JP2004293768A - Oil pressure supply structure for automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide oil pressure supply structure for an automatic transmission for a vehicle reducing the number of positions to be provided with a seal member by using the oil pressure supply structure reduced in the number of positions for delivering oil pressure. <P>SOLUTION: This oil pressure supply structure for an automatic transmission for a vehicle is provided with a cylindrical input shaft 11 arranged in the periphery of a drive shaft 16a, a pair of deceleration planetary gears 12 for decelerating the input rotation, a Ravigneaux type planetary gear set 13 for changing speed of the deceleration rotation, and a cylindrical output shaft 14 connected to the gear set 13. A transmission case has a first wall part 41 for supporting the input shaft, and a second wall part 42 for supporting the output shaft, and the transmission case is provided with a first and a second friction fastening element L/C and H/C for fastening/releasing rotary elements of the pair of gears 12 and the gear set 13, a first oil pressure supply hole 41a formed in the first wall part to supply the operating oil pressure to the first friction fastening element, and a second oil pressure supply hole 42a formed in the second wall part to supply the operating oil pressure to the second friction fastening element. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic supply structure for an automatic transmission for a vehicle that supplies and discharges an operating hydraulic pressure to a clutch and a brake for determining a gear transmission path of an automatic transmission and performing a shift.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there has been known an automatic transmission for a vehicle including a reduction planetary gear set for reducing input rotation and a Ravigneaux type planetary gear set for shifting and outputting the reduced rotation.
[0003]
In this type of automatic transmission, the above-described reduction planetary gear set and a Ravigneaux type planetary gear set are arranged on an input shaft that penetrates a transmission case, similarly to an automatic transmission configured by combining a plurality of simple planetary gear sets. I do. An output shaft is provided coaxially with the input shaft, and the output shaft is connected to an output rotating member of a Ravigneaux-type planetary gear set so that speed change power can be taken out (for example, see Patent Document 1).
[0004]
[Patent Document 1]
JP 2000-220705 A
[Problems to be solved by the invention]
By the way, as described in the above-mentioned literature, the supply and discharge of the operating oil pressure to and from the clutch / brake are conventionally performed by an oil hole provided in the transmission case, an oil hole provided in the output shaft so as to communicate with the oil hole, and an oil hole provided in the output shaft. Since the operation was performed by an oil path composed of three oil holes with an oil hole provided on the input shaft, that is, the operation hydraulic pressure was always supplied and discharged via the inside of the input shaft. There is a concern that the number of locations where the seal members are required when transferring the hydraulic pressure increases, which increases the cost, and that an increase in the number of seal locations may increase friction and reduce transmission efficiency.
[0006]
The present invention has been made in view of such a conventional problem, and has a hydraulic supply structure capable of supplying and discharging the working hydraulic pressure without forming an oil hole in the input shaft, and has a hydraulic pressure supply between the oil holes. Provided is a hydraulic supply structure for an automatic transmission for a vehicle, in which the number of delivery points is reduced, thereby reducing the number of installation locations of seal members, thereby reducing costs and reducing friction to improve transmission efficiency. It is aimed at.
[0007]
[Means for Solving the Problems]
The present invention solves the above problem by the following means. Note that, for easy understanding, reference numerals corresponding to the embodiments of the present invention are given, but the present invention is not limited thereto.
[0008]
The present invention provides a cylindrical input shaft (11) rotatably disposed around a drive shaft (16a) penetrating a transmission case (40), and is coaxial with the input shaft and connected to the input shaft. And a reduction gear planetary gear set (12) for reducing the input rotation, and a Ravigneaux type planetary gear set coaxially with the input shaft and connected to the reduction planetary gear set for shifting the reduction rotation. A set (13), a cylindrical output shaft (14) arranged around the drive shaft, connected to the Ravigneaux-type planetary gear set, and having the input shaft inserted through the inner periphery thereof; A first wall portion (41) rotatably supporting the input shaft and a second wall portion (42) rotatably supporting the output shaft; The first and second wall portions are respectively disposed so as to sandwich the vehicle set and the Ravigneaux type planetary gear set, and fasten / release the rotating elements of the reduction planetary gear set and the Ravigneaux type planetary gear set. First and second frictional fastening elements (L / C, H / C) and a first hydraulic pressure supply hole formed in the first wall for supplying hydraulic pressure to the first frictional fastening element ( 41b), and a second hydraulic pressure supply hole (42a) formed in the second wall portion for supplying operating hydraulic pressure to the second frictional engagement element.
[0009]
[Action / Effect]
Conventionally, the supply and discharge of working hydraulic pressure to and from a frictional engagement element such as a clutch / brake are provided in an oil hole provided in a transmission case, an oil hole provided in an output shaft so as to communicate therewith, and an input shaft in communication with the oil hole. This is done by an oil path consisting of three oil holes, and the oil pressure is always supplied and discharged via the inside of the input shaft, so the seal required when transferring oil pressure between the oil holes This increases the number of locations where members are installed, resulting in high cost, and the increase in the number of sealing locations increases friction, leading to a reduction in transmission efficiency.
[0010]
Therefore, in the present invention, it is necessary to review the component arrangement layout of the friction fastening elements, and to supply and discharge the working oil pressure supplied to the friction fastening elements from the hole provided in the wall of the transmission case, thereby forming the oil hole of the input shaft. And the number of locations for transferring hydraulic pressure between oil holes can be reduced, thereby reducing the number of seal member installation locations and reducing costs, and reducing friction to improve transmission efficiency. And the hydraulic pressure is supplied from the wall in the immediate vicinity of the frictional fastening element, so that the overall hydraulic pressure supply path can be made compact without lengthening it more than necessary. is there.
[0011]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in more detail with reference to the drawings and the like.
[0012]
FIG. 1 is a diagram showing an embodiment of an automatic transmission for a vehicle according to the present invention.
[0013]
The automatic transmission 1 for a vehicle has a six-speed automatic transmission including an input shaft 11, a reduction gear planetary gear set 12, a Ravigneaux-type planetary gear set 13, an output shaft 14, a final reduction gear 15, and a differential gear device 16. Machine. The central axis of the torque converter T / C is arranged in parallel with the input shaft 11 offset, and the driving force of the engine is transmitted to the input shaft 11 via a torque converter → input gear set 11a (described later). It is structured to be.
[0014]
The input shaft 11 and the output shaft 14 are hollow shafts, are coaxially arranged around the drive shaft 16 a and are freely rotatable, and are supported by a front end wall 41 and an intermediate wall 42 which are input / output shaft support portions of the transmission case 40. Have been.
[0015]
The input shaft 11 has one end (left end in the drawing) connected to the input gear set 11a, and the other end fitted with the output shaft 14 coaxially and rotatably. In addition, the input shaft 11 connects the ring gear R1 of the reduction planetary gear set 12 between the input gear set 11a and the output shaft 14, and rotates integrally. On the input shaft 1, a reduction planetary gear set 12 and a Ravigneaux-type planetary gear set 13 are arranged from the side closer to the input gear set 11a.
[0016]
The reduction planetary gear set 12 reduces the engine rotation and transmits it to the Ravigneaux-type planetary gear set 13. The reduction planetary gear set 12 is a simple planetary gear set including a sun gear S1, a ring gear R1, and a carrier C1 rotatably supporting a pinion P1 meshing with these gears. The sun gear S1 is always fixed to the transmission case 40. The ring gear R1 is connected to the input shaft 11 and rotates integrally with the input shaft 11.
[0017]
The Ravigneaux-type planetary gear set 13 includes a long pinion P2 and a short pinion P3 meshing with each other, a sun gear S2 and a ring gear R3 meshing with the long pinion P2, a sun gear S3 meshing with the short pinion P3, and a long pinion P2 rotatably. It has a carrier C2 for supporting and a carrier C3 for rotatably supporting the long pinion P2 and the short pinion P3. The speed of the reduced rotation from the reduction planetary gear set 12 is changed and transmitted to the output shaft 14.
[0018]
The output shaft 14 is rotatably supported on an intermediate wall 42 of the transmission case 40. The output shaft 14 has one end (the left end in the drawing) connected to the ring gear R3 and the other end connected to the final reduction gear 15, and transmits the rotation shifted by the Ravigneaux type planetary gear set to the final reduction gear 15.
[0019]
The final reduction gear 15 is a simple planetary gear set, and reduces the driving force transmitted from the output shaft 14 and transmits the reduced driving force to the differential gear device 16. In the final reduction gear 15, the ring gear 15R is fixed to the transmission case 40, the sun gear 15S is connected to the output shaft 14, and the carrier 15C is connected to the differential gear device 16.
[0020]
The differential gear device 16 is provided with a drive shaft 16b for the opposite wheel, which is paired with the drive shaft 16a, in addition to the drive shaft 16a described above, and makes the rotation from the output shaft 14 differential so as to distribute the rotation to the drive shafts 16a and 16b.
[0021]
The vehicle automatic transmission 1 is configured as described above. When the driving force of the engine is transmitted to the input shaft 11 via the torque converter T / C → the input gear set 11a, the vehicle automatic transmission 1 After the rotation thereof is reduced by the reduction planetary gear set 12, the speed is shifted by the Ravigneaux type planetary gear set 13, and the output is distributed to the drive shafts 16 a and 16 b by the differential gear device 16 via the output shaft 14 and the final reduction gear 15. .
[0022]
Here, a specific shift in the reduction planetary gear set 12 and the Ravigneaux-type planetary gear set 13 will be described.
[0023]
The automatic transmission 1 for a vehicle includes a low clutch (first clutch) L / C, a third speed & fifth speed & reverse clutch (second clutch) 3 & 5 & R / C, and a high clutch (third clutch) as shift friction elements. ) H / C, low one-way clutch L / OWC (fourth clutch), second-speed & sixth-speed brake (first brake) 2 & 6 / B, and low-and-reverse brake (second brake) L & R / B.
[0024]
The low clutch L / C engages / disengages the carrier C1 and the sun gear S2. The third-speed & fifth-speed & reverse clutches 3 & 5 & R / C engage / disengage the carrier C1 and the sun gear S3. The high clutch H / C engages / disengages the carrier C2 and the input shaft 11. The low one-way clutch L / OWC prevents the carrier C3 from rotating in the opposite direction to the engine. The second-speed & sixth-speed brakes 2 & 6 / B fix / release the sun gear S3 to / from the transmission case 40. The low & reverse brake L & R / B fixes / releases the carrier C3 to / from the transmission case 40. Since the low & reverse brake L & R / B and the low one-way clutch L / OWC both control the operation of the carrier C3, the low & reverse brake L & R / B and the low one-way clutch L / OWC are moved in the axial direction (in FIG. (The left and right direction) at the same position, and the low and reverse brakes L & R / B are arranged on the outside in the radial direction (the up and down direction in FIG. 1), and the low one-way clutch L / OWC is arranged on the inside to achieve the actual shift. The shaft length (total length) of the machine has been shortened.
[0025]
The automatic transmission appropriately selects and releases these friction elements for shifting to select the first to sixth forward speeds and the reverse speed.
[0026]
Hereinafter, specific shift control will be described with reference to FIG. Note that “○” in FIG. 2 indicates a fastening state.
[0027]
When selecting the first speed, the low clutch L / C is engaged. By doing so, the engine rotation is transmitted as follows. That is, the engine rotation is transmitted from the input shaft 11 to the ring gear R1. Since the sun gear S1 is fixed to the transmission case 40, it acts as a reaction force receiver, and the ring gear R1 decelerates and rotates the carrier C1 in the same direction as the input rotation. The low clutch L / C transmits the reduced rotation to the sun gear S2. By the way, since the low one-way clutch L / OWC prevents the rotation of the carrier C3 in the direction opposite to the engine rotation, the carrier C3 acts as a reaction force receiver, and the sun gear S2 rotates the ring gear R3 via the long pinion P2. The motor rotates at a reduced speed in the same direction as. Then, this rotation reaches the differential gear device 16 via the final reduction gear 15 via the output shaft 14 connected to the ring gear R3, and is distributed and output to the drive shafts 16a and 16b.
[0028]
In the first speed selection state, even if an attempt is made to apply the engine brake, the carrier C3 rotates in the same direction as the engine rotation. I can't let it. Therefore, when the engine brake is required, the low & reverse brake L & R / B is engaged to prevent the carrier C3 from rotating in the same direction as the engine rotation, as shown by (○) in FIG. To get the engine brakes at.
[0029]
When selecting the 2nd speed, the low clutch L / C and the 2nd & 6th speed brakes 2 & 6 / B are engaged. By doing so, the engine rotation is transmitted as follows. That is, since the second-speed & sixth-speed brake 2 & 6 / B is engaged, the sun gear S3 does not rotate but acts as a reaction force receiver. The engine rotation is reduced by the planetary gear set 12 from the input shaft 11 in the same manner as when the first speed is selected, and reaches the sun gear S2 via the low clutch L / C. The sun gear S2 reduces the ring gear R3 via the long pinion P2 in the same direction as the engine rotation, but rotates at a higher speed than when the first speed is selected. Then, this rotation reaches the differential gear device 16 via the final reduction gear 15 via the output shaft 14 connected to the ring gear R3, and is distributed and output to the drive shafts 16a and 16b. Thus, the forward second speed selection state is realized.
[0030]
When selecting the third speed, the low clutch L / C and the third speed & fifth speed & reverse clutch 3 & 5 & R / C are engaged. By doing so, the engine rotation is transmitted as follows. That is, the engine rotation is reduced by the planetary gear set 12 from the input shaft 11 as in the case of selecting the first speed. The reduced rotation reaches the sun gear S2 via the low clutch L / C, and reaches the sun gear S3 via the third-speed & fifth-speed & reverse clutches 3 & 5 & R / C. The sun gear S2 and the sun gear S3 rotate integrally, and the Ravigneaux-type planetary gear set 13 rotates the ring gear R3 at the same speed as the sun gear S2 and the sun gear S3, but at a higher speed than when the second speed is selected. Then, this rotation reaches the differential gear device 16 via the final reduction gear 15 via the output shaft 14 connected to the ring gear R3, and is distributed and output to the drive shafts 16a and 16b. In this way, the forward third speed selection state is realized.
[0031]
When selecting the fourth speed, the low clutch L / C and the high clutch H / C are engaged. By doing so, the engine rotation is transmitted as follows. That is, the engine rotation is reduced by the planetary gear set 12 from the input shaft 11 in the same manner as when the first speed is selected, and reaches the sun gear S2 via the low clutch L / C. On the other hand, the engagement of the high clutch H / C causes the carrier C2 to rotate at the same speed as the engine rotation. By this rotation and the reduced rotation to the sun gear S2, the Ravigneaux-type planetary gear set 13 rotates the ring gear R3 in the same direction as the engine rotation, but at a higher speed than when the third speed is selected. Then, this rotation reaches the differential gear device 16 via the final reduction gear 15 via the output shaft 14 connected to the ring gear R3, and is distributed and output to the drive shafts 16a and 16b. In this manner, the forward fourth speed selection state is realized.
[0032]
To select the fifth speed, the third speed & fifth speed & reverse clutches 3 & 5 & R / C and the high clutch H / C are engaged. By doing so, the engine rotation is transmitted as follows. That is, the engine rotation is reduced from the input shaft 11 by the planetary gear set 12 in the same manner as when the first speed is selected, and reaches the sun gear S3 via the third speed & fifth speed & reverse clutch 3 & 5 & R / C. On the other hand, the engagement of the high clutch H / C causes the carrier C2 to rotate at the same speed as the engine rotation. By this rotation and the reduced rotation to the sun gear S3, the Ravigneaux type planetary gear set 13 rotates the ring gear R3 in the same direction as the engine rotation, but at a higher speed than when the fourth speed is selected. Then, this rotation reaches the differential gear device 16 via the final reduction gear 15 via the output shaft 14 connected to the ring gear R3, and is distributed and output to the drive shafts 16a and 16b. Thus, the forward fifth speed selection state is realized.
[0033]
When selecting the sixth speed, the high clutch H / C and the second and sixth speed brakes 2 & 6 / B are engaged. By doing so, the engine rotation is transmitted as follows. That is, since the second-speed & sixth-speed brake 2 & 6 / B is engaged, the sun gear S3 does not rotate but acts as a reaction force receiver. Further, since the high clutch H / C is engaged, the carrier C2 rotates at the same speed as the engine rotation. Therefore, the Ravigneaux-type planetary gear set 13 rotates the ring gear R3 in the same direction as the engine rotation, but at a higher speed than when the fifth speed is selected. Then, this rotation reaches the differential gear device 16 via the final reduction gear 15 via the output shaft 14 connected to the ring gear R3, and is distributed and output to the drive shafts 16a and 16b. In this way, the sixth forward speed selection state is realized.
[0034]
When reverse is selected, the third-speed & fifth-speed & reverse clutches 3 & 5 & R / C and the low & reverse brake L & R / B are engaged. By doing so, the engine rotation is transmitted as follows. That is, since the low & reverse brake L & R / B is engaged, the carrier C3 does not rotate and acts as a reaction force receiver. The engine rotation is reduced from the input shaft 11 by the planetary gear set 12 in the same manner as when the first speed is selected, and reaches the sun gear S3 via the third speed & fifth speed & reverse clutches 3 & 5 & R / C. This reduced rotation is reversed by the short pinion P3 and the long pinion P2, and rotates the ring gear R3 in the reverse direction. This reverse rotation reaches the differential gear device 16 via the output shaft 14 connected to the ring gear R3 and the final reduction gear 15, and is distributed and output to the drive shafts 16a and 16b. In this way, the backward selection state is realized.
[0035]
In the present embodiment, as described above, the low clutch L / C, the third speed & fifth speed & reverse clutch 3 & 5 & R / C, the high clutch H / C, the second speed & sixth speed brake 2 & 6 / B, the low & In order to control the reverse brake L & R / B, the hydraulic supply structure for supplying the operating hydraulic pressure has the following configuration. Hereinafter, the hydraulic supply structure of the automatic transmission for a vehicle according to the present invention will be described in detail with reference to FIG.
[0036]
As shown in FIG. 3, a hydraulic supply main hole 41a is formed in the front end wall 41 from the upper left to the lower right, and the hydraulic supply hole 41b and the hydraulic supply hole are connected so as to communicate with the hydraulic supply main hole 41a. 41c and a hydraulic pressure supply hole 41d are formed in parallel with the axial direction of the drive shaft 16a.
[0037]
The hydraulic pressure supply hole 41b is an oil passage that supplies hydraulic pressure to the low clutch L / C.
[0038]
Here, the low clutch L / C is rotatably supported by a boss portion 43 extending from the front end wall 41 in parallel with the drive shaft 16a, and at substantially the same axial position as the deceleration planetary gear set 12. It is arranged on the outer peripheral side (the upper side in FIG. 3).
[0039]
The hydraulic pressure supply hole 41b is further connected to a communication hole 41e formed in a radial direction (vertical direction in FIG. 3) so that the hydraulic pressure flows through the communication hole 41e to the hydraulic oil chamber 21a of the low clutch L / C. It has become.
[0040]
Therefore, the hydraulic pressure supplied from the main hydraulic pressure supply hole 41a is supplied to the working oil chamber 21a of the low clutch L / C via the hydraulic pressure supply hole 41b → the communication hole 41e. To be released.
[0041]
The hydraulic pressure supply hole 41c is an oil passage that supplies hydraulic pressure to the third-speed & fifth-speed & reverse clutches 3 & 5 & R / C.
[0042]
Here, the third-speed & fifth-speed & reverse clutches 3 & 5 & R / C are rotatably supported by a boss 43 extending from the front end wall 41 in parallel with the drive shaft 16 a, and the input shaft 11 and the deceleration planetary gears. It is arranged between the sets 12.
[0043]
The hydraulic pressure supply hole 41c is further connected to a communication hole 41f formed in the radial direction so that the hydraulic pressure flows through the communication hole 41f to the hydraulic oil chamber 21b of the third-speed & fifth-speed & reverse clutches 3 & 5 & R / C. Has become.
[0044]
Therefore, the hydraulic pressure supplied from the hydraulic supply main hole 41a is supplied to the hydraulic oil chamber 21b of the third speed & fifth speed & reverse clutch 3 & 5 & R / C via the hydraulic pressure supply hole 41c → the communication hole 41f, and the third speed is used by this hydraulic pressure. & 5th speed & reverse clutch 3 & 5 & R / C are engaged / disengaged.
[0045]
The hydraulic pressure supply hole 41d is an oil passage that supplies hydraulic pressure to the second-speed & sixth-speed brakes 2 & 6 / B.
[0046]
The second-speed & sixth-speed brake 2 & 6 / B is arranged on the front end wall 41 of the transmission case 40. The hydraulic pressure supplied from the main hydraulic pressure supply hole 41a operates the brake piston 22a of the second-speed & sixth-speed brake 2 & 6 / B via the hydraulic pressure supply hole 41d to engage / release the second-speed & sixth-speed brake 2 & 6 / B.
[0047]
The intermediate wall 42 is formed with a main hydraulic supply hole 42a in the radial direction. One end of the main hydraulic supply hole 42a communicates with the hydraulic supply hole 14a formed in the output shaft 14 along the axial direction. Supply hydraulic pressure to H / C.
[0048]
Here, the high clutch H / C is disposed between the intermediate wall 42 and the Ravigneaux type planetary gear set 13 and on the outer peripheral side of the output shaft 14 (the upper side in FIG. 3).
[0049]
One end of the hydraulic pressure supply hole 14a communicates with a closed space 18 formed by the input shaft 11, the clutch drum 23 of the high clutch H / C, and a corresponding end of the output shaft 14 fitted to the input shaft 11. A communication hole 19 for communicating the closed space 18 with the hydraulic oil chamber 21c of the high clutch H / C is formed in the clutch drum 23.
[0050]
Accordingly, the hydraulic pressure is supplied to the hydraulic oil chamber 21c of the high clutch H / C via the hydraulic supply main hole 42a → the hydraulic pressure supply hole 14a → the closed space 18 → the communication hole 19, and the high clutch H / C is engaged by this hydraulic pressure. /To be released.
[0051]
Further, a hydraulic supply hole 42b is communicated with the hydraulic supply main hole 42a. The hydraulic pressure supply hole 42b is an oil passage formed in the axial direction to supply hydraulic pressure to the low & reverse brake L & R / B.
[0052]
The low & reverse brake L & R / B is supported by the inner peripheral wall (upper portion in FIG. 3) of the transmission case 40 and is disposed between the output shaft 14 and the high clutch H / C. Further, a low one-way clutch L / OWC is arranged inside the low & reverse brake L & R / B to shorten the shaft length (total length) of the transmission.
[0053]
The hydraulic pressure supplied from the hydraulic pressure supply main hole 42a passes through the hydraulic pressure supply hole 42b and operates the brake piston 22b of the low & reverse brake L & R / B to engage / release the low & reverse brake L & R / B.
[0054]
Conventionally, as described above, the supply / discharge of the operating oil pressure to / from the clutch / brake is performed by an oil hole provided in the transmission case, an oil hole provided in the output shaft so as to communicate therewith, and an oil hole provided in the input shaft so as to communicate therewith. This is performed by an oil path consisting of three oil holes, and the operating oil pressure is always supplied and discharged via the inside of the input shaft, so the seal required when transferring oil pressure between oil holes is used. There have been problems in that the number of locations where the members are installed is increased and the cost is increased, and that the increase in the number of seal locations increases friction and lowers the transmission efficiency.
[0055]
Therefore, in the present embodiment, the arrangement of the frictional engagement elements such as the clutch / brake is reviewed, and the operating hydraulic pressure supplied thereto is supplied / discharged from the hole provided in the wall of the transmission case. There is no need to form a hole, which reduces the number of locations for transferring hydraulic pressure between oil holes, thereby reducing the number of installation locations for seal members and reducing costs, and reducing friction to reduce transmission efficiency. Was able to be improved. In addition, since the oil pressure is supplied from the wall immediately adjacent to the clutch / brake, the overall hydraulic pressure supply path can be made compact without making it unnecessarily long.
[0056]
Further, since the low & reverse brake L & R / B and the low one-way clutch L / OWC both control the operation of the carrier C3, the low & reverse brake L & R / B and the low one-way clutch L / OWC are set at the same position in the axial direction. By arranging the low & reverse brake L & R / B on the outside in the radial direction and arranging the low one-way clutch L / OWC on the inside in the radial direction, the shaft length (total length) of the transmission is reduced. .
[0057]
In addition, without being limited to the embodiment described above, various modifications and changes are possible within the scope of the technical idea, and it is apparent that they are equivalent to the present invention.
[Brief description of the drawings]
FIG. 1 is a view showing an embodiment of an automatic transmission for a vehicle according to the present invention.
FIG. 2 is a diagram showing a state of engagement of a friction engagement element during gear shift control.
FIG. 3 is an enlarged view of a main part of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Vehicle automatic transmission 11 Input shaft 12 Reduction planetary gear set 13 Ravigneaux type planetary gear set 14 Output shaft 14a Hydraulic supply hole (third clutch pressure supply hole)
15 Final reducer 16 Differential gear device 16a, 16b Drive shaft 40 Transmission case 41 Front end wall (first wall)
41a Hydraulic supply main hole 41b Hydraulic supply hole (first clutch pressure supply hole)
41c Hydraulic pressure supply hole (second clutch pressure supply hole)
41d hydraulic pressure supply hole (first brake pressure supply hole)
42 Intermediate wall (second wall)
42a Hydraulic supply main hole (third clutch pressure supply hole)
42b hydraulic pressure supply hole (second brake pressure supply hole)
T / C Torque converter L / C Low clutch (first clutch)
3 & 5 & R / C 3rd & 5th & reverse clutch (second clutch)
H / C high clutch (third clutch)
L / OWC low one way clutch (4th clutch)
2 & 6 / B 2nd & 6th speed brake (1st brake)
L & R / B Low & reverse brake (second brake)

Claims (9)

A cylindrical input shaft rotatably arranged around a drive shaft penetrating the transmission case,
A deceleration planetary gear set that is coaxial with the input shaft and is arranged to be connected to the input shaft and that reduces input rotation;
A Ravigneaux-type planetary gear set that is coaxial with the input shaft and is arranged to be connected to the deceleration planetary gear set, and that performs deceleration rotation.
A cylindrical output shaft disposed around the drive shaft and connected to the Ravigneaux-type planetary gear set and penetrating the input shaft at an inner periphery thereof;
With
The transmission case has a first wall portion that rotatably supports the input shaft, and a second wall portion that rotatably supports the output shaft,
The rotation elements of the reduction planetary gear set and the Ravigneaux type planetary gear set are arranged on the first wall side and the second wall side, respectively, so as to sandwich the reduction planetary gear set and the Ravigneaux type planetary gear set. First and second friction fastening elements for fastening / releasing;
A first hydraulic pressure supply hole formed in the first wall portion and configured to supply operating hydraulic pressure to the first frictional engagement element;
A second hydraulic pressure supply hole formed in the second wall, for supplying hydraulic pressure to the second frictional engagement element;
A hydraulic supply structure for an automatic transmission for a vehicle, comprising: The first frictional fastening element is rotatably supported by a boss extending from the first wall in parallel with the drive shaft, and is disposed on an outer peripheral side of the reduction planetary gear set. A first clutch for engaging / disengaging a carrier of the planetary gear set for use with a first sun gear of the Ravigneaux-type planetary gear set,
The first hydraulic pressure supply hole is a first clutch pressure supply hole that supplies operating hydraulic pressure to the first clutch.
The clutch oil passage structure for an automatic transmission according to claim 1, wherein: The first frictional fastening element is rotatably supported by a boss extending from the first wall in parallel with the drive shaft, and includes a carrier for the reduction planetary gear set and the Ravigneaux type planetary gear set. A second clutch for engaging / disengaging with a second sun gear,
The first hydraulic pressure supply hole is a second clutch pressure supply hole that supplies operating hydraulic pressure to the second clutch.
The clutch oil passage structure for an automatic transmission according to claim 1, wherein: The first friction fastening element is a first brake fixed to the first wall and fixing / releasing a second sun gear of the Ravigneaux-type planetary gear set to / from the transmission case,
The first hydraulic pressure supply hole is a first brake pressure supply hole that supplies operating hydraulic pressure to the first brake.
The clutch oil passage structure for an automatic transmission according to claim 1, wherein: The second friction fastening element is disposed between the Ravigneaux-type planetary gear set and the second wall portion, and thirdly fastens / releases the first carrier and the input shaft of the Ravigneaux-type planetary gear set. A clutch,
The second hydraulic pressure supply hole is a third clutch pressure supply hole that supplies operating hydraulic pressure to the third clutch.
The clutch oil passage structure for an automatic transmission according to claim 1, wherein: The second friction fastening element is provided between an outer peripheral wall of the transmission case and a boss extending from the second wall, the Ravigneaux-type planetary gear set, and the second wall. A second brake fixed and released between the transmission case and the second carrier of the Ravigneaux-type planetary gear set.
The second hydraulic pressure supply hole is a second brake pressure supply hole that supplies operating hydraulic pressure to the second brake.
The clutch oil passage structure for an automatic transmission according to claim 1, wherein: A fourth clutch disposed between the second brake and a boss extending from the second wall to allow rotation of the second carrier of the Ravigneaux-type planetary gear set in a predetermined direction; Comprising,
The clutch oil passage structure for an automatic transmission according to claim 6, wherein: A cylindrical input shaft rotatably arranged around a drive shaft penetrating the transmission case,
A deceleration planetary gear set that is coaxial with the input shaft and is arranged to be connected to the input shaft and that reduces input rotation;
A Ravigneaux-type planetary gear set that is coaxial with the input shaft and is arranged to be connected to the deceleration planetary gear set, and that performs deceleration rotation.
A cylindrical output shaft disposed around the drive shaft and connected to the Ravigneaux-type planetary gear set;
With
The transmission case has a first wall portion that rotatably supports the input shaft, and a second wall portion that rotatably supports the output shaft,
The first wall portion is rotatably supported by a boss portion extending in parallel with the drive shaft, is disposed on the outer peripheral side of the reduction planetary gear set, and includes a carrier of the reduction planetary gear set and the Ravigneaux. A first clutch for engaging / disengaging a first sun gear of the mold planetary gear set;
A first clutch pressure supply hole formed in the first wall portion for supplying a hydraulic pressure to the first clutch;
The carrier of the reduction planetary gear set and the second sun gear of the Ravigneaux type planetary gear set are fastened / released rotatably supported by a boss extending from the first wall in parallel with the drive shaft. A second clutch,
A second clutch pressure supply hole formed in the first wall portion and configured to supply hydraulic pressure to the second clutch;
A first brake fixed to the first wall and fixing / releasing a second sun gear of the Ravigneaux-type planetary gear set to / from the transmission case;
A first brake pressure supply hole formed in the first wall for supplying an operating oil pressure to the first brake;
A hydraulic supply main hole formed in the first wall portion and communicating with the first clutch pressure supply hole, the second clutch pressure supply hole, and the first brake pressure supply hole;
A hydraulic supply structure for an automatic transmission for a vehicle, comprising: A cylindrical input shaft rotatably arranged around a drive shaft penetrating the transmission case,
A deceleration planetary gear set that is coaxial with the input shaft and is arranged to be connected to the input shaft and that reduces input rotation;
A Ravigneaux-type planetary gear set that is coaxial with the input shaft and is arranged to be connected to the deceleration planetary gear set, and that performs deceleration rotation.
A cylindrical output shaft disposed around the drive shaft and connected to the Ravigneaux-type planetary gear set;
With
The transmission case has a first wall portion that rotatably supports the input shaft, and a second wall portion that rotatably supports the output shaft,
A third clutch disposed between the Ravigneaux-type planetary gear set and the second wall portion for engaging / disengaging a first carrier and the input shaft of the Ravigneaux-type planetary gear set;
A third clutch pressure supply hole formed in the second wall portion for supplying operating oil pressure to the third clutch;
The outer peripheral wall of the transmission case and a boss extending from the second wall, the Ravigneaux planetary gear set being fixed to the second wall, A second brake for fixing / releasing a second carrier of the Ravigneaux-type planetary gear set to / from the transmission case;
A second brake pressure supply hole formed in the second wall portion so as to communicate with the third clutch pressure supply hole, and for supplying hydraulic pressure to the second brake;
A hydraulic supply structure for an automatic transmission for a vehicle, comprising:

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