JP2007192256A - Rotation speed detection device of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve a working efficiency when a rotation speed detection device having a rotation speed detection means for detecting the rotational speed of a rotary member and a part to be detected is assembled in an automatic transmission. <P>SOLUTION: A first planetary gear set GS1, two sets of planetary gear sets GS3, GS4, and a second normally speed reducing planetary gear set GS2 are arranged in this order from a power input side from which a power is input into an input shaft Input to the opposite side. First and second clutches C1, C2 and an output gear Output are arranged in proximity to and parallel with each other in the direction of the input shaft. A part of the clutch hub 52 of the first clutch C1 is positioned on the outer peripheral side of the second clutch C2. An intermediate rotation speed detection sensor 21 disposed on the outer peripheral side of the clutch hub 52 and an output rotation speed detection sensor 22 disposed on the outer peripheral side of the output gear Output are integrated with each other with a pedestal part 23. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a rotation speed detection device for detecting the rotation speed of a rotating member in an automatic transmission.

  Conventionally, as disclosed in Patent Document 1, for example, an input shaft, a counter shaft, and a counter shaft are used to detect the number of rotations of a rotating member in an automatic transmission and perform shift control based on the detected number of rotations. It is known that a sensor is provided in the vicinity of the drive shaft to detect the input rotation speed from the input shaft, the rotation speed of the drive gear as the output section, and the input rotation speed to the differential device.

Specifically, in the above-described automatic transmission, the input rotation speed from the input shaft is detected by detecting the rotation speed of the clutch drum of the clutch connected to the input shaft, thereby the input rotation speed to the differential device. Can be obtained by detecting the number of rotations of the differential case. As described above, by detecting the number of rotations in the automatic transmission with the sensor, it becomes possible to perform a precise shift control based on the detection result, and a smooth shift operation with less shock during a shift is possible. .
JP 2004-340226 A

  However, in general, the above-described sensors provided in the vicinity of the input shaft, counter shaft, and drive shaft of the automatic transmission are separated from each other and need to be assembled separately in the automatic transmission. There is a problem that it takes time to assemble the transmission.

  The present invention has been made in view of such a point, and an object of the present invention is to provide an automatic transmission of a rotation speed detection device including a rotation speed detection means for detecting the rotation speed of a rotation member and a detected portion. It is to improve the assembly workability to the machine.

  In order to achieve the above object, in the solution means of the present invention, the rotation members whose rotation speeds are respectively detected by at least two rotation speed detection means are arranged close to each other, and these rotation speed detection means are integrated.

  Specifically, in the first aspect of the invention, the input shaft, the output portion disposed coaxially with the input shaft, the planetary gear set disposed coaxially with the input shaft, and coaxial with the input shaft. An automatic transmission that selectively shifts to a predetermined gear stage by switching a power transmission path from the input shaft to the output unit by switching the engagement element. The target is a number detection device.

  And an input rotation speed detection means for detecting the rotation speed of the rotation member related to the rotation of the input shaft, an output rotation speed detection means for detecting the rotation speed of the rotation member related to the rotation of the output section, and the input Intermediate rotation speed detection means for detecting the rotation speed of the rotation member related to the rotation of the predetermined rotation element of the planetary gear set different from the rotation member related to the rotation of the shaft and the rotation member related to the rotation of the output unit; And at least two rotation speed detection means, wherein the rotation members whose rotation speed is detected by the at least two rotation speed detection means are arranged close to each other, and the at least two rotation speed detection means are provided. It is assumed that the number detection means is integrated.

  With the above configuration, at least two rotating members are arranged close to each other and their rotation speed detection means are integrated, so that it is not necessary to separately assemble a plurality of rotation speed detection means in the transmission. The number of man-hours for assembling the rotation speed detecting means can be reduced. In addition, the number of parts can be reduced by integrating the rotation speed detection means as described above, and only one output terminal of the rotation speed detection means is provided for the plurality of detection means. The number of wires connected to the terminals can also be reduced, and assembly workability can be improved.

  When the intermediate rotational speed detection means is provided, the rotational speed of the portion closer to the engagement element can be detected, so that the engagement timing at the engagement element can be made more appropriate and the speed change can be made. Depending on the stage, if the rotational speed of the part rotating in synchronization with the input shaft is detected by the intermediate rotational speed detection means, it can also be used as a fail-safe or failure detection when the input rotational speed detection means is broken. Can do.

  Specifically, a rotating member related to the rotation of the input shaft and a rotating member related to the rotation of a predetermined rotating element of the planetary gear set are arranged close to each other, and the input rotational speed detecting means and the intermediate The rotation number detecting means may be integrated (invention of claim 2), or a rotation member related to rotation of a predetermined rotation element of the planetary gear set and a rotation member related to rotation of the output unit. The intermediate rotational speed detection means and the output rotational speed detection means may be integrated with each other (invention of claim 3). In addition, a rotating member related to the rotation of the input shaft, a rotating member related to the rotation of a predetermined rotating element of the planetary gear set, and a rotating member related to the rotation of the output unit are arranged close to each other. The input rotation speed detection means, the intermediate rotation speed detection means, and the output rotation speed detection means may be integrated (invention of claim 4). Thereby, the number of parts of the rotation speed detection means can be reduced, and the workability of assembling the rotation speed detection means to the automatic transmission can be improved.

  In each configuration as described above, the automatic transmission is provided on the downstream side of the power transmission path of the constant reduction planetary gear set that constantly decelerates and outputs the rotation of the input shaft and the constant reduction planetary gear set, and is connected to each other. And two sets of planetary gear sets having the first to fourth rotating elements, the first rotating elements being connected to the output section, and the second of the two sets of planetary gear sets. A clutch hub connected to the rotating element via a connecting member, and a clutch drum positioned on the outer peripheral side of the clutch hub and connected to the output side of the constant speed planetary gear set. By switching the engaging portions provided on the clutch drum between the engaged state and the non-engaged state, the above-described constant speed reduction plug Shall be equipped with a clutch constituting the output side and the two sets of planetary said engagement element and a second rotary element disconnecting the Li gear set Tarigiyasetto, the.

  In the automatic transmission, the always-reducing planetary gear set, the output unit, and the two planetary gear sets are arranged in order from the power input side to the input shaft along the axial direction of the input shaft. It is assumed that the clutch and the connecting member are arranged in order from the power input side of the input shaft along the axial direction of the input shaft at the outer peripheral side position of the constant speed planetary gear set.

  The clutch drum constituting the rotating member related to the input shaft and the connecting member constituting the rotating member related to the rotation of the predetermined rotating element of the planetary gear set are adjacent to each other, and the connecting member and the output unit It is assumed that the rotating member related to the rotation of is adjacent to the rotating member (invention of claim 5).

  By arranging a plurality of planetary gear sets and clutches as described above, the automatic transmission can be made compact, and the rotating members related to the rotation of the clutch drum, the connecting member, and the output unit are arranged adjacent to each other. can do. This facilitates the integration of the rotational speed detection means for detecting the rotational speed, and can reliably improve the assembly workability of the rotational speed detection means.

  In the case where the intermediate rotational speed detecting means is provided, the connecting member is formed in a drum shape, and a detected portion for the intermediate rotational speed detecting means is provided on the side wall thereof. Preferably, when the input rotational speed detecting means is provided, the clutch drum is provided with a detected portion for the input rotational speed detecting means on the side wall thereof. Is preferable (Invention of Claim 7).

  Further, when the output rotation speed detecting means is provided, it is preferable that the output rotation member is composed of a drive gear, and the gear teeth of the drive gear are a detected portion for the output rotation speed detection means. (Invention of Claim 8).

  By doing so, the detected portion can be configured by a part of the components of the transmission, and it is not necessary to attach the detected portion as a separate component, so that the assembly operation of the rotation speed detection device is facilitated.

  As described above, according to the automatic transmission rotational speed detection device of the present invention, the automatic rotational speed detection means includes at least two rotational speed detection means among the input rotational speed detection means, the intermediate rotational speed detection means, and the output rotational speed detection means, By arranging the rotation members whose rotation numbers are detected by the rotation number detection means close to each other and integrating the rotation number detection means, it is possible to reduce the number of parts related to the rotation number detection means, Assembling workability of the plurality of rotation speed detecting means can be improved. In addition, by integrating the plurality of rotation speed detection means in this way, the output terminal can be made common and wiring work for the output terminal can be reduced.

  Specifically, the constant reduction planetary gear set and the first to fourth rotation elements are provided on the downstream side thereof and connected to each other, and the first rotation element is connected to the output unit. Two planetary gear sets coupled to each other, a clutch for connecting / disconnecting the output of the constant reduction planetary gear set and the second rotating element of the two planetary gear sets, the clutch hub of the clutch, and the two planetary gear sets And a connecting member that connects the second rotating element to the clutch, a connecting member and a rotating member related to the rotation of the output portion of the clutch arranged adjacent to each other, The rotation number detecting means can be easily integrated.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

-Overall configuration-
FIG. 1 shows an overall configuration of an automatic transmission AT according to the present embodiment, and this configuration is a case where the automatic transmission AT is applied to a power train for an FF vehicle that is mounted horizontally on the vehicle. Show.

  The automatic transmission AT includes a torque converter 3, a transmission gear mechanism 2, and a differential gear mechanism 4 as main components. The torque converter 3 transmits the rotational driving force output from the output shaft of the engine (not shown) to the input shaft Input of the transmission gear mechanism 2 disposed in the vehicle width direction. The force is changed and output from an output gear Output (an output unit, a rotation member related to rotation of the output unit) arranged coaxially with the input shaft Input. The output gear Output meshes with the driven gear 44 of the counter shaft 43 arranged in parallel to the input shaft Input, and the rotation of the output gear Output is transmitted to the counter shaft 43 by the driven gear 44. The differential gear mechanism 4 is arranged in parallel with the input shaft Input, with the rotational driving force after being decelerated by meshing between the final gear 45 on the counter shaft 43 and the ring gear 41 of the differential gear mechanism 4. Transmitted to the drive shafts 42, 42.

  The torque converter 3 is accommodated in the torque converter housing 5, and the transmission gear mechanism 2, the differential gear mechanism 4, and the counter shaft 43 are accommodated in the transmission case 1, respectively. The torque converter housing 5 is disposed so as to close one end side (engine side) of the transmission case 1. The transmission case 1 is roughly classified into a transmission gear mechanism housing portion 12 that houses the transmission gear mechanism 2, a differential gear mechanism housing portion 13 that houses the differential gear mechanism 4, and the transmission gear mechanism housing portion 12. And a countershaft housing portion 14 for housing the countershaft 43 disposed between the differential gear mechanism housing portion 13, and the counter-torque converter side of the transmission gear mechanism housing portion 12 is covered by the rear cover 6. It has come to be.

  Here, the positional relationship among the three axes of the input shaft Input, the counter shaft 43, and the drive shaft 42 will be described with reference to FIG. In the figure, axes d1, d2, and d3 indicate the axes of the input shaft Input, the counter shaft 43, and the drive shaft 42, respectively. In addition, the circles indicated by broken lines in the same figure are arranged coaxially with the output gear Output coaxially arranged with the input shaft Input, the driven gear 44 and final gear 45 coaxially arranged with the counter shaft 43, and the drive shaft 42, respectively. The ring gear 41 is shown.

  As shown in FIG. 2, the three axes d1, d2, and d3 are arranged in the order of d1 (input shaft Input), d2 (counter shaft 43), and d3 (drive shaft 42) from the front to the rear of the vehicle. Has been. The height position of the axis d2 of the counter shaft 43 is set to be higher than the axis d3 of the drive shaft 42, and the height position of the axis d1 of the input shaft Input is the same as the axis d2 of the counter shaft 43. It is set between the drive shaft 42 and the axis d3. The relative positional relationship between the input shaft Input, the counter shaft 43 and the drive shaft 42 is such that the gears constituting the transmission gear mechanism 2, the gears constituting the differential gear mechanism 4, the driven gear 44 and the final gear 45. This is determined by the relationship and restrictions on the arrangement space in the engine room of the automatic transmission AT.

  Next, the configuration of the transmission gear mechanism 2 will be described with reference to FIGS. FIG. 3 is an enlarged cross-sectional view showing a portion of the transmission gear mechanism 2 in the automatic transmission AT, and FIG. 5 is a skeleton diagram (skeleton diagram) showing the configuration of the transmission gear mechanism 2.

  The transmission gear mechanism 2 includes four first to fourth planetary gear sets GS1, GS2, GS3, GS4, first to third wet multi-plate clutches C1, C2, C3, first and first 2 wet multi-plate brakes B1 and B2. Of the four planetary gear sets GS1 to GS4, the first and second planetary gear sets GS1 and GS2 are smaller than the third and fourth planetary gear sets GS3 and GS4, respectively.

  Here, the transmission gear mechanism housing portion 12 of the transmission case 1 has a support wall 15 that protrudes radially inward from the inner peripheral surface of the transmission case 1 at a substantially intermediate position in the input shaft direction. Is formed. Due to the support wall 15, the transmission gear mechanism housing portion 12 is arranged in the input shaft direction in the front chamber 12 a on the side close to the torque converter 3 (hereinafter referred to as torque converter side) and the side far from the torque converter 3 (hereinafter referred to as anti-torque). It is divided into two chambers, the rear chamber 12b on the converter side.

  Of the first to fourth four planetary gear sets GS1 to GS4, the second, third, and fourth planetary gear sets GS2, GS3, and GS4 are the anti-torque converters in the input shaft direction in the rear chamber 12b. On the other hand, the first planetary gear set GS1 is disposed in the front chamber 12a while being sequentially disposed from the side toward the torque converter. Accordingly, the first and second planetary gear sets GS1, GS2 are positioned on both sides in the input shaft direction so as to sandwich the third and fourth planetary gear sets GS3, GS4.

  Further, as shown in FIG. 4, an elliptical opening 12 c into which a rotation speed detection unit 20 described later is inserted is formed on the side wall of the transmission gear mechanism housing portion 12 of the transmission case 1. A mounting flange 12d to which the pedestal portion 23 of the rotation speed detection unit 20 is attached is integrally formed so as to surround the opening 12c.

-Configuration of planetary gear set-
Hereinafter, the configuration of the planetary gear sets GS1 to GS4 will be described.

  The first planetary gear set GS1 is a single-pinion type planetary gear set having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 meshing with both the gears S1 and R1. is there. The second planetary gear set GS2 is also a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 supporting the second pinion P2 meshing with both the gears S2, R2. Is a set. Note that the reduction ratios of input rotations in the first and second planetary gear sets GS1 and GS2 (that is, the ratio of the number of teeth of each ring gear and sun gear) are the same as each other due to the optimization of the gear ring of the transmission. It can be set to a different value.

  Here, in the transmission gear mechanism housing portion 12 in the transmission case 1, a first boss portion 16 a that supports the torque converter side of the input shaft Input on the torque converter side of the housing portion 12, and an anti-torque converter side A second boss portion 16b that extends from the rear cover 6 to the inside of the housing portion 12 and supports the opposite end of the input shaft Input on the side opposite to the torque converter is provided.

  The first sun gear S1 of the first planetary gear set GS1 is fixed (always fixed) to the outer peripheral surface of the first boss 16a by spline fitting or the like, and the second sun gear S1 of the second planetary gear set GS2 The sun gear S2 is also fixed (always fixed) to the inner peripheral surface of the second boss portion 16b by spline fitting or the like.

  On the other hand, the first ring gear R1 of the first planetary gear set GS1 is connected (always connected) to the input shaft Input by a first connecting member M1 whose boss portion is fixed to the input shaft Input by welding or the like. The second ring gear R2 of the second planetary gear set GS2 is connected (always connected) to the input shaft Input by a second connecting member M2 whose boss is fixed to the input shaft Input by spline fitting or the like.

  Thereby, the rotation of the input shaft Input is always decelerated in the first and second planetary gear sets GS1, GS2, respectively, and output from the first and second carriers PC1, PC2. Here, the first and second planetary gear sets GS1 and GS2 are simply input with the input torque from the input shaft Input via the first and second ring gears R1 and R2, respectively, and the torque is increased. Therefore, the first and second planetary gear sets GS1, GS2 can be downsized.

  The third planetary gear set GS3 is a single-pinion type planetary gear set having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both the gears S3 and R3. is there. The fourth planetary gear set GS4 is also a single pinion type planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 meshing with both the gears S4 and R4. Is a set.

  The third ring gear R3 and the fourth carrier PC4 are connected (always connected) by the third connecting member M3, whereby the third ring gear R3 and the fourth carrier PC4 rotate integrally. ing. The third carrier PC3 and the fourth ring gear R4 are connected (always connected) by a fourth connecting member M4 arranged so as to cover the outer peripheral side of the third planetary gear set GS3. The third carrier PC3 and the fourth ring gear R4 rotate integrally with each other.

  That is, the third and fourth planetary gear sets GS3, GS4 are coupled to each other by the third and fourth coupling members M3, M4, so that a total of four rotation elements (third sun gear S3, third carrier PC3 = 4th ring gear R4, 3rd ring gear R3 = 4th carrier PC4, 4th sun gear S4), and this constitutes a CR-CR type connected planetary gear train in which each carrier and ring gear are connected. ing. Here, the rotating element composed of the third ring gear R3 and the fourth carrier PC4 corresponds to the first rotating element, and the rotating element composed of the fourth sun gear S4 corresponds to the second rotating element.

  The output gear Output is arranged on the torque converter side with respect to the support wall 15 and adjacent to the support wall 15. That is, the output gear Output is positioned on the opposite side of the torque converter 3 across the first planetary gear set GS1. A boss portion 15a is formed on the inner peripheral portion of the support wall 15 so as to extend in the input shaft direction, and a bearing 15b is fitted and fixed to the boss portion 15a. The gear Output is rotatably supported by the bearing 15b. The output gear Output is coupled to the fourth carrier PC4 of the fourth planetary gear set GS4, and thereby rotates integrally with the fourth carrier PC4.

  In this manner, the output gear Output is disposed at a position opposite to the torque converter 3 with the first planetary gear set GS1 interposed therebetween, so that the relatively large-diameter driven gear 44 is in relation to the first planetary gear set GS1. Thus, the counter shaft 43 can be disposed closer to the transmission gear mechanism 2 in the vertical direction (see FIG. 2). That is, the automatic transmission AT can be made compact in the vertical direction. Further, as shown in FIG. 1, the driven gear 44 is arranged closer to the final gear 45 in the axial direction, so that the length of the counter shaft 43 is shortened, resulting in unnecessary mechanical loss and an increase in weight. Therefore, the automatic transmission AT can be made compact in the length direction.

  Here, the rotational speed of the output gear Output is detected by an output rotational speed detection sensor 22 (output rotational speed detection means) disposed at the outer peripheral side position. That is, the output rotation speed detection sensor 22 is of an electromagnetic pickup type, detects a change in the magnetic field due to the gear teeth of the output gear Output as a pulse, and rotates the output gear Output based on the detected pulse. Try to find a number.

-Clutch and brake configuration-
The transmission gear mechanism 2 selectively activates the first to third clutches C1 to C3 and the first and second brakes B1 and B2 from the input shaft Input to the output gear Output. The forward 6 speed and the reverse speed are obtained by switching the transmission path of the driving force.

  Although not shown, a transmission hydraulic pressure control device is connected to the first to third clutches C1 to C3 and the first and second brakes B1 and B2, and this transmission hydraulic pressure control device is shown in FIG. As shown in the fastening operation table, a fastening pressure (● mark) and a release pressure (no mark) are created at each shift stage. As such a shift hydraulic pressure control device, a hydraulic control type, an electronic control type, a hydraulic pressure + electronic control type, and the like are conceivable. In addition, although mentioned later in detail, in this embodiment, the one-way clutch OWC is arrange | positioned in parallel with 2nd brake B2, and in this case, 2nd brake B2 is not fastened in forward 1st speed, For example, manual mode or The second brake B2 is engaged only when the engine brake is necessary, such as in the hold mode (indicated by parentheses in the engagement operation table of FIG. 6). However, the one-way clutch OWC is not necessary, and in this case, the second brake B2 is engaged at the first forward speed.

  The first clutch C1 is a clutch for selectively connecting / disconnecting the fourth sun gear S4 and the first carrier PC1, and as shown in the engagement operation table of FIG. (Hereinafter, the first clutch is referred to as a low clutch).

  As shown in FIGS. 1 and 3, the low clutch C1 is disposed on the outer peripheral side of the first planetary gear set GS1, and the boss portion on the inner peripheral side is located on the torque converter side relative to the first planetary gear set GS1. And a clutch drum 51 (rotary member related to rotation of the input shaft) coupled to the first carrier PC1 and a clutch hub 52 (disposed radially inward from the inner surface of the outer peripheral wall of the clutch drum 51). A plurality of clutch plates 53, 54, which are alternately arranged in the input shaft direction (left and right direction in the figure) between the clutch drum 51 and the clutch hub 52, and rotation members and connecting members related to the rotation of the planetary gear set. (Engagement portion).

  A clutch piston 55 is disposed in the clutch drum 51 so as to partition a pressure receiving chamber between the clutch drum 51 and the clutch drum 51. The clutch piston 55 moves to the counter-torque converter side (the left side in FIG. 3) against the urging force of the return spring 57 in accordance with the hydraulic pressure supplied to the pressure receiving chamber, so that the clutch plates 53, 54, Are pressed and the clutch plates 53, 54,... Adjacent in the axial direction are engaged with each other.

  Further, in this embodiment, considering that the hydraulic oil in the pressure receiving chamber receives a centrifugal force as the Low clutch C1 rotates and rises with respect to the control hydraulic pressure, a sealing plate ( The balance plate 56 is arranged, and thereby, the centrifugal balance chamber is defined so as to be adjacent to the pressure receiving chamber. The hydraulic pressure in the centrifugal balance chamber is increased by the centrifugal force as in the pressure receiving chamber, so that the increased hydraulic pressure due to the centrifugal force can be offset and the clutch controllability can be improved.

  The clutch drum 51 has a hole 51a (detected portion) formed on the side wall thereof. The hole 51a is used to detect the rotational speed of the clutch drum 51 by an input rotational speed sensor (not shown) disposed on the outer peripheral side of the clutch drum 51.

  The clutch hub 52 extends in the input shaft direction to the anti-torque converter side so as to cover the outer periphery of the clutch drum 61 of the high clutch C2 described later, and at its tip (end on the anti-torque converter side), A disk-shaped rotational force transmission member 58 is coupled. The rotational force transmitting member 58 has an inner peripheral boss portion connected to one end side (torque converter side) of a substantially cylindrical fifth connecting member M5 by spline fitting or the like. The fifth connecting member M5 is disposed between the input shaft Input and the output gear Output so as to extend in the axial direction of the input shaft Input, and the other end side (the anti-torque converter side) is the fourth side. It is connected to the fourth sun gear S4 of the planetary gear set GS4. Accordingly, the clutch hub 52 is connected to the fourth sun gear S4 via the rotational force transmitting member 58 and the fifth connecting member M5, so that when the low clutch C1 is fastened, the fourth sun gear is engaged. S4 and the first carrier PC1 are integrally rotated.

  A portion of the clutch hub 52 that covers the outer periphery of the clutch drum 61 of the high clutch C2 and is connected to the rotational force transmission member 58 (side wall of the connecting member) has a hole 52a (detected portion). Is formed, and an intermediate rotational speed detection sensor 21 (intermediate rotational speed detection means) for detecting the rotational speed of the portion is arranged at the outer peripheral side position. Here, since the rotational speed of the part is the same as the rotational speed of the fourth sun gear S4 of the fourth planetary gear set GS4, the rotational speed of the fourth sun gear S4 located between the input shaft Input and the output gear Output. That is, it corresponds to an intermediate rotational speed.

  By detecting the intermediate rotational speed in this way, the rotational speed of the portion close to the Low clutch C1 can be detected, and the Low clutch C1 can be engaged at a more appropriate timing. Shifting operation is smooth. Further, as shown in the engagement operation table of FIG. 6, the low clutch C1 is in the engaged state during the first to fourth speeds, and at these shift stages, the clutch drum 51 and the clutch hub 52 of the low clutch C1 Therefore, when the input rotational speed detection sensor (not shown) is out of order, the intermediate rotational speed detection sensor 21 can detect the failure of the input rotational speed detection sensor and the intermediate rotational speed detection sensor 21. It is also possible to substitute the detection of the input rotation speed (function as fail-safe).

  The intermediate rotational speed sensor is an electromagnetic pickup type sensor, and the rotational speed of the detected portion can be detected by detecting a change in the magnetic field caused by the hole 52a.

  With the above configuration, as shown in FIG. 3, the intermediate rotational speed detection sensor 21 is disposed close to the output rotational speed detection sensor 22 that detects the rotational speed of the output gear Output, and will be described in detail later. Thus, these sensors 21 and 22 can be integrated.

  The second clutch C2 is a clutch for selectively connecting / disconnecting the third carrier PC3 and the first ring gear R1 (input shaft Input). As shown in the engagement operation table of FIG. This is a clutch that is fastened at the sixth speed (hereinafter, the second clutch is referred to as a high clutch).

  The high clutch C2 is disposed on the outer peripheral side of the first planetary gear set GS1, and the high clutch C2 and the low clutch C1 are arranged such that the low clutch C1 is closer to the torque converter 3 and the high clutch C2 is the torque. Arranged in the input axis direction on the side far from the converter 3. The high clutch C2 includes a clutch drum 61 whose inner peripheral boss is connected to the first ring gear R1, and a clutch hub 62 that is spaced radially inward from the inner surface of the outer peripheral wall of the clutch drum 61. And a plurality of clutch plates 63, 64,... Disposed alternately between the clutch drum 61 and the clutch hub 62 in the input shaft direction (left-right direction in the figure). The boss portion on the inner peripheral side of the clutch hub 62 extends to the counter-torque converter side in the axial direction of the input shaft Input between the input shaft Input and the output gear Output, and the third planetary gear set GS3 It is connected to a 3-carrier PC3.

  The clutch piston 65 is arranged at a position adjacent to the first connecting member M1 in the input shaft direction so as to partition the pressure receiving chamber between the first ring gear R1 and the first connecting member M1 that connects the input shaft Input. It is installed. The clutch piston 65 moves to the counter-torque converter side (left direction in FIG. 3) against the urging force of the return spring 67 in accordance with the hydraulic pressure supplied to the pressure receiving chamber, whereby the clutch plates 63 and 64 are moved. Are pressed to engage the clutch plates 63, 64,... Adjacent to each other in the axial direction. Further, a sealing plate 66 is disposed on the side opposite to the pressure receiving chamber of the clutch piston 65 similarly to the low clutch C1, and a centrifugal balance chamber is formed so as to be adjacent to the pressure receiving chamber.

  Therefore, with the above configuration, when the high clutch C2 is engaged, the first ring gear R1 of the first planetary gear set GS1 and the third carrier PC3 of the third planetary gear set GS3 are integrally rotated. become.

  Thus, in the front chamber 12a of the transmission gear mechanism housing portion 12 of the transmission case 1, the two clutches C1 and C2 of Low and High are housed together with the first planetary gear set GS1 that is always decelerated, In the chamber 12a, since the Low and High clutches C1 and C2 are arranged on the outer peripheral side of the first planetary gear set GS1, the overall length of the transmission gear mechanism 2 can be shortened, and the automatic transmission AT can be made compact. Can be planned.

  In the front chamber 12a, the low clutch C1, the high clutch C2, and the output gear Output are arranged in this order from the power input side to the input shaft Input toward the opposite side, and arranged in this order in the input shaft direction. By disposing a part of the clutch hub 52 of C1 so as to cover the outer peripheral side of the high clutch C2, the intermediate rotational speed detection sensor 21 and the output rotational speed detection sensor 22 can be disposed close to each other. As a result, as will be described later, these sensors 21 and 22 can be integrated, and the number of steps for assembling the sensors 21 and 22 to the automatic transmission AT can be reduced. In addition, the arrangement as described above shortens the handling of the members 51, 52, 58, 61, 62 for inputting / outputting the Low and High clutches C1, C2, thereby realizing a compact automatic transmission AT. can do.

  Further, the first planetary gear set GS1 is disposed at a substantially central position in the axial direction in the front chamber 12a, and the low and high clutches C1, C2 are disposed in spaces on both sides in the axial direction across the first planetary gear set GS1. By arranging the clutch pistons 55 and 65, respectively, the first planetary gear sets GS1 and Low and the High clutches C1 and C2 are efficiently arranged, and the front chamber 12a is prevented from being enlarged in the radial direction. In this manner, the front chamber 12a portion of the automatic transmission AT in which the first planetary gear set GS1 is accommodated is radially compact, so that the differential gear mechanism 4 can be connected to the front chamber 12a with respect to the vehicle. It becomes possible to arrange them close to each other in the front-rear direction (see FIG. 2), and the entire automatic transmission including the differential gear mechanism 4 can be made compact. It can arrange | position to a near position (refer FIG. 1). This is advantageous in that the bending angles of the left and right drive shafts 42 and 42 become gentle. In addition, it is possible to increase the diameter of the ring gear 41 of the differential gear mechanism 4, which is preferable in that the degree of freedom in designing the reduction ratio is increased without hindering downsizing.

  On the other hand, in the rear chamber 12b in the transmission gear mechanism housing portion 12 of the transmission case 1, the third clutch C3 and the first and second brakes B1 and B2 together with the second to fourth planetary gear sets GS2 to GS4. , Each is housed.

  The third clutch C3 is a clutch for selectively connecting / disconnecting the second carrier PC2 of the second planetary gear set GS2 and the third sun gear S3 of the third planetary gear set GS3. As shown in FIG. 4, the clutch is engaged at the third speed, the fifth speed, and the reverse speed (hereinafter, the third clutch is referred to as a 3/5 / R clutch).

  The 3/5 / R clutch C3 is arranged on the outer peripheral side of the second planetary gear set GS2 so as to overlap the second planetary gear set GS2 in the axial direction, and the boss portion on the inner peripheral side is the first boss portion. A clutch drum 71 connected to the carrier PC2, and a clutch in which the boss portion on the inner peripheral side is connected to the third sun gear S3 and spaced radially inward from the inner surface of the outer peripheral wall of the clutch drum 71 A hub 72 and a plurality of clutch plates 73, 74,... Arranged alternately between the clutch drum 71 and the clutch hub 72 in the input shaft direction (left-right direction in the figure).

  A clutch piston 75 is disposed in the clutch drum 71 so as to partition a pressure receiving chamber between the clutch drum 71 and the clutch drum 71. The clutch piston 75 moves to the torque converter side (the right side in FIG. 3) against the urging force of the return spring 77 according to the hydraulic pressure supplied to the pressure receiving chamber, whereby the clutch plates 73, 74,. , And the clutch plates 73, 74,... Adjacent in the axial direction are engaged with each other. Further, a sealing plate 76 is disposed on the side opposite to the pressure receiving chamber of the clutch piston 75 similarly to the low and high clutches C1 and C2, and a centrifugal balance chamber is formed so as to be adjacent to the pressure receiving chamber. ing.

  Therefore, with the above configuration, when the 3/5 / R clutch C3 is engaged, the second carrier PC2 of the second planetary gear set GS2 and the third sun gear S3 of the third planetary gear set GS3 are integrated. Will be rotated.

  The first brake B1 is a brake for selectively connecting and disconnecting the third sun gear S3 to the transmission case 1 and selectively stopping the rotation of the third sun gear S3. As shown, the brake is engaged at the second speed and the sixth speed (hereinafter, the first brake is referred to as a 2/6 brake).

  The 2/6 brake B1 is located further on the outer peripheral side than the 3/5 / R clutch C3 and is disposed so as to overlap the clutch C3 and the second planetary gear set GS2 in the axial direction. Further, the 2/6 brake B1 is disposed radially inward from the inner peripheral surface of the transmission case 1, and the boss portion on the inner peripheral side is the clutch hub 72 of the 3/5 / R clutch C3. , And a plurality of brake plates 83, 84,... Disposed alternately between the inner peripheral surface of the transmission case 1 and the brake hub 82 in the input shaft direction. Since the brake hub 82 is connected to the clutch hub 72 of the 3/5 / R clutch C3, the brake hub 82 is connected to the third sun gear S3 via the clutch hub 72.

  The rear cover 6 of the transmission case 1 is formed with a recess, and the brake piston 85 is inserted into the recess, so that a pressure receiving chamber is defined between the recess and the brake piston 85. The The brake piston 85 moves toward the torque converter side (right side in FIG. 3) against the urging force of the return spring 87 in response to the supply of hydraulic pressure to the pressure receiving chamber, so that the brake plate 83 adjacent in the axial direction. , 84,... Are pressed to engage the brake plates 83, 84,.

  Here, the brake piston 85 is disposed so as to overlap the clutch piston 75 of the 3/5 / R clutch C3 in the axial direction. As described above, the pistons 75 and 85 can be arranged on the torque converter side as much as possible by arranging them so as to overlap in the axial direction, and the axial transmission of the automatic transmission AT can be made compact.

  The second brake B2 selectively connects / disconnects the fourth connecting member M4 that connects the third carrier PC3 and the fourth ring gear R4 to the transmission case 1 to selectively rotate the fourth connecting member M4. 6 is a brake that is engaged at the first speed and the reverse speed as shown in the engagement operation table of FIG. 6 (hereinafter, the second brake is referred to as an L / R brake). However, as described above, the L / R brake B2 is engaged only when the engine brake is required, such as a manual mode or a hold mode.

  The L / R brake B2 is disposed on the torque converter side of the 2/6 brake B1 and on the outer peripheral side of the third and fourth planetary gear sets GS3, GS4. The brake hub of the L / R brake B2 is constituted by a fourth connecting member M4 that connects the third carrier PC3 and the fourth ring gear R4, and the inner peripheral surface of the transmission case 1 and the fourth connecting member M4. Are arranged alternately in the direction of the input shaft.

  Since the recess 15 is formed in the support wall 15 of the transmission case 1 and the brake piston 95 is inserted into the recess, a pressure receiving chamber is formed between the recess and the brake piston 95. Is done. The brake piston 95 moves to the anti-torque converter side (left side in FIG. 3) against the urging force of the return spring 97 in response to the supply of hydraulic pressure to the pressure receiving chamber, so that the brake plate adjacent in the axial direction. Are pressed so that the brake plates 93, 94,... Are engaged with each other.

  Here, the return spring 97 is disposed in the concave groove 17 formed on the inner peripheral surface of the transmission case 1, and thereby the return spring 97 is positioned on the outer peripheral side with respect to the brake plates 93 and 94. It is like that.

  Further, a one-way clutch OWC is disposed on the side opposite to the torque converter from the L / R brake B2. The one-way clutch OWC prevents one-way rotation of the fourth connecting member M4 between the transmission case 1 and the fourth connecting member M4.

  The one-way clutch OWC is supported by a support member 18 attached and fixed to the inner peripheral surface of the transmission case 1. This support member 18 functions not only to support the one-way clutch OWC but also to receive the return spring 97 of the L / R brake B2, and to receive the pressing force of the brake plates 93, 94,. It has a role as a retaining plate.

  With the above configuration, the automatic transmission AT of the present embodiment includes the first to fourth four single pinion type simple planetary gear sets GS1 to GS4, and includes the first to third clutches C1 to C3. The first and second two brakes B1 and B2 are selectively operated to obtain the sixth forward speed and the reverse speed. In other words, the transmission AT does not include a complex type planetary gear set such as a Ravigneaux type, does not require a planetary gear set of a double sun gear type, a double pinion type, or a double ring gear type, and a clutch that connects and disconnects rotating elements, The number of brakes, etc., is relatively small at 5 or less, which is advantageous for downsizing, cost and weight reduction, noise reduction, and the like.

-Rotation speed detection unit-
Next, the configuration of the rotation speed detection unit 20 (rotation speed detection device) which is a characteristic part of the present invention will be described below.

  The rotational speed detection unit 20 detects the rotational speed of the portion of the clutch hub 52 of the first clutch C1 that is positioned on the outer peripheral side of the second clutch C2 and connected to the rotational force transmission member 58. A detection sensor 21 and an output rotation speed detection sensor 22 that detects the rotation speed of the output gear Output based on the gear teeth of the output gear Output are provided, and these sensors 21 and 22 are provided in a common pedestal portion 23. It is attached.

  Each of the rotation speed detection sensors 21 and 22 is of an electromagnetic pickup type, and detects a change in magnetic field due to a hole 52a provided in a clutch hub 52 as a detected portion and gear teeth of the output gear Output. It is configured. By detecting the change in the magnetic field in this way, the rotational speeds of the clutch hub 52 and the output gear Output can be detected.

  The pedestal portion 23 is a columnar member formed in an oval shape when viewed from above, and is formed so as to be fitted in an oval opening 12c formed in the transmission case 1 of the transmission gear mechanism housing portion 12. A lower portion 23b, and an upper portion 23a that protrudes larger in the radial direction than the lower portion 23b and contacts the mounting flange portion 12d around the opening portion 12c. The above-described sensors 21 and 22 are integrally attached and fixed to the surface of the lower portion 23b opposite to the upper portion 23a, and an O-ring 24 is disposed on the outer peripheral surface of the lower portion 23b. Grooves 23c are formed in the circumferential direction. Thus, by attaching the O-ring 24, the liquid-tightness of the transmission gear mechanism housing portion 12 of the transmission case 1 is maintained.

  One coupler 25 as an output terminal of each of the above-described sensors 21 and 22 is provided on the upper portion 23 a of the pedestal portion 23. That is, in the pedestal portion 23, wiring from the sensors 21 and 22 to the coupler 25 is made, and output signals from the sensors 21 and 22 are output to a control device (not shown) via the coupler 25. It has become so.

  Thus, by attaching the two rotation speed detection sensors 21 and 22 to the single pedestal portion 23 and integrating them, the number of parts such as the pedestal portion can be reduced, and the plurality of rotation speed detection sensors 21 can be reduced. , 22 need not be separately assembled to the transmission case 1, so that the workability during the assembly can be improved. In addition, since the coupler 25 as an output terminal can be shared, the wiring work of external wiring to the coupler 25 can also be reduced.

(Other embodiments)
The specific configuration of the present invention is not limited to the automatic transmission AT of the above-described embodiment, and includes various other configurations. That is, in the above embodiment, the intermediate rotational speed detection sensor 21 for detecting the intermediate rotational speed and the output rotational speed detection sensor 22 for detecting the output rotational speed are provided on the common pedestal portion 23. Instead, as shown in FIG. 7, the intermediate rotational speed detection sensor 21 and the input rotational speed detection sensor 26 may be provided on a common pedestal portion 27, or as shown in FIG. 8, the input rotational speed detection sensor. The three sensors 26, the intermediate rotation speed detection sensor 21, and the output rotation speed detection sensor 22 may be provided on the common base portion 28. Although not particularly shown, the input rotational speed detection sensor 26 and the output rotational speed detection sensor 22 may be integrated.

  In the above-described embodiment, the oval opening 12c is formed in the transmission case 1 of the transmission gear mechanism housing portion 12. However, the present invention is not limited to this. For example, a plurality of hydraulic control valves are provided. In addition, an opening may be formed in the valve body attached to the transmission case 1, and the rotation speed detection unit 20 in which the sensors 21 and 22 are integrated may be assembled.

  In the above embodiment, the transmission case 1 is provided with the oval opening 12c, and the pedestal 23 of the rotation speed detection unit 20 is fitted into the opening 12c. For example, an opening corresponding to the sensors 21 and 22 is provided in the transmission case 1 so that only the sensors 21 and 22 are inserted into the opening, and the pedestal portion is positioned outside the transmission case 1. Also good.

  In the above embodiment, the holes 51a and 52a are provided in the clutch drum 51 and the clutch hub 52 as the detected parts. However, the present invention is not limited to this. For example, the protrusions on the outer peripheral surfaces of the drum 51 and the hub 52 Any part to be detected may be provided as long as it can detect a change in the magnetic field by a sensor, such as forming a film or attaching a magnetic film.

  Furthermore, in the above-described embodiment, an example in which the automatic transmission AT is applied to a lateral power train for an FF vehicle has been described. However, the automatic transmission AT may be applied to a lateral power train for an RR vehicle.

  As described above, the present invention improves the assembly workability of the rotational speed detection device by arranging the rotational members close to each other and integrating the rotational speed detection means in the automatic transmission of the vehicle. Therefore, it is particularly useful, for example, for mounting on a passenger car.

It is sectional drawing which shows the structure of the automatic transmission which concerns on embodiment of this invention. It is side surface explanatory drawing of the automatic transmission. It is sectional drawing which expands and shows the transmission gear mechanism part of the automatic transmission. It is a figure (figure seen from the arrow X in FIG. 3) which shows the opening part and attachment flange part for attaching a rotation speed detection unit. FIG. 2 is a schematic diagram showing a schematic configuration of the automatic transmission. It is a fastening operation | movement table | surface of the automatic transmission. FIG. 6 is a view corresponding to FIG. 3 according to another embodiment. FIG. 6 is a view corresponding to FIG. 3 according to another embodiment.

Explanation of symbols

1 Transmission case 20 Rotational speed detection unit (Rotational speed detection device)
21 Intermediate rotational speed detection sensor (intermediate rotational speed detection means)
22 output rotation speed detection sensor (output rotation speed detection means)
23, 27, 28 Pedestal part 26 Input rotational speed detection sensor (input rotational speed detection means)
51 Clutch drum (rotating member)
51a Hole (Detected part)
52 Clutch hub (connecting member, rotating member)
52a Hole (Detected part)
C1 First clutch GS1 First constant reduction planetary gear set GS2 Second constant reduction planetary gear set GS3 Planetary gear set (two planetary gear sets)
GS4 planetary gear set (two planetary gear sets)
PC4 4th carrier (first rotating element)
S4 Fourth sun gear (second rotating element)
Input Input axis
Output Output gear (output part, rotating member)

Claims (8)

An input shaft;
An output unit disposed coaxially with the input shaft;
A planetary gear set disposed coaxially with the input shaft;
An engagement element disposed coaxially with the input shaft,
An automatic transmission rotation speed detection device that selectively shifts to a predetermined gear position by switching a power transmission path from the input shaft to the output unit by switching the engagement element,
An input rotational speed detecting means for detecting the rotational speed of the rotating member related to the rotation of the input shaft; an output rotational speed detecting means for detecting the rotational speed of the rotating member related to the rotation of the output section; A rotation member related to rotation and an intermediate rotation number detection means for detecting the rotation number of the rotation member related to rotation of a predetermined rotation element of the planetary gear set different from the rotation member related to rotation of the output unit. Among the rotation speed detection means, at least two rotation speed detection means are provided,
Rotation of an automatic transmission characterized in that a rotation member whose rotation speed is detected by the at least two rotation speed detection means is arranged in close proximity and the at least two rotation speed detection means are integrated. Number detection device. In claim 1,
A rotating member related to the rotation of the input shaft and a rotating member related to the rotation of a predetermined rotating element of the planetary gear set are arranged close to each other,
An automatic transmission rotation speed detection device, wherein the input rotation speed detection means and the intermediate rotation speed detection means are integrated. In claim 1,
The rotating member related to the rotation of the predetermined rotating element of the planetary gear set and the rotating member related to the rotation of the output unit are arranged close to each other,
An automatic transmission rotation speed detection device, wherein the intermediate rotation speed detection means and the output rotation speed detection means are integrated. In claim 1,
A rotating member related to the rotation of the input shaft, a rotating member related to the rotation of a predetermined rotating element of the planetary gear set, and a rotating member related to the rotation of the output unit are arranged close to each other,
An automatic transmission rotation speed detection device, wherein the input rotation speed detection means, the intermediate rotation speed detection means, and the output rotation speed detection means are integrated. In any one of Claims 1-4,
The automatic transmission is
A constant deceleration planetary gear set that constantly decelerates and outputs the rotation of the input shaft;
It is provided on the downstream side of the power transmission path of the constantly reducing planetary gear set and is connected to each other so as to have four first to fourth rotating elements. The first rotating element is connected to the output unit. And two planetary gear sets
A clutch hub connected to the second rotating element of the two planetary gear sets via a connecting member, and a clutch drum positioned on the outer peripheral side of the clutch hub and connected to the output side of the constant reduction planetary gear set And switching the engagement portions provided on the clutch hub and the clutch drum between an engaged state and a disengaged state, thereby allowing the output side of the constantly reducing planetary gear set and the two sets of planetary gear sets. A clutch that constitutes the engaging element that connects and disconnects the second rotating element, and is arranged in the axial direction of the input shaft, in order from the power input side to the input shaft, in order from the power reduction planetary gear set, the output And two planetary gear sets are arranged,
The clutch and the connecting member are arranged in order from the power input side of the input shaft along the axial direction of the input shaft at the outer peripheral side position of the constant speed planetary gear set,
The clutch drum constituting the rotating member related to the input shaft is adjacent to the connecting member constituting the rotating member related to the rotation of the predetermined rotating element of the planetary gear set, and the connecting member and the output portion are rotated. A rotation speed detecting device for an automatic transmission, wherein the rotation member is arranged so as to be adjacent to a rotating member related to the motor. In any one of Claims 1-4,
An automatic transmission rotation speed detection device, wherein the connecting member is formed in a drum shape, and a detected portion for the intermediate rotation speed detection means is provided on a side wall thereof. In any one of Claims 1, 2, and 4,
The clutch drum is provided with a detection portion for the input rotation speed detection means on a side wall thereof, and the rotation speed detection device for an automatic transmission. In any one of Claims 1, 3, and 4,
The rotating member related to the rotation of the output unit is composed of a drive gear,
An automatic transmission rotation speed detection device, wherein the gear teeth of the drive gear are detected parts for the output rotation speed detection means.

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