a cylinder is formed on one side wall surface of the partition wall 6c, and a hydraulic actuator consisting of a piston is installed in the cylinder. 65 is arranged so as to be sandwiched between the second one-way clutch F2 and the second one-way clutch F2. Further, the hydraulic actuator 65 has a cylindrical comb-shaped arm, which extends in the axial direction passing through the outer diameter side of the second one-way clutch F2 and operates the third brake B3. In addition to the control, a return spring is disposed in the comb teeth portion.

Then, the clutch section 47 is connected to the first clutch section 47, as shown in FIG.
The automatic transmission mechanism includes a (forward) clutch C1 and a second (reverse direct) clutch C2, and is located at the rear end of the first automatic transmission mechanism section 13 and housed in the rear cover 5 portion. Further, an inner drum 1a is fixed to the rear end of the input shaft 1 so as to fit over the boss 5a of the cover 5, and an outer drum 10 constituting a cylinder member is integrally attached to the tip of the inner drum 1a. connected. The outer drum 10 has a stepped cylindrical shape with a bottom, and a spline-like groove 10a is formed on the inner circumferential surface of its tip, and the inner circumferential surface of the stepped portion on the inner diameter side and the inner drum 1a are formed.
The outer peripheral surface forms a cylinder. A movable member 69 is fitted into the sliding surface of the cylinder in an oil-tight manner.
Furthermore, the movable member 69 has a flange portion 69d that extends in the axial direction and is close to the first clutch C1. Therefore, the inner drum 1a, the outer tram 10, and the movable member 69 constitute a first hydraulic actuator 3 for operating the clutch, which includes an oil chamber 3a. Further, the flange portion 69d has a spline-like protrusion 69a on its outer periphery that engages with the spline-like groove 10a, and a check valve 67 for releasing centrifugal hydraulic pressure is provided at a predetermined location. . Further, a spline-like groove 69b is formed on the inner circumferential surface of the first movable member 69 on the axially distal end side, and the axially inner inner circumferential surface and the inch drum 1a form a cylinder. . A movable member 70 constituting a piston member is fitted into the sliding surface of the cylinder in an oil-tight manner, and the outer peripheral edge 70a of the movable member 70 extends in the axial direction and is connected to the second clutch C2. In addition to being close to
A check valve 68 is provided to release centrifugal hydraulic pressure. Therefore, the first movable member 69 and the inner drum 1a
A cylinder consisting of the cylinder and a piston consisting of the second movable member 70 constitute a hydraulic actuator 72 for operating the second clutch C2 having an oil chamber 72a. Furthermore, the second
A return spring common to the spring 70 is formed between the movable member 70 and the member 71, which is fixed by a snap ring attached to the inner drum 1a.

The second clutch C2 is interposed between a spline-like groove 69b formed on the inner peripheral surface of the outer diameter portion of the movable member 69 and a spline formed on the outer peripheral surface of the hub portion 50a fixed to the hollow shaft 50. ing.

Here, the movable member 69 will be described in detail.
As shown in FIG. 2 and FIG. 3, which is a sectional view taken along line 2 in FIG. A spline-like protrusion 69a parallel to the central axis is formed on the outer peripheral surface of the , and a spline-like groove 69 parallel to the central axis is formed on the inner peripheral surface of the spline-like groove 69a.
9b is formed, the protrusion 69a is engaged with the spline-like groove 10a of the outer drum 10, and
The spline 100a of the separator plate 100 of the clutch C2 is engaged with the spline-like groove 69b. The sintered alloy generally has a highly precise shape and is made of iron, so it has high hardness.

On the other hand, the second automatic transmission mechanism section 27 has one single planetary gear 32, as shown in FIG.

Further, a counter driven gear 33 is rotatably supported on the counter shaft 22 via a bearing 75, and a reduction gear 35 is fixed on the shaft 22. The ring gear R3 of the planetary gear 32 is connected to the counter driven gear 33, and the carrier CR3 supporting the pinion P3 is integrally formed with the counter shaft 22 bulging in the outer diameter direction. Furthermore, sun gear S3 is connected to shaft 2.
A fourth brake B4, which is a band brake, is formed on the outer peripheral surface of a drum 77 fixed to the outer diameter of the hub. Moreover, the inner peripheral surface of the drum 77 and the carrier C
A third clutch C3 is interposed between the hub fixed to R3 and the hub 7 adjacent to the clutch C3.
6 is fitted with a piston to constitute a hydraulic actuator 79 for clutch C3. Furthermore, a third one-way clutch F3 is interposed between the extension of the hub 76 and the case 6.

Further, the front differential device 29 has a ring gear mount case 36 that serves as a differential carrier, and the case 36 is rotatably supported by the housing 41 and the case 6 via bearings. Furthermore, a large-diameter ring gear 39 that meshes with the reduction gear 35 is fixed on the mount case 36, and a pinion gear 81 is rotatably supported inside the mount case 39 by a pinion shaft 80. Left and right side gears 37a and 37b meshing with 81 are rotatably supported. The left and right front axle shafts 23a and 23b are fitted and connected to the side gears 37a and 37b, respectively.

Next, the operation of the automatic transmission A will be explained.

The rotation of the engine crankshaft 11 is controlled by the torque converter 12.
Alternatively, it is transmitted to the input shaft 1 via the lock-up clutch 25.

In the first speed state of the automatic transmission A, a predetermined oil pressure is supplied to the oil chamber 3a of the hydraulic actuator 3, and the outer and inner drums la and 10 are used as cylinders to move the first movable member 69.
is moved against the spring 73, and the first clutch C1
At the same time, the fourth brake B4 is operated. In this state, the rotation of the input shaft 1 is transmitted to the first clutch C1 via the trams la and 10, and then to the ring gear R1, which is a single planetary gear. Further, in this state, since the ring gear R2 of the dual planetary gear is prevented from rotating by the second one-way clutch F2, the carrier CR1 rotates at a reduced speed while causing the sun gear S1 and thus the hollow shaft 50 to idle, and this rotation is countered. It is taken out from the drive gear 15. The above-mentioned rotation is transmitted to the ring gear R3 of the second automatic transmission mechanism section 27 via the driven gear 33 that meshes with the counter drive gear 15, and is further transmitted to the sun gear S3 by the fourth brake B4 and the third one-way clutch F3. As a result of the stop, decelerated rotation is extracted from the carrier CR3, and the rotation is further transmitted from the front differential device 29 via the deceleration gear 35 and the ring gear 39 to the left and right front axle shafts 23a,
23b.

Then, when upshifting from the first gear to the second gear, the above-mentioned
From the high speed state, hydraulic pressure is supplied to the oil chamber of the hydraulic actuator 62, extending the piston and locking the second brake B2. Then, the rotation of the hollow shaft 50 and thus the sun gear S1 is prevented via the first one-way clutch F1, and in this state, the rotation transmitted from the input shaft 1 to the ring gear R1 via the first clutch C1 is prevented from rotating. While idling R2, it is transmitted to the carrier CRI as deceleration rotation,
The decelerated rotation is taken out from the counter drive gear 15,
Furthermore, the speed is decelerated by the second automatic transmission mechanism section 27 and transmitted to the front differential device 29.

Also, when downshifting from 4th or 3rd gear to 2nd gear,
Hydraulic pressure is also supplied to the oil chamber of the hydraulic actuator 60, which extends the piston and also locks the first brake B1. As a result, the second brake B2 is connected to the one-way clutch F.
Although the first brake B1 does not function due to idle rotation of the first brake B1, the first brake B1 directly locks the sun gear S1 and operates the engine brake.

In addition, in the third speed state, the first automatic transmission mechanism section 13 remains in the second speed state, and the second automatic transmission mechanism section 27 applies hydraulic pressure to the hydraulic actuator 79 as the fourth brake B4 is released. acts to engage the third clutch C3.

As a result, the planetary gear 32 becomes directly connected,
The rotation is transmitted to the front differential device 29.

Furthermore, when upshifting from third speed to fourth speed, hydraulic pressure is supplied to hydraulic actuator 72 to connect second clutch C2. As a result, the rotation from the input shaft 1 is transmitted to both ring gears R1 and R through the first and second clutches C1 and C2.
2 to integrally rotate the planetary gear unit 2, and the direct rotation is transmitted to the front differential device 29 via the direct rotation of the second automatic transmission mechanism section 27.

In addition, in the reverse range, hydraulic pressure is supplied to the hydraulic actuators 72 and 65, and the second clutch C2
At the same time, the third brake B3 is also engaged. In this state, the rotation of the input shaft 1 or the rotation of the second clutch C2
Based on the fact that ring gear R2 is stopped, the reverse rotation is taken out from the carrier CRI, and the reverse rotation is further transmitted to the second automatic transmission mechanism section 27.
front differential device 2 through the deceleration rotation of
9.

In the above description, the action of the actuator 3.72 will be explained in detail.
Since the expansion coefficients of the outer drum 10 and the first movable member 69 made of iron-based sintered alloy are almost the same, there is no change in clearance due to temperature changes, and therefore, the sliding movement between the outer drum 10 and the movable member 69 is smooth. In addition, the spline 10a and the protrusion 8
Since the clearance between the forward clutch c8 and the forward clutch c8 is parallel and does not change due to temperature, it slides smoothly and the forward clutch c8 operates normally.

In addition, separator plate 1 of direct clutch C8
Since the 00 splines 100a and the grooves 69b are formed with high precision, torque is uniformly applied to each separator plate 100, and since there is no torque, the clutch C2 always operates normally.

Thus, since the clutches C□ and C2 operate normally, forward, reverse, and forward/reverse switching is always performed smoothly.

In addition, in the above-mentioned embodiment, the first automatic transmission mechanism part 13 of three forward speeds and the second automatic transmission mechanism part 27 of direct connection and deceleration switching are used.
Although the automatic transmission A in which a combination of Of course, the present invention can also be applied to automatic transmissions.

(g) As described in detail, according to the present invention, the movable member (69)
is made of iron-based sintered alloy, does not require machining such as drafting, and has good surface accuracy, so the protrusions (69) of the movable member (69)
69a) and the groove (69b) are formed parallel to the axis with high accuracy, the cylinder member (10
) and clutch (C1) separator plate (100
), and the surface of the iron-based sintered alloy has high hardness, and these protrusions (69a) and grooves (69b)
It is possible to prevent the movable member (6) from deforming into a concave shape.
9) and the separator plate (100) are made of the same iron-based material and have substantially the same coefficient of thermal expansion, so that changes in the fitting relationship due to temperature changes can be prevented.

Further, the clutch operated by the movable member (69) is a forward clutch (C1), and the movable member (
If the clutch that engages with the groove (69b) of 69) is a direct clutch (C2), the first and second actuators (3) and (72) will always operate smoothly, allowing forward and reverse movement as well as forward and backward movement. It is possible to provide a stable and reliable automatic transmission in which forward and forward switching is performed smoothly and reliably, and abnormal noise due to fretting caused by play in the fitting portion can be prevented.

[Brief explanation of the drawing]

FIG. 1 is a sectional view showing the oil passage structure and clutch portion according to the present invention, FIG. 2 is a plan view of the movable member, and FIG.
-Z sectional view, FIG. 4 is a schematic diagram showing an automatic transmission to which the present invention is applied, FIG. 5 is a diagram showing its operation, and FIG. 6 is a sectional view showing the entire automatic transmission, FIG. 7 is a developed cross-sectional view taken along line X-X of a movable member of a conventional automatic transmission, and FIG. 8 is a developed cross-sectional view taken along line Y-Y. 1... Input member (input shaft) 3... First hydraulic actuator device (hydraulic actuator for clutch operation) 10... Cylinder member (outer drum) 13... Automatic transmission (first automatic transmission mechanism) part) 69...Movable member 69a...Protrusion
69b... Concave groove (spline), 70... Piston member (movable member) 72... Second hydraulic actuator (°second actuator) C4.
...Forward clutch (first clutch)
C2...Direct clutch (second clutch) Fig. 4 Fig. 5 Fig. 5

Claims (1)

[Claims] 1. A movable member is slidably fitted into a cylinder member connected to an input member, and the inner surface of the cylinder member and the outer surface of the movable member form a hydraulic chamber of the first hydraulic actuator. A clutch is attached to the outer side of the inner peripheral surface of the movable member, and a piston member is fitted to the inner side of the movable member, so that the inner surface of the movable member and the outer surface of the piston member form a hydraulic chamber of the second hydraulic actuator. In the hydraulic actuator device for an automatic transmission, the cylinder member is made of press-molded iron-based material, the movable member is made of iron-based sintered alloy, and the movable member is made of iron-based sintered alloy. , has a large number of spline-like protrusions on its outer peripheral surface that engages with the cylinder member, and has a large number of spline-like grooves on its inner circumferential surface for mounting the clutch, and these protrusions and grooves. A hydraulic actuator device for an automatic transmission, characterized in that its constituent side surfaces are formed parallel to an axis. 2. A forward clutch that is engaged when moving forward is attached to the cylinder member, and the forward clutch is operated by the first hydraulic actuator, and the clutch that is attached to the movable member is engaged at least when moving backward. The hydraulic actuator device for an automatic transmission according to claim 1, wherein the hydraulic actuator device is a direct clutch that engages the transmission gear, and is operated by the second hydraulic actuator.